7.I : Short-Field Approach and Landing

The details regarding landing performance can be found in Section 5 of the standard modern POH/AFM. For the {aircraft-type} the landing distance over a 50 foot obstacle is {fifty-foot-landing-distance} feet and the ground roll is {fifty-foot-ground-roll} feet.

It should be remembered that these numbers can be affected by the runway surface. Do not attempt the landing if the landing performance is not adequate for the available room. Do not attempt to land on a short field from which a takeoff can not be made. It is often (always?) the case that an aircraft can land in a shorter distance than required for a takeoff.

The limitations section (Section 2) of the POH/AFM describes any landing limitations. In particular check the crosswind limit.

The pilot must know the type of obstructions/hazards to be encountered that will need to be cleared/avoided during the landing. Are there trees? If so, how many, how tall, and how close to the runway are they? Are there power lines, towers, or other man made obstructions? How high are they and where are they positioned? Is there a mountain, hill, or cliff? What is the height? Know before you go.

The airplane should be configured for a normal landing. The final approach should be planned to be slower and steeper than normal to clear obstructions. A nominal 4° glideslope at {airspeed-short-field} knots will provide the needed sink rate which will allow for the steeper glide path.

This will put the aircraft into the Region of Reversed Command. As the aircraft gets further below L/D_max the increase in drag increases the descent rate.

The aircraft should be flown in a wider than normal pattern to give plenty of time to get the plane configured properly, and trimmed for the desired approach. The more time available to get the aircraft stabilized the more precise the approach can be flown.

When turning in the pattern use no more than 30° of bank, and keep the turn coordinated. If it is discovered that there will be an overshoot to final, go around and set up again. Trim as much as possible to reduce workload and add in flying a precise approach.

Have the landing checklist completed prior to the mid point of the downwind. Select a touchdown point and aiming point. When demonstrating select the 1,000 foot markers on the runway, and the aim point should be the 2nd stripe prior to the 1,000 foot touchdown point. (There is no need to increase risk when simply practicing or demonstrating this technique by trying to hit the leading edge of the pavement.)

Adjust the aim point based on winds. A strong headwind will reduce the distance the aircraft will float, and therefore the aim point should be moved closer to the touchdown point in those conditions. Conversely if there is less/no headwind, the aim point should be further from the touchdown point.

The pilot should also select a go-around point. This is a point at which the decision must be made to continue the approach or abandon it. By this point everything must be "on the numbers" (i.e. not fast, not high, stabilized, etc.) else a go-around is warranted.

When abeam the landing point (or slightly beyond) reduce power, extend takeoff flaps, and pitch for {airspeed-short-field} knots.

On the base leg the aircraft should be configured for landing. Doing so is simply a matter of technique, and it can provide more time to get established on speed and attitude. Others may prefer to wait until final to reconfigure for landing.

If configured for landing when on base, plan for a shallow coordinated turn to final to avoid an unsafe condition.

This is usually started at about 500 feet AGL, and an extended final is helpful to ensure a stabilized accurate approach. Don’t make a short approach over an obstacle, but instead give time to ensure the aircraft is stabilized. Establish and maintain a 4° glide path. This is a higher/steeper approach than normal, and is used to clear obstacles.

If the flaps are not already extended, do so on final and set the desired short field approach speed. This is an approach speed which will result in a higher sink rate. Any speed over this target speed will result in excessive floating and a longer touchdown distance.

The VASI/PAPIs can be used to indicate a high glide path. For VASIs both bars will be white, and for PAPIs there will be four white lights (indicates that the aircraft is above a 3.5 degree glidepath). Also when practicing short field approaches select a point on the approach where there is an imaginary obstacle. The aircraft should be at 100 feet AGL at that point to ensure clearance.

The approach should remain stabilized, as this landing is in reality an accuracy approach and not a "spot landing". Remember to pitch for airspeed and use power for controlling altitude. As stated above, once below LD_max the aircraft will be in the Region of Reverse Command. Therefore airspeed control is critical, and the desired approach speed must be nailed. Make small adjustments to keep the aiming point in the same place on the windscreen, because large adjustments will result in a roller coaster style approach.

Do NOT only pitch to gain altitude or avoid an obstacle. This will result in a very slow airspeed and .. if not corrected .. may lead to a stall. Keep a hand on the throttle except for small breaks to perform other tasks, but always return the hand to the throttle. Be spring loaded for a go-around.

A headwind will result in a steeper descent angle to the runway due to the decreased groundspeed. To correct for this use more power and a lower rate of descent. A tailwind will do the opposite, of course. Utilize normal crosswind techniques to address a crosswind and maintain the desired ground track.

With the higher than normal descent angle and speed, the roundout point must be judged accurately to avoid flying into the ground or stalling too high. If done correctly there should be minimum float, and the aircraft should settle to the ground quickly.

The touchdown should occur at the minimum controllable airspeed with the airplane in the approximate pitch attitude that will result in a power off stall upon closing the throttle. Closing the throttle before the aircraft is ready for touchdown may increase the descent and result in an excessively hard touchdown.

This is a high performance landing, and in addition to everything else it is critical to maintain directional control of the aircraft. Maintain the centerline and recognize that many short fields are also narrow fields, making the need to hold the centerline even more important.

The aircraft should be stopped within the shortest possible distance. Upon touchdown hold the positive pitch attitude to provide aerodynamic braking. Immediately retract the flaps and apply maximum effective braking. Retracting the flaps reduces lift and transfers more weight to the wheels improving braking action. Remember that the maximum effective braking is the point just prior to the wheels starting to skid. It is a fine line.