What is a Short-Field Landing?

Short-field landing procedures are utilized when an airplane must be operated into an area with either a short runway or the available takeoff area is restricted by obstructions. These operations require pilots to fly a stabilized approach that clears obstacles, results in little or no floating, and permits the airplane to stop in the shortest possible distance.

How to Perform a Short-Field Landing

Setup

1. Enter the traffic pattern using a recommended procedure or as directed by ATC.
2. On the downwind leg, maintain the manufacturer’s recommended airspeed, or in its absence, 1.5 V_SO.
3. Survey the intended landing area. Evaluate the location and size of obstacles to be cleared.
4. Identify a suitable touchdown point. Consider the wind, landing surface, and obstructions.
5. Complete the before-landing checklist.

Approach

1. Abeam the touchdown point, reduce power, partially extend the flaps, and lower the landing gear, as applicable.
2. Begin a descent at approximately 500 FPM. Trim as necessary.
3. The downwind should be extended to allow for proper stabilization on final approach. At an approximate 30° point from the landing threshold, clear for traffic and turn base.
4. On the base leg, maintain the manufacturer’s recommended airspeed, or in its absence, 1.4 V_SO.
5. Extend the flaps further, if applicable, and trim if necessary.
6. Lead the turn to final to roll out on the runway extended centerline. The airplane should be approximately 3/4 to 1 mile from the runway threshold at approximately 500′ above the touchdown point.
7. On final approach, extend the flaps to the landing setting. Trim as necessary.
8. Maintain a stabilized approach at the manufacturer’s recommended airspeed, or in its absence, not more than 1.3 V_S0. The descent angle will be steeper than a normal approach.

Round Out (Flare)

1. Make smooth, timely, and correct control applications during the roundout and touchdown. A minimum amount of power will be necessary to put the airplane into the flare.

Touchdown

1. Touchdown smoothly at the minimum control airspeed, at the specified point, with no side drift, and minimum float. The airplane’s longitudinal axis should be aligned with and over the runway centerline.
2. Do not let the nosewheel touch until both main wheels are on the ground.
3. Apply the wheel brakes and back pressure on the pitch control to stop in the shortest possible distance consistent with safety.
4. Some manufacturers recommend retracting the flaps on the rollout to reduce the wings’ lift.

After-Landing Roll

1. Increase crosswind control inputs as the airplane slows.
2. Slow to a normal taxi speed before attempting to make a turn off of the runway.
3. Clear the runway by taxiing the airplane past the runway’s hold short line.
4. Complete the after-landing checklist.

Safety Considerations for Short-Field Landings

• In the region of reversed command, a simultaneous increase in pitch and power is needed to decrease the rate of descent.
• The initiation of the roundout must be judged accurately to avoid flying into the ground or stalling prematurely and sinking rapidly.
• Prematurely reducing power to idle during the round out may result in hard landing.
• When on final approach, visually verify that the runway is clear of traffic and obstructions.
• There is a significant risk of retracting the landing gear instead of the wing flaps when flap retraction is attempted on the landing rollout.

Common Errors for Short-Field Landings

Setup:

• Failure to use or improper use of the appropriate checklist
• Improper use of landing performance data and limitations
• Failure to establish approach and landing configuration at the proper time or in the proper sequence
• Failure to review the airport diagram for situational awareness and to help avoid a runway incursion after landing

Approach:

• Inadequate wind drift correction on the base leg
• Overshooting or undershooting the turn onto final approach
• Failure to adequately compensate for flap extension
• Failure to establish and maintain a stabilized approach
• Failure to recognize the need for a go-around
• A final approach that necessitates an overly steep approach and high sink rate
• Inappropriate reduction of power after crossing the obstacle, resulting in a high rate of descent at a slow airspeed

Round Out (Flare):

• Inappropriate removal of the hand from the throttle
• Attempting to maintain altitude or reach the runway using elevator alone
• Focusing too close to the airplane, resulting in an excessively high roundout
• Focusing too far from the airplane, resulting in an excessively low roundout
• Rounding out too late, resulting in a hard landing
• Rounding out too high, resulting in an eventual high sink rate and a hard landing
• “Ballooning” or “floating” down the runway due to excessive airspeed on final approach
• Too low an airspeed on final resulting in inability to flare properly and landing hard

Touchdown:

• Failure to touch down on the runway centerline
• Failure to touch down with the longitudinal axis aligned with the runway
• Touching down before attaining a proper landing attitude
• Releasing control pressure as soon as the airplane touches down
• Bouncing on touchdown due to improper airplane attitude or an excessive rate of sink

After-Landing Roll:

• Poor directional control after touchdown
• Improper use of brakes:
  • Not utilizing aerodynamic braking
  • Excessive use of wheel brakes, resulting in skidding
  • Not slowing the airplane to an appropriate speed before attempting a turn
• Inappropriate movement of controls or switches before exiting the runway
• Not following manufacturer’s procedure for flap position changes after touchdown

Airman Certification Standards for Short-Field Landings

References: FAA-S-8081-29, FAA-S-ACS-6, FAA-S-ACS-7, FAA-S-ACS-25

Approach Speed:

• SPT and PVT: As recommended, or in its absence, not more than 1.3 V_S0, +10/-5 knots with gust factor applied
• COM and CFI: As recommended, or in its absence, not more than 1.3 V_S0, ±5 knots with gust factor applied

Touchdown Point:

• SPT and PVT: At a proper pitch attitude within 200′ beyond or on the specified point, with no side drift, minimum float, and with the airplane’s longitudinal axis aligned with and over the center of the runway
• COM and CFI: At a proper pitch attitude, within 100′ beyond or on the specified point, with no side drift, minimum float, and with the airplane’s longitudinal axis aligned with and over the center of the runway

Notes:

• 200′ is the typical length of one centerline stripe (120′) and a gap (80′).
• 100′ is shorter than the typical length of one centerline stripe (120′).