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In order to accomplish a short field takeoff and steepest angle climb safely, the pilot must have adequate knowledge in the use and effectiveness of the best angle-of-climb (V$_{X}$) speed and the best rate-of-climb (V$_{Y}$) speed for the specifi c make and model of WSC aircraft being fl own. 

The speed for V$_{X}$ is that which results in the greatest gain in altitude for a given distance over the ground. V$_{X}$ is usually less than V$_{Y}$ but greater than minimum controlled airspeed. It should be noted that this maneuver is not performed in normal situations. Flying at V$_{X}$ speed close to the ground in gusty winds can result in a stall with catastrophic consequences. 

If clearing an obstacle is questionable, the WSC aircraft should be packed up and trailered away. If a pilot decides to perform a short field takeoff, then a number of factors can be optimized to contribute to a short field takeoff such as leaving your passenger and/or baggage in the area, waiting for favorable winds or lower density altitude, and picking the longest runway path with the shortest obstacle to clear. 

However, if a short field takeoff is going to be performed and all possible factors have been optimized, the following procedure is provided. The procedure is similar to the normal takeoff but the following additional procedure is used for this maneuver. 

##  Takeoff Roll 

Taking off from a short field requires the takeoff to be started from the very beginning of the takeoff area. The WSC manufacturer’s recommended specific trim setting should be set before starting the takeoff roll. This permits the pilot to give full attention to the proper technique and the aircraft’s performance throughout the takeoff. 

Some authorities prefer to hold the brakes until the maximum obtainable engine revolutions per minute (rpm) is achieved before allowing the WSC aircraft to begin its takeoff run. However, it has not been established that this procedure results in a shorter takeoff run in all WSC aircraft, many of which can not hold the brakes at full throttle. If the brakes are not held with the throttle advanced to full and then released, takeoff power should be applied immediately to full throttle as fast as possible without the engine bogging down to accelerate the aircraft as rapidly as possible. The WSC aircraft should be allowed to roll with the wing fi nding the trim position for minimum drag during acceleration to the lift-off speed. 

##  Lift-Off and Climb Out 

At V$_{X}$ speed, the WSC aircraft should be smoothly and fi rmly rotated by applying control bar forward pressure to an attitude that results in the V$_{X}$ airspeed. After becoming airborne, a wings-level climb should be maintained at V$_{X}$ until obstacles have been cleared. Thereafter, the pitch attitude may be lowered slightly and the climb continued at V$_{Y}$ speed until reaching a safe maneuvering altitude. 

Remember that an attempt to rotate off the ground prematurely or to climb too steeply may cause the WSC aircraft to settle back to the runway or into the obstacles. Even if the aircraft remains airborne, the initial climb remains fl at and climb performance/obstacle clearance ability is seriously degraded until V$_{X}$ airspeed is achieved. [Figure 7-10] 

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