power. Check the engine instruments and tachometer for normal indications prior to releasing the brakes. In a real short field situation, it’ s important to know the airplane is developing full power before attempting to take off with a short runway or obstacles to clear. Hence the run-up to full power prior to brake release. The runup also prevents wasting runway while you add power. Assuming all indications are normal, release the brakes and accelerate down the runway to rotate as normal and commence a climb out at the recommended obstacle clearance speed or best angle of climb speed, Vx. This will be a more nose high attitude than you have used previously and you will need to be attentive to precise airspeed control. Also, because of the high power setting and high angle of attack, you need to use plenty of right rudder to overcome left-turning tendencies. After clearing obstacles, lower the nose slightly and accelerate to best rate of climb speed, Vy. With a positive rate of climb established, retract the flaps and continue the upwind climb as normal.
In a real short field situation, be particularly attentive to maintaining the correct airspeed. Only the recommended obstacle clearance speed, or Vx, will give you the best angle of climb. Anything faster or slower will not work as well. The objective of a short field landing is to clear obstacles on final and to land and stop in the minimum distance possible. Landing on a short field and clearing any obstacles on final approach entails setting up a stabilized full-flap approach at the recommended short field approach speed for your airplane. This speed is generally slower than that used on normal approaches and the descent will be steeper than usual, thanks to the lower groundspeed. Once obstacles have been cleared and landing is assured, reduce power to idle and continue to descend at the minimum recommended speed until ready to flare. If your airspeed gets too slow, lower your nose. If you are too low and in danger of not making it to the runway, add some power. Once you are very close to the ground, flare as usual to land main gear first. After touchdown, retract flaps while applying maximum braking. By retracting the flaps, the load is more rapidly transferred from the wings to the wheels, thereby allowing you to brake harder without skidding. Do not allow the wheels to lock up. Bring the airplane to a full stop before exiting the runway.
Because of the greater sink rate associated with short field landings, the touchdown is firmer than for soft field or normal landings. As long as the touchdown is main gear first and there is no bounce, it’ s acceptable for it to be a bit firm. In windy conditions, it may be appropriate to use a higher approach speed and, under gusty conditions, some pilots prefer to use less than full flaps. For some pilots, typically those flying old tail draggers, every landing is a no-flap landing. However, even those of us lucky enough to fly airplanes equipped with flaps should learn how to land without using them. In an airplane such as the Cessna 152, a loss of electrical power will prevent you from using the flaps. Also, electric motors that power the flaps sometimes will malfunction.
No-flap landings start with a stabilized approach at the recommended speed for your airplane. Typically, this will be 5-10 knots faster than that used with flaps. In the absence of flaps, your stall speed will be higher, hence the need for a higher final approach speed. Once obstacle clearance and landing is assured, reduce power to idle and flare to touch down as usual.
Because of the higher approach speed, you will use more runway than normal. If you allow your speed to get