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while it accelerates, to avoid settling back onto the surface.
An attempt to climb prematurely or too steeply
may cause the airplane to settle back to the surface as
a result of losing the benefit of ground effect. An
attempt to climb out of ground effect before sufficient
climb airspeed is attained may result in the airplane
being unable to climb further as the ground effect area
is transited, even with full power. Therefore, it is
essential that the airplane remain in ground effect until
at least VX is reached. This requires feel for the airplane,
and a very fine control touch, in order to avoid
over-controlling the elevator as required control pressures
change with airplane acceleration.
INITIAL CLIMB
After a positive rate of climb is established, and the airplane
has accelerated to VY, retract the landing gear and
flaps, if equipped. If departing from an airstrip with wet
snow or slush on the takeoff surface, the gear should not
be retracted immediately. This allows for any wet snow
or slush to be air-dried. In the event an obstacle must be
cleared after a soft-field takeoff, the climb-out is performed
at VX until the obstacle has been cleared. After
reaching this point, the pitch attitude is adjusted to VY
and the gear and flaps are retracted. The power may
then be reduced to the normal climb setting.
Accelerate Raise nosewheel Lift off
Level off in
ground effect
Accelerate
in ground effect
to VX or VY
Figure 5-9. Soft-field takeoff.
Ch 05.qxd 5/7/04 7:02 AM Page 5-10
5-11
Common errors in the performance of soft/rough field
takeoff and climbs are:
• Failure to adequately clear the area.
• Insufficient back-elevator pressure during initial
takeoff roll resulting in inadequate angle of
attack.
• Failure to cross-check engine instruments for
indications of proper operation after applying
power.
• Poor directional control.
• Climbing too steeply after lift-off.
• Abrupt and/or excessive elevator control while
attempting to level off and accelerate after liftoff.
• Allowing the airplane to “mush” or settle resulting
in an inadvertent touchdown after lift-off.
• Attempting to climb out of ground effect area
before attaining sufficient climb speed.
• Failure to anticipate an increase in pitch attitude
as the airplane climbs out of ground effect.
REJECTED TAKEOFF/ENGINE FAILURE
Emergency or abnormal situations can occur during a
takeoff that will require a pilot to reject the takeoff
while still on the runway. Circumstances such as a
malfunctioning powerplant, inadequate acceleration,
runway incursion, or air traffic conflict may be reasons
for a rejected takeoff.
Prior to takeoff, the pilot should have in mind a
point along the runway at which the airplane
should be airborne. If that point is reached and the
airplane is not airborne, immediate action should
be taken to discontinue the takeoff. Properly
planned and executed, chances are excellent the
airplane can be stopped on the remaining runway
without using extraordinary measures, such as
excessive braking that may result in loss of directional
control, airplane damage, and/or personal
injury.
In the event a takeoff is rejected, the power should be
reduced to idle and maximum braking applied while
maintaining directional control. If it is necessary to
shut down the engine due to a fire, the mixture control
should be brought to the idle cutoff position and the
magnetos turned off. In all cases, the manufacturer’s
emergency procedure should be followed.
What characterizes all power loss or engine failure
occurrences after lift-off is urgency. In most instances,
the pilot has only a few seconds after an engine failure
to decide what course of action to take and to execute
it. Unless prepared in advance to make the proper decision,
there is an excellent chance the pilot will make a
poor decision, or make no decision at all and allow
events to rule.
In the event of an engine failure on initial climb-out,
the pilot’s first responsibility is to maintain aircraft
control. At a climb pitch attitude without power, the
airplane will be at or near a stalling angle of attack.
At the same time, the pilot may still be holding right
rudder. It is essential the pilot immediately lower the
pitch attitude to prevent a stall and possible spin.
The pilot should establish a controlled glide toward
a plausible landing area (preferably straight ahead
on the remaining runway).
　
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