Figure 7-4. Initial takeoff grass strip with control bar pulled in  slightly for a higher speed after liftoff in case of engine failure. Figure 7-6. Pilots view showing WSC centered in the middle of the  runway during initial climb.  Figure 7-5. Best climb speed control bar position for this WSC is  shown after initial climb where there is sufficient altitude for easy  recovery in case of engine failure. During initial climb, it is important that the takeoff path  remain aligned with the runway to avoid drifting into  obstructions or the path of another aircraft that may be taking  off from a parallel runway. Proper scanning techniques are  essential to a safe takeoff and climb, not only for maintaining  attitude and direction, but also for collision avoidance in the  airport area.  [Figure 7-6] Since the power on the initial climb is fixed at the takeoff  power setting, the airspeed must be controlled by making  slight pitch adjustments using the control bar. However, the  pilot should not fixate on the airspeed indicator when making  these pitch changes, but continue to scan outside to adjust the  attitude in relation to the horizon and the feel of the aircraft.  The WSC aircraft can be flown by using bar position and the  feel of the air to determine proper airspeed; it is not necessary  to look at the airspeed indicator to determine exact airspeed.  In accordance with the principles of fl ying a WSC aircraft,  the pilot should fi rst make the necessary pitch change with  reference to the bar position, and then glance at the airspeed  indicator as a check to see if the new speed is correct.  After the recommended climb airspeed has been established  and a safe maneuvering altitude has been reached, the power  should be adjusted to the recommended climb setting (if  different) and the WSC aircraft trimmed (if so equipped) to  relieve the control pressures. This makes it easier to hold a  constant attitude and airspeed. When the student pilot nears the solo stage of fl ight training,  it should be explained that the aircraft’s takeoff performance  is much different when the instructor is out of the aircraft.  Due to decreased load, the WSC aircraft becomes airborne  sooner and climbs more rapidly. The pitch attitude that the  student has learned to associate with initial climb differs  significantly due to decreased weight. This can be a dramatic  effect since a 250 pound instructor could reduce the total  weight of the WSC aircraft by 30 percent. This gives the  student the sensation of lying on his or her back during initial  takeoff and the reaction is to let off the throttle with serious  consequences if the student is using the foot throttle. It must  be emphasized by the instructor that the student will seem  to be rotated and going straight up, but not to let up on the  throttle. The reaction of the student is to pull in the control  bar to lower the high pitch attitude. This is where the cruise  throttle should be used to eliminate this common problem.  The increase in performance is significant when the student  first solos in the same aircraft, which must be explained  and understood. If the situation is unexpected, it may result  in increased tension that may remain throughout the fl ight.  Frequently, the existence of this tension and the uncertainty  that develops due to the perception of an “abnormal” takeoff  results in poor performance on the subsequent landing. 7-5