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

Soft-Field Approach and Landing

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

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1 · Objective

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

Why it matters for safety: A firm touchdown or dropped nosewheel on a soft surface can dig in, bend the gear or flip the airplane, and stopping in mud can strand you. Landing gently and slowly with the weight on the wings protects the airplane and the passengers.

2 · Assign before the lesson

Pre-work: the free Train pack, Soft-Field Approach and Landing. Carry a little power, touch down nose-high at minimum speed, keep the nosewheel off and keep rolling.

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

3 · Teach sequence

Key points to land

Carry some power through the roundout and touchdown: fly 1 to 2 feet above the surface in ground effect as speed dissipates, and touch down nose-high at minimum controllable airspeed with minimum sink.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
Keep the nosewheel off until the elevator can no longer hold it, then use power and back pressure to ease it down gently.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.D.S9)
Hold the elevator as the POH recommends on the rollout, avoid braking, and keep enough speed to get off the soft area without sinking in.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.D.S11)
Flaps as the POH recommends (full flaps when practical, to touch down at minimum speed; don't retract them on the rollout, and in a low wing watch for mud and stones). Approach at the published speed, or not more than 1.3 VSO, ±5 knots with the gust factor applied.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.D.S7; Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
In a retractable, the gear is down and confirmed: a soft field is no place to discover it isn't.(Airplane Flying Handbook (FAA-H-8083-3C), Transition to Complex Airplanes)
Soft and short are near opposites after touchdown. Soft: power carried, nosewheel held off, little or no braking, keep moving. Short: throttle closed, aerodynamic braking in the nose-up attitude while the elevator is effective, nosewheel down promptly, flaps up if the POH says, then maximum braking short of skidding with full back pressure.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
Go around if the approach isn't stable.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)

The approach

A normal stabilized approach at the POH speed and flaps: energy management is the same.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
High density altitude: higher groundspeed, longer float and roll.(PHAK (FAA-H-8083-25C), Aircraft Performance)
Crosswind: change from crab to wing-low before the roundout, adding aileron and opposite rudder as the controls lose effectiveness; touch down on the upwind main first with no drift, then let the downwind main settle and keep adding aileron on the rollout. If the crosswind is beyond your control capability, go elsewhere.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
Choose the firmest, longest part of the strip into the wind, and know you can taxi off it. Complete the before-landing checklist (gear down and confirmed in a retractable) and the radio calls before your stabilized-approach gate.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
Decide to go around before touchdown: from low and slow in ground effect it's full power, pitch for VX or VY, and flaps up in stages; once speed has bled off on a soft surface, a go-around may no longer be possible.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
LAHSO and soft fields don't mix: accept a hold-short only if you can land and stop within the published distance, and on a soft surface you can't count on braking.(AIM 4-3-11, Pilot Responsibilities When Conducting Land and Hold Short Operations (LAHSO))

Touchdown and rollout

Carry a degree of power through the roundout; hold 1 to 2 feet in ground effect as speed decays, and touch down nose-high at the lowest possible airspeed, power cushioning it, with minimum sink.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
Once the mains are on, reduce power toward idle, using only small, deliberate additions to ease the nosewheel down or to keep moving to firm ground on a very soft surface. Back pressure and power together control the weight transfer from wings to wheels.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
Elevator back on the rollout and taxi, no braking, and enough speed to keep rolling to firm ground.(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 a stable approach within 5 knots, power used through the touchdown, a gentle nose-high touchdown, the nosewheel held off and eased down, no braking, and continuous movement to firm ground.

4 · Ask your student

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

Recall · How do you touch down on a soft field?
A strong answer: With some power carried through, nose-high at minimum controllable airspeed and minimum sink, nosewheel held off.
Understand · Why use power during a soft-field touchdown?
A strong answer: It lets me hold the airplane just off the surface and touch down at the lowest speed and sink rate, and helps control the nosewheel coming down.
Apply · You land on a muddy strip and feel the airplane slowing fast. What do you do?
A strong answer: Keep back pressure, no brakes, add power as needed to keep rolling to firmer ground; don't stop in the mud.

Scenarios to talk through

A grass strip after heavy rain, standing water at one end. What do you do?
Sound decision: Overfly to check the surface; land on the firmest part if suitable, or go elsewhere. Standing water can stop the airplane abruptly.
In the flare, a gust lifts you and you start to float. What do you do?
Sound decision: Hold the attitude, a little power to cushion the descent, and go around if you float past a safe touchdown point.
Short field and soft surface together: a short, wet grass strip. Which technique wins after touchdown?
Sound decision: Plan conservatively: the techniques conflict (braking digs in on soft ground). If the strip is too short for a soft-field rollout without heavy braking, don't land there.

5 · Common student errors

Closing the throttle in the flare.
Why it matters: The airplane drops in harder and the nose comes down sooner.
How to correct it: Carry some power through touchdown.
Braking on the soft surface.
Why it matters: Wheels dig in; the airplane can stop or nose over.
How to correct it: Let drag slow you and keep moving.
Letting the nosewheel drop, or poor weight-transfer control.
Why it matters: It can dig in and damage the gear.
How to correct it: Increase back pressure as speed decays; ease it down with power.
An unstable final: too fast, a high sink rate, or rounding out too high.
Why it matters: It ends in a float or a hard touchdown that a soft surface punishes.
How to correct it: Stabilize by the gate, manage power, and go around if it isn't right.

6 · Completion standard

Maintain the POH approach speed, or not more than 1.3 VSO, ±5 knots with gust factor applied.
Touch down at a proper pitch attitude with minimum sink rate, no side drift, 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.D: pilotprep.pro/exam?exam=CPL&focus=CA.IV.D

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.D

PilotPrep instructor lesson plan, from the Soft-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.