Each type of airplane has a best pitch attitude for normal lift- off; however, varying conditions may make a difference in the  required takeoff technique. A rough field, a smooth field, a  hard surface runway, or a short or soft, muddy field all call for  a slightly different technique, as will smooth air in contrast to  a strong, gusty wind. The different techniques for those other- than-normal conditions are discussed later in this chapter. indicator and neglect bank control of the airplane. Torque  from the engine tends to impart a rolling force that is most  evident as the landing gear is leaving the surface.  During takeoffs in a strong, gusty wind, it is advisable that  an extra margin of speed be obtained 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 airplane encounters a sudden lull in strong, gusty wind, or  other turbulent air currents. In this case, the pilot should allow  the airplane to stay on the ground longer to attain more speed;  then make a smooth, positive rotation to leave the ground. When all the flight controls become effective during the  takeoff roll in a nose-wheel type airplane, the pilot should  gradually apply back-elevator pressure to raise the nose- wheel slightly off the runway, thus establishing the takeoff  or lift-off attitude. This is the “rotation” for lift off and climb.  As the airplane lifts off the surface, the pitch attitude to hold  the climb airspeed should be held with elevator control and  trimmed to maintain that pitch attitude without excessive  control pressures. The wings should be leveled after lift-off  and the rudder used to ensure coordinated flight. Upon lift-off, the airplane should be flying at approximately  the pitch attitude that allows it to accelerate to V$_{Y}$. This is  the speed at which the airplane gains the most altitude in the  shortest period of time.  After rotation, the slightly nose-high pitch attitude should  be held until the airplane lifts off. Rudder control should be  used to maintain the track of the airplane along the runway  centerline until any required crab angle in level flight is  established. Forcing it into the air by applying excessive  back-elevator pressure would only result in an excessively  high-pitch attitude and may delay the takeoff. As discussed  earlier, excessive and rapid changes in pitch attitude result in  proportionate changes in the effects of torque, thus making  the airplane more difficult to control. If the airplane has been properly trimmed, some back-elevator  pressure may be required to hold this attitude until the proper  climb speed is established. Relaxation of any back-elevator  pressure before this time may result in the airplane settling,  even to the extent that it contacts the runway. The airplane’s speed will increase rapidly after it becomes  airborne. Once a positive rate of climb is established, the  pilot should retract the flaps and landing gear (if equipped).  It is recommended that takeoff power be maintained until  reaching an altitude of at least 500 feet above the surrounding  terrain or obstacles. The combination of V$_{Y}$ and takeoff power  assures the maximum altitude gained in a minimum amount  of time. This gives the pilot more altitude from which the  airplane can be safely maneuvered in case of an engine failure  or other emergency. A pilot should also consider flying at  Vy versus a lower pitch for a cruise climb requires much  quicker pilot response in the event of a powerplant failure  to preclude a stall. Although the airplane can be forced into the air, this is  considered an unsafe practice and should be avoided under  normal circumstances. If the airplane is forced to leave the  ground by using too much back-elevator pressure before  adequate flying speed is attained, the wing’s AOA may  become excessive, causing the airplane to settle back to the  runway or even to stall. On the other hand, if sufficient back- elevator pressure is not held to maintain the correct takeoff  attitude after becoming airborne, or the nose is allowed to  lower excessively, the airplane may also settle back to the  runway. This would occur because the AOA is decreased  and lift diminished to the degree where it will not support  the airplane. It is important, then, to hold the correct attitude  constant after rotation or lift-off. Since the power on the initial climb is set at the takeoff power  setting, the airspeed must be controlled by making slight pitch  adjustments using the elevators. However, the pilot should  not fixate on the airspeed indicator when making these pitch  changes, but should continue to scan outside to adjust the  airplane’s attitude in relation to the horizon. In accordance  with the principles of attitude flying, the pilot should first  make the necessary pitch change with reference to the natural  horizon and hold the new attitude momentarily, and then  glance at the airspeed indicator to verify if the new attitude  is correct. Due to inertia, the airplane will not accelerate or  decelerate immediately as the pitch is changed. It takes a little  time for the airspeed to change. If the pitch attitude has been  over or under corrected, the airspeed indicator will show a  As the airplane leaves the ground, the pilot must keep the  wings in a level attitude and hold the proper pitch attitude.  Outside visual scans must be intensified at this critical point  to attain/maintain proper airplane pitch and bank attitude.  Due to the minimum airspeed, the flight controls are not as  responsive, requiring more control movement to achieve  an expected response. A novice pilot often has a tendency  to fixate on the airplane’s pitch attitude and/or the airspeed  5-5 Initial Climb