for unusual situations or emergency operations and is not  recommended. There are numerous airports, fields, and other  areas to land, so preflight planning should avoid short-fi eld  landings. However, short-field procedures are provided for  information.  A stabilized approach is essential. These procedures generally  involve the starting to fi nal approach from an altitude of at  least 500 feet higher than the touchdown area. In the absence  of a manufacturer’s recommended approach speed and in  calm winds, example approach speeds are 1.3 times the stall  speed or 8 knots above the stall speed. For example, in an  aircraft that stalls at 30 knots with power off, the approach  speed should be 38 to 40 knots. This maneuver should not  be performed in gusty air because of the slow speeds and  close proximity to the ground. If it is necessary to accomplish  in gusty air, no more than one-half the gust factor should  be added. An excessive amount of airspeed could result  in a touchdown with an after-landing roll that exceeds the  available landing area. For the steepest glide angle to clear obstacles such as trees or  buildings, the maneuver should be performed at idle power; if  the landing surface does not have obstacles that must be fl own  over, power on approach may be used to reach the landing  surface. The pilot should simultaneously adjust the power and  the speed to establish and maintain the proper descent angle.  A coordinated combination of both speed and power (if used)  adjustments is required to set up a stabilized approach.  The short-field approach and landing is in reality an accuracy  approach to a spot landing. The procedures previously  outlined in the section on the stabilized approach concept  should be used. If it appears that the obstacle clearance is  excessive and touchdown will occur well beyond the desired  spot leaving insufficient room to stop, lowering the pitch  attitude and reducing power (if used) steepen the descent path  and increase the rate of descent. If it appears that the descent  angle will not ensure safe clearance of obstacles, power  should be increased to shallow the descent path and decrease  the rate of descent. Care must be taken to avoid an excessively  low airspeed. If the speed is allowed to become too low, an  increase in pitch and application of full power may result in a  further rate of descent. This occurs when the AOA is too great  and creating so much drag that the maximum available power  is insufficient to overcome it. This is generally referred to as  operating in the region of reversed command or operating on  the back side of the power curve.  Because the final approach over obstacles is made at  a relatively steep approach angle and at the minimum  manufacturer’s recommended approach speed, the initiation  of the roundout must be judged accurately to avoid fl ying  into the ground or stalling prematurely and sinking rapidly.  A lack of floating during the roundout with suffi cient control  to touch down properly is one verification that the approach  speed was correct. Upon touchdown, the nose should be brought down  completely for aerodynamic braking and providing maximum  pressure on the wheels for using the braking system.  Immediately upon touchdown, appropriate braking should be  applied to minimize the after-landing roll. The aircraft should  be stopped within the shortest possible distance consistent  with safety and controllability. If the situation arises and  the minimum landing distance is required, the WSC can be  landed above the normal speed, the nose brought down for  aerodynamic braking while the brakes are applied for the  shortest distance possible.  Landing on fields that are rough or have soft surfaces, such as  snow, sand, mud, tall grass, or a rocky/bumpy fi eld requires  unique procedures. When landing on such surfaces, the  objective is to touch down as smoothly as possible and at  the lowest possible landing speed. The pilot must control the  aircraft so that the wings support the weight of the aircraft as  long as is practical to minimize drag and stresses imposed on  the landing gear by the rough or soft surface. Similar to the soft field for takeoff, proper gear—specifi cally  big tires with a large wing and overall low weight—should be  utilized for soft or rough field operations. Refer to appropriate  gear and warnings in Chapter 7, Takeoff and Departure  Climbs, for soft or rough field operation as a prerequisite  for this chapter. The approach for the soft field landing is similar to the normal  approach used for operating into long, firm landing areas.  The major difference between the two is that, during the soft  or rough field landing, the distance on the soft/rough fi eld is  minimized and the weight is kept off the wheels by the lift  of the wing when on the soft/rough field. Power can be used  throughout the level-off and touchdown to ensure touchdown  at the lowest possible airspeed, with the WSC aircraft fl own  onto the ground with the weight fully supported by the wings.  The touchdown should be planned for minimal taxi distance  to the stopping point so there is the shortest possible distance  with weight on the landing gear on the rough/soft surface.  [Figure 11-23]  Soft and Rough Field Approaches and Landings 11-15