Commercial pilot · ACS CA.IV.E · Instructor lesson plan

Short-Field Takeoff and Maximum Performance Climb

Student pack: Train: Short-Field Takeoff and Maximum Performance Climb · Full lesson: Prepare guide

Instructors: sign in to edit and approve your own version.

1 · Objective

By the end of this lesson your student can explain short-field takeoff and maximum performance climb in their own words, apply it in a realistic situation, and fly it to the ACS standard for CA.IV.E.

Why it matters for safety: A short runway with obstacles leaves no margin for a weak engine, a heavy airplane, a hot day or poor technique. The accidents come from pilots who didn't run the numbers, rotated early, or stalled at VX. In a heavier commercial airplane, the margins shrink further.

2 · Assign before the lesson

Pre-work: the free Train pack, Short-Field Takeoff and Maximum Performance Climb. All the runway, full power on the brakes, VX ±5 over the obstacle, then VY, gear and flaps after a positive climb.

Anyone can open this link, no account needed. To see who trained it on your roster, use a free instructor account.

Pack: pilotprep.pro/train/cpl/short-field-takeoff-and-maximum-performance-climb · Full lesson: pilotprep.pro/prepare/cpl/short-field-takeoff-and-maximum-performance-climb

3 · Teach sequence

Key points to land

Line up at the very start of the runway: use all the takeoff distance available.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.E.S6)
Hold the brakes and set takeoff power, confirming it before brake release; then, during the roll, verify the engine and flight instruments (airspeed alive and rising, engine gauges in the green) before rotation, and reject if anything is abnormal.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.E.S7-S8)
Rotate at the POH speed and climb at the obstacle-clearance speed or VX ±5 knots until the obstacle is actually cleared (use 50 feet only when there is no obstacle or it's simulated); then accelerate to VY ±5. Never lower the nose at 50 feet with a taller tree line still ahead.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.E.S9-S11)
Keep gear and flaps in the takeoff position until the obstacle is cleared (or 50 feet if simulated) and VY is established; then, with a positive rate verified, configure in the POH sequence (typically gear, then flaps in increments).(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.E.S12; Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs)
VX is close to the stall: a gust or an aggressive pull can stall it. Hold the speed precisely.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs)
Brief the point by which you must be airborne, with a speed check on the way. Not airborne there, or anything abnormal: power to idle, maximum braking with directional control, and the POH emergency procedure. Braking is much weaker on grass, wet or contaminated surfaces, so set the point earlier there.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs)
Run the POH takeoff chart over a 50-foot obstacle for the actual conditions, and add a margin.(PHAK (FAA-H-8083-25C), Aircraft Performance)

Performance and speeds

Run the POH chart for distance over a 50-foot obstacle at the actual weight, pressure altitude, temperature, wind and surface.(PHAK (FAA-H-8083-25C), Aircraft Performance)
VX, or the POH obstacle-clearance speed, gives the most height for distance.(PHAK (FAA-H-8083-25C), Aircraft Performance)
Set the POH short-field flaps; propeller full forward, mixture per the POH for the density altitude.(Your airplane's POH/AFM)
Choose the runway with the most length and headwind and fewest obstacles; if it's marginal, don't go. In gusts or possible wind shear, the margin you add is distance and weight (a longer runway, a lighter airplane, or waiting), not extra climb speed.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs)

Flying it

Before the roll: checklists, radio calls, verify the runway, find the wind (with or without indicators), clear the area, set short-field flaps, propeller, mixture and trim per the POH. Taxi to the very start, line up on the centerline, hold the brakes, set full power and check it, then release.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs; Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.E.S1-S6)
Hold a low-drag attitude to rotation speed, then rotate smoothly and firmly to the known VX attitude, adding back pressure as it accelerates, and trim. Fly the attitude; glance at the airspeed only to confirm VX ±5 (fixating on it is a common error). A 5-knot error costs real climb.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs)
If it lifts off before VX: hold a level attitude just clear of the runway in ground effect and accelerate to VX, then climb. Don't force it back down, hold it on with forward elevator (wheelbarrowing), or pull it into a climb below VX, where it settles.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs)
Once clear: lower the nose to VY, then gear and flaps per the POH; hold takeoff power, VY ±5 and the extended centerline (crab for the wind) to a safe maneuvering altitude, comply with noise abatement, then climb power and the after-takeoff checklist.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs; Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.E.S13-S15)

Wind, surface and wake on takeoff

Crosswind: full aileron into the wind at the start of the roll, reduced as the controls become effective; rudder holds the centerline. In a strong crosswind, hold the airplane on a little longer and lift off firmly. Stay in the slip (aileron into the wind, rudder for alignment) until well clear of the ground, then crab, wings level, to track the extended centerline.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs)
Choose the runway by the airplane's performance, the distance available, the wind, and your own demonstrated crosswind limit. A tailwind costs more distance than the same headwind saves, and it flattens the climb gradient because groundspeed is higher. The POH maximum tailwind component, where published, is a hard limit.(PHAK (FAA-H-8083-25C), Aircraft Performance)
Gusts and wind shear are different. For gusts, use the POH speed additive. Known or reported low-level wind shear: wait it out. If you meet it after liftoff: maximum power, pitch to the attitude that keeps you flying without chasing airspeed, leave gear and flaps alone until clear, and report it.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs; AC 00-54)
Wake: vortices start at rotation, are strongest behind a heavy, clean, slow airplane, sink several hundred feet per minute and drift downwind. Behind a larger airplane taking off, note its rotation point, lift off before it, climb above and upwind of its path, and stay out from below and behind it. When in doubt, wait at least 2 minutes.(AIM, Chapter 7, Wake Turbulence)
Grass, wet, snowy or uphill surfaces lengthen the roll: apply the POH corrections plus your own margin.(PHAK (FAA-H-8083-25C), Aircraft Performance)

Planning for the takeoff that goes wrong

Brief an abort point and speed before you roll; if you aren't there, or anything is wrong, close the throttle and stop straight ahead.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs)
Engine failure after liftoff with runway left: land on it (gear still down helps in a retractable). With no runway left at low altitude: lower the nose at once and hold best glide, pick a spot essentially straight ahead with only the small heading changes the altitude allows, run the POH items (fuel selector, mixture, magnetos) only if there is time, talk to ATC once the airplane is under control, and decide on the gear by the surface (down on a smooth field, up on rough or soft ground or water, per the POH).(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures)
Don't turn back at low altitude: it needs far more altitude than expected, and a steep slow turn can stall and spin.(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures)

Low, slow and busy

Look for traffic on final and on the runway before you line up or turn final, and use landing lights.(AC 90-48, Pilots' Role in Collision Avoidance)
Near the ground there's no room to recover: a skidding turn to final or a nose-high climb can stall and spin; a distraction can lead into terrain or obstacles.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
Fly the airplane first: checklists and calls before the critical moments. Overloaded on final, go around.(Risk Management Handbook (FAA-H-8083-2A))

Watch for in the airplane: Your instructor watches for all the runway used, power checked before release, rotation on speed, VX within 5 knots without over-rotating, and a clean transition to VY with gear and flaps on schedule.

4 · Ask your student

In order: recall, then understanding, then applying it. Move up only when the answer shows it.

Recall · What speed until the obstacle is cleared, and to what tolerance?
A strong answer: The obstacle-clearance speed or VX, ±5 knots.
Understand · Why check full power before brake release?
A strong answer: On a short runway every foot counts; I want to know the engine is making full power before I'm committed.
Apply · The chart says 1,900 feet to clear 50 feet; the runway is 2,100 feet with trees, and it's gusty and warm. Do you go?
A strong answer: No. The margin is too small and the chart assumes a new airplane and ideal technique. Reduce weight, wait, or use a longer runway.

Scenarios to talk through

Climbing at VX, a gust drops the airspeed 7 knots. What do you do?
Sound decision: Lower the nose to recover the speed; below VX the climb worsens and you're nearer the stall.
Past the obstacle, you raise all the flaps at once at low speed. What can happen?
Sound decision: The airplane can sink as the wing loses lift. Accelerate to VY, then retract in increments after a positive rate.
At your abort point on wet grass, you're well below the expected speed. What do you do?
Sound decision: Abort: close the throttle and stop, expecting weaker braking on wet grass. Continuing leaves no way out.

5 · Common student errors

Starting the roll partway down the runway.
Why it matters: Runway behind you is useless.
How to correct it: Taxi to the very beginning.
Rotating early or too steeply.
Why it matters: More drag and a possible stall before flying speed.
How to correct it: Rotate at the POH speed to the VX attitude.
Staying at VX too long.
Why it matters: Poor engine cooling and needless stall margin loss.
How to correct it: Accelerate to VY once clear.

6 · Completion standard

Rotate and accelerate to the obstacle-clearance speed or VX ±5 knots; hold it until clear of the obstacle or 50 feet AGL.
Then VY ±5 knots to a safe maneuvering altitude.
Your student answers each "Ask your student" question in their own words, up to the Apply level, without prompting.
They talk through the scenarios and reach a safe, legal decision, explaining why.
They complete the pack’s quick check and can say what they flagged.

Area trained? Close out with a practice oral focused on CA.IV.E: pilotprep.pro/exam?exam=CPL&focus=CA.IV.E

7 · References

Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs; Approaches and Landings; Transition to Complex Airplanes
Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C), Aircraft Performance; Aerodynamics of Flight
Aeronautical Information Manual (AIM), 4-3-11 (LAHSO) and Chapter 7 (wake turbulence)
AC 91-73, Single Pilot Procedures During Taxi Operations
Commercial Pilot ACS (FAA-S-ACS-7B), Area IV
Your airplane's POH/AFM, normal procedures, performance charts and speeds
Airman Certification Standards, task CA.IV.E

PilotPrep instructor lesson plan, from the Short-Field Takeoff and Maximum Performance Climb lesson (checked against current FAA sources 2026-11-13). A study and teaching aid, not FAA guidance; teach to your own judgment and the current ACS.