I'm sorry Chuck Ellsworth but I have to disagree quite strongly with your assertion about the usefulness of using the far end of the runway as the new aiming point once the flare has begun, and suggest your proposed experiment to prove your point is completely illogical and irrelevant.
Using the far end of the runway certainly does allow the pilot to maintain a high level of situational awareness!
It allows you to:
a. Judge how much runway you have left in front of you
b. Judge the drift at the beginning of the flare, allowing you to make the right amount of initial rudder input, and then reassessing the drift and amount of correction required to keep the nose straight with the runway to touchdown.
c. Eliminates over corrections with the elevator inputs. (This is a big plus.)
The plane virtually lands itself!
Knowing when to start the flare and transfer from your initial aiming point during the approach (usually around 300 metres if you have a threshold crossing height of 50 ft above the threshold and an approach slope of 3 degrees (5%)???
Two words... "Jacobson Flare". Google it! There's also a youtube video in a C172.
I've been using the Jacobson Flare for 25 years, ever since I was flying Piper Warriors in 1987. I've used it on B767's and now the B737. It simply works and anyone who says it doesn't is only showing their ignorance about what it is and what it isn't.
It works on wider runways than you are used to (you're higher than you think), narrower runways (you're lower than you think!). It is great during strong crosswinds (see above about drift).
It's simply brilliant.
Here's is one instructor's take on it. (It has one of the youtube video's linked)
http://aviationmentor.********.com.a...ns-ladder.html