Further to Guppys' good points:
1/ Sweep the area beneath the prop/s, or at least tow the thing to a bare patch prior to startup.
2/ On towing out (or on taxiing in), try not to park facing uphill. Ideally park on an incline facing downhill. This allows you to begin rolling by applying much less power.
3/ On startup, do not immediately advance to 1000 RPM (unless the manufacturer expressly advises against this, the C404 Titan should not idle below 1000 if it can be avoided, for example) Idling at 1000 will sandpaper your prop/s most effectively whilst you sort yourself out in the cockpit before finally taxiing off.
4/ Prepare well before start, so as to minimise time at idle and taxiing prior to departure. Ideally you should start, stabilise temperatures, and get airborne. Every minute on the bad surface hurts the blades.
5/ When taxiing, stay outside the cockpit. Plan the route, avoiding soft patches and shingle/shale/small pebbles. Dodge ruts or bumps that may slow you down.
6/ A heavyish light aircraft, particularly a single, will sit at a slightly higher nose-up attitude when taxiing with the yoke pulled back. Any hairs' breadth you can get the blade-tips further away from the surface will help. Keep that yoke back throughout, even(especially) on initiating the run. (bear in mind that this will influence performance)
7/ Runups can be done on the roll, utilising a long taxy or the backtrack so as to minimise braking. Back-pressure held on the yoke throughout. NOT to be attempted unless you know the aircraft well. Eyes needed outside as well as quick glances at relevant instrumentation during the checks. (certainly a bush-procedure, certainly not to be preferred to a unhurried static runup, but it can be done and definately saves props)
8/ Avoid tight turning-circles. They slow you down and you'll need to feed in lots of power.
9/ If operating on really soft sand consider tire-pressures. If fatter tires are not an option, lower tire pressures can avoid 'digging-in' and the consequent need for higher power. Check the AFM as to low tire-pressure limits! Nosewheels generally more prone to digging in. (if you ever feel the nose suddenly dropping noticeably, immediately pull mixtures. Shockload inspections are expensive)
10/ Don't come to a complete stop before beginning the takeoff-run, performance permitting, of course.
11/ Feed in the power gently, slowly, as the airspeed builds. Again, performance permitting.
Hope this helps, props are expensive, and dinged, scarred props don't deliver the advertised numbers, either.
Bug