Short-field takeoffs require precise control of airplane attitude and airspeed to achieve the shortest ground roll and the steepest angle of climb. Pilots must follow the aircraft manufacturer’s recommended procedures and performance data to safely operate from restricted takeoff areas.
Short-Field Takeoff Planning
When performing takeoffs and climbs from fields where the takeoff area is short or restricted by obstructions, the pilot should operate the airplane at the maximum limit of its takeoff performance capabilities.
To depart safely from such an area, the pilot must exercise positive and precise control of airplane attitude and airspeed so that takeoff and climb performance result in the shortest ground roll and the steepest angle of climb. [Figure 1]
The pilot should consult and follow the performance section of the AFM/POH to obtain the power setting, flap setting, airspeed, and procedures prescribed by the airplane manufacturer.
The pilot should also understand the use and effectiveness of the best angle-of-climb speed (VX) and best rate-of-climb speed (VY) for the specific make and model of airplane being flown.
Takeoff Roll
A short-field takeoff should begin from the very beginning of the available takeoff area. The airplane should be aligned with the intended takeoff path. If the manufacturer recommends the use of flaps, they should be extended to the proper setting before beginning the takeoff roll. This allows the pilot to devote full attention to the takeoff technique and the airplane’s performance.
The pilot should apply takeoff power smoothly and continuously, without hesitation, to accelerate the airplane as rapidly as possible. Some pilots prefer to hold the brakes until the maximum obtainable engine revolutions per minute (rpm) are achieved before allowing the airplane to begin its takeoff run. However, it has not been established that this procedure results in a shorter takeoff run in all light, single-engine airplanes.
The airplane should roll with its full weight on the main wheels and accelerate to lift-off speed. As the takeoff roll progresses, the pilot should adjust the airplane’s pitch attitude and angle of attack (AOA) to achieve minimum drag and maximum acceleration. In nosewheel-type airplanes, this involves little use of the elevator control because the airplane is already in a low-drag attitude.
Lift-Off
As VX approaches, the pilot should apply back-elevator pressure until the appropriate VX attitude is reached, ensuring a smooth and firm lift-off, or rotation. Since the airplane accelerates more rapidly after lift-off, the pilot should apply additional back-elevator pressure to maintain a constant airspeed.
After becoming airborne, the pilot should maintain a wings-level climb at VX until all obstacles have been cleared or, if no obstacles are present, until reaching an altitude of at least 50 feet above the takeoff surface. The pilot may then lower the pitch attitude slightly and continue the climb at VY until reaching a safe maneuvering altitude. [Figure 2]
The pilot should remember that attempting to pull the airplane off the ground prematurely or climb too steeply may cause it to settle back onto the runway or contact obstacles. Even if the airplane remains airborne, the initial climb will remain flat until VX is attained, diminishing the pilot’s ability to perform the climb successfully and clear obstacles.
The objective is to rotate to the appropriate pitch attitude at or near VX. Some airplanes have a natural tendency to lift off well before reaching VX. In these airplanes, it may be necessary to allow the airplane to lift off in ground effect and then reduce pitch attitude to level until the airplane accelerates to VX with the wheels just clear of the runway surface.
This method is preferable to forcing the airplane to remain on the ground with forward elevator-control pressure until VX is attained. Holding the airplane on the ground unnecessarily places excessive pressure on the nosewheel and may result in “wheelbarrowing.” It also hinders acceleration and overall airplane performance.
Initial Climb
During short-field takeoffs, the landing gear and flaps should remain in the takeoff position until the airplane is clear of obstacles—or as recommended by the manufacturer—and VY has been established.
Until all obstacles have been cleared, the pilot should focus outside the airplane rather than reaching for the landing gear or flap controls or looking inside the airplane for any reason.
When the airplane is stabilized at VY, the landing gear, if retractable, and flaps should be retracted. It is usually advisable to raise the flaps in increments to avoid a sudden loss of lift and settling of the airplane. The pilot should then reduce power to the normal climb setting or as recommended by the airplane manufacturer.
Common Errors
Common errors during short-field takeoffs and maximum performance climbs include:
- Failure to review the AFM/POH and performance charts before takeoff.
- Failure to adequately clear the area.
- Failure to use all available runway or takeoff area.
- Failure to properly trim the airplane before takeoff.
- Premature lift-off resulting in high drag.
- Holding the airplane on the ground unnecessarily with excessive forward-elevator pressure.
- Inadequate rotation resulting in excessive speed after lift-off.
- Inability to attain or maintain VX.
- Fixation on the airspeed indicator during the initial climb.
- Premature retraction of the landing gear and/or wing flaps.