First realise there is a difference in technique when you are talking short field or soft/rough field ops.
The potential traps for inexperienced players in a situation combining short rough strips and high density altitudes are myriad..plenty of bush pilots with thousands of hours come unglued.
Short Field Ops;
Popping full flaps is NOT a good idea. Full flaps is characterised in most aircraft as being a lot more drag than lift...at high DAs/weights you may well find that this 'technique' simply stops all acceleration and leads to a little bunny hop followed by an overrun of the available strip length.
In every Cessna I've flown on bush ops (C180/182/185/206/210) flaps 20 was optimal...leave it at that.
If there are no obstacles in the takeoff splay simply ensure that the performance of the aircraft is adequate via the graphs and go. Bare in mind that if DA is a consideration you should have done a takeoff limitations check for typical conditions, say ISA +20, nil wind and at the realistic weight you will be at (or MTOW) and already know you can get out again before you even land there.
If a strip is just short set flaps 10 or 20, accelerate normally and a few knots(about 5) before TOSS gently raise the nose and let the aircraft fly off when it's ready. Dragging the nose off early will increase induced and form drag and lengthen your takeoff roll. If there are no obstacles let the aircraft accelerate in a very shallow climb to a higher speed to give you a buffer for windsheer and retract the flaps as you go...but not too soon...50' minimum.
As someone else posted bodies of water right at the end of the strip such as rivers or lakes or even a swamp do lead to areas of sink because they are colder than surrounding terrain. Having that buffer of extra speed will take care of it. Terrain, even very small hills or rock outcrops close to and upwind of the strip must be taken into account as well. Air is a fluid the same as water...think of air flowing around features as the same as water flowing over rocks etc in a swift flowing creek/river then you will be able to picture what the air is doing around the takeoff/approach flight path. Yet another reason NOT to pull the nose up and maintain some silly best angle of climb speed.
If a strip is VERY rough then you should NOT BE THERE...you will almost certainly be contravening your rental agreement. On a moderately bumpy strip simply enough back pressure on the controls to take the most of the weight off the nose wheel is enough...and that backpressure will be a reducing amount as the aircraft accelerates...remember the drag you are causing.
Landing on short fields, of the type we are talking about, requires no special technique beyond accurate airspeed control and touching down exactly where you should.
IAS exactly on 1.3 VS at full flaps to about 50' then gently reduce power to idle and touchdown at the first cone markers in from the threshold (about 30m usually) at Vref - 5 odd knots followed by reasonably heavy braking will have you stopped in 300 odd meters...if that's all you have you will be certainly leaving most everything behind when you leave...your bags, your wife/girlfriend etc. DO NOT be tempted to touchdown in the first 5 feet of available runway...it's dangerous and NOT REQUIRED!
IF you are overshooting your touchdown zone, between the first and second cone markers in from the threshold markers, then GO AROUND.
On the subject of GAs...full power and then instantly reduce flap to flaps 20..remember from flaps 20 to flaps 40 is almost all drag and very little lift...it will cause a huge pitch up moment that will require LOTS of forward pressure to counter act...get rid of that drag and pitch moment QUICKLY (no the aircraft won't stall...not even close IF you maintain Vref +)
Soft Fields.
It goes without saying that if you have a choice don't go there until it's dried off some...you won't have to wait long in the African heat for things to improve.
However if you have to land somewhere that might be soft the above technique remains the same EXCEPT don't jump on the brakes...gently feel for brake effectiveness and use all the LDA to bring the aircraft to a halt.
If overnight rains have reduced your strip to a muddy track your first option is to do NOTHING. Wait for the sun to dry it off.
If you have double the TODR for dry conditions, and you really want to leave, then this is what I used to do. Bare in mind I was bush flying for a living and we didn't wait for anything...but at 10 or 20 sectors a day we were current and practiced and knew our aircraft and the airstrips VERY WELL.
Drag is the big enemy on soft fields, you need to do EVERYTHING in your power to maximise acceleration.
Wheels cause drag, especially the little one at the front, flaps cause drag (initially).
So in a Cessna I would set flaps 10, max power and stick back to keep the weight off the nosewheel. When the aircraft is getting light on the wheels, nosewheel will be just off the ground, select flaps 20, manual flaps are better but electrics work too. The aircraft will 'pop' into the air at a very slow airspeed so let it accelerate...when you are SURE the aircraft will stay in the air retract the gear if it's a that kind of gear. Then as per short field above...accelerate further retracting flaps incrementally at a safe height and with good margins of IAS, say above 30' to 50'.
A note about retractable gear...mud and crap can cause problems with the gear micro switches on 210s and C182RGs...particular attention to them on your daily and keeping them clean will save you embarassment.
Relatively few airstrips that are 'short' also have significant obstacles close in, if there are be VERY carefull. Perhaps even explore the option of accepting some tailwind for takeoff if the other way has no obstacles. Stay within POH limits and make damn certain you have enough TODA with the maximum tailwind you will expect to experience on that takeoff.
Walking around the strip and studying the wind and surface conditions (check for soft spots) etc is a very good idea...use the peak gust for calculations and then try and time your takeoff roll to occur in a lull.
If operating significantly above sea level make very certain you understand leaning for best power on takeoff...about 100F ROP. Generally only an issue above say 3000' DA. Notice I said DA, Density Altitude not elevation....make sure you understand the difference at temps around ISA + 20 or 30 degrees C.
Discussing various strips with local bush pilots is an absolute MUST! Even experienced bush pilots do that all the time.
I used to drag fully loaded Islanders out of flat strips of 380 mtrs at DAs of many thousands of feet....fully loaded 402s out of 650 mtrs at sea level.
600 meters in a Cessna is not a problem if you are carefull and follow the above. get an instructor and go find a 500 or 600 meter strip and practice...go arounds especially.
Have a great trip
Chuck.