WWI aircraft had rigid gear. The only component absorbing any of the stresses on the frame of the aircraft was the rubber of the wheel, if any! There was no brake to hold the plane in position while the engine wound up to speed (which could take a while for an early war rotary), and the tail skid actually rested on the ground without the benefit of a wheel. In contrast modern aircraft have flexible gear with rubber tires, working brakes, efficient engines, and a steer able nose wheel.

To take off, start your engine and immediately apply full throttle. Push forward on the stick to raise the tail off the ground as soon as possible. As the nose approaches the horizon, reduce forward pressure slowly, keeping the nose just above level. As the stick reaches neutral the plane will pick up speed rapidly and the nose will dip and the plane will begin to drift, usually to the left, as a result of torque forces. Apply gentle rudder to correct the drift, and apply light back pressure on the stick, keeping the nose just slightly above level. As the wheels leave the ground and the plane picks up speed the rudder will become less effective in controlling the torque induced roll, so you will have to apply very gentle right pressure on the stick to keep the wings level as you release the rudder. The plane will pick up speed rapidly while flying just above the ground. Once sufficient speed is attained, increase back pressure on the stick to raise the nose a little higher and begin your ascent.

The most common mistake in landing is forgetting the classic counter-intuitive statement "The throttle controls the altitude, the nose controls the speed". Most pilots come in too fast or at too steep of an angle, or worse yet, both! Remember if you are landing with the intent of taking off again that your plane does not taxi well at all. Make sure you land allowing yourself the room needed for your takeoff roll.

Throttle back nearly all the way, while keeping your nose above the horizon. A landing is a controlled stall. Keep your speed just above stall by pointing the nose higher or lower. Add a little throttle if you are descending too quickly, or reduce it and lower the nose slightly if you are not descending quickly enough. Line up before making your landing approach, to minimize the amount of roll required. When at all possible, which is most of the time, make corrective turns with the rudder only to maintain your alignment. When just above the ground, or as soon as the wheels touch, shut off the engine. If you bounce back up, wait until the plane begins to fall back level and apply back pressure on the stick. Landing is the toughest and most unforgiving manoeuvre you will have to perform on a regular basis.

Ideally you want to do a three point landing!