TM 55-1510-220-10 struts.    To  prevent  damage  to  the  landing  gear,  in  the event that the aircraft were to settle back onto the runway, remain  in  "slipping"  flight  until  well  clear  of  the  ground, then crab into the wind to continue a straight flight path. c. Minimum Run Takeoff. WARNING Spectacular    takeoff    performance    can    be obtained by lifting off at speeds below those recommended    in    Chapter    7.        However, control   of   the   aircraft   will   be   lost   if   an engine failure occurs immediately following liftoff   until   a   safe   speed   can   be   attained. Except during soft field takeoff liftoff below recommended speeds will not be performed. Minimum    run    takeoffs    are    performed    with    flaps extended   to   40%   although   at   some   conditions,   use   of flaps  during  takeoff  may  result  in  the  inability  to  attain positive single-engine climb if an engine fails immediately after liftoff. To compensate for torque effect during the beginning of    the    takeoff    roll,    align    the    aircraft    with    the    nose approximately   10°   right   of   centerline.      After   LINE   UP procedures have been completed, hold brakes firmly and apply  TAKEOFF  POWER,  allowing  for  some  increase  in power   as   airspeed   increases   during   the   takeoff   roll. Copilot action is the same as for normal takeoff.  Release brakes   and   maintain   directional   control   and   nosewheel steering and rudder.  Do not use brakes unless absolutely necessary.      Hold   the   elevators   in   a   neutral   position, maintaining wings level with ailerons.  Allow the aircraft to roll     with     its     full     weight     on     the     wheels     until     the recommended   rotation   speed   (V r )   is   reached.      At   this speed rotate smoothly and firmly at a rate that will allow liftoff  at  liftoff  air  speed  (V_lof).    When  flight  is  assured, retract the landing gear. d. Obstacle Clearance Climb.  Follow procedures as outlined for a minimum run takeoff, to the point of actual liftoff.  When flight is assured, retract the landing gear and establish   a   wings   level   climb   attitude,   maintaining   the computed obstacle clearance airspeed (V x ).  Climb at this speed  until  clear  of  the  obstacle.    After  the  obstacle  is cleared, lower the nose slowly and accelerate to best rate- of-climb airspeed (V y ).  Retract flaps after attaining single engine best rate-of-climb airspeed (V yse ). NOTE The  best  angle-of-climb  speed  (V_x)  is  very close    to    single    engine    power-off    stall speed.  To provide for a margin of safety in the   event   of   engine   failure   immediately after takeoff, the obstacle clearance airspeed  value  is  used  in  lieu  of  true  (V_x) for maximum angle takeoff climbs.  Takeoff performance  data  shown  in  Chapter  7  is based   on   the   use   of   obstacle   clearance climb speed. e. Soft Field Takeoff.  If a takeoff must be made in conditions of mud, snow, tall grass, rough surface or other conditions of high surface friction, the following procedure should be used.  Set flaps at TAKEOFF (40%), align the aircraft with the runway, and with the yoke held firmly aft, begin    a    slow    steady    acceleration,    avoiding    rapid    or transient accelerations.  Continue to hold full aft yoke so as to transfer the weight of the aircraft from the wheels to the wings as soon as possible.  When the aircraft rotates, control  pitch  attitude  (nose)  so  as  to  lift  off  from  the  soft surface  at  the  slowest  possible  speed.    When  airborne, level   off   immediately   in   ground   effect   just   above   the surface,  and  accelerate  to  normal  lift-off  airspeed  (V_lof) before rotating to climb attitude and retracting the landing gear.      Consider   the   effects   of   snow   or   mud   on   gear retraction as applicable. 8-41.  AFTER TAKEOFF. WARNING Immediately   after   takeoff,   the   pilot   flying the aircraft should avoid adjusting controls located on the aft portion of the .extended pedestal     to     preclude     inducing     spatial disorientation due to Coriolis illusion. After  the  aircraft  is  positively  airborne  and  flight  is assured, retract the landing gear.  Adjust pitch attitude as required   to   maintain   best   rate-of-climb   airspeed   (V y ). Retract   flaps   after   attaining   best   single-engine   rate-of- climb   airspeed   (V yse )      The   copilot   should   continue   to maintain  power  at  the  computed  setting  and  to  monitor instruments.        At    single-engine    maneuvering    altitude, adjust  pitch  attitude  to  obtain  cruise  climb  airspeed.    As cruise   climb   airspeed,   is   attained,   adjust   power   to   the climb  power  setting.    The  copilot  then  activates  the  yaw damp and 8-19