A lot of discussion of the approach to the short field landing. As posted above by midlifeflyer:
An airplane descending on final approach at a constant rate and airspeed travels in a straight line towards a spot on the ground ahead, commonly called the aiming point. If the airplane maintains a constant glide path without a round out for landing, it will strike the ground at the aiming point. [Figure 9-5]
The goal is what happens after crossing whatever obstruction that actually is at the test airport.
My home airport was short, obstructed at both ends, and every landing was engine idling, 40 degree flaps, and stall plus 10.
My PPL check ride, the power failure landing, I turned final at the correct altitude for a "normal" landing, applied full flaps, verified the stationary point on the windscreen was the numbers, and continued to the flare at the numbers.
The examiner pointed out that there was 3000 feet of unused runway when we stopped, and I could have landed far down it with no penalty.
He then asked what I would have done if I had been too low, I responded "Reduce flaps to 20 to decrease drag, no lift penalty. If more needed, flaps 10, higher speed, reduced drag will move me even further down the runway."
As we taxied in, he said that was a fine short field landing.
Edited to add:
Carrying full flaps to touchdown means much more drag while in the air, earlier touchdown, and quicker availability of braking.
An airplane descending on final approach at a constant rate and airspeed travels in a straight line towards a spot on the ground ahead, commonly called the aiming point. If the airplane maintains a constant glide path without a round out for landing, it will strike the ground at the aiming point. [Figure 9-5]
The goal is what happens after crossing whatever obstruction that actually is at the test airport.
My home airport was short, obstructed at both ends, and every landing was engine idling, 40 degree flaps, and stall plus 10.
My PPL check ride, the power failure landing, I turned final at the correct altitude for a "normal" landing, applied full flaps, verified the stationary point on the windscreen was the numbers, and continued to the flare at the numbers.
The examiner pointed out that there was 3000 feet of unused runway when we stopped, and I could have landed far down it with no penalty.
He then asked what I would have done if I had been too low, I responded "Reduce flaps to 20 to decrease drag, no lift penalty. If more needed, flaps 10, higher speed, reduced drag will move me even further down the runway."
As we taxied in, he said that was a fine short field landing.
Edited to add:
Carrying full flaps to touchdown means much more drag while in the air, earlier touchdown, and quicker availability of braking.
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