I had a catharsis in the middle of the night, didn't get up and write it down, and didn't recall this morning. It came back.

I have been using the wrong terminology concerning the apparent brisk walk rate of closure approach. Because I have made very few normal approaches from higher than 200 feet and one quarter mile in 50 years, I didn't consider how dumb maintaining the apparent brisk walk rate of closure with the numbers seems from a half mile or more out.

Reset: While maintaining the stabilized 1.3 Vso approach, notice that we appear to be closing with the numbers at a brisk walk. Begin round out when the apparent brisk walk rate of closure gets faster. The APPARENT rate gets faster; the true rate is 1.3 Vso, which is too fast this low and this close. This change in APPARENT rate happens certainly by 200 feet and one quarter mile.

Each airplane will differ slightly in apparent speed up rate so let's use the C-172 for example. With full flaps, the pitch attitude is down. We will need to use more back elevator to level the longitudinal axis and add more power to maintain glide angle and rate of descent. With less flap, back pressure will be less and slower because we are already nearer a level longitudinal axis.

As with the apparent brisk walk rate of closure from lower and closer to begin with, we will not need to hold off unless we didn't maintain the apparent brisk walk. The steeper the glide angle the more power will be needed, when coming into ground effect , to touch down softly and slowly. As always we need to protect the nose gear at touchdown with full back pressure on the stick. It is this high pitch attitude that prevents speed up. If this addition of power just before touchdown causes us to balloon, we did not maintain the apparent brisk walk.

Do not be discouraged by missing the numbers a bit at first. We are still getting in quite short. With practice and comfort, we will be touching down softly and slowly on the numbers every time. There is no reason to do it otherwise. If Tower wants us further down, we move the desired touchdown spot or approach the numbers and add power to hover taxi just prior to touchdown. When we get just short of the turnoff, we pull power.

There's a little trick I learned, which is especially good for newbies but also good for rusties: as the airplane is approaching the numbers, assuming that it's in a fairly stable rate of descent and glide slope and at 1.3 Vso, the runway/strip will be shaped like a trapezoid, with the legs of the trapezoid at consistent angles. But just about when it's time to level off into the flare, the legs will seem to suddenly spread/flatten, so level the airplane. As soon as it starts to sink as it slows, then raise the nose to the approximate pitch used for take off. Voila! It lands.

Cary

Good point Cary. The apparent rate of closure to the numbers is still usable until it goes under the cowl. Next time out, compare the instant the numbers go under with when the trapezoid spreads it's legs. That could be useful.