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• Failure to compensate for increased drag during sideslip resulting in excessive sink rate and/or too low an airspeed 

• Touchdown while drifting 

• Excessive airspeed on touchdown 

• Failure to apply appropriate flight control inputs during rollout 

• Failure to maintain direction control on rollout 

• Excessive braking 

• Loss of aircraft control 

## Turbulent Air Approach and Landing 

For landing in turbulent conditions, use a power-on approach at an airspeed slightly above the normal approach speed. This provides for more positive control of the airplane when strong horizontal wind gusts, or up and down drafts, are experienced. Like other power-on approaches, a coordinated combination of both pitch and power adjustments is usually required. As in most other landing approaches, the proper approach attitude and airspeed require a minimum round out and should result in little or no floating during the landing. 

To maintain control during an approach in turbulent air with gusty crosswind, use partial wing flaps. With less than full flaps, the airplane is in a higher pitch attitude. Thus, it requires less of a pitch change to establish the landing attitude and touchdown at a higher airspeed to ensure more positive control. Excessive speed causes the airplane to float past the desired landing area. 

One procedure is to use the normal approach speed plus one-half of the wind gust factors. If the normal speed is 70 knots, and the wind gusts are 15 knots, an increase of airspeed to 77 knots is appropriate. In any case, the airspeed and the number of flaps used should conform to airplane manufacturer recommendations in the AFM/POH. 

Use an adequate amount of power to maintain the proper airspeed and descent path throughout the approach, and retard the throttle to idling position only after the main wheels contact the landing surface. Care must be exercised in closing the throttle before the pilot is ready for touchdown. In turbulent conditions, the sudden or premature closing of the throttle may cause a sudden increase in the descent rate that results in a hard landing. 

When landing from power approaches in turbulence, the touchdown is made with the airplane in approximately level flight attitude. The pitch attitude at touchdown would be only enough to prevent the nose wheel from contacting the surface before the main wheels have touched the surface. After touchdown, avoid the tendency to apply forward pressure on the yoke, as this may result in wheel barrowing and possible loss of control. Allow the airplane to decelerate normally, assisted by careful use of wheel brakes. Avoid heavy braking until the wings are devoid of lift and the airplane’s full weight is resting on the landing gear. 

## Short-Field Approach and Landing 

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. [Figures 8-20 and 8-21]  As in short-field takeoffs, it is one of the most critical of the maximum performance operations. Short field operations require the pilot fly the airplane at one of its crucial performance capabilities while close to the ground in order to safely land within confined areas. This low-speed type of power-on approach is closely related to the performance of flight at minimum controllable airspeeds. 

To land within a short-field or a confined area, the pilot must have precise, positive control of the rate of descent and airspeed to produce an approach that clears any obstacles, result in little or no floating during the round out, and permit the airplane to be stopped in the shortest possible distance. 

The procedures for landing in a short-field or for landing approaches over obstacles as recommended in the AFM/ POH should be used. A stabilized approach is essential. [Figures 8-22 and 8-23] These procedures generally involve the use of full flaps and the final approach started from an 

