Stopping on a soft surface, such as mud, snow or sand,  might bog the aircraft down; therefore, it should be kept in  continuous motion with sufficient power while lining up for  the takeoff roll. As the aircraft is aligned with the takeoff path, takeoff power  is applied smoothly and rapidly. As the aircraft accelerates,  the control bar is moved full forward to the front tube to  establish a positive angle of attack and to reduce the weight  supported by the nosewheel because any lift on the wing  takes load off of the landing gear. When the aircraft is held at a nose-high attitude throughout  the takeoff run and as speed increases and lift develops, the  wings progressively relieve the wheels of more and more of  the WSC’s weight, thereby minimizing the drag caused by  surface irregularities or adhesion. If this attitude is accurately  maintained, the aircraft virtually flies itself off the ground,  becoming airborne at airspeed slower than a safe climb speed  because of ground effect.  [Figure 7-14]  After becoming airborne, the nose should be lowered very  gently with the wheels clear but just above the surface to  allow the aircraft to utilize ground effect to accelerate to V$_{Y}$,  or V$_{X}$ if obstacles must be cleared. Extreme care must be  exercised immediately after the aircraft becomes airborne and  while it accelerates to avoid settling back onto the surface.  An attempt to climb prematurely or too steeply may cause the  aircraft to settle back to the surface as a result of losing the  benefit of ground effect. An attempt to climb out of ground  effect before sufficient climb airspeed is attained may result  in aircraft incapacity to continue climbing as the ground effect  area is traveled, even with full power for lower powered WSC  aircraft. Therefore, it is essential that the aircraft remain in  ground effect until at least V$_{X}$ is reached. This requires a feel  for the WSC aircraft and a very fine control touch in order  to avoid overcontrolling the pitch control as required control  pressures change with aircraft acceleration. Simply getting  off the ground as quickly as possible and flying in ground  effect is the goal. In addition to normal takeoffs, additional common errors in  the performance of soft/rough field takeoffs are: Emergency or abnormal situations can occur during a takeoff  that requires a pilot to reject the takeoff while still on the  runway. Circumstances such as a malfunctioning powerplant,  items dislodging during takeoff, inadequate acceleration,  runway incursion, or air traffi c conflict may be reasons for  a rejected takeoff.  Lift-Off and Initial Climb  Rejected Takeoff/Engine Failure  Takeoff Roll • Attempting a takeoff with a WSC that is not equipped  with the proper tires.  • Minimum air pressure not used in tires. • Insufficient control bar forward pressure during initial  takeoff roll, resulting in inadequate angle of attack. • Poor directional control. • Climbing too steeply after lift-off. • Abrupt and/or excessive pitch control while attempting  to level off and accelerate after lift-off. • Allowing the aircraft to “mush” or settle resulting in  an inadvertent touchdown after lift-off. • Attempting to climb out of ground effect area before  attaining sufficient climb speed. CLIMB AT V Y ACCELERATE IN GROUND EFFECT ACCELERATE WITH NOSE UP Rotate and lift off as soon as possible Figure 7-14. Rough and soft field takeoff. 7-12