The basic low ground effect takeoff is like getting a free ride. The airplane will accelerate much faster level in low ground effect and the wing will produce sufficient lift to fly in low ground effect long before producing enough lift to fly out of ground effect. This makes it possible to get the beast off the ground, where it doesn't want to be, and into the air, where it accelerates faster, efficiently. And, outside of contest standards, it can be done easily.

If we pull the stick all the way back from the beginning of the takeoff roll, the nose wheel will come off as soon as possible. We use dynamic proactive elevator now to keep it just off or light. In this nose high pitch attitude, the mains will come off as soon as the airplane will fly in low (not high) ground effect. We use dynamic proactive elevator now to stay in low ground effect. Elevator trim should be adjusted to suit (not arbitrarily nose up) before takeoff.

Should the engine fail, it is a much easier to solve situation if we have stayed in low ground effect until sufficient airspeed for maneuvering effectively has been developed. Now we may spend only as much airspeed for altitude as practicable to zoom up wings level and see what is available. Next we turn at whatever bank is necessary to make the LZ anywhere in the near hemisphere. This turn must have no back pressure, however. We just let the nose go down naturally and around quickly (lots of rudder as needed) onto a directed course to the LZ. Expect to be high and fast requiring, usually, full flaps and full slip.

If good maneuvering speed has been developed in low ground effect, this six second flight is sustainable without power.

Helpful reminder.

Witness the pelican.

God designed them to fly in low ground (water) effect with minimal power output.

They must have read your article!

Yes. Also notice that birds stabilize the apparent rate of closure rather than use an airspeed indicator. They slow down on short final. Flap the wings sort of like adding power.

When I watch them fly I am humbled by their skill and ability.

I always feel the same way. Of course they've had a couple million year's of practice to master it!

I generally don't read the airplane type threads, except when instructing is mentioned. Power is of great interest and aileron control more than rudder effectiveness.

It irritates me, as an instructor, that unsafe assumptions are indoctrinated in the interest of standardization. Gaining altitude as soon as possible is expected as if all flights were A to B deals IFR or similar in altitude and ATC if VFR.

Because bank and coordination is emphasized in level, IFR like, turns there is no energy management covered nor proper gust and upset rudder emphasis. If we intimidate against low flying, little wind management is covered.

Slowing down to check something out is poor kinetic energy efficiency so important down low. If we get low enough to see well out the front, apparent rate of closure is much more manageable than out the side. We are safer and maneuver efficiently when we can see where we are going.

Enough rant today. Sleepy time.

I generally don't read the airplane type threads, except when instructing is mentioned. Power is of great interest and aileron control more than rudder effectiveness.

It irritates me, as an instructor, that unsafe assumptions are indoctrinated in the interest of standardization. Gaining altitude as soon as possible is expected as if all flights were A to B deals IFR or similar in altitude and ATC if VFR.

Because bank and coordination is emphasized in level, IFR like, turns there is no energy management covered nor proper gust and upset rudder emphasis. If we intimidate against low flying, little wind management is covered.

Slowing down to check something out is poor kinetic energy efficiency so important down low. If we get low enough to see well out the front, apparent rate of closure is much more manageable than out the side. We are safer and maneuver efficiently when we can see where we are going.

Enough rant today. Sleepy time.

I dont know if it was from reading your book or because of what my tailwheel instructor told me once but, I tend to eat up as much runway as I can when taking off.

Once I'm off the ground, I pitch over to keep her in ground affect for the length of the runway or 100mph (which ever comes first) and then climb out around 85 or 90 (Cessna 170).
If something happens before I'm ready to climb out, I can cut power, put the mains on the ground and hit the brakes. If something happens after I'm ready to climb, I have enough kinetic energy to pick an option - possibly return to the field or at least pick the best spot in front of me.

It's become the only way I like to take off (use the whole runway) and I find myself uncomfortable flying with others that leave the ground at Vy or Vx, clawing their way to pattern altitude...with less options than a helicopter hovering at 100 feet.

!Bueno!