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Commercial pilot · ACS CA.IV.E · lesson pack

Short-Field Takeoff and Maximum Performance Climb

Why this one matters

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.

1 · Know these cold

  • •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)

2 · The lesson

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))

Want it all on one page, with scenarios? Read the full lesson.

On the flight

ACS standards

  • Rotate and accelerate to the obstacle-clearance speed or VX ±5 knots; hold it until clear of the obstacle or 50 feet AGL.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.E.S9-S10)
  • Then VY ±5 knots to a safe maneuvering altitude.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.E.S11, S13)

What your instructor is watching for

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.

3 · Say it out loud

Answer each one out loud, then check yourself and mark how it went.

  1. Remember Recall it

    “What speed until the obstacle is cleared, and to what tolerance?”

  2. Understand Explain why

    “Why check full power before brake release?”

  3. Apply Use it on a flight

    “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?”

4 · Common mistakes

  • Starting the roll partway down the runway.

    Runway behind you is useless.

    Instead: Taxi to the very beginning.

  • Rotating early or too steeply.

    More drag and a possible stall before flying speed.

    Instead: Rotate at the POH speed to the VX attitude.

  • Staying at VX too long.

    Poor engine cooling and needless stall margin loss.

    Instead: Accelerate to VY once clear.

5 · Quick check

Answer, then reveal. Flag anything you want to see again.

  1. 1. What does VX give you?

  2. 2. Why set power before brake release?

  3. 3. Until when do you hold VX?

  4. 4. What are the commercial speed tolerances?

  5. Scenario5. The chart shows you can just make it. What do you do?

Trained it? Now prove it: practice short-field takeoff and maximum performance climb out loud with our examiner.

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Connect it

One situation that runs across this lesson and its neighbors in the same ACS area. Decide first, then check.

Connect it · Takeoffs, Landings & Go-Arounds

On a power-off 180, a tailwind on base carries you past the point where you'd normally turn final, and you're high.

How do you fix it, and when is a go-around the right answer? Decide, then see the worked answer

The maneuver: from abeam the touchdown point, power to idle, then glide to the point through the abeam and base key positions, with pitch controlling airspeed. The standard is a touchdown at the proper pitch attitude, on or within 200 feet beyond the point, never short, with no side drift and the longitudinal axis over the centerline. The tailwind on base raised your groundspeed. Now: turn to final earlier with a normal, coordinated bank. If you've already overshot, accept it or go around, but never tighten the turn with bottom rudder or slip in the turn; slip only once you're established on final. To lose height you have a forward slip, flaps and S-turns, all tools the AFH lists for power-off accuracy approaches. A forward slip is deliberately uncoordinated, crossed controls; hold the airspeed with pitch, and before touchdown transition to a sideslip to stay aligned, or straighten out. Extend flaps in steps, and hold off full flaps until a landing at or beyond the point is assured; check the POH for restrictions on slips with flaps extended. Under the ACS this task gets one attempt: a go-around because you weren't going to meet the tolerances is unsatisfactory, and only a go-around forced by safety, such as traffic on the runway, is excused. Even so, if the approach isn't safe, go around.

Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.M and Appendix 3; AFH (FAA-H-8083-3C), Approaches and Landings

Brings together: Power-Off 180° Accuracy Approach and Landing · Go-Around/Rejected Landing

Teaching this? The instructor lesson plan →

Study aid, not FAA guidance. Sources: Airplane Flying Handbook (FAA-H-8083-3C); Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C); Aeronautical Information Manual (AIM); AC 91-73; Commercial Pilot ACS (FAA-S-ACS-7B); Your airplane's POH/AFM. Checked against current sources 2026-11-13.