The Beech C77 Skipper's handling characteristics both on the ground or in the air resemble those of any variant of Decathlon about as much as a Big Mac resdembles a real home made hamburger!

If take-offs with the Skipper are "dreadfull" (sic), best refamiliarise yourself with where the rudder pedals are, adjust to body fit and ask your instructor to refamil you with application of rudder in conjunction with smooth advancment of the throttle to maintain runway centreline. The problem is pilot technique, not Beech's Skipper.

However, any wing will usually lift of the ground if you yank on the pole or accelerate one wing with excessive yaw approaching flying speed, whether intentionally or inadvertantly as frequently occurs when a stud is subconsciously completely focussed upon another task such as correcting back to centreline. Beech's commercially unsuccessful Skipper was without question the pick of the metal primary trainers from the big three American manufacturers, but was IME the least popular with students as it would 'reward' poor or good flying technique with immediate feedback. It'd have made an excellent military ab initio screening trainer where ego doesn't have to be pandered to as a commeercial consideration. That's why Mr. Cessna's 150/152 is so successful & popular with civvy flying schools, a trainer loved by the majority of students. I liked it too. It made the job easy and kept students content, well most of 'em anyway. Piper's PA-38.....well, think of it as neither a C-152 or Beech 77, but it was cheap to own and operate and studs loved the look = business through the door.

Real Decathlons, vanilla 150hp or Super 180hp are docile, easy ground handlers in the tail dragger class. Very easy to two point with the only caveat the prop is close to the ground in the two point attitude so it's not advisable for the inexperienced to attempt "wheelie" landings solo, as control in pitch is relatively light and it's unusually easy to prop strike with over-application of elevator in the novices enthusiasim to get the mains to maintain positive contact in the two point attitude. They do not exhibit the same insufficient rudder authority moment for taxi-ing or tip stall issues the Seagull model can with over-rotation and the former Great Planes clipped wing model variant definitely did. Both characterstics are exacerbated by fitment of a torquey four stroke in the upper capacity band of the suitable fitment range in conjunction with injudicious application of either power without anticipating rudder in taxi or power and pitch upon rotation. The real Decathlons have nowhere near the amount of excess power or thrust available as our models do. To give you some idea, entering a stall turn planning on a single roll in the vertical line using standard Super Decathlon slight noise down to accelerate to entry speed technique, with full power applied throught the manoeuvre until through the turn on the downline, even accelerating to the yellow arc to Vmo/Va for max energy prior to entry, it can prove difficult to get a full 360 deg of even simple aileron roll in the pure vertical before running out of sufficient energy, speed and control authority risking an unpreventable prohibited tail slide instead of being able to execute the stall turn.