Surely we should be encouraging the flare to be terminated at the correct touchdown point, in view of the runway overruns that occur with almost monotonous regularity? The Jacobson technique is rather complicated for a 'newbie' concentrating on striving for a decent landing and if a gust occurs that means changing the aiming point to further down the runway, then aren't you encouraging deep landings?
Apart from smooth weather conditions, arriving at the flare height also depends very much on the pilot maintaining the correct rate of descent for the Vref and maintaining the visual glide-slope (PAPIS/VASIS if present). Flaring the aircraft also depends on the actual runway length and surface conditions, i.e. a short,wet runway requires a firm touchdown with immediate commencement of retardation, whereas a long,dry runway can allow for some error in the last few feet of the flight.
This Jacobson technique seems more suitable to Microsoft flights - I will stick to the technique (B747) taught to me 20 years ago " at 50 feet radio, transfer your attention to the far end of the runway so that the closing rate of descent can be judged and then ease the nose up a little whilest simultaneously closing the throttles and hold that attitude". So far I have not been called to the office to explain a high 'G' arrival!