Professional Documents
Culture Documents
References:
1. FAA-H-8083-3 (Airplane Flying Handbook)
2. Commercial PTS
3. Private PTS
4. Pilot’s Operating Handbook
5. Flight Instructor’s PTS
Completion This lesson will be complete when the SP demonstrates an understanding of the
Standards elements related to Soft Field Landings.
INTRODUCTION:
WHAT? – A soft field approach is a normal approach made on fields that are rough or have a soft surface
such as snow, sand, mud or tall grass. The procedure requires a different landing style in that you try to
keep the mains off the runway as long as possible in order to dissipate speed and land softly. The nose
wheel is kept of the surface as long as possible.
WHY? – Due to a soft runway there is an increased possibility that on landing the gear could become
bogged down or even stuck. This places a lot of stress on the gear. Therefore, it is important to keep the
wheels off the surface as long as possible and to dissipate the forward speed at touchdown. The goal is to
have the wings support the weight of the airplane as long as possible.
OVERVIEW – This lesson will cover the basic elements pertaining to Soft Field Approaches and
Landings.
DEVELOPMENT:
HOW?
1.) Planning, performance and limitations
A.) Perform landing distance calculations beforehand
B.) Obviously, short final is not the time to be thinking about this
2.) Configuration and trim
A.) Approach and landing checks should be done at the proper time and sequence
B.) Landing and trim configurations should also be done at the proper time and sequence
C.) Consult the POH for airspeeds and flap configurations
3.) Obstruction and other hazards should be considered.
A.) It’s possible you might have to use a combination of landing techniques
4.) Know what the wind is doing and the effect it will have on your landing distance
5.) Selection of your touchdown area
A.) After considering the conditions select the most suitable spot
B.) After selecting your touchdown point select your aiming point
6.) Stabilized approach at the recommended airspeed to the selected touchdown area
A.) Use recommended procedures from the POH for a sort field approach
B.) If one is not recommended, use an airspeed that is not more than 1.3 Vso
C.) Use pitch and power to maintain descent angle and airspeed
7.) Coordination of flight controls
A.) Flight controls should always be used in a coordinated manner
B.) Use no more than 30 deg. bank in the pattern
C.) Be aware of cross controlled situations at low altitude and low airspeeds
D.) Maintain proper crosswind corrections
8.) Maintain a Precise ground track
A.) Use proper crosswind and directional techniques to maintain your ground track in the pattern
9.) Timing and judgement
A.) This is like a normal landing as far as timing goes. The only difference is keeping in some power
to hold the gear off the surface as long as possible
B.) If the round-out is too high the airplane could stall resulting in a hard landing which negates
everything we’re trying to accomplish here
10.) Touchdown in a nose-high attitude t a minimum safe airspeed
A.) We want to maintain some power through the round out and flare. Attempt to keep the
airplane about 1 to 2 feet above the surface as long as possible so the touchdown is made at a
low airspeed with a nose-high pitch attitude
B.) After the mains touch we want to hold sufficient backpressure to keep the nose wheel of the
ground as long as possible
C.) Use the proper crosswind technique to maintain directional control
COMMON ERRORS:
1.) Improper use of landing performance charts
2.) Failure to establish approach and landing configuration at proper time
3.) Failure to establish and maintain a stabilized approach
4.) Failure to consider the effects of wind and landing surface
5.) Improper technique in use of power, flaps and trim
6.) Removal of hand from throttle
7.) Improper technique during round-out and touchdown
8.) Failure to hold constant backpressure after touchdown
9.) Closing the throttle too soon after touchdown
10.) Poor directional control after touchdown
11.) Improper use of brakes
CONCLUSION
PRIVATE PTS
Approach speed 1.3 Vso +10/-5 kts.
COMMERCIAL PTS
Approach speed 1.3 Vso +/-5 knts.