The first 100 feet

“Bush pilots have got to be able to consistently touch down within the first 100 feet of runway,” said Ken Strickler, chief pilot for Alaska Rainbow Lodge, which operates a fleet of float de Havilland DHC–2 Beavers in the Bristol Bay region of southwest Alaska. “Everything else we ask our pilots to do is based on that fundamental skill. It’s the building block of bush flying.”

That may not sound like a great deal of precision until you think about how quickly 100 feet goes by at flying speed. An airplane with a relatively humble approach speed of 60 miles per hour, for example, gobbles up real estate at a rate of 88 feet per second in no-wind conditions. That gives pilots just 1.2 seconds to get wheels on the runway after crossing the threshold. Not easy to do, especially when approaches are complicated by obstructions, gusty winds, high density altitudes, or other real-world conditions.

So what techniques do bush pilots use to gain accuracy and consistency? First, they slow their airplanes down as much as practical, and that often involves powered approaches on the back side of the power curve. It’s what the FAA calls the region of reverse command.

Don’t get spooked by the term reverse command. It simply means that more engine power is required to fly slower. If you’ve ever watched airshow ace Sean D. Tucker perform his “Harrier pass,” in which he literally hangs his biplane on its prop and airspeed falls to nearly zero, you’ve seen an extreme demonstration of this concept.

A powered approach allows pilots to slow their final approach speeds well below the general aviation standard of 1.3 times stall speed in the landing configuration. Reduced speed on short final gives them more time to touch down in any given distance, reduces float in ground effect, and shortens ground roll. Also, when pilots do finally chop the power, their already slow-flying airplanes tend to touch down almost immediately.

Once properly configured and on speed, selecting the proper aiming point becomes a critical next step. The aiming point isn’t the touchdown point. And sometimes, the aiming point isn’t located on the runway at all.

It generally takes about three seconds from the moment an airplane flares in ground effect until touchdown. Going back to the example of an airplane traveling 60 mph, the aiming point should be about 250 feet (OK, 264 feet) before the touchdown point. A strong headwind, an unusually slow approach speed, or an obstruction at the runway threshold would cause pilots to pick an aiming point closer to their touchdown point.

Aiming points don’t have to be prominent objects. They just need to be noticeable so pilots can tell immediately whether their aiming points are rising or falling in the windshield as they approach. As soon as the pilot begins to flare, the aiming point disappears below the cowling.

Many backcountry strips are narrow, so be a zealot for the centerline. Most left-seat pilots tend to touch down left of centerline and stay there during rollout. That hardly matters on a broad runway at a municipal airport, but you won’t have that much margin in the backcountry. Pretend the runway is no wider than your airplane’s wheel track, and keep the main landing gear astride the white stripe. It will make accurate lineup a habit, and easier to do when you absolutely must.

Also, pilots pride themselves on featherlight touchdowns. But soft touchdowns aren’t the goal in accuracy landings. Airplanes decelerate more quickly on the ground than in the air, and there are no style points. Be willing to touch down more firmly in exchange for using less runway.

Pilots don’t have to fly to rugged and remote runways to practice these backcountry techniques. Even big, wide, paved, and painted runways will do.

It’s tempting to land on the first foot when practicing short-field landings, but that’s not always smart. The penalty for touching down slightly short can be severe.

Start by selecting the taxiway at which you intend to leave the runway, back up the distance of your airplane’s landing roll, then (assuming a groundspeed of 60 mph) tack on another 250 feet to select an aiming point. With practice, you’ll be able to improve both accuracy and consistency.

Finally, avoid making long, flat approaches in which you prolong your time in ground effect with power. “Dragging it in” is seldom an option at actual backcountry strips. Expect to have to overfly trees, boulders, and other obstacles on short final, and that will make your practice landings especially realistic and beneficial.

Dennie Stokes, a veteran agricultural pilot who has made countless landings on short, narrow strips, said he regards every landing as an opportunity. “Never waste landings,” he said. “Each one is a chance to learn something, and a chance to improve.”<

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