Going back to the discussion of runway touchdown/aiming points, surely the "one technique fits all runways" approach must be too simplistic, because there is a wide variation in runway lengths and associated approach paths/obstacles out there. Each approach to each runway needs consideration on its own merits. This is something that every pilot surely learns as he/she progresses after gaining a licence, assuming that the pilot does more than just fly around their local strip.
For example, at the grass strip where I did much of my PPL training, the longest runway is 1800 feet. Landing on one end, with a significant downslope, you need to fly the final approach close to Vref (say 60 kt in a PA-28, 55 kt in a C152, plus any gust correction) and touch down close in to the threshold. Landing from the other direction is quite different. The touchdown point is one-third of the distance down the runway. Reason: If you try to touchdown closer to the threshold, you might end up in a stand of big oak trees conveniently located under short finals!
The technique in this situation is to use full flap, closely controlled airspeed, and lots of throttle control to carefully control the glidepath. Oh, and I forgot to mention the deep valley just before the trees, where you usually get a nice bit of sink at the wrong moment. Not to mention the "interesting" gusty winds that invariably blow in from the Atlantic most days.
Just cruising down finals with the engine idling isn't a realistic option here!
PAPI's and VASI's?? Forget it! No such high-tech gizmos!