The short field takeoff is a takeoff technique that can be used on most all takeoffs, but its sole purpose for practicing is to develop the skills necessary to depart from a runway that is short in length, a runway that has an obstacle at the end, or a runway that has an obstacle and is short. The takeoff, however, begins well before actually taxiing to the runway for takeoff. As with any flight, the process starts with a decision where to go and obtaining a good thorough weather briefing from the local flight service station. With all the data compiled for the planned flight, it is time to whip out the aircraft pilot operating handbook and review the short field takeoff/maximum performance takeoff for the specific aircraft that you are going to pilot. Upon reviewing the prescribed technique recommended by the manufacturer, it is time to analyze and calculate the actual aircraft takeoff performance from those rather unsoiled performance pages of the somewhat soiled pilot operating handbook.

However, a few points should be considered when deriving the numbers from these charts. First of all, these charts are predicated on a new aircraft with a new engine, not the older trainer and/or rental aircraft that most of us are used to flying. Secondly, pay special attention to the little footnotes at the bottom or the top of the page when calculating the takeoff. This could possibly be the difference between making a safe takeoff and one that winds up in the trees at the end of the runway. Furthermore, when extrapolating always favor the high side. An excellent illustration of this point would be using weather information that was initially obtained during the weather brief, in particular the temperature and winds, calculating the takeoff, and departing a couple of hours later, especially in the summer when the late morning is approaching the high noon. Staying to the high and conservative side of all calculations will reduce overlooked errors and increase the margin of safety. Furthermore, try and include a cushion factor that is comfortable for yourself. Typically, an extra added 15% to all performance calculations seems to be the unwritten industry standard. Additionally, a go no/go decision point should be considered. This is an imaginary set point that is based on the data derived from the performance calculations and is the point where if the aircraft is not at a certain speed or has not reached a certain distance on the takeoff roll the pilot will abort the takeoff. This is an excellent tool and is common practice among those frequent mountain and high density altitude flyers.

Hence, after completion of all the book work, it is time to go fly. Of course after a thorough preflight and receiving clearance, the taxi for takeoff begins. As mentioned earlier, having reviewed the manufacturers' takeoff technique for the aircraft, confirm the proper flap setting is selected. When taxiing onto the runway, ensure that there is minimal amount of runway behind you, for the runway to the rear is useless during the takeoff roll. Once lined up, conduct a static run up by holding the brakes and adding full power. Hold this position for a good ten seconds checking and cross checking oil pressure, oil temperature, RPM, and manifold pressure for those high performance drivers. Once satisfied, release the brakes and begin the takeoff roll. Upon reaching the rotate speed, apply back pressure and pitch for the best angle of climb, Vx. A little nose up trim set prior to the takeoff roll might help achieve a smoother transition from rotation to Vx, vis-a-vis the sine wave looking ascent and climb as the airspeed is being chased. Also remember that the practical test standards call for -0, +5 on the airspeed. Upon reaching a safe altitude and assured that the obstacle is cleared, if there was one to begin with, confirm the airspeed is appropriate, confirm that there is a positive rate of climb, retract the flaps, and pitch for the best rate of climb speed, Vy. Walla!! The takeoff is complete and the destination is just that much closer.

However, the preceding few paragraphs are some food for thought. As there are many ways to achieve the common goal, you the pilot must ensure that the method selected conforms with the aircraft specifications and most paramount that it is all within the realms of safety. Safe flying.