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takeoff performance capabilities. To depart from such an area
safely, the pilot must exercise positive and precise control of
attitude and airspeed so that takeoff and climb performance
results in the shortest ground roll and the steepest angle of
climb.
The achieved result should be consistent with the performance
section of the AFM/POH. In all cases, the power setting,
trim setting, airspeed, and procedures prescribed by the
manufacturer should be followed.
7-9
Figure 7-10. Short field takeoff.
Some authorities prefer to hold the brakes until the maximum
obtainable engine revolutions per minute (rpm) is achieved
before allowing the WSC aircraft to begin its takeoff run.
However, it has not been established that this procedure
results in a shorter takeoff run in all WSC aircraft, many of
which can not hold the brakes at full throttle. If the brakes
are not held with the throttle advanced to full and then
released, takeoff power should be applied immediately to
full throttle as fast as possible without the engine bogging
down to accelerate the aircraft as rapidly as possible. The
WSC aircraft should be allowed to roll with the wing fi nding
the trim position for minimum drag during acceleration to
the lift-off speed.
Lift-Off and Climb Out
At VX speed, the WSC aircraft should be smoothly and fi rmly
rotated by applying control bar forward pressure to an attitude
that results in the VX airspeed. After becoming airborne, a
wings-level climb should be maintained at VX until obstacles
have been cleared. Thereafter, the pitch attitude may be
lowered slightly and the climb continued at VY speed until
reaching a safe maneuvering altitude.
Remember that an attempt to rotate off the ground prematurely
or to climb too steeply may cause the WSC aircraft to settle
back to the runway or into the obstacles. Even if the aircraft
remains airborne, the initial climb remains fl at and climb
performance/obstacle clearance ability is seriously degraded
until VX airspeed is achieved. [Figure 7-10]
In order to accomplish a short fi eld takeoff and steepest angle
climb safely, the pilot must have adequate knowledge in the
use and effectiveness of the best angle-of-climb (VX) speed
and the best rate-of-climb (VY) speed for the specifi c make
and model of WSC aircraft being fl own.
The speed for VX is that which results in the greatest gain in
altitude for a given distance over the ground. VX is usually
less than VY but greater than minimum controlled airspeed. It
should be noted that this maneuver is not performed in normal
situations. Flying at VX speed close to the ground in gusty
winds can result in a stall with catastrophic consequences.
If clearing an obstacle is questionable, the WSC aircraft
should be packed up and trailered away. If a pilot decides to
perform a short fi eld takeoff, then a number of factors can
be optimized to contribute to a short fi eld takeoff such as
leaving your passenger and/or baggage in the area, waiting
for favorable winds or lower density altitude, and picking the
longest runway path with the shortest obstacle to clear.
However, if a short fi eld takeoff is going to be performed
and all possible factors have been optimized, the following
procedure is provided. The procedure is similar to the normal
takeoff but the following additional procedure is used for
this maneuver.
Takeoff Roll
Taking off from a short fi eld requires the takeoff to be started
from the very beginning of the takeoff area. The WSC
manufacturer’s recommended specifi c trim setting should be
set before starting the takeoff roll. This permits the pilot to
give full attention to the proper technique and the aircraft’s
performance throughout the takeoff.
7-10
Figure 7-11. Soft field takeoff limitation for WSC aircraft: front wheel digs in and WSC aircraft rolls forward.
In addition to normal takeoffs, common errors in the
performance of short fi eld takeoffs are:
• Deciding to do a questionable short fi eld takeoff
when the WSC aircraft can be packed up and driven
away.
• Failure to adequately determine the best path with the
longest run and shortest obstacle.
• Failure to utilize all available runway/takeoff area.
• Failure to wait for the best atmospheric conditions of
density altitude and wind direction.
• Failure to reduce all possible weight from the WSC
aircraft.
• Failure to have the WSC aircraft properly trimmed
prior to takeoff.
• Premature lift-off resulting in high drag.
• Holding the WSC aircraft on the ground
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Weight-Shift Control Aircraft Flying Handbook(91)
