What's the difference in throttle, speed, and approach with a short field landing than a usual approach.?

Answer 1

As a Pilot of smaller aircraft, I can tell you the biggest difference is doing everything you can to slow the plane down without stalling it. Mainly using full flaps. In larger aircraft, it would be using full slats and flaps. Slats and flaps extend the chord of the wing and allow for it to produce more lift, and overall, allowing the plane to fly slower.

As for throttle, you always want to be throttled all the way back at the point of touchdown, you dont wanna give a plane any lee-way to take back off again once you touch down. Normally, throttles are retarded at decision height. I do believe this holds true for any aircraft. Someone correct me if i'm wrong.

Touch-down, hit the brakes, reverse thrust... slow down as fast as possible.

Answer 2

Mostly very good answers.

Another thing that can help you land in a short distance is an abrupt flare lower than normal. It requires good timing and judgement and isn't for the faint of heart.

If you aim for the piano keys (or the closest part of the field you can make after clearing the obstacle) with full-flap and power off at the minimum approach speed and pull back rapidly, the aircraft will plunk down firmly right on the numbers with no float.

BTW you should never fly behind the power-curve when approaching, only when you are 'over the fence'. A gust of wind can put you in a stall or a down draft can smack you plane into the ground. A go-around becomes very scary in confined spaces with rising terrain while trying to get to best angle speed (which is near the top of the power curve).

Always add all of the wind speed plus 1/2 the gust to your approach speed. If that makes you too fast for a safe landing, land somewhere else.

In many confined area fields a proper 3 degree approach and a regular circuit is impossible, so practice (traffic and regulations permitting) approaches from different altitudes, distances, and directions from the field.

The answer below will land you in a shorter distance, but the total distance over a 50 foot obstacle will increase.

Answer 3

I agree with those who've said that the key to a short field landing is the slowest possible approach speed .... but next time you're out practicing, go up to 3000' AGL and "dirty" the airplane up (flaps, gear, etc.) ... if no flaps that's ok. The object is to see how slow you can get the airplane without stalling. Try it first power off .... then climb back up and see how slow you can get the aircraft with a little throttle .... not so much you climb ... but just enough power to maintain altitude or a minimal decent. I think you'll find you can control the aircraft at a slower speed without stalling if you add some power. So use the throttle to control the decent, and just before touchdown throttle back, which with practice can make your short field landings very short.
Warning: This is called flying behind the power curve ... and if you are not comfortable with your skills do not do this close to the ground as it can and will kill you.

Answer 4

I haven't seen any good answers yet, so I'd like to help. I would assume you're referring to a light aircraft like a Cessna 152. I haven't taught in that type in quite awhile, but I can tell you the basics.

Since there may be an obstacle near the runway threshold, I will address that as well.

Use the lowest recommended speed for full flap setting and trim. You can practice at a safe altitude until you manage the airspeed and descent rate with consistency. A normal approach angle is three degrees or about 300 feet per mile. If your ground speed is 50 knots, use 5 times that for descent rate, or 250 fpm. For example, your trimmed speed is 60 knots and your headwind component is 10 knots, your ground speed is now 50 knots. With a calm wind and 60 knots, your three degree descent would require 300 fpm. A steeper angle or higher speed would require a greater rate.

Descent angle may have to be steeper to clear an obstacle. Use power to adjust the angle for aiming. Once the obstacle is cleared and the runway can be made at the minimum airspeed, the throttle should be reduced to idle.

Flare for touchdown on the main wheels first, but do not allow floating. A firm landing is OK.

Apply maximum braking AFTER touchdown, but do not allow wheel lockup.

Once the nosewheel is down, pulling the yoke back can assist with drag.

Retracting the flaps after touchdown will settle the wheels more firmly and assist braking.

The technique described above is not used in heavier airplanes. Because of the weight, thrust is used to control airspeed. A Bonanza has enough weight to use power for airspeed control.
In lighter airplanes, speed should be trimmed for approach.

Answer 5

Hi!

A short field landing consists of a steep approach over an obstacle, using power and flaps (normally fulls flaps). A minimum landing speed is desired with a touchdown point as close to the runway threshold as possible.

I fly a Cessna 172R
The key to a good short field landing is maintaining a constant airspeed and a constant rate of descent.

The normal approach speed for the 172R is 65 - 70 KIAS the POH (pilot operating handbook) recomends an airspeed of 61 KIAS for a short field landing (performance landing). With the speed you will achieve little or no float after the flare (high wing aircraft such as a Cessna 172R tend to float more than a low wing aircraft). Try to aim your landing a little before your intended landing point. (this works for me) and be very pacient with the throttle before idleing the engine, if you idle the engine to fast your descent rate will increase inmediatly and you will land hard and even bounce. On langing roll some aircraft manufacturers recommend retraction of flaps on ground roll, this action transfers the aircrafts weight from the wings to the main gear enhancing braking and decreasing braking distance.

GO AROUND when the short field landing is not assured, wind velocity and direction will always be a very important factor for you constant stabilized approach.

Happy Landings,
Ernesto Campos

dont forget the checklist ;)

Answer 6

The main object of the exercise is to have as little forward speed over the ground as possible so that you take up the least amount of runway on your roll-out.
So for throttle you want to have that back to idle at touchdown. During these cold months keep your throttle up enough to warm your engine for as long as you can before touchdown in case you need to go around, & to keep heat available for carburetor heat.
Speed should be as close to the stall as you can safely manage once you are over the runway. But for the approach with full flaps I use 10kts above the full flap stalling speed in calm wind, & I add a little more in crosswind, or gusty conditions.

Very often a short field approach includes an obstacle to clear, so full flap helps to get you a steep approach angle as well as safety with the lower approach speeds.

So in summary, you are going to use less throttle, lower approach speeds, & more flap in a short field approach, than you would in a normal approach.

Answer 7

I use to do short field landings all the time, in a Cessna 150. On final approach, full flaps, air speed 70 knots. As soon as you get to end of runway get on the brakes and chop throttle, pull yoke back to chest, you will hear stall alarm go off, stay on brakes and ease yoke forward to let nose wheel touch down. I can come to complete stop in less than 100 feet. It takes a lot of practice.

Answer 8

This is already answered, but for Brian P:

carrier landings are always with throttle and then full military power at touchdown so that if you miss the wires you can survive the bolter and fly away. You don't flare a carrier landing, just straight down the glideslope until you run into the deck.

Answer 9

I could always land shorter using full flaps, 1900 to 2100 rpm, high angle of attack. At touch down, retard throttle, nosewheel down, retract flaps, stand on brakes, but try not to lock wheels.

Beware of really short fields except in emergency. Nearly every light airplane will land and stop in a lot less distance than it can take off.

Answer 10

I agree totally with mach_92. I am still taking lessons at the local airport (I am 15 yrs old) but have landed a few times. However, I am still a learner also. I do practice alot though on my Flight Simulator. If you are serious about flying, get a flight sim. It does help alot if you use it right. On my first lesson, I pretty much knew what I was doing. I could read all the instruments on the panel and knew the basics of flight.