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

Soft-Field Takeoff and Climb

Student pack: Train: Soft-Field Takeoff and 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 soft-field takeoff and climb in their own words, apply it in a realistic situation, and fly it to the ACS standard for CA.IV.C.

Why it matters for safety: Soft runways hide a much longer roll than planned and an airplane that lifts off in ground effect but can't climb. Pilots who pull up too slow stall just above the ground. Heavier commercial airplanes make the margins smaller.

2 · Assign before the lesson

Pre-work: the free Train pack, Soft-Field Takeoff and Climb. Keep moving, transfer the weight to the wings, lift off at the lowest speed and accelerate in ground effect.

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/soft-field-takeoff-and-climb · Full lesson: pilotprep.pro/prepare/cpl/soft-field-takeoff-and-climb

3 · Teach sequence

Key points to land

Taxi onto the runway and into the takeoff without stopping, advancing to takeoff power smoothly: stopping on a soft surface can bog the airplane down.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.C.S6)
Back-elevator pressure as the POH directs (enough to lift the weight off the nosewheel as quickly as practical) at the start of the roll, easing it as lift develops so the nosewheel stays just clear. Taxiing, hold the controls for the wind first.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs)
Lift off at the lowest possible airspeed, then lower the nose and accelerate in ground effect: to VY normally, or to VX only until an obstacle is cleared, then VY. VX is the minimum to leave ground effect, not the default.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs)
Ground effect reduces induced drag within about one wingspan of the surface: the airplane can fly before it can climb.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
Left-turning tendencies are strongest here (high power, high pitch, low speed): plenty of right rudder.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
Configure after a positive rate of climb is verified, or as the manufacturer directs, in the POH order and speeds (where it's silent, gear first, then flaps in increments). After a takeoff from slush or wet snow, leave the gear down briefly so it can dry before it freezes in the wells.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.C.S11; Airplane Flying Handbook (FAA-H-8083-3C), Transition to Complex Airplanes)
Climb at VX or VY ±5 knots to a safe maneuvering altitude.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.C.S10, S12)

Performance, speeds and configuration

Soft surfaces, high density altitude, weight and slope lengthen the roll a lot: use the POH surface data and a generous margin.(PHAK (FAA-H-8083-25C), Aircraft Performance)
VY normally; VX only until an obstacle is cleared.(PHAK (FAA-H-8083-25C), Aircraft Performance)
The opening steps: checklists, radio calls, verify the runway, find the wind, clear the area, comply with noise abatement; then roll onto the runway without stopping, smoothly to takeoff power, and confirm power and the engine and flight instruments early in the roll while there's still room to stop.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.C.S1-S7, S14)
Flaps per the POH soft-field setting, to lift off at a lower speed.(Your airplane's POH/AFM)
Pick the firmest, longest, most into-the-wind strip; inspect a doubtful surface first.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs)

Weight transfer and ground effect

Hold back-elevator pressure (as much as the POH calls for, not full aft by rote) rolling onto the surface and at the start of the takeoff, then ease it as speed builds so the nosewheel stays just clear: the wings take the weight, reducing drag.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs)
Within about one wingspan of the surface, reduced downwash and wingtip vortices cut induced drag, so the airplane can fly below the speed it needs to climb out of ground effect.(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
After liftoff, lower the nose slightly and stay just above the surface until VY (or VX if you must clear an obstacle), then climb.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs)
Don't clean up in ground effect: positive rate of climb first, then flaps and gear per the POH.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs)

Left-turning tendencies

Torque, P-factor and spiraling slipstream yaw the airplane left at high power and high angle of attack; gyroscopic precession adds a yaw when the nose is pitched (mainly a tailwheel effect as the tail comes up).(PHAK (FAA-H-8083-25C), Aerodynamics of Flight)
Soft-field is the extreme case: full power, nose high, low speed. Right rudder keeps it straight.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs)

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 a rolling takeoff with no stop, the right back pressure without a tail strike, straight tracking with right rudder, staying in ground effect until VX, and configuring only after a positive climb.

4 · Ask your student

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

Recall · What is ground effect?
A strong answer: Within about a wingspan of the surface, reduced downwash and wingtip vortices cut induced drag, so the airplane can fly at a lower speed.
Understand · Why stay in ground effect after liftoff?
A strong answer: The airplane lifts off below its climb speed. Staying low lets it accelerate with less drag; climbing out too soon it can settle back or stall.
Apply · Heavy, wet grass, and the POH numbers leave little margin. What do you do?
A strong answer: Reduce weight, wait for the strip to dry or the air to cool, or use another runway. A tight number on a soft surface is a no-go.

Scenarios to talk through

You stop on the grass to finish a checklist before takeoff. What's the risk?
Sound decision: The airplane can sink in and need much more power and distance to start moving. Do the run-up on a firm surface and roll straight into the takeoff.
Right after liftoff the airplane yaws hard left. Why, and what do you do?
Sound decision: High power at high angle of attack and low speed: left-turning tendencies at their strongest. Add right rudder to stay coordinated and straight.
Past your abort point without lifting off, and not accelerating. What do you do?
Sound decision: Abort: throttle to idle, keep straight, keep back-elevator to protect the nosewheel, and brake as much as the surface allows, carefully on a truly soft surface where hard braking can dig in or nose the airplane over. Then reassess weight, surface and conditions.

5 · Common student errors

Climbing out of ground effect too early.
Why it matters: Below VX the airplane can't climb; it settles or stalls.
How to correct it: Lower the nose after liftoff and accelerate to VY (VX only for an obstacle).
Too much back pressure.
Why it matters: Extra drag and a possible tail strike.
How to correct it: Ease off as speed builds; just enough to keep the nosewheel clear.
Raising the gear in ground effect.
Why it matters: The airplane can settle back onto the surface.
How to correct it: Positive rate of climb first.

6 · Completion standard

Lift off at the lowest possible airspeed and remain in ground effect while accelerating to VX or VY.
Maintain VX or VY, as appropriate, ±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.C: pilotprep.pro/exam?exam=CPL&focus=CA.IV.C

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.C

PilotPrep instructor lesson plan, from the Soft-Field Takeoff and 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.