content_image/581661.jpg
• Unstable approach 

• Undue delay in initiating glide path corrections 

• Too low an airspeed on final resulting in inability to flare properly and landing hard 

• Too high an airspeed resulting in floating on round out 

• Prematurely reducing power to idle on round out resulting in hard landing 

• Touchdown with excessive airspeed 

• Excessive and/or unnecessary braking after touchdown 

• Failure to maintain directional control 

• Failure to recognize and abort a poor approach that cannot be completed safely 

## Soft-Field Approach and Landing 

Landing on fields that are rough or have soft surfaces, such as snow, sand, mud, or tall grass, require unique procedures. When landing on such surfaces, the objective is to touch down as smooth as possible and at the slowest possible landing speed. A pilot must control the airplane in a manner that the wings support the weight of the airplane as long as practical to minimize drag and stresses imposed on the landing gear by the rough or soft surface. 

The approach for the soft-field landing is similar to the normal approach used for operating into long, firm landing areas. The major difference between the two is that during the soft- field landing, the airplane is held 1 to 2 feet off the surface in ground effect as long as possible. This permits a more gradual dissipation of forward speed to allow the wheels to touch down gently at minimum speed. This technique minimizes the nose-over forces that suddenly affect the airplane at the moment of touchdown. Power is used throughout the level-off and touchdown to ensure touchdown at the slowest possible airspeed, and the airplane is flown onto the ground with the weight fully supported by the wings. [Figure 8-24] 

The use of flaps during soft-field landings aids in touching down at minimum speed and is recommended whenever practical. In low-wing airplanes, the flaps may suffer damage from mud, stones, or slush thrown up by the wheels. If flaps are used, it is generally inadvisable to retract them during the after-landing roll because the need for flap retraction is less important than the need for total concentration on maintaining full control of the airplane. 

The final-approach airspeed used for short-field landings is equally appropriate to soft-field landings. The use of higher approach speeds may result in excessive float in ground effect, and floating makes a smooth, controlled touchdown even more difficult. There is no reason for a steep angle of descent unless obstacles are present in the approach path. 

Touchdown on a soft or rough field is made at the lowest possible airspeed with the airplane in a nose-high pitch attitude. In nose-wheel type airplanes, after the main wheels touch the surface, hold sufficient back-elevator pressure to keep the nose wheel off the surface. Using back-elevator pressure and engine power, the pilot can control the rate at which the weight of the airplane is transferred from the wings to the wheels. 

Field conditions may warrant that the pilot maintain a flight condition in which the main wheels are just touching the surface but the weight of the airplane is still being supported by the wings until a suitable taxi surface is reached. At any time during this transition phase, before the weight of the airplane is being supported by the wheels, and before the nose wheel is on the surface, the ability is retained to apply full power and perform a safe takeoff (obstacle clearance and field length permitting) should the pilot elect to abandon the landing. Once committed to a landing, the pilot should gently lower the nose wheel to the surface. A slight addition of power usually aids in easing the nose wheel down. 

<img src='content_image/581661.jpg'>

