Short-Field Approach and Landing
This page covers Task F. Short-Field Approach and Landing from the FAA-S-ACS-6C Private Pilot Airman Certification Standards.
Short-Field Approach and Landing
Approach
Maintain manufacturer's published approach airspeed or in its absence not more than 1.3 Vso
In the Piper Archer this is 59 KIAS (at max gross weight)
AFH says for normal approach:
The pilot should use the manufacturer's recommended airspeed or 1.3 VSO if there is no manufacturer's recommendation.
AFH says for a short field approach:
The procedures for landing on a short field or for landing approaches over obstacles as recommended in the AFM/POH should be used. ... When no manufacturer's recommended approach speed is available, a speed of not more than 1.3 VSO is used.
In the case of the Piper Archer, only a single approach airspeed is provided which seems to indicate that this is the normal approach airspeed.
The Archer POH also says:
Normally, the best technique for short and slow landings is to use full flap and enough power to maintain the desired airspeed and approach flight path.
It is not clear in this language whether the desired airspeed is the normal approach airspeed or a different one.
CAR 3, under which the Archer was certified, requires landing distance to be published with the airplane reaching the 50 feet above the landing service in a steady glide at 1.5 VS1 in CAR §3.86.
(16) Vs, The stalling speed or the minimum steady flight speed obtained in a specified configuration. (See § 3.82.)
In §3.82 this is defined as:
(2) Propellers in position normally used for take-off, the airplane in all other respects (flaps, landing gear, etc.) in the particular condition existing In the particular test in connection with which VS1 is being used.
Under 14 CFR §23.73 the language was changed to 1.3 VSO.
This was then changed to 1.3 VS1 (noting a specified configuration)
See the Federal Register Volume 76, Issue 232 (December 2, 2011) for commentary:
The FAA proposed to correct a reference error to a velocity term in § 23.73. Maximum landing configuration stall speed (VSO) was changed to specified flap configuration stall speed (VS1). VSO is not applicable to other flap configurations. The reference landing approach speed (VREF) is based on 1.3 times the VS1. The FAA proposed to amend the standards to address airplanes certificated under part 23 that may have more than one landing flap setting.
This gave the following language until the Part 23 rewrite 14 CFR §23.73:
For normal, utility, and acrobatic category reciprocating engine-powered airplanes of 6,000 pounds or less maximum weight, the reference landing approach speed, VREF, may not be less than the greater of VMC, determined in §23.149(b) with the wing flaps in the most extended takeoff position, and 1.3 VS1.
This was changed in Part 23 re-write with the new language in 14 CFR §23.2130 which doesn't provide specific requirements on speed.
Summary: in the case of the Piper Archer, that CAR 3 imposed landing data be published in the AFM using 1.5 VS1 I don't think precludes, following the guidance in the ACS, the use of 1.3 VSO for short field landings.
Retraction of Flaps
The ACS states:
Use manufacturer's recommended procedures for airplane configuration and braking.
In the case of the Piper Archer, as an example, the POH states:
As the airplane slows down, gently lower the nose and apply the brakes. Braking is most effective when flaps are raised and back pressure is applied to the control wheel, putting most of the aircraft weight on the main wheels.
In the case of the Piper Archer, upon touchdown retracting the flaps, verbalizing "simulating maximum braking" and using full aft stabilator with light brakes is appropriate.
AFH page 13-21 says flap retraction during the landing rollout is discouraged, however, unless there is a clear, operational need.
It should not be accomplished as routine with each landing.
Landing conditions that involve a short field, high winds, or strong crosswinds are just about the only situations where flap retraction on the landing rollout should be considered.
When there is an operational need to retract the flaps just after touchdown, it needs to be done deliberately with the flap handle positively identified before it is moved.
Common Errors
- Improper use of landing performance data and limitations.
- Failure to establish approach and landing configuration at appropriate time or in proper sequence.
- Failure to establish and maintain a stabilized approach.
- Improper technique in use of power, wing flaps, and trim.
- Inappropriate removal of hand from throttles.
- Improper procedure during roundout and touchdown.
- Poor directional control after touchdown.
- Improper use of brakes (landplane).
Additional common errors are listed in FAA-H-8083-3C Airplane Flying Handbook Chapter 9: Approaches and Landings on page 9-23.