One procedure is to use the normal approach speed plus  one-half of the wind gust factors. If the normal speed is  70 knots, and the wind gusts are 15 knots, an increase of  airspeed to 77 knots is appropriate. In any case, the airspeed  and the number of flaps used should conform to airplane  manufacturer recommendations in the AFM/POH. Use an adequate amount of power to maintain the proper  airspeed and descent path throughout the approach, and  retard the throttle to idling position only after the main  wheels contact the landing surface. Care must be exercised  in closing the throttle before the pilot is ready for touchdown.  In turbulent conditions, the sudden or premature closing of  the throttle may cause a sudden increase in the descent rate  that results in a hard landing. When landing from power approaches in turbulence, the  touchdown is made with the airplane in approximately level  flight attitude. The pitch attitude at touchdown would be only  enough to prevent the nose wheel from contacting the surface  before the main wheels have touched the surface. After  touchdown, avoid the tendency to apply forward pressure on  the yoke, as this may result in wheel barrowing and possible  loss of control. Allow the airplane to decelerate normally,  assisted by careful use of wheel brakes. Avoid heavy braking  until the wings are devoid of lift and the airplane’s full weight  is resting on the landing gear. Short-field approaches and landings require the use of  procedures for approaches and landings at fields with  a relatively short landing area or where an approach is  made over obstacles that limit the available landing area.  [Figures 8-20 and 8-21]  As in short-field takeoffs, it is one  of the most critical of the maximum performance operations.  Short field operations require the pilot fly the airplane at  one of its crucial performance capabilities while close to the  ground in order to safely land within confined areas. This  low-speed type of power-on approach is closely related to  the performance of flight at minimum controllable airspeeds. To land within a short-field or a confined area, the pilot  must have precise, positive control of the rate of descent and  airspeed to produce an approach that clears any obstacles,  result in little or no floating during the round out, and permit  the airplane to be stopped in the shortest possible distance. The procedures for landing in a short-field or for landing  approaches over obstacles as recommended in the AFM/ POH should be used. A stabilized approach is essential.  [Figures 8-22 and 8-23]  These procedures generally involve  the use of full flaps and the final approach started from an  To maintain control during an approach in turbulent air  with gusty crosswind, use partial wing flaps. With less than  full flaps, the airplane is in a higher pitch attitude. Thus, it  requires less of a pitch change to establish the landing attitude  and touchdown at a higher airspeed to ensure more positive  control. Excessive speed causes the airplane to float past the  desired landing area. For landing in turbulent conditions, use a power-on approach  at an airspeed slightly above the normal approach speed. This  provides for more positive control of the airplane when strong  horizontal wind gusts, or up and down drafts, are experienced.  Like other power-on approaches, a coordinated combination  of both pitch and power adjustments is usually required. As in  most other landing approaches, the proper approach attitude  and airspeed require a minimum round out and should result  in little or no floating during the landing.  8-18 Turbulent Air Approach and Landing Short-Field Approach and Landing Figure 8-19.  Crosswind component chart. • Failure to compensate for increased drag during  sideslip resulting in excessive sink rate and/or too low  an airspeed • Touchdown while drifting • Excessive airspeed on touchdown • Failure to apply appropriate flight control inputs  during rollout • Failure to maintain direction control on rollout • Excessive braking • Loss of aircraft control Crosswind Component Headwind Component 70 60 50 40 30 20 10 10 20 30 40 50 60 70 0 W i n d v e l o c i t y 10° 0° 20° 30° 40° 50° 60° 70° 80° 90°