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go-around is performed at a low altitude. The manufacturer’s
recommended climb speed should be established and
maintained during the initial phase of the go around.
A concern for quickly regaining altitude during a go-around
produces a natural tendency to push the nose up. The pilot
executing a go-around must accept the fact that an aircraft
will not climb until it can fl y, and it will not fl y below stall
speed. In some circumstances, it may be desirable to lower
the nose briefl y to gain airspeed. [Figure 11-21]
During the initial part of an extremely low go-around, the
aircraft may settle onto the runway and bounce. This situation
is not particularly dangerous if the aircraft is kept straight and
a constant, safe speed is maintained. The aircraft is rapidly
approaching safe fl ying speed and the advanced power will
cushion any secondary touchdown.
11-14
Roundout and
Touchdown
Stabilized Approach at 1.3 Vs Over Obstacle or
to Start of Short Landing Area
Nose Down for Aerodynamic braking and
To Provide Maximum Brake System Effectiveness
Figure 11-22. Short field landing.
34
Obstruction seen on runway and
go-around initiated during final
approach or round out—
Full power applied
Final Approach Normal Climbout
(at Vy after climb speed is reached)
Figure 11-21. Go-around procedure.
Common errors in the performance of go-around (rejected
landings) are:
• Failure to recognize a condition that warrants a
rejected landing,
• Indecision,
• Delay in initiating a go-round,
• Failure to apply maximum allowable power in a timely
manner,
• Improper speed,
• Attempting to climb out of ground effect prematurely,
and
• Failure to adequately compensate for torque/Pfactor.
Short and Soft Field Landing Techniques
Many WSC aircraft land routinely on short and soft fi elds.
The type of WSC and appropriate systems for short and
soft fi eld was discussed in the Components and Systems
chapter. Here, some techniques for these landing areas are
discussed.
Short-Field Approaches and Landings
Short-field approaches and landings require the use of
procedures for approaches and landings at fields with
a relatively short landing area or where an approach is
made over obstacles that limit the available landing area.
[Figure 11-22] As in short-fi eld takeoffs, it is one of the most
critical of the maximum performance operations. It requires
that the pilot fl y the aircraft at one of its crucial performance
capabilities while close to the ground in order to land safely
within confi ned areas.
To land within a short fi eld or confi ned area, the pilot must
have precise, positive control of the rate of descent and
airspeed to produce an approach that clears any obstacles,
results in little or no fl oating during the roundout, and permits
the aircraft to be stopped in the shortest possible distance. As
with the short takeoff maneuver, this should only be done
11-15
for unusual situations or emergency operations and is not
recommended. There are numerous airports, fi elds, and other
areas to land, so prefl ight planning should avoid short-fi eld
landings. However, short-fi eld procedures are provided for
information.
A stabilized approach is essential. These procedures generally
involve the starting to fi nal approach from an altitude of at
least 500 feet higher than the touchdown area. In the absence
of a manufacturer’s recommended approach speed and in
calm winds, example approach speeds are 1.3 times the stall
speed or 8 knots above the stall speed. For example, in an
aircraft that stalls at 30 knots with power off, the approach
speed should be 38 to 40 knots. This maneuver should not
be performed in gusty air because of the slow speeds and
close proximity to the ground. If it is necessary to accomplish
in gusty air, no more than one-half the gust factor should
be added. An excessive amount of airspeed could result
in a touchdown with an after-landing roll that exceeds the
available landing area.
For the steepest glide angle to clear obstacles such as trees or
buildings, the maneuver should be performed at idle power; if
the landing surface does not have obstacles that must be fl own
over, power on approach may be used to reach the landing
surface. The pilot should simultaneously adjust the power and
the speed to establish and maintain the proper descent angle.
A coordinated combination of both speed and power (if used)
adjustments is required to set up a stabilized approach.
　
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