• Unstable approach • Undue delay in initiating glide path corrections • Too low an airspeed on final resulting in inability to  flare properly and landing hard • Too high an airspeed resulting in floating on round out • Prematurely reducing power to idle on round out  resulting in hard landing • Touchdown with excessive airspeed • Excessive and/or unnecessary braking after touchdown • Failure to maintain directional control • Failure to recognize and abort a poor approach that  cannot be completed safely  Landing on fields that are rough or have soft surfaces, such  as snow, sand, mud, or tall grass, require unique procedures.  When landing on such surfaces, the objective is to touch down  as smooth as possible and at the slowest possible landing  speed. A pilot must control the airplane in a manner that the  wings support the weight of the airplane as long as practical  to minimize drag and stresses imposed on the landing gear  by the rough or soft surface. 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- field landing, the airplane is held 1 to 2 feet off the surface in  ground effect as long as possible. This permits a more gradual  dissipation of forward speed to allow the wheels to touch  down gently at minimum speed. This technique minimizes  the nose-over forces that suddenly affect the airplane at the  moment of touchdown. Power is used throughout the level-off  and touchdown to ensure touchdown at the slowest possible  airspeed, and the airplane is flown onto the ground with the  weight fully supported by the wings.  [Figure 8-24] Field conditions may warrant that the pilot maintain a flight  condition in which the main wheels are just touching the  surface but the weight of the airplane is still being supported  by the wings until a suitable taxi surface is reached. At any  time during this transition phase, before the weight of the  airplane is being supported by the wheels, and before the  nose wheel is on the surface, the ability is retained to apply  full power and perform a safe takeoff (obstacle clearance  and field length permitting) should the pilot elect to abandon  the landing. Once committed to a landing, the pilot should  gently lower the nose wheel to the surface. A slight addition  of power usually aids in easing the nose wheel down. Touchdown on a soft or rough field is made at the lowest  possible airspeed with the airplane in a nose-high pitch  attitude. In nose-wheel type airplanes, after the main wheels  touch the surface, hold sufficient back-elevator pressure to  keep the nose wheel off the surface. Using back-elevator  pressure and engine power, the pilot can control the rate  at which the weight of the airplane is transferred from the  wings to the wheels. The final-approach airspeed used for short-field landings is  equally appropriate to soft-field landings. The use of higher  approach speeds may result in excessive float in ground  effect, and floating makes a smooth, controlled touchdown  even more difficult. There is no reason for a steep angle of  descent unless obstacles are present in the approach path.  The use of flaps during soft-field landings aids in touching  down at minimum speed and is recommended whenever  practical. In low-wing airplanes, the flaps may suffer damage  from mud, stones, or slush thrown up by the wheels. If flaps  are used, it is generally inadvisable to retract them during the  after-landing roll because the need for flap retraction is less  important than the need for total concentration on maintaining  full control of the airplane.  Soft-Field Approach and Landing 8-21 Ground effect Transition area Figure 8-24.  Soft/rough field approach and landing.