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climb. [Figure 5-7]
The achieved result should be consistent with the
performance section of the FAA-approved Airplane
Flight Manual and/or Pilot’s Operating Handbook
(AFM/POH). In all cases, the power setting, flap
setting, airspeed, and procedures prescribed by the
airplane’s manufacturer should be followed.
In order to accomplish a maximum performance takeoff
safely, the pilot must have adequate knowledge in
the use and effectiveness of the best angle-of-climb
speed (VX) and the best rate-of-climb speed (VY) for
the specific make and model of airplane being flown.
The speed for VX is that which will result in the
greatest gain in altitude for a given distance over the
ground. It is usually slightly less than VY which provides
the greatest gain in altitude per unit of time.
The specific speeds to be used for a given airplane
are stated in the FAA-approved AFM/POH. It should
be emphasized that in some airplanes, a deviation of
5 knots from the recommended speed will result in a
significant reduction in climb performance.
Therefore, precise control of airspeed has an important
bearing on the successful execution as well as
the safety of the maneuver.
Climb
at VY
Retract gear
and flaps
Climb
at VX
Rotate at
approximately VX
Figure 5-7. Short-field takeoff.
Ch 05.qxd 5/7/04 7:02 AM Page 5-8
5-9
TAKEOFF ROLL
Taking off from a short field requires the takeoff to be
started from the very beginning of the takeoff area. At
this point, the airplane is aligned with the intended
takeoff path. If the airplane manufacturer recommends
the use of flaps, they should be extended the proper
amount before starting the takeoff roll. This permits
the pilot to give full attention to the proper technique
and the airplane’s performance throughout the takeoff.
Some authorities prefer to hold the brakes until the
maximum obtainable engine r.p.m. is achieved before
allowing the airplane to begin its takeoff run. However,
it has not been established that this procedure will
result in a shorter takeoff run in all light single-engine
airplanes. Takeoff power should be applied smoothly
and continuously—without hesitation—to accelerate
the airplane as rapidly as possible. The airplane should
be allowed to roll with its full weight on the main
wheels and accelerated to the lift-off speed. As the
takeoff roll progresses, the airplane’s pitch attitude and
angle of attack should be adjusted to that which results
in the minimum amount of drag and the quickest acceleration.
In nosewheel-type airplanes, this will involve
little use of the elevator control, since the airplane is
already in a low drag attitude.
LIFT-OFF
Approaching best angle-of-climb speed (VX), the airplane
should be smoothly and firmly lifted off, or rotated, by
applying back-elevator pressure to an attitude that will
result in the best angle-of-climb airspeed (VX). Since the
airplane will accelerate more rapidly after lift-off, additional
back-elevator pressure becomes necessary to hold a
constant airspeed. After becoming airborne, a wings level
climb should be maintained at VX until obstacles have
been cleared or, if no obstacles are involved, until an altitude
of at least 50 feet above the takeoff surface is attained.
Thereafter, the pitch attitude may be lowered slightly, and
the climb continued at best rate-of-climb speed (VY) until
reaching a safe maneuvering altitude. Remember that an
attempt to pull the airplane off the ground prematurely, or
to climb too steeply, may cause the airplane to settle back
to the runway or into the obstacles. Even if the airplane
remains airborne, the initial climb will remain flat and
climb performance/obstacle clearance ability seriously
degraded until best angle-of-climb airspeed (VX) is
achieved. [Figure 5-8]
The objective is to rotate to the appropriate pitch attitude
at (or near) best angle-of-climb airspeed. It should
be remembered, however, that some airplanes will
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
best angle-of-climb airspeed 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 pressure until best angle-of-climb speed
is attained. Holding the airplane on the ground unnecessarily
puts excessive pressure on the nosewheel, may
　
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