From Chapter 8, “Approaches and Landings” in The Airplane Flying Handbook (FAA H-8083-3a)
Short-Field Approach and Landing
…After the airplane is on the ground, back-elevator pressure may be gradually relaxed to place normal weight on the nose wheel to aid in better steering. If available runway permits, the speed of the airplane should be allowed to dissipate in a normal manner. Once the air plane has slowed sufficiently and has turned on to the taxiway and stopped, the pilot should retract the flaps and clean up the airplane. Many accidents have occurred as a result of the pilot unintentionally operating the landing gear control and retracting the gear instead of the flap control when the airplane was still rolling. The habit of positively identifying both of these controls, before actuating them, should be formed from the very beginning of flight training and continued in all future flying activities...
Upon touchdown, the airplane should be held in this positive pitch attitude as long as the elevators remain effective. This will provide aerodynamic braking to assist in deceleration. Immediately upon touchdown, and closing the throttle, appropriate braking should be applied to minimize the after-landing roll. The airplane should be stopped within the shortest possible distance consistent with safety and controllability. If the proper approach speed has been maintained, resulting in minimum float during the roundout, and the touchdown made at minimum control speed, minimum braking will be required.
Common errors in the performance of short-field approaches and landings are:
- Failure to allow enough room on final to set up the approach, necessitating an overly steep approach and high sink rate.
- Unstabilized approach.
- Undue delay in initiating glidepath corrections.
- Too low an airspeed on final resulting in inability to flare properly and landing hard.
- Too high an airspeed resulting in floating on roundout.
- Prematurely reducing power to idle on roundout resulting in hard landing.
- Touchdown with excessive airspeed.
- Excessive and/or unnecessary braking after touchdown.
- Failure to maintain directional control.
From Private Pilot Practical Test Standards (FAA-S-8081-14A)
F. TASK: SHORT-FIELD APPROACH (CONFINED AREA—ASES)
AND LANDING (ASEL and ASES)
REFERENCES: FAA-H-8083-3; POH/AFM.
Objective. To determine that the applicant:
- Exhibits knowledge of the elements related to a short-field (confinedarea ASES) approach and landing.
- Adequately surveys the intended landing area (ASES).
- Considers the wind conditions, landing surface, obstructions, andselects the most suitable touchdown point.
- Establishes the recommended approach and landing configuration and airspeed; adjusts pitch attitude and power as required.
- Maintains a stabilized approach and recommended approach airspeed, or in its absence not more than 1.3 VSO, +10/-5 knots,with wind gust factor applied.
- Makes smooth, timely, and correct control application during theroundout and touchdown.
- Selects the proper landing path, contacts the water at the minimum safe airspeed with the proper pitch attitude for the surfaceconditions (ASES).
- Touches down smoothly at minimum control airspeed (ASEL).
- Touches down at or within 200 feet (60 meters) beyond a specified point, with no side drift, minimum float and with the airplane's longitudinal axis aligned with and over the runway center/landingpath.
- Maintains crosswind correction and directional control throughoutthe approach and landing sequence.
- Applies brakes, (ASEL) or elevator control (ASEs), as necessary, to stop in the shortest distance consistent with safety.
- Completes the appropriate checklist.
From various aircraft information manuals:
Cherokee Arrow III (Dec. 21, 1976), p. 4-15
Normally, the best technique for short and slow landings is to use full flap and enough power to maintain the desired airspeed and approach path...After ground contact hold the nose wheel off as long as possible. As the airplane slows down, gently lower the nose and apply the brakes. Braking is most effective when flaps are raised and back pressure is applied to the control wheel, putting most of the aircraft weight on the main wheels....
Piper Seminole (March 4, 1989), p. 4-24
Maximum braking after touchdown is achieved by retracting the flaps, applying back pressure to the wheel and applying pressure on the brakes. However, unless extra braking is needed or unless a strong crosswind or gusy air condition exists, it is best to wait until turning off the runway to retract the flaps....
Piper Cadet (Warrior)
[See the earlier quote from the Arrow manual.]
Cessna 182 (December 1981), p. 4-21
For a short field landing, make a power-off approach at 61 KIAS with full flaps and land on the main wheels first. Immediately after touchdown, lower the nose gear to the ground and apply heavy braking as required. For maximum brake effectiveness after all three wheels are on the ground, retract the flaps, hold full nose up elevator and apply maximum possible brake pressure without sliding the tires.
Cessna 172P (May 30, 1980), p. 4-20
[See quote for the C182]
Finally, the procedures at the flight school where I teach prohibit operating any controls in a complex airplane (flaps, lights, transponder, radios, etc.) after landing until the airplane is clear of the runway and stopped.
