There are many possible variables to take into account, and what might be right on one day, wrong on the next.
Getting it airborne, or at least getting the nosewheel up early, is appropriate for long grass or soft (draggy) surface. Once free of the drag, accelerate as stated above (to what airline pilots, who do this every time they fly) call v2, then climb.This should take only a very few seconds. On a firm strip, that's not necessary, and in fact can be counterproductive, as the increased drag produced by high AoA wings will reduce acceleration.
For landing, as stated above, speed control is all-important. Since there is reduced margin to counter windsheer etc, very wise to become sensitive to that phenomenon, at those low speeds, in a safe environment first. Practise doing minimum-speed steady-rate descents at altitude. Chuck in a turn or two. Learn to feel when the controls get sloppy.(Or sloppier). Most light singles have a mediocre power/weight ratio, so get a negative gust on short final, with a heavy load, at min speed, be very ready to use all the throttle. For this reason, deselect carb heat at least above 100'.
Some lighties (eg the 172) were originally recommended to climb for obstacle clearance at 1.2 Vs; this changed to 1.3 when the certification requirements changed about 20-25 yr ago. My point being that if you are capable, the aeroplane can be made to perform better than the book says it can. I've tried this and it works. (Not recommended in a slab-wing cherokee, though.)
IMO the 182 pilot in the sad video dragged it off the ground prematurely, losing directional control in the process, and was partially stalled for about the next 6 seconds (I reckon the right wing drop after liftoff was the beginning of a wing drop stall) and once clear of the buildings was pretty
much completely stalled.
Best advice, go to a few strips with a good instructor. Get happy in operating into them,in a variety of weight/weather conditions.
What sort of a/c is it you'll be using?