Common errors

Normal landing errors split into three families: approach errors (speed, path, configuration upstream of the round-out), flare errors (round-out timing, ballooning, hard landings), and rollout errors (directional control, crosswind). The eight below cover the common faults; almost all approach errors compound into flare errors, and almost all flare errors come from approach errors that weren't fixed in time.

1. High on final

What it looks like: the touchdown point appears to be moving up in the windshield — you'll land long.

Why: entered final with too much altitude, or flew the approach too shallow.

Fix: add flap, reduce power, increase descent rate. If the runway is long enough, accept the long landing. If not, go around (H) — better than salvaging a bad approach into a runway you'll overrun.

2. Low on final

What it looks like: the touchdown point appears to be moving down in the windshield — you'll land short.

Why: entered final low, or the descent was too steep.

Fix: add power, hold pitch. Don't pitch up — that slows the airplane and makes the low worse.

3. Fast on final

What it looks like: airspeed indicating 10+ knots above V_REF.

Why: insufficient pitch-up to bleed speed, or carrying too much power.

Fix: pitch up (slows airspeed), and if path is still steep enough, reduce power. The airplane that lands fast floats well past the aim point and may porpoise on touchdown.

4. Slow on final

What it looks like: airspeed below V_REF, possibly approaching stall buffet.

Why: insufficient pitch-down, or descending without enough power.

Fix: pitch down (gains airspeed), add power to hold path. This is the more dangerous error of the speed pair — landing slow risks a stall in the round-out.

5. Ballooning in the round-out

What it looks like: the airplane round-outs and climbs instead of holding level. The airplane gains 10–30 ft and floats.

Why: too much back pressure too fast — the pitch-up creates lift faster than the airspeed bleed reduces it.

Fix: don't add more back pressure to fix a balloon. Hold the elevator where it is and wait for airspeed to bleed; if the balloon is severe, add power and go around.

6. Hard touchdown / flat touchdown

What it looks like: the airplane touches down hard, with the main and nose gear striking the runway almost simultaneously.

Why: insufficient flare — the airplane was still descending at touchdown speed instead of being held off the runway as airspeed bled.

Fix: continue back pressure through the flare until the airplane is flying level at minimum sink just above the runway. Touchdown happens when the airplane stops flying — not when you stop pulling.

7. Drift on touchdown (crosswind)

What it looks like: the airplane touches down with a lateral velocity component — the wheels skip sideways before tracking straight.

Why: insufficient crosswind correction; the side-slip wasn't established, or the crab wasn't converted to wings-level alignment in time.

Fix: wing-low side-slip from short final — established, not transient. Upwind wing low, opposite rudder, touchdown on the upwind main first.

8. Drift during rollout

What it looks like: after touchdown, the airplane drifts toward the downwind side of the runway during rollout.

Why: aileron-into-wind not maintained / increased as airspeed decreases; rudder slow to take over from nose-wheel steering authority.

Fix: progressively more aileron into the wind as the rollout slows down — at zero groundspeed, full aileron. Rudder for directional control; let the nose-wheel steering take over below 20–30 kt.

How errors compound. Fast on final (#3) → float (#5 risk) → drift during the float because crosswind correction is harder at a higher pitch attitude. Low on final (#2) handled wrong → slow (#4) → stall risk in flare. Most landing errors have their root cause above 500 ft AGL; the fix is upstream, in the stabilized-approach sequence. When in doubt below 500 ft, go around (H).