Iceman
 

From what I read, she was using the HUD to fly the ILS, and was concentrating on that.

From the NTSB report, the ILS and the Visual do not match, by a lot.

Glendale
 

In the 707, one would try to touch the rear tires of the trucks on the runway, and let off a little yoke pressure for a grease on.

I think I did that....once.

That's old school... these fancy new planes have Vref = 1.23 Vsr0 :)

I'll Try Once Again ---
 

Even though I can recognize that some have seen my posts, evidenced by their response (including quotes) ... for example: peekay4's post of 22nd Nov 2014 07:01, referenced an earlier post of mine that had apparently gone missing somewhere in the "land of cyberspace" ... but, never let it be said that I'm not opinionated, so ... once again ...

Hello flyingchanges:

NO! NO! NO! NO! MY BAD! MY BAD! A THOUSAND apologies … to all here!!!!!!

When I read your post, I immediately went back to re-read what I thought I had posted … and almost fell out of the chair!!

As I sometimes find myself attempting to address several issues, from several widely different sources, and doing so all at once, cutting and pasting, rewriting some areas of some issues, etc. Generally I come close to keeping all the balls in the air … except for the rare bounce. This was different. I apparently did my cut’n’paste routine and then, like a blind idiot, selected the remainder for posting on PPRuNe which omitted all my cut’n’paste efforts! I went back through my notes, hoping to find what I had written, but I guess I dumped all of that as well. So – let me try again.

What I should have said is the following:

One of the significant factors that make up an understanding of airplane landings is the airspeed to be maintained on final approach … and is referred to as “Vapp.” This would be the airspeed to maintain on final, and is calculated from multiplying the stall speed (Vs) by a multiplier of 1.3 (commonly seen as 1.3Vs) and is then increased by the reported wind value and any gust factor. Once determined, this airspeed is maintained until approaching the runway threshold … where a reduction of that airspeed should begin … so that the airspeed when arriving over the threshold should be 1.3Vs plus the gusting wind value.

Wake up call acknowledged!

I guess that show’s my age – but I’m glad that the industry is progressing to the point where we can be exposed to a process that uses more precise thinking than “rounding up to the next highest integer” for safety’s sake ... derived out of a concern that professional aviators would be flummoxed by having to deal with “two decimal places,” particularly those ending with an “odd” number value.:)