Once the aircraft has reached a safe altitude (approximately  100 feet for insufficient runway available for landing should  an engine failure occur) retract the landing gear and flaps while  referencing the ASI and attitude indicator to maintain the  desired pitch. As the configuration is changed, an increase in  aft control pressure is needed in order to maintain the desired  pitch attitude. Smoothly increase the aft control pressure to  compensate for the change in configuration. Anticipate the  changes and increase the rate of cross-check. The airspeed tape  and altitude tape increases while the VSI tape is held constant.  Allow the aircraft to accelerate to the desired climb speed.  Once the desired climb speed is reached, reduce the power to  the climb power setting as printed in the POH/AFM. Trim the  aircraft to eliminate any control pressures.  Common errors associated with the instrument takeoff  include, but are not limited to, the following: After attaining a reasonable degree of proficiency in basic  maneuvers, apply these skills to the various combinations  of individual maneuvers. The practice flight patterns,  beginning on page 7-30, are directly applicable to operational  instrument flying.  1.  Failure to perform an adequate flight deck check  before the takeoff. Pilots have attempted instrument  takeoff with inoperative airspeed indicators (pitot  tube obstructed), controls locked, and numerous  other oversights due to haste or carelessness. It is  imperative to cross-check the ASI as soon as possible.  No airspeed is indicated until 20 knots of true airspeed  is generated in some systems. 2.  Improper alignment on the runway. This may result  from improper brake applications, allowing the  airplane to creep after alignment, or from alignment  with the nosewheel or tailwheel cocked. In any case,  the result is a built-in directional control problem as  the takeoff starts. 3.  Improper application of power. Abrupt applications  of power complicate directional control. Power  should be applied in a smooth and continuous  manner to arrive at the takeoff power setting within  approximately 3 seconds. 4.  Improper use of brakes. Incorrect seat or rudder pedal  adjustment, with feet in an uncomfortable position,  frequently causes inadvertent application of brakes  and excessive heading changes. 5.  Overcontrolling rudder pedals. This fault may be  caused by late recognition of heading changes, tension  on the controls, misinterpretation of the heading  indicator (and correcting in the wrong direction),  failure to appreciate changing effectiveness of rudder  control as the aircraft accelerates, and other factors. If  heading changes are observed and corrected instantly  with small movement of the rudder pedals, swerving  tendencies can be reduced. 6.  Failure to maintain attitude after becoming airborne.  If the pilot reacts to seat-of-the-pants sensations when  the airplane lifts off, pitch control is guesswork.  The pilot may either allow excessive pitch or apply  excessive forward-elevator pressure, depending on  the reaction to trim changes.  7.  Inadequate cross-check. Fixations are likely during the  trim changes, attitude changes, gear and flap retractions,  and power changes. Once an instrument or a control  input is applied, continue the cross-check and note the  effect control during the next cross-check sequence. 8.  Inadequate interpretation of instruments. Failure  to understand instrument indications immediately  indicates that further study of the maneuver is necessary. Basic Instrument Flight Patterns Common Errors in Instrument Takeoffs 7-61