Private pilot · ACS PA.IV.F

Short-Field Approach and Landing

A short-field landing gets the airplane over obstacles and stopped in the least distance.

It’s all about precision: the approach speed, a stable descent to your point, little float, then maximum braking.

Why this one matters

Short runways punish small errors: a few knots fast and the airplane floats past the stopping point; too slow and it drops in short. Overruns and hard landings on short fields often start with an approach that wasn’t precise. Disciplined speed and a firm go-around rule keep the runway in front of you.

Can’t miss

•Fly the POH short-field approach speed precisely, usually with full flaps; with no published speed, not more than 1.3 VSO. Add half the gust factor (gust minus steady wind: 10 gusting 20 is a 10-knot factor, so add 5) and fly that as the target; +10/-5 knots is the tolerance, not the target.(Private Pilot ACS (FAA-S-ACS-6C), PA.IV.F.S7)
•A stabilized, steeper approach lets you clear obstacles and touch down on your point with little float. Pitch holds the airspeed and power controls the descent path: if low or obstacle clearance looks doubtful, add power to fix the path while pitching to hold the target speed; if high or long, reduce power while holding the speed. Never raise the nose to stretch toward the runway, and go around if the correction destabilizes the approach.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
•Touch down at, but not before, your point and no more than 200 feet beyond it, at the recommended speed, with no drift and minimum float. Short of the point is also unsatisfactory.(Private Pilot ACS (FAA-S-ACS-6C), PA.IV.F.S10)
•After touchdown, in order: aerodynamic braking with back pressure if the POH recommends it; then retract the flaps as the POH directs (after identifying the control) to put weight on the wheels; then maximum braking short of a skid, with back pressure held. On wet or grass surfaces, modulate the braking: wheels lock and tires hydroplane more easily.(Private Pilot ACS (FAA-S-ACS-6C), PA.IV.F.S11; AFH)
•Even a few knots too fast adds a lot of float and roll; too slow risks a stall with a high sink rate.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
•Stabilized by 500 feet AGL (VFR): landing configuration, target speed, on centerline and path, sink no more than about 1,000 fpm, power set, checklists done. If anything is missing there, or you won’t touch down on your point, go around early.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings; AC 91-79)
•Run the POH landing distance for the conditions, and add a margin.(PHAK (FAA-H-8083-25C), Aircraft Performance)

What you should know

Energy and the approach K1 · K2 · K3 · R1

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)
Set up a stabilized approach early with the POH flaps and speed. Hold the target speed with pitch and the path with power: if obstacle clearance looks doubtful, add power while pitching to keep the speed; if you’ll land long, reduce power while keeping the speed. Raising the nose to stretch the glide at high angle of attack and low speed slows you and increases the descent rate. If a correction destabilizes the approach, go around.(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)
In a crosswind, change from the crab to a wing-low sideslip during final, before the flare (wing into the wind, opposite rudder, axis aligned with the centerline), hold it through the flare to touch down on the upwind main wheel first, and keep adding aileron into the wind during the rollout. Choose a runway with enough length into the wind.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
Pick the touchdown point for the wind, surface and obstructions, then aim the stabilized descent at a point before it, so the roundout carries you to touchdown on, or within 200 feet beyond, the point.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings; Private Pilot ACS (FAA-S-ACS-6C), PA.IV.F.S5, S10)
The ACS steps on the way in: the checklist, the radio calls, lined up with the correct runway, a scan of the runway and surroundings for traffic and obstructions; and after landing, runway incursion avoidance (clear the runway, no hold line crossed without a clearance).(FAA-S-ACS-6C, PA.IV.F.S1-S4)

Touchdown and stopping

Begin a short roundout so the airplane touches down at minimum float on or within 200 feet beyond the point.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
Touch down at the proper pitch attitude at the POH recommended speed, on the main wheels with minimum float, power to idle once the obstacles are cleared. (Touching down at minimum controllable airspeed is the soft-field technique, not this one.) After touchdown, hold a positive pitch attitude for aerodynamic braking while the elevator is effective, if the POH recommends it. Then retract the flaps as the POH directs (identify the control first) to put weight on the wheels, and with the nosewheel down apply maximum braking just short of a skid while holding the wheel back (braking pitches the nose down; back pressure keeps weight on the mains).(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
Soft- and short-field landings are near opposites after touchdown: short field is aerodynamic braking first, then flaps up per the POH, then maximum braking with back pressure; soft field 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 R2

Crosswind: crab on the approach and change to a sideslip (upwind wing low, opposite rudder) before touchdown, or set up the wing-low sideslip earlier on final. Touch down with no drift, aligned with the centerline, on the upwind main wheel first in a stronger crosswind, and keep increasing aileron into the wind during the rollout.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
The POH’s maximum demonstrated crosswind component is what was tested, not a limitation. Set your own limit, and use a runway more nearly into the wind when you can.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
A tailwind raises your groundspeed and landing distance. Gusts: the gust factor is the peak gust minus the steady wind (10 gusting 20 is 10 knots); add no more than half of it (5 knots) to your approach speed.(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 add power and go around.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
Wake turbulence: behind a larger airplane landing, stay above its approach path and land beyond its touchdown point.(AIM, Chapter 7, Wake Turbulence)
Wet or grass surfaces lengthen the landing roll and reduce braking. Use the POH corrections.(PHAK (FAA-H-8083-25C), Aircraft Performance)

Planning for the go-around, and LAHSO R3

Plan every approach as a go-around: brief yourself on when you’ll go around (unstable, too fast, too high, drifting, traffic on the runway) before you start. Touchdown isn't a point of no return: after a bad bounce, a big balloon or a loss of control, with enough runway left, a rejected landing is still available (full power, the right attitude and configuration per the POH, and tell ATC).(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
A LAHSO clearance means landing and stopping before an intersecting runway or point. You may decline it; student pilots and pilots unfamiliar with LAHSO should not accept it. Know the available landing distance and your airplane’s performance.(AIM 4-3-11, Pilot Responsibilities When Conducting Land and Hold Short Operations (LAHSO))
If you accept LAHSO and then must go around, keep safe separation from the intersecting traffic and tell the tower promptly.(AIM 4-3-11, Pilot Responsibilities When Conducting Land and Hold Short Operations (LAHSO))

Low, slow and busy R4 · R5 · R6

Takeoffs and landings are where traffic converges: look for airplanes 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)
Close to the ground there’s no room to recover. A skidding turn to final, a nose-high climb or a stretched glide can stall and spin; flight into terrain or obstacles can follow a distraction.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
Fly the airplane first. Finish checklists and radio calls before the critical moments, and if you’re overloaded on final, go around.(Risk Management Handbook (FAA-H-8083-2A))

The go-around and LAHSO R3

Flying the go-around: full power, pitch to stop the descent and establish a climb attitude, flaps up in stages (never all at once at low speed), confirm a positive climb, VX until any obstacles are clear, then VY, and gear and flaps per the POH.(Airplane Flying Handbook (FAA-H-8083-3C), Go-Around)
LAHSO: ATC may issue it only with a ceiling of at least 1,000 feet and visibility of at least 3 miles; decline it below those (or whenever you're unsure). The available landing distances are in the Chart Supplement, and the controller will give them on request. Read back the hold-short clearance.(AIM 4-3-11)
Wake turbulence, the second case: landing behind a larger airplane that is departing, touch down well before its rotation point.(AIM 7-4-6)

On the flight

ACS standards

Approach at the POH speed or not more than 1.3 VSO, +10/-5 knots with gust factor applied.(Private Pilot ACS (FAA-S-ACS-6C), PA.IV.F.S7)
Touch down at, but not before, the specified point and no more than 200 feet beyond it, with no side drift and minimum float, aligned with the centerline.(Private Pilot ACS (FAA-S-ACS-6C), PA.IV.F.S10)

What your instructor is watching for

Your instructor watches for precise approach speed, a stable descent to the point, minimum float, and correct flap and braking technique after touchdown, and that you go around when the approach isn’t right.

Scenarios

Decide what you would do first, then see the worked answer.

A 2,200-foot runway with a 10-knot tailwind and no other runway.

How do you decide whether to land? See the worked answer

Run the POH landing chart with the tailwind correction and add a margin. A tailwind greatly increases the landing roll; if it’s close, go to another airport.

PHAK (FAA-H-8083-25C), Aircraft Performance

On the rollout, the wheels lock and the airplane starts to skid.

What do you do? See the worked answer

Release brake pressure until the wheels roll again, then reapply firmly but without locking. A skidding tire brakes less and can blow.

Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings

The approach is low, and you’re adding power and pulling up to make the runway.

What’s the risk? See the worked answer

Pulling up to stretch toward the runway slows the airplane near obstacles and risks a stall and hitting them. Add power to rejoin the path while pitching to hold the target speed, early; if that destabilizes the approach, go around.

Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings

Tower offers you land and hold short of an intersecting runway, leaving 3,000 feet of available landing distance.

Can you accept? See the worked answer

Only if you know you can land and stop within the published available landing distance, and you decline if you’re a student pilot, unfamiliar with LAHSO, or anything compromises safety ("unable"). Once accepted, you must hold short.

AIM 4-3-11, Pilot Responsibilities When Conducting Land and Hold Short Operations (LAHSO)

Common mistakes

Carrying extra speed "for safety".
It lengthens the float and landing roll, which is unsafe on a short field.
Instead: Fly the published speed precisely, adding only half the gust factor.
A long flare.
Floating uses up the runway you need to stop.
Instead: A short roundout at the right speed, with minimum float.
Lowering the nose and braking without back pressure.
Braking pitches the nose down and takes weight off the mains, so the brakes do less.
Instead: Hold the wheel full back while braking, and retract flaps only as the POH says.

Now train it

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Sources

Airplane Flying Handbook (FAA-H-8083-3C): Takeoffs and Departure Climbs; Approaches and Landings
Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C): Aircraft Performance; Aerodynamics of Flight
Aeronautical Information Manual (AIM): Chapter 4 (airport operations, LAHSO) and Chapter 7 (wake turbulence)
AC 91-73: Single Pilot Procedures During Taxi Operations
Private Pilot ACS (FAA-S-ACS-6C): Area IV
Your airplane's POH/AFM: normal procedures, performance charts and speeds

Study aid, not FAA guidance. Regulations change; check the current text at eCFR and the ACS. Checked against current sources 2026-11-12.