After a brief period of acceleration, positive forward elevator  should be applied to smoothly lift the tail. The goal is to  achieve a pitch attitude that improves forward visibility  and produces a smooth transition to climbing flight as the  aircraft continues to accelerate. If the attitude chosen is  excessively steep, weight transfers rapidly to the wings,  making crosswind control more difficult. If the attitude is  too flat, crosswind control is also diminished, a counter- intuitive result that is discussed in the Crosswind section of  this chapter. It is important to note that nose-down pitch movement  produces left yaw, the result of gyroscopic precession  created by the propeller. The amount of force created by this  precession is directly related to the rate the propeller axis is  tilted when the tail is raised, so it is best to avoid an abrupt  pitch change. Whether smooth or abrupt, the need to react  to this yaw with rudder inputs emphasizes the increased  directional demands common to tailwheel airplanes, a  demand likely to be unanticipated by pilots transitioning  from nosewheel models.  As speed is gained on the runway, the added authority of  the elevator naturally continues to pitch the nose forward.  During this stage, the pilot should concentrate on maintaining  a constant-pitch attitude by gradually reducing elevator  deflection. At the same time, directional control must be  maintained with smooth, prompt, positive rudder corrections.  All this activity emphasizes the point that tailwheel planes  start to “fly” long before leaving the runway surface. When the appropriate pitch attitude is maintained throughout  the takeoff roll, liftoff occurs when the AOA and airspeed  combine to produce the necessary lift without any additional  “rotation” input. The ideal takeoff attitude requires only  minimum pitch adjustments shortly after the airplane lifts  off to attain the desired climb speed. All modern tailwheel aircraft can be lifted off in the three- point attitude. That is, the AOA with all three wheels on the  ground does not exceed the critical AOA, and the wings will  not be stalled. While instructive, this technique results in an  unusually high pitch attitude and an AOA excessively close  to stall, both inadvisable circumstances when flying only  inches from the ground. As the airplane leaves the ground, the pilot must continue  to maintain straight flight and hold the proper pitch attitude.  During takeoffs in strong, gusty winds, it is advisable to  add an extra margin of speed before the airplane is allowed  to leave the ground. A takeoff at the normal takeoff speed  may result in a lack of positive control, or a stall, when the  When the airplane is held at a nose-high attitude throughout  the takeoff run, the wings progressively relieve the wheels of  more and more of the airplane’s weight, thereby minimizing  the drag caused by surface irregularities or adhesion. Once  airborne, the airplane should be allowed to accelerate to climb  speed in ground effect. As the airplane is aligned with the proposed takeoff path,  takeoff power is applied smoothly and as rapidly as the  powerplant will accept without faltering. The tail should be  kept very low to maintain the inherent positive AOA and to  avoid any tendency of the airplane to nose over as a result  of soft spots, tall grass, or deep snow. Wing flaps may be lowered prior to starting the takeoff (if  recommended by the manufacturer) to provide additional lift  and transfer the airplane’s weight from the wheels to the wings  as early as possible. The airplane should be taxied onto the  takeoff surface without stopping on a soft surface. Stopping  on a soft surface, such as mud or snow, might bog the airplane  down. The airplane should be kept in continuous motion with  sufficient power while lining up for the takeoff roll. With the exception of flap settings and initial climb speed as  recommended by the manufacturer, there is little difference  between the techniques described above for normal takeoffs.  After liftoff, the pitch attitude should be adjusted as required  for obstacle clearance.  Takeoffs made into strong crosswinds are the reason for  maintaining a positive AOA (tail-low attitude) while  accelerating on the runway. Because the wings are making  lift during the takeoff roll, a strong upwind aileron deflection  can bank the airplane into the wind and provide positive  crosswind correction before the aircraft lifts from the runway.  The remainder of the takeoff roll is then made on the upwind  main wheel. As the aircraft leaves the runway, the wings can  be leveled as appropriate drift correction (crab) is established. It is important to establish and maintain proper crosswind  corrections prior to lift-off; that is, application of aileron  deflection into the wind to keep the upwind wing from rising  and rudder deflection as needed to prevent weathervaning. airplane encounters a sudden lull in strong, gusty wind or  other turbulent air currents. In this case, the pilot should  hold the airplane on the ground longer to attain more speed,  then make a smooth, positive rotation to leave the ground. Crosswind Takeoff Short-Field Takeoff Soft-Field Takeoff Liftoff 13-4