Commercial pilot · ACS CA.IV.F · lesson pack

Short-Field Approach and Landing

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 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.

1 · Know these cold

•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)

2 · The lesson

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))

Want it all on one page, with scenarios? Read the full lesson.

On the flight

ACS standards

Maintain the POH approach speed, or not more than 1.3 VSO, ±5 knots with gust factor applied.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.F.S7)
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.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.F.S10)

What your instructor is watching for

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.

3 · Say it out loud

Answer each one out loud, then check yourself and mark how it went.

Remember Recall it
“What is the commercial short-field touchdown tolerance?”
Understand Explain why
“Why hold the elevator full back while braking hard?”
Apply Use it on a flight
“On short final over trees, you're 8 knots fast. What do you do?”

4 · Common mistakes

Carrying extra speed "for safety".
It lengthens the float and roll, which is unsafe on a short field.
Instead: Fly the published speed, plus no more than half the gust factor.
A long flare.
Floating uses the runway you need to stop.
Instead: A short roundout at the right speed.
Retracting flaps by feel on the rollout.
Gear-up on the runway in a retractable.
Instead: Identify the control visually first, per the POH.

5 · Quick check

Answer, then reveal. Flag anything you want to see again.

1. What is the approach speed tolerance?
2. How far beyond the point may you touch down on the commercial checkride?
3. Why can retracting flaps after touchdown help braking, and when do you do it?
4. How does a tailwind affect landing distance?
Scenario5. At your gate you're on speed but will clearly land long. What do you do?

Trained it? Now prove it: practice short-field approach and landing out loud with our examiner.

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Connect it

One situation that runs across this lesson and its neighbors in the same ACS area. Decide first, then check.

Connect it · Takeoffs, Landings & Go-Arounds

On a power-off 180, a tailwind on base carries you past the point where you'd normally turn final, and you're high.

How do you fix it, and when is a go-around the right answer? Decide, then see the worked answer

The maneuver: from abeam the touchdown point, power to idle, then glide to the point through the abeam and base key positions, with pitch controlling airspeed. The standard is a touchdown at the proper pitch attitude, on or within 200 feet beyond the point, never short, with no side drift and the longitudinal axis over the centerline. The tailwind on base raised your groundspeed. Now: turn to final earlier with a normal, coordinated bank. If you've already overshot, accept it or go around, but never tighten the turn with bottom rudder or slip in the turn; slip only once you're established on final. To lose height you have a forward slip, flaps and S-turns, all tools the AFH lists for power-off accuracy approaches. A forward slip is deliberately uncoordinated, crossed controls; hold the airspeed with pitch, and before touchdown transition to a sideslip to stay aligned, or straighten out. Extend flaps in steps, and hold off full flaps until a landing at or beyond the point is assured; check the POH for restrictions on slips with flaps extended. Under the ACS this task gets one attempt: a go-around because you weren't going to meet the tolerances is unsatisfactory, and only a go-around forced by safety, such as traffic on the runway, is excused. Even so, if the approach isn't safe, go around.

Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.M and Appendix 3; AFH (FAA-H-8083-3C), Approaches and Landings

Brings together: Power-Off 180° Accuracy Approach and Landing · Go-Around/Rejected Landing

Teaching this? The instructor lesson plan →

Study aid, not FAA guidance. Sources: Airplane Flying Handbook (FAA-H-8083-3C); Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C); Aeronautical Information Manual (AIM); AC 91-73; Commercial Pilot ACS (FAA-S-ACS-7B); Your airplane's POH/AFM. Checked against current sources 2026-11-13.