Most aircraft accidents occur during the takeoff and landing phase of the flight. Collisions with obstacles during climb out, runway overruns on landing occur too often. On this part of the site we will take a look at the various factors contributing to the performance of the aircraft in this part of the flight. Hopefully we help the pilot ensuring safe operation during these phases of the flight as the rules require that of the pilot in command.

Making good soft and short field landings isn't black art. It is a maximum performance maneuver which most of us learned to do for their checkride but it is not practiced very often afterwards. We start our discussion with soft field landings as pilots operating from a grass runway use this technique more often than others.

Soft field landings

This type of landing is used whenever the runway surface is rough (tall grass, gravel) or otherwise soft (grass runways after a rain shower, snow, slush). The purpose is to transfer the weight of the aircraft from the wings to the wheels as gently as possible thereby making sure that the nose wheel keeps off the ground for as long as possible. With some aircraft types this is mandatory due to nose wheel construction.

Airspeed control is important. If we approach too fast we use up more runway during the flare and ballooning could occur, the nose wheel will then settle hard maybe causing damage or worse. If we approach too slow we risk stalling and ending up 'landing' before reaching the runway.

The trick is to approach in a slightly nose high attitude (the use of flaps can be helpful if the runway is short too) with a touch of power to ease the touchdown and helping airflow over the tail. Full elevator is needed during roll out as the aircraft slows and the nose is kept of the runway for as long as possible. After landing keep the aircraft rolling (to prevent bogging down in the soft ground) and turn off the runway gently.

Soft field take-offs

This is like a soft field landing only in reverse; make sure that all checks are done, flaps are set and full back pressure on the yoke/stick. Keep the aircraft rolling and turn on the runway without stopping (remember: wet and soft runway). Gradually apply full power and maintain back pressure.

As soon as the aircraft wants to fly, take-off, but keep it in ground effect. Lower the nose a bit, accelerate and initiate the climb-out at Vx. After clearing any obstacles climb-out at Vy and at a safe altitude, retract flaps.

Short field landings

This is what we use when the aircraft must be stopped in the shortest possible distance available. Approach at the correct airspeed (1.3 Vs, watch for turbulence), full flaps and with minimum power, touching down at the very beginning of the runway (not somewhere in the first third) so that the remainder can be used for braking.

A runway can be defined short if the runway length is equal or less than the combined landing and take-off distance for your aircraft at specific circumstances (wind, temperature, altitude).

Touching down at the correct point means aiming some 100 to 200 ft ahead of that point. This is because the aircraft needs time and distance in the flare for touchdown and it still has some forward speed to bleed off.

Short field take-offs

Good short field technique is needed to get off the runway in the shortest possible distance and to remain clear of any obstacles. Set flaps as per manufacturer directions (some types do not use flaps as climb performance is impaired), position the aircraft at the very beginning of the runway, apply full brakes and bring the engine to maximum power (make sure the engine is at operating temperatures).

Wait two seconds for the engine/propeller to stabilize RPM and then release the brakes, be prepared for the left turning effects (slipstream and torque). Rotate at the correct airspeed and climb out at Vx. After clearing obstacles, lower the nose and continue climb at Vy. Keep and watchful eye on engine temperatures, especially on warm days. Retract flaps (if selected) after reaching a safe altitude.

With all these maneuvers airspeed control is important, remember: power controls altitude and yoke/stick controls airspeed. So if you are getting low, add power and if you are too high on the glide path reduce power. Slipping or shallow s-turns can be done as well. To ease airspeed control trim the aircraft for its final approach speed. But be prepared that in case of a go-around the aircraft really wants to climb out at the trimmed speed, which could lead to a nose high attitude.

Before attempting any high performance maneuver and when transitioning to a different aircraft make sure to read the Pilot Operating Handbook and get thorough training with a qualified instructor for the type of aircraft you intend to use. Practicing these techniques will make you perfect and keeping these skills sharp means that when the time comes, you are prepared, proficient and ready.