More Knots over the fence for Mum and the kids
 

https://www.skybrary.aero/bookshelf/books/900.pdf

In the airline industry it is rare to see pilots fine tuning their airspeed to arrive at the flare right on VREF (conditions being appropriate of course). It is a good bet that mostly their speeds are padded on purpose; or just plain "sloppy" because of long runways and near enough is good enough. Applies to general aviation types as well; hence in this Forum

I was very quickly disabused of that particular way of thinking upon my first visits to some of the one way strips I flew into in PNG.:hmm: As indeed were all who did the same.

Not all of them were/are steep!:ooh:

Some 60-65% of accidents are related to approach and landing.
It is not uncommon to add a few knots for Mum and the Kids, but the result is not always what we want. Some actually think it may be 'safer'. In larger a/c it is common to have a max bug speed of Vref + x, which in my experience is often 15kts. To add 15 kts in adverse conditions in a light a/c is I suggest asking for trouble. In adverse conditions such as involving wind then gusts should be considered, but one rule of thumb is half the gust factor up to the placarded Max add on. If not in the AFM then perhaps 10% of Vref may be a suitable add on. In a s/e Cessna for example that might only mean 6 or 8 kts which if greater extends your float and hope distance with the associated risks, such as forcing a touch down or running out of runway. A suitable touch down point should always be selected for every approach regardless of the a/c type. There are always other factors which may have to be considered, but at a particular speed for any a/c it starts to get dangerous. The accident reports show that.

I learned the hard way what "adding a few knots" will get you. I also know there is another lesson: "subtracting a few knots" that I would rather learn from someone else’s misfortune.

Then there is that old saw, 'Better to run off the end of the runway at 20 knots than crash short at 120'.

How much is too much and /or too little.?

Locally there has been a spate of incidents in the training regime...coming in high...and fast.
No 'aiming point' either...anywhere on the runway will suffice.
Float... bounce.. float... bounce.. float.. nose down collapse, ding, scrape, cloud of dust and a bent aeroplane

Not a good look...see how dangerous light aircraft are !

We've joked about painting some more keys 1/2 way up the strip for those that miss/ignore the first lot.!

V Ref is a 50' threshold crossing speed not the speed you'd be starting the flare. In my experience near enough is most certainly not good enough when it come to airline flying.

Sunfish, I'm not sure that is true for all aircraft? RAAF Mirages come to mind...

ROFL!

Not in the Q400!

DIVOSH!

In Australia? I say Rubbish.

Same for Mirage jets too.