for unusual situations or emergency operations and is not recommended. There are numerous airports, fields, and other areas to land, so preflight planning should avoid short-fi eld landings. However, short-field 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. 

The short-field 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 insufficient 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 insufficient 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 floating during the roundout with suffi cient control to touch down properly is one verification 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 fields 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 field for takeoff, proper gear—specifi cally big tires with a large wing and overall low weight—should be utilized for soft or rough field operations. Refer to appropriate gear and warnings in Chapter 7, Takeoff and Departure Climbs, for soft or rough field operation as a prerequisite for this chapter. 

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 or rough field 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 field. 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] 

