There is also a problem with the relative differences between the vertical tail and the horizontal tail. Vertical areas are almost never the size of the horizontal. And in fact, the horizontal has two sides working, which counteracts some blanketing problems. The rudder/fin is often blanketed by the fuselage or the horizontal tail whenever the airplane is yawed or pitched. And that rudder/fin doesn't have "the other side" to work in clear air like the stab/elevator has.

You'll notice that some airplanes don't develop yaw stability at the same time their pitch stability starts to work. The tail on lots of tail draggers starts to rotate the airplane and yet the rudder is almost worthless for awhile yet. Why? The horizontal tail actually is seeing a lot of "good air" that's actually at a beneficial AOA, so that tail is actually in a bonus situation. And the vertical tail is still seeing garbage air and not at all able to do much with the minimal airspeed parts of it might be seeing.

And all this time, the tires are seeing 100% of whatever force they have with the ground's bumps and holes.

The most important thing in this whole discussion of take off problems really is how hard and fast you jam the throttle. Build up the speed of airplane slowly enough and 90% of your ground handling problems never happen. "Slowly enough" is the technique. And 95% of the time, all that means is don't firewall the sucker.

Yeah, toe-in helps and toe-out usually hurts, but throttle management is what almost always works.