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Remember, glidepath guidance has its apex or ending point centered on the official precision landing markings (what most people call the thousand footers). This is officially called the aimpoint or aiming point. Large aircraft do not have much float when flaring. They both aim and touch down near the same point. Walk out to a point abeam the thousand footers. You will see the vertical guidance equipment located next to the runway, beside the thousand footer markings.

Your little Cessna floats so much that your aiming point and your touchdown point are not coincident. If you want to land on the thousand footers, you have to aim at the first touchdown marking (the five hundred footers). If you follow the VASI, PAPI, ILS or RNAV glideslope/glidepath all the way down to the ground, you will float past the thousand footers as soon as you enter ground effect.

You are supposed to stay above the glideslope to provide for obstacle clearance all the way to a point where landing is assured. This is usually either the runway lead up lights (MALSR, ALSF, etc) or the runway threshold. Most instrument approaches will include a Threshold Crossing Height on their charts.

During training, focus on landing based on sight picture alone. You will need that when landing on runways with vertical guidance. There are a lot of them. You will also need that skill when doing actual, non-simulated short field and soft field landings. On a real short field landing with a 50 foot obstacle, your aiming point Will be well before the Arrival End of the Runway. It may even be before any concrete starts.

Remember, glidepath guidance has its apex or ending point centered on the official precision landing markings (what most people call the thousand footers). This is officially called the aimpoint or aiming point. Large aircraft do not have much float when flaring. They both aim and touch down near the same point. Walk out to a point abeam the thousand footers. You will see the vertical guidance equipment located next to the runway, beside the thousand footer markings.

Your little Cessna floats so much that your aiming point and your touchdown point are not coincident. If you want to land on the thousand footers, you have to aim at the first touchdown marking (the five hundred footers). If you follow the VASI, PAPI, ILS or RNAV glideslope/glidepath all the way down to the ground, you will float past the thousand footers as soon as you enter ground effect.

You are supposed to stay above the glideslope to provide for obstacle clearance all the way to a point where landing is assured. This is usually either the runway lead up lights (MALSR, ALSF, etc) or the runway threshold. Most instrument approaches will include a Threshold Crossing Height on their charts.

During training, focus on landing based on sight picture alone. You will need that when landing on runways without vertical guidance. There are a lot of them. You will also need that skill when doing actual, non-simulated short field and soft field landings. On a real short field landing with a 50 foot obstacle, your aiming point Will be well before the Arrival End of the Runway. It may even be before any concrete starts.

Remember, glidepath guidance has its apex or ending point centered on the official precision landing markings (what most people call the thousand footers). This is officially called the aimpoint. Large aircraft do not have much float when flaring. They both aim and touch down near the same point.

Your little Cessna floats so much that your aim point and your touchdown point are not coincident. If you want to land on the thousand footers, you have to aim at the first touchdown marking (the five hundred footers). If you follow the VASI, PAPI, ILS or RNAV glideslope/glidepath all the way down to the ground, you will float past the thousand footers as soon as you enter ground effect.

You are supposed to stay above the glideslope to provide for obstacle clearance all the way to a point where landing is assured. This is usually either the runway lead up lights (MALSR, ALSF, etc) or the runway threshold. Most instrument approaches will include a Threshold Crossing Height on their charts.

Remember, glidepath guidance has its apex or ending point centered on the official precision landing markings (what most people call the thousand footers). This is officially called the aimpoint or aiming point. Large aircraft do not have much float when flaring. They both aim and touch down near the same point. Walk out to a point abeam the thousand footers. You will see the vertical guidance equipment located next to the runway, beside the thousand footer markings.

Your little Cessna floats so much that your aiming point and your touchdown point are not coincident. If you want to land on the thousand footers, you have to aim at the first touchdown marking (the five hundred footers). If you follow the VASI, PAPI, ILS or RNAV glideslope/glidepath all the way down to the ground, you will float past the thousand footers as soon as you enter ground effect.

You are supposed to stay above the glideslope to provide for obstacle clearance all the way to a point where landing is assured. This is usually either the runway lead up lights (MALSR, ALSF, etc) or the runway threshold. Most instrument approaches will include a Threshold Crossing Height on their charts.

During training, focus on landing based on sight picture alone. You will need that when landing on runways with vertical guidance. There are a lot of them. You will also need that skill when doing actual, non-simulated short field and soft field landings. On a real short field landing with a 50 foot obstacle, your aiming point Will be well before the Arrival End of the Runway. It may even be before any concrete starts.

Remember, glidepath guidance has its apex or ending point centered on the official precision landing markings (what most people call the thousand footers). This is officially called the aimpoint. Large aircraft do not have much float when flaring. They both aim and touch down near the same point.

Your little Cessna floats so much that your aim point and your touchdown point are not coincident. If you want to land on the thousand footers, you have to aim at the first touchdown marking (the five hundred footers). If you follow the VASI, PAPI, ILS or RNAV glideslope/glidepath all the way down to the ground, you will float past the thousand footers as soon as you enter ground effect.

Remember, glidepath guidance has its apex or ending point centered on the official precision landing markings (what most people call the thousand footers). This is officially called the aimpoint. Large aircraft do not have much float when flaring. They both aim and touch down near the same point.

Your little Cessna floats so much that your aim point and your touchdown point are not coincident. If you want to land on the thousand footers, you have to aim at the first touchdown marking (the five hundred footers). If you follow the VASI, PAPI, ILS or RNAV glideslope/glidepath all the way down to the ground, you will float past the thousand footers as soon as you enter ground effect.

You are supposed to stay above the glideslope to provide for obstacle clearance all the way to a point where landing is assured. This is usually either the runway lead up lights (MALSR, ALSF, etc) or the runway threshold. Most instrument approaches will include a Threshold Crossing Height on their charts.