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

Soft-Field Takeoff and Climb

Why this one matters

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.

1 · Know these cold

•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)

2 · The lesson

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))

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

On the flight

ACS standards

Lift off at the lowest possible airspeed and remain in ground effect while accelerating to VX or VY.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.C.S9)
Maintain VX or VY, as appropriate, ±5 knots to a safe maneuvering altitude.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.C.S10, S12)

What your instructor is watching for

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.

3 · Say it out loud

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

Remember Recall it
“What is ground effect?”
Understand Explain why
“Why stay in ground effect after liftoff?”
Apply Use it on a flight
“Heavy, wet grass, and the POH numbers leave little margin. What do you do?”

4 · Common mistakes

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

5 · Quick check

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

1. Why taxi onto the runway without stopping?
2. Within about what height is ground effect significant?
3. What are the commercial climb tolerances?
4. When do you configure the airplane after a soft-field takeoff?
Scenario5. You lift off and won't accelerate in ground effect, with trees ahead and no runway left. What do you do?

Trained it? Now prove it: practice soft-field takeoff and 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.