Rocket_Bird wrote:I think I disagree with an important point in the article: where to place your eyes. In the article, it says to have your visual focus alternate between a point just over the nose, to touchdown zone, and back again.
aeroart wrote:I would like to add that it's also necessary to keep track of the spot on the runway at which the airplane is aimed. Touchdown will be beyond there because of the distance you travel during the flare. During a stabilized approach at the correct glide slope, that point will remain fixed in the windshield. If it is moving up or down relative to the windshield, adjust the glide slope.
This doesn't mean that you stare at the spot: divide your attention between it and the longer view you mentioned.
To avoid landing short, the aiming point should be beyond the runway numbers.
aeroart wrote:I would like to add that it's also necessary to keep track of the spot on the runway at which the airplane is aimed.
C wrote:aeroart wrote:I would like to add that it's also necessary to keep track of the spot on the runway at which the airplane is aimed.
On the approach yes, but as you flare, unless your aim isn't very good, it'll be disappearing under the nose, so you shouldn't be looking at it!
It's always worth thinking what exactly you are trying to achieve in the flare: adopting the correct attitude (or attempting to) to touchdown (before idling power to sink onto the runway), and getting the nose straight so you don't land sideways!
Rocket_Bird wrote:Ya I think what art was referring to is on the approach.
I normally consider two points when I'm shooting a landing:
1) The initial aim point (the point in which should remain stationary on the windshield)
2) The touchdown point (the point I estimate my wheels will touch the ground given my flap settings and approach speed). This is more of a planning thing based on the aim point.
I mostly concentrate on the aim point during the approach and try to make it so my flare begins slightly before or while I am crossing that point. Once the flare begins, eyes to the end of the runway!
Rocket_Bird wrote: In larger airplanes (i.e., Boeing 737), I think the issue is that they tend to float and it's also easy to get a tail strike from an improper flare. The concepts are still the same where you look to the end of the runway and you try to cross the threshold at a certain height, but the flare is somewhat less dramatic.
aeroart wrote:Regarding Rocket_Bird's mention of power-off landings, I would pick halfway down the runway as the aim point. Then, when I'm sure I'd reach the runway, slip off the extra altitude, and land one-quarter to one-third of the way down the runway.
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