General Aviation Landing Flare Instructions

Benbassat, Danny; Abramson, Charles J

doi:10.15394/jaaer.2002.1298

Cited by 6 publications

(6 citation statements)

References 8 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Indeed, there was no evidence of mis-speed for approximately 60% of the landing accidents in the current study. Prior studies (Benbassat & Abramson, 2002a;2002b;2002c) cited poor flaring ability as causal for 18% of landing accidents and addressed the fact that monocular cues required for depth perception and crucial for flaring are developed through experience. Certainly other factors, such as loss of control due to cross-winds or gusting winds, may also contribute to landing mishaps as reported elsewhere (Baker et al, 1996).…”

Section: Discussion Of Resultsmentioning

confidence: 99%

Accident Rates, Phase of Operations, and Injury Severity for Solo Students in Pursuit of Private Pilot Certification (1994–2013)

Boyd¹,

Dittmer²

2016

Journal of Aviation Technology and Engineering

View full text Add to dashboard Cite

Flight training accidents constitute 14% of general aviation accidents. Herein we determined the rates, injury severity, and phase of flight for primary student solo accidents/incidents (mishaps) in Cessna 172 aircraft. Mishaps over the period spanning 1994-2013 were identified from the NTSB database. Student population data were from the FAA. Statistics employed proportion tests, Poisson distribution, and Mann-Whitney tests. Across the study period, 598 mishaps were identified. While the mishap rate increased nearly twofold between 1994/1997 and 2002/ 2005, a 35% decline was evident thereafter. Nevertheless, no statistical difference in mishap rates was evident between the initial and current periods. Over 90% of mishaps resulted in no or minor injuries. However, 97% of involved aircraft incurred substantial damage and no incidents were reported. While the percentage of takeoff accidents climbed twofold , landing accidents accounted for .70% of all mishaps and remained unchanged over the 20 years. Over one-third of landing accidents were related to excess speed. Landing speed computation for a solo flight with an average weight trainee indicated an 11 knot lower V-ref than that for a Cessna 172S at maximum weight. No statistical difference was evident between the two genders for most phases of operation, although females were overrepresented for excess speed landing accidents. Landing accidents, one-third of which relate to excess speed, continue to challenge primary students. The importance of landing speed control, in the context of reduced aircraft weight, should receive additional emphasis in flight instruction.

show abstract

Section: Discussion Of Resultsmentioning

confidence: 99%

Accident Rates, Phase of Operations, and Injury Severity for Solo Students in Pursuit of Private Pilot Certification (1994–2013)

Boyd¹,

Dittmer²

2016

Journal of Aviation Technology and Engineering

View full text Add to dashboard Cite

show abstract

“…Inconsistent landing flare instructions and comments like “just about now begin to flare” or “you’re too high!” increase the frustration of not knowing when to initiate the landing flare (Benbassat & Abramson, 2002c; Bramson, 1982; Penglis, 1994). Penglis (1994) concluded that “the reason no student knows where the ground begins is because the method we use to teach landings to students is wrong and does not work” (p. 91).…”

Section: Discussionmentioning

confidence: 99%

Ranking Pictorial Cues in Simulated Landing Flares

Benbassat

Konopasky

Dong

2021

Aviation Psychology and Applied Human Factors

Self Cite

View full text Add to dashboard Cite

Abstract. Two-dimensional pictorial cues provide depth perception information that help pilots initiate the landing flare 10–20 ft from the ground. Although prior studies established the importance of three specific cues, they failed to rank-order their importance. This exploratory paper presents two studies, with different methodologies, that examine the effect of these pictorial cues on depth perception. In both studies, participants experienced simulated scenarios and attempted to initiate the landing flare 10–20 ft above ground level. Study 1 included 121, and Study 2 included 141, naïve participants with no prior flight experience. Combined, the findings suggest that flight instructors, training literature, and airport architects should emphasize the runway above all other pictorial cues.

show abstract

“…Thus, if a perceived critical height strategy is involved in timing the flare, it appears that monocularly available height information must be sufficient for the successful execution/completion of this task (see also Benbassat & Abramson, 2002a).…”

Section: Experience On Timing the Landing Flarementioning

confidence: 99%

“…Interestingly, actual aircraft landings performed under monocular viewing conditions have been found to be as accurate as those performed under binocular viewing conditions (e.g., Grosslight, Fletcher, Masterton, & Hagen, 1978;Lewis & Krier, 1969;Lewis, Blakeley, Masters, & McMurty, 1973). Thus, if a perceived critical height strategy is involved in timing the flare, it appears that monocularly available height information must be sufficient for the successful execution/completion of this task (see also Benbassat & Abramson, 2002a). Grosz et al (1995) found little support for any of the three above-mentioned strategies in their flight simulator study, where three jet transport pilots actively controlled 126 simulated landings from a distance of 5 km from the runway to touchdown.…”

mentioning

confidence: 99%

Effects of scenery, lighting, glideslope, and experience on timing the landing flare.

Palmisano¹,

Favelle²,

Sachtler³

2008

Journal of Experimental Psychology: Applied

View full text Add to dashboard Cite

This study examined three visual strategies for timing the initiation of the landing flare based on perceptions of either: (a) a critical height above ground level; (b) a critical runway width angle (Psi); or (c) a critical time-to-contact (TTC) with the runway. Visual displays simulated landing approaches with trial-to-trial variations in glideslope, lighting, and scene detail. Twenty-four participants (8 private pilots, 8 student pilots, and 8 nonpilots) were instructed to initiate the flare when they perceived that their TTC with the runway (30 m wide by 840 m long) had reached a critical value of 2 seconds. Our results demonstrated a significant effect of flight experience on flare timing accuracy and dominance of the height-based strategy over the runway-width-angle and TTC-based strategies.

show abstract

General Aviation Landing Flare Instructions

Cited by 6 publications

References 8 publications

Accident Rates, Phase of Operations, and Injury Severity for Solo Students in Pursuit of Private Pilot Certification (1994–2013)

Accident Rates, Phase of Operations, and Injury Severity for Solo Students in Pursuit of Private Pilot Certification (1994–2013)

Ranking Pictorial Cues in Simulated Landing Flares

Effects of scenery, lighting, glideslope, and experience on timing the landing flare.

Contact Info

Product

Resources

About