What are the different types of aircraft landings?

Aircraft landings are classified by technique, conditions and outcome. The main types include normal, crosswind, short-field, soft-field, flapless, tailwheel three-point and wheel landings, plus forced, precautionary, water, carrier, vertical and autoland operations. Visual or instrument usually describes the approach, and several labels can apply to one landing.

In our Aviation & Real-World Flying coverage, we do not treat these labels as one official master list. They describe different parts of an arrival: the approach guidance, aircraft configuration, wind or surface, touchdown technique, reason for landing and what happens afterwards. One arrival could therefore be an instrument approach followed by a manual crosswind wheel landing and a full stop.

Types of aircraft landings at a glance

What is the difference between a normal landing and a crosswind landing?

The difference is the wind correction: a normal landing uses the aircraft’s standard technique, while a crosswind landing adds drift control and runway alignment for wind blowing across the centreline. A small crosswind may still fall within what pilots informally call a normal landing, so the categories are not mutually exclusive.

The three principal crosswind techniques are:

• Crab: The aircraft points partly into wind to track along the extended centreline. It must then be aligned for touchdown as required by the aircraft procedure.
• Wing-low sideslip: The pilot banks into wind to stop drift and applies opposite rudder to keep the longitudinal axis aligned with the runway.
• Crab followed by de-crab: The crab is held during most of final approach, then rudder and bank are coordinated near touchdown.

Light aeroplanes commonly touch down aligned with the runway, often on the into-wind main wheel first. Some transport aircraft permit limited touchdown crab, but the acceptable amount and technique depend on landing-gear design, engine or wingtip clearance, runway condition and manufacturer guidance. Crosswind correction must continue during rollout as the flight controls lose effectiveness.

The relevant value is the crosswind component, not simply the reported wind speed. It depends on the angle between the wind and runway, while gust handling and maximum permitted values remain aircraft- and operator-specific.

Windpilot is not a recognised aircraft landing type or a standard name for a crosswind technique. If that label appears in a simulator utility, add-on or community material, its meaning belongs to that specific context rather than to the formal classification of aircraft landings.

How are short-field, soft-field and flapless landings different?

Short-field technique minimises required runway, soft-field technique protects the undercarriage on a weak surface, and flapless technique manages an abnormal or deliberately selected configuration. Each has a different priority.

Short-field landing

A short-field landing requires accurate performance planning before the approach begins. The pilot uses the specified configuration and speed, clears any obstacle safely, touches down in the intended zone and applies the approved braking method without sacrificing directional control.

Excess speed is especially costly because it increases float and landing distance. Trying to rescue a long touchdown with aggressive braking is not a substitute for going around when one remains available.

Soft-field landing

A soft-field landing aims to avoid digging a wheel into a yielding surface or imposing unnecessary loads on the gear. In a typical tricycle-gear trainer, that usually means a controlled touchdown and holding the nosewheel clear until it must settle, but the exact use of power, flap and braking varies by aircraft.

A mistake we see often is combining short-field and soft-field procedures by memory. Prompt heavy braking may suit a dry short runway but be ineffective or hazardous on mud, deep grass or sand. If a strip is both short and soft, the aircraft must have adequate performance margin for the actual surface; technique cannot compensate for unsuitable conditions.

Flapless landing

A flapless landing normally produces a flatter attitude, higher approach speed and longer landing roll than the usual landing configuration. The pilot must use the flight manual or checklist rather than adding an arbitrary speed margin, and should account for the changed view of the runway during the flare.

Three-point and wheel landings

These are alternative tailwheel touchdown techniques, not universal recipes for every taildragger. A three-point landing reaches the ground near the aircraft’s full landing attitude; a wheel landing places the main wheels on first and delays lowering the tail. Aircraft geometry, wind, visibility over the nose, surface condition and training determine which is appropriate.

Which specialist landing types are used by other aircraft?

• Glider landing: A glider has no conventional go-around, so circuit geometry, speed and airbrake or spoiler use must preserve enough energy to reach the selected area without creating excess float.
• Water landing: Floatplanes and flying boats use normal, glassy-water or rough-water techniques according to the surface. A routine seaplane landing is different from ditching an aircraft not designed for regular water operation.
• Carrier landing: A carrier-capable fixed-wing aircraft flies a tightly controlled approach to an arrested touchdown, normally without the long flare used on a runway. The pilot must be ready for a bolter if the hook misses every wire; our F/A-18 carrier pattern and arrested-landing procedure explains the simulator technique.
• Vertical or rolling landing: Helicopters and some specialised fixed-wing aircraft can land vertically or with forward ground speed. Helicopter operations also include slope, confined-area and autorotative landings.
• Ski or snow landing: Properly equipped aircraft may use snow or ice surfaces, with technique determined by snow depth, crust, contrast, braking action and hidden-obstacle risk.

What is the difference between forced and precautionary landings?

A forced landing is made because continued flight is no longer possible or acceptably safe, commonly following loss of power or a serious system failure. The selected site and energy available may dictate the technique more strongly than normal runway considerations.

A precautionary landing is a deliberate early landing while enough control, power or time remains to make a reasoned choice. Possible causes include deteriorating weather, low fuel, uncertain aircraft condition or concern that continuing will turn a manageable problem into an emergency.

• Dead-stick landing: The aircraft lands without useful propulsive power. Not every forced landing is completely dead-stick because partial power may remain.
• Ditching: An intentional emergency landing on water.
• Gear-up or belly landing: A landing made without the normal undercarriage configuration because the gear cannot be extended safely or its use would create another hazard.

Hard landings, bounced landings, porpoising, runway excursions and ground loops are abnormal outcomes rather than planned landing techniques. “Crash landing” is a broad colloquial expression, not a precise procedure.

What are the main types of landing approaches?

Visual, instrument and circling describe how the aircraft reaches a position from which it can land; they do not necessarily determine the touchdown technique. A crosswind landing, for example, can follow either a visual or an instrument approach.

Instrument approaches may be classified as precision, approach procedures with vertical guidance, or non-precision, depending on the guidance and regulatory system involved. An RNAV label alone does not tell the pilot whether usable vertical guidance is provided.

The applicable decision altitude or height, minimum descent altitude and required visual references determine whether the approach may continue towards landing. Our explanation of decision altitude, MDA and visual-reference requirements covers that decision in simulator practice.

An ILS approach does not automatically mean autoland. Autoland requires compatible aircraft systems, correct configuration, suitable ground facilities where required, appropriate operational approval and conditions within wind, runway and system limits. Category I, II and III labels describe low-visibility approach and operating capability; they are not separate aerodynamic touchdown techniques.

Do touch-and-go and full-stop landings count as different types?

Full-stop, touch-and-go and stop-and-go describe what happens after touchdown rather than how the aircraft is approached or flared.

• Full stop: The aircraft lands and stops or leaves the runway as required.
• Touch-and-go: The aircraft touches down, is reconfigured and takes off again without stopping, normally for training.
• Stop-and-go: The aircraft comes to a stop on the runway before beginning another take-off, subject to clearance and sufficient runway.
• Low approach: The aircraft approaches the runway but does not touch down, so it is not a landing.
• Go-around: The landing attempt is discontinued while the aircraft can still climb away. During an instrument arrival, the aircraft transitions to the applicable missed-approach instructions.
• Rejected landing: Some procedures use this term for a very late go-around, potentially after initial wheel contact. It is only appropriate when the aircraft procedure permits it.

How do pilots choose the correct landing technique?

The flight manual or pilot’s operating handbook, checklists, operator procedures and training determine the permitted technique. The choice is based on several factors rather than the name of the landing alone:

• available landing distance, runway width, slope and surface condition;
• wind direction, crosswind component, gusts and reported braking action;
• aircraft weight, landing-gear arrangement, flap status and system condition;
• obstacles, weather, visibility and available approach guidance;
• the ability to go around, divert or select a different runway.

A published demonstrated crosswind component is not automatically a certified limit unless the aircraft documentation says that it is. Operators, flying schools and individual pilots may use lower limits, while a contaminated runway can reduce the acceptable crosswind substantially.

The label never overrides basic landing criteria. If the approach is outside the applicable stabilised-approach limits, the aircraft cannot touch down in the intended zone, or directional control is doubtful, the correct response is normally a go-around while that option remains available. Gliders, forced landings and some specialist operations require different escape planning because a conventional go-around may not exist.

How do you make a landing in a flight simulator?

A successful simulator landing starts by selecting the correct technique before final approach rather than improvising during the flare.

1. Plan the arrival. Check runway length and surface, wind direction, crosswind component, aircraft weight and the approach to be flown.
2. Configure the aircraft. Complete the relevant checks, extend the landing gear where fitted, select the planned flap and establish the aircraft-specific target speed.
3. Stabilise the approach. Control flight path, speed, descent rate, power and centreline alignment by the applicable stabilisation point.
4. Apply the chosen correction. Maintain crosswind drift control, short-field accuracy or the required abnormal-configuration technique without making large last-second inputs.
5. Flare as the aircraft requires. A trainer, airliner, taildragger and carrier aircraft use different attitudes and timing; not every aircraft should be held off for the softest possible touchdown.
6. Control the rollout. Maintain directional control and use aerodynamic braking, wheel brakes, spoilers or reverse thrust only as provided for that aircraft.
7. Go around when necessary. Discontinue an unstable approach or unsafe touchdown attempt instead of forcing the aircraft onto the runway.

Our full simulator landing sequence from final approach through rollout covers the basic control flow. Airliners add VREF management, autothrottle state, flare timing, spoilers and reverse thrust, addressed in our jet-specific landing procedure.

The most common simulator error is chasing an exceptionally gentle touchdown and floating beyond the safe touchdown zone. Correct speed, alignment, touchdown position, runway remaining and control after touchdown matter more than producing a “greaser”.