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The short-fi eld approach and landing is in reality an accuracy
approach to a spot landing. The procedures previously
outlined in the section on the stabilized approach concept
should be used. If it appears that the obstacle clearance is
excessive and touchdown will occur well beyond the desired
spot leaving insuffi cient room to stop, lowering the pitch
attitude and reducing power (if used) steepen the descent path
and increase the rate of descent. If it appears that the descent
angle will not ensure safe clearance of obstacles, power
should be increased to shallow the descent path and decrease
the rate of descent. Care must be taken to avoid an excessively
low airspeed. If the speed is allowed to become too low, an
increase in pitch and application of full power may result in a
further rate of descent. This occurs when the AOA is too great
and creating so much drag that the maximum available power
is insuffi cient to overcome it. This is generally referred to as
operating in the region of reversed command or operating on
the back side of the power curve.
Because the final approach over obstacles is made at
a relatively steep approach angle and at the minimum
manufacturer’s recommended approach speed, the initiation
of the roundout must be judged accurately to avoid fl ying
into the ground or stalling prematurely and sinking rapidly.
A lack of fl oating during the roundout with suffi cient control
to touch down properly is one verifi cation that the approach
speed was correct.
Upon touchdown, the nose should be brought down
completely for aerodynamic braking and providing maximum
pressure on the wheels for using the braking system.
Immediately upon touchdown, appropriate braking should be
applied to minimize the after-landing roll. The aircraft should
be stopped within the shortest possible distance consistent
with safety and controllability. If the situation arises and
the minimum landing distance is required, the WSC can be
landed above the normal speed, the nose brought down for
aerodynamic braking while the brakes are applied for the
shortest distance possible.
Soft and Rough Field Approaches and Landings
Landing on fi elds that are rough or have soft surfaces, such as
snow, sand, mud, tall grass, or a rocky/bumpy fi eld requires
unique procedures. When landing on such surfaces, the
objective is to touch down as smoothly as possible and at
the lowest possible landing speed. The pilot must control the
aircraft so that the wings support the weight of the aircraft as
long as is practical to minimize drag and stresses imposed on
the landing gear by the rough or soft surface.
Similar to the soft fi eld for takeoff, proper gear—specifi cally
big tires with a large wing and overall low weight—should be
utilized for soft or rough fi eld operations. Refer to appropriate
gear and warnings in Chapter 7, Takeoff and Departure
Climbs, for soft or rough fi eld operation as a prerequisite
for this chapter.
The approach for the soft fi eld landing is similar to the normal
approach used for operating into long, fi rm landing areas.
The major difference between the two is that, during the soft
or rough fi eld landing, the distance on the soft/rough fi eld is
minimized and the weight is kept off the wheels by the lift
of the wing when on the soft/rough fi eld. Power can be used
throughout the level-off and touchdown to ensure touchdown
at the lowest possible airspeed, with the WSC aircraft fl own
onto the ground with the weight fully supported by the wings.
The touchdown should be planned for minimal taxi distance
to the stopping point so there is the shortest possible distance
with weight on the landing gear on the rough/soft surface.
[Figure 11-23]
11-16
PARKING
MINIMUM DISTANCE BETWEEN AREA
TOUCHDOWN AND PARKING AREA
WITH NOSE HIGH TO MINIMIZE
WEIGHT ON FRONT WHEEL
NORMAL APPROACH DECELERATE IN GROUND EFFECT
Touch down
as late as possible
Figure 11-23. Soft/rough field approach and landing.
Touchdown on a soft or rough fi eld should be made at the
lowest possible airspeed with the aircraft in a nose-high pitch
attitude. After the main wheels touch the surface, the pilot
should hold bar-forward pressure to keep the nosewheel off
the surface. Using forward control bar pressure and engine
power, the pilot can control the rate at which the weight of
the aircraft is transferred from the wings to the wheels.
Field conditions may warrant that the pilot maintain a fl ight
condition where the main wheels are just touching the surface,
but the weight of the aircraft is still being supported by the
　
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