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Commercial pilot · ACS CA.IV.F · Instructor lesson plan

Short-Field Approach and Landing

Student pack: Train: Short-Field Approach and Landing · Full lesson: Prepare guide

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1 · Objective

By the end of this lesson your student can explain short-field approach and landing in their own words, apply it in a realistic situation, and fly it to the ACS standard for CA.IV.F.

Why it matters for safety: Short runways punish small errors: a few knots fast and the airplane floats past the stopping point; too slow and it lands short. At commercial tolerances there's only 100 feet to work with, and in a retractable a hurried flap retraction on the rollout can raise the gear instead. Precision and a firm go-around rule keep the runway ahead of you.

2 · Assign before the lesson

Pre-work: the free Train pack, Short-Field Approach and Landing. A precise, stabilized approach at the published speed ±5 knots, touchdown within 100 feet of your point, and maximum braking.

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Pack: pilotprep.pro/train/cpl/short-field-approach-and-landing · Full lesson: pilotprep.pro/prepare/cpl/short-field-approach-and-landing

3 · Teach sequence

Key points to land

  • Fly the POH short-field approach speed ±5 knots; with no published speed, not more than 1.3 VSO. In gusts add no more than half the gust factor (gust minus steady wind), as the POH allows; the ±5 applies to that corrected speed.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.F.S7; Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Pitch holds the speed, power controls the path: low or doubtful clearance, add power while holding the speed; landing long, reduce power while holding the speed. Never raise the nose to stretch toward the runway; go around if the correction destabilizes the approach.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Touch down on the specified point or within 100 feet beyond it (never short of it); the threshold markings or numbers may be the point. No drift, minimum float.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.F.S10)
  • After touchdown: hold pitch for aerodynamic braking if the POH recommends it; with the nosewheel down, maximum braking short of a skid while holding the elevator full back; flaps up only per the POH, after identifying the control (not the gear handle).(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.F.S11)
  • Every extra knot means more float and stopping distance; too slow risks a stall with a high sink rate.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Stabilized: start final at least 500 feet above the touchdown area, configured as the POH directs, on speed ±5, on a constant path to the aiming point with only small corrections. If not, or you can't make the point, go around in time.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Run the POH landing distance for density altitude, wind, gusts, surface and runway slope (from the Chart Supplement: upslope shortens the roll, downslope lengthens it), and add a margin.(PHAK (FAA-H-8083-25C), Aircraft Performance)

Energy and the approach

  • Kinetic energy rises with the square of speed: a few extra knots means much more float and stopping distance.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Fly a stabilized final with the flap setting before full; extend full flaps when the field is made (some POHs call for partial flaps in gusts), lower the nose to hold the speed and aiming point, then reduce power over the obstacle. Raising the nose alone at high angle of attack and low speed increases the descent rate.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Landing long while on speed because the obstacle clearance was generous: reduce power while lowering the pitch to steepen to the aiming point. Fast, high and fast, or unable to touch down within 100 feet beyond the point: go around; diving at the runway only adds speed and float.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • High density altitude and tailwinds increase groundspeed and landing distance: use the POH charts.(PHAK (FAA-H-8083-25C), Aircraft Performance)
  • Crab on final and sideslip for the touchdown; choose a runway with enough length into the wind. The maximum demonstrated crosswind is a tested value, binding only if the POH puts it in Limitations (or your school adopts it); set your own limit at or below it.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Behind a larger airplane landing, staying above its path and beyond its touchdown point usually conflicts with a 100-foot point on a short runway. Wake avoidance wins: delay, go around, ask for another runway or divert.(AIM, Chapter 7, Wake Turbulence)

Touchdown and stopping

  • A short roundout at minimum float, touching down on or within 100 feet beyond the point at the proper pitch attitude and the POH recommended speed, on the main wheels (minimum controllable airspeed is the soft-field technique).(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • In order: touch down at the POH speed and hold positive pitch for aerodynamic braking while the elevator is effective, if the POH recommends; once the nosewheel is down, brake smoothly and progressively to just short of a skid, holding the elevator full back as the POH directs; brakes grow more effective as speed and lift fall.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Flaps after touchdown: if the POH short-field procedure says to retract them to put weight on the wheels, do it then, after looking at and identifying the flap control (never by feel). If it doesn't, leave them until you've slowed and cleared the runway. Confusing flaps with the gear handle on the rollout is a known accident.(Airplane Flying Handbook (FAA-H-8083-3C), Transition to Complex Airplanes)
  • After landing, avoid incursions: follow ATC, stay on your runway until clear, hold short where told (including an accepted LAHSO point), and don't cross another runway or taxiway without clearance. A LAHSO clearance never rules out a rejected landing.(AIM 4-3-11, Pilot Responsibilities When Conducting Land and Hold Short Operations (LAHSO); Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.F.S13)
  • Soft and short are near opposites after touchdown: short is maximum braking with full back pressure; soft is little or no braking with the nosewheel held off.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)

Wind, surface and wake on landing

  • Crosswind: crab on final, then sideslip (upwind wing low, opposite rudder) to touch down without drift, aligned with the centerline; keep adding aileron into the wind on the rollout.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • The maximum demonstrated crosswind is a tested value, not a limit, unless the POH puts a crosswind value in its Limitations section; then it is one. Check the POH first, then set your own lower limit.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings; Your airplane's POH/AFM)
  • A tailwind raises groundspeed and landing distance. In gusts, add no more than half the gust factor to the approach speed (unless the POH says otherwise), and hold ±5 knots of that adjusted target.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Wind shear on short final can cause a sudden loss of airspeed and a high sink rate: be ready to go around.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Behind a larger airplane landing, stay at or above its approach path and land beyond its touchdown point. Behind one departing, land well before its rotation point. A light quartering tailwind can hold vortices in the touchdown zone.(AIM, Chapter 7, Wake Turbulence)
  • Wet or grass surfaces lengthen the roll and reduce braking: use the POH corrections.(PHAK (FAA-H-8083-25C), Aircraft Performance)

Planning for the go-around, and LAHSO

  • Brief your go-around triggers before the approach: not stable by your gate, too fast or high, drifting, or the runway not clear.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • LAHSO: the pilot in command decides whether to accept. Accept only if you know the available landing distance (ALD, in the Chart Supplement) and your airplane can stop within it for the conditions; otherwise say "unable". Read back the full clearance, including "hold short of" the runway, taxiway or point. Once accepted it binds you unless you get an amended clearance or have an emergency. Expect it only with at least a 1,000-foot ceiling and 3 SM visibility, and not on a wet or contaminated runway; student pilots and pilots unfamiliar with LAHSO shouldn't participate.(AIM 4-3-11, Pilot Responsibilities When Conducting Land and Hold Short Operations (LAHSO))
  • If you accept LAHSO and then must go around, maintain separation from the intersecting runway's traffic and tell the tower promptly.(AIM 4-3-11, Pilot Responsibilities When Conducting Land and Hold Short Operations (LAHSO))

Low, slow and busy

  • Look for traffic on final and on the runway before you line up or turn final, and use landing lights.(AC 90-48, Pilots' Role in Collision Avoidance)
  • Near the ground there's no room to recover: a skidding turn to final or a nose-high climb can stall and spin; a distraction can lead into terrain or obstacles.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Fly the airplane first: checklists and calls before the critical moments. Overloaded on final, go around.(Risk Management Handbook (FAA-H-8083-2A))

Watch for in the airplane: Your instructor watches for speed within 5 knots, pitch and power used together, minimum float, touchdown within 100 feet of the point, correct braking with full back pressure, and identifying the flap control before retracting.

4 · Ask your student

In order: recall, then understanding, then applying it. Move up only when the answer shows it.

  1. Recall · What is the commercial short-field touchdown tolerance?

    A strong answer: Within 100 feet beyond or on the specified point.

  2. Understand · Why hold the elevator full back while braking hard?

    A strong answer: Braking pitches the nose down and unloads the main wheels; back pressure keeps weight on the mains so the brakes work.

  3. Apply · On short final over trees, you're 8 knots fast. What do you do?

    A strong answer: Go around. At 8 knots fast I'd float well past a 100-foot window and might not stop.

Scenarios to talk through

  • A 2,400-foot runway with a 10-knot tailwind and no other runway. How do you decide?

    Sound decision: Run the POH landing chart with the tailwind correction and add a margin. A tailwind greatly increases the landing roll; if it's close, divert.

  • On the rollout, the wheels lock and the airplane starts to skid. What do you do?

    Sound decision: Release brake pressure until the wheels roll, then reapply firmly without locking.

  • Rolling out in a retractable, you reach for the flaps without looking. What's the risk?

    Sound decision: Raising the gear instead of the flaps. Wait until you're slowed and under control, look at and identify the flap control, then retract per the POH.

5 · Common student errors

  • Carrying extra speed "for safety".

    Why it matters: It lengthens the float and roll, which is unsafe on a short field.

    How to correct it: Fly the published speed, plus no more than half the gust factor.

  • A long flare.

    Why it matters: Floating uses the runway you need to stop.

    How to correct it: A short roundout at the right speed.

  • Retracting flaps by feel on the rollout.

    Why it matters: Gear-up on the runway in a retractable.

    How to correct it: Identify the control visually first, per the POH.

6 · Completion standard

  • Maintain the POH approach speed, or not more than 1.3 VSO, ±5 knots with gust factor applied.
  • Touch down within 100 feet beyond or on the specified point, threshold markings or runway numbers, with no side drift and minimum float, aligned with the centerline.
  • Your student answers each "Ask your student" question in their own words, up to the Apply level, without prompting.
  • They talk through the scenarios and reach a safe, legal decision, explaining why.
  • They complete the pack’s quick check and can say what they flagged.

Area trained? Close out with a practice oral focused on CA.IV.F: pilotprep.pro/exam?exam=CPL&focus=CA.IV.F

7 · References

  • Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs; Approaches and Landings; Transition to Complex Airplanes
  • Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C), Aircraft Performance; Aerodynamics of Flight
  • Aeronautical Information Manual (AIM), 4-3-11 (LAHSO) and Chapter 7 (wake turbulence)
  • AC 91-73, Single Pilot Procedures During Taxi Operations
  • Commercial Pilot ACS (FAA-S-ACS-7B), Area IV
  • Your airplane's POH/AFM, normal procedures, performance charts and speeds
  • Airman Certification Standards, task CA.IV.F

PilotPrep instructor lesson plan, from the Short-Field Approach and Landing lesson (checked against current FAA sources 2026-11-13). A study and teaching aid, not FAA guidance; teach to your own judgment and the current ACS.