I believe any runway requiring use of brakes is 'short'.
The difference between a 'normal' landing and a 'short field' landing is more a matter of how much braking is required after touchdown than any modified technique on final approach.
Precise speed and flight path control to the correct touchdown zone (between 30 and 60m in from the threshold) and maximum braking short of locking wheels until slowed down to taxi speed is all that is required.
Dumping flaps etc is too aeroplane specific to be of generic value...C206s with some STOL kits had a red 'flap dump' button on the control column but I believe that was as much a crutch for bad technique as anything else...a few knots fast and C206s float...correct speed and they don't....in general terms it's an unwarranted distraction at the worst possible time.
PNG ops were a little different because the strips were often steep, rough, VERY high DAs and surrounded by higher terrain making GA impossible from a mile or so out on finals.
A Twotter (like a 206) is too fast at 1.3 Vs and will float...memory fades but 5 kts under recommended Vat worked well...same thing in a Dash 7 doing full flap landings funnily enough....it's just a big 4 engined Twin Otter (DHC 6) after all.
On steep strips you make a completely normal 3 degree approach but carry extra speed to ensure enough energy to rotate to the higher attitude required to land. Imagine how high the attitude is to flare properly on a 20% slope. From memory 0-5% no extra, 5-10% add 5 kts, >10% add 10kts were ball park figures but also depended on landing weight. One thing which very quickly became ingrained habit on the Twotter was selecting reverse late in the flare..maybe a foot or two above the ground. This became so ingrained from 12-20 sectors a day in the mountains that we'd get chipped for it on 6mthly line checks when landing on long mainport runways like Nadzab and Port Moresby.
This technique overcame the spool up time (very, VERY bad technique to actually end up at idle on approach in a twotter) on the PT6-20 (200 series Twotters)...about 6-8 seconds from memory and the -27 (300 series) was about 4 seconds...a FECKING long time to wait for reverse when landing with a tailwind on <400m of wet grass
...just round out, flare and then cock your wrist and pull...straight from 8-10 PSI in forward to 10 PSI in reverse..the high thrust lines caused a slight pitch up and the grand old girl would rumble the wheels onto the grass in a MOST satisfying manner
...on steep, rough strips you would, of course, then go bounding up the strip and the undercarriage, thrust line, nose oleo geometry could result in a 'hobby horse' action that could rapidly deteriorate into bottoming out the nose oleo so hard you burst the (tubeless) nosewheel tyre off it's rim...dis was bad
The technique to stop this was to stand on the brakes as the nose rose and release them JUST before it stopped rising and started down again...while maintaining/modulating reverse thrust to actually slow down before the end of the strip...this damped out the oscillations very quickly..one or two was all you usually got if awake...the odd fella needed rescuing but it was rare.
I well remember my first landing at a really short strip in the Twotter...Heiweni...after years of Islanders the Otter Felt HUGE!!!...short finals into a tiny grass strip in a dead end, steep sided valley...completely blind approach until short finals and a down hill touchdown zone...that 65' wingspan and 5300kg aeroplane felt like a 747
Little wonder I, with eyes wide and bulging whipped her into reverse about 2 feet up...and she just rumbled onto the grass and gracefully slowed through the muddy flat bit, spraying dirty water all over the place...just fecking wonderfull