for the cessna 172 i would fly the approach at approximately 60 to 65 kts indicated with full flaps, the best short field landing performance will be attained by landing the aircraft into a strong headwind. your ground roll will be lower the greater the headwind. youd landing should be firm enough to stick the aircraft to the surface without bouncing, but soft enough as to avoid damage to the aircraft. once you have completed a firm touchdown you should uses maximum available breaking without skidding the tires. under the right conditions one can stop a 172 approximatly 300 ft beyond the touchdwown point, sometimes less.

There are two arguments as to what to do with the flaps upon touch down. leave them extended or quickly retract them.

The argument for retracting the flaps is that more weight is placed on the wheels allowing for greater ground friction and more effective breaking.

The argument for leaving the flaps down is for greater aerodynamic breaking.

I would say to leave the flaps down. in a real life situation retracting the flaps immediately after touchdown can be risky, especially if operating a retractable gear aircraft!

just got finished trying a takoff in the grand caravan there. set the head wind to around 15 knots, takeoff toward the west southwest, once you clear the cliff it might be a good idea to dive into the valley to achieve a better speed. also try using the first increment of flaps and lower the temperature to around 40 degrees F.

The web site talks about doing an instrument approach into the mountanous terrain of Nepal... not VNLK. This website came in handy for the mountain flying.  but i must say that approaching VNLK in a 737 even with a 33% fuel load even in visual weather is suicide, The small dirt strip is just a little longer than that required to support a caravan using maximum short field effort at best.

The Vertical Cliff on the north eastern side of the airport approximately 1/4 mile from the airport perimeter rises to several hundred feet above airport elevation making approach from that area impossible. This airport is literally carved out of the mountain, with the HUGE cliff on one side and the river valley on the other... you have absolutely no choice but to land in a north eastern direction and depart heading south west. Even with the 15 knot headwind the only thing keeping you from stalling on departure is the ability to dive into the canyon to gain speed. (this is done in the alaskan high country with much success) Given the elevation you have to be using something which is at least turbo powered... a normally aspirated engine just cant cut it in that environment. If anyone has any luck departing VNLK and outclimbing the cliff, or departing VNLK within the distance of the usable runway in a normally aspirated airplane, let me know, i would love to learn that trick. hahaha

Hi I used DH Beaver to take off and land no problem, take off speed with flaps is about 55knts as is landing. I had runway left on both. This was with a full load of fuel as well.  Happy landings!