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. 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.  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]  Lift-Off and Climb Out  Takeoff Roll Figure 7-10. Short field takeoff. 7-9