the rudder pedals so that the toes or balls of the feet are on  the rudder portions, not on the brake. At all times, monitor  the engine instruments for indications of a malfunction during  the takeoff roll. In nose-wheel type airplanes, pressures on the elevator  control are not necessary beyond those needed to steady it.  Applying unnecessary pressure only aggravates the takeoff  and prevents the pilot from recognizing when elevator control  pressure is actually needed to establish the takeoff attitude. The situation may be aggravated by the sluggish reaction of  the airplane to these movements. The flight instructor must  help the student learn proper response to control actions and  airplane reactions. The instructor should always stress using  the proper outside reference to judge airplane motion. For  takeoff, the student should always be looking far down the  runway at two points aligned with the runway. The flight  instructor should have the student pilot follow through lightly  on the controls, feel for resistance, and point out the outside  references that provide the clues for how much control  movement is needed and how the pressure and response  changes as airspeed increases. With practice, the student  pilot should become familiar with the airplane’s response to  acceleration to lift off speed, corrective control movements  needed, and the outside references necessary to accomplish  the takeoff maneuver. As the airplane gains speed, the elevator control tends to  assume a neutral position if the airplane is correctly trimmed.  At the same time, the rudder pedals are used to keep the nose  of the airplane pointed down the runway and parallel to the  centerline. The effects of engine torque and P-factor at the  initial speeds tend to pull the nose to the left (Torque and  P-Factor will be discussed in greater detail in later chapter).  The pilot must use whatever rudder pressure is needed to  correct for these effects or winds. Use aileron controls into  any crosswind to keep the airplane centered on the runway  centerline. The pilot should avoid using the brakes for  steering purposes as this will slow acceleration, lengthen  the takeoff distance, and possibly result in severe swerving. Since a good takeoff depends on the proper takeoff attitude,  it is important to know how this attitude appears and how it  is attained. The ideal takeoff attitude requires only minimum  pitch adjustments shortly after the airplane lifts off to attain  the speed for the best rate of climb (V$_{Y}$).  [Figure 5-3]  The  pitch attitude necessary for the airplane to accelerate to  V$_{Y}$ speed should be demonstrated by the instructor and  memorized by the student. Flight instructors should be aware  that initially, the student pilot may have a tendency to hold  excessive back-elevator pressure just after lift-off, resulting  in an abrupt pitch-up.  As the speed of the takeoff roll increases, more and more  pressure will be felt on the flight controls, particularly the  elevators and rudder. If the tail surfaces are affected by the  propeller slipstream, they become effective first. As the speed  continues to increase, all of the flight controls will gradually  become effective enough to maneuver the airplane about its  three axes. At this point, the airplane is being flown more  than it is being taxied. As this occurs, progressively smaller  rudder deflections are needed to maintain direction. A student pilot does not normally have a full appreciation  of the variations of control pressures with the speed of the  airplane. The student may tend to move the controls through  wide ranges seeking the pressures that are familiar and  expected and, as a consequence, overcontrol the airplane.  5-4 Figure 5-3.  Initial roll and takeoff attitude. Lift-Off A B Initial roll Takeoff attitude The feel of resistance to the movement of the controls and  the airplane’s reaction to such movements are the only  real indicators of the degree of control attained. This feel  of resistance is not a measure of the airplane’s speed, but  rather of its controllability. To determine the degree of  controllability, the pilot must be conscious of the reaction  of the airplane to the control pressures and immediately  adjust the pressures as needed to control the airplane. The  pilot must wait for the reaction of the airplane to the applied  control pressures and attempt to sense the control resistance  to pressure rather than attempt to control the airplane by  movement of the controls.