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