On Jun 26, 10:50*am, a wrote:
OK, we've all heard the "It's a good landing if. . ."
a -- you can walk away from it,
b -- the airplane can be used again.

When the several of us do proficiency rides with each other, we try to
refine that a bit.

My working definition is

c -- if both throttle and yoke move back monotonically from abeam the
numbers onward, and you make the planned turn off without touching
your brakes

I was introduced to a different definition by a guy new to our group
who flies a 182. He has a much better feel for his airplane than I do
for mine -- if I'm *wearing a noise canceling headset I can't hear OR
FEEL (caps intentional) some of his landings when the mains touch the
surface. I know we're down when he lowers the nose wheel, *I tell him
it's easier in a high wing airplane, but later I went out in the M20
alone and did 5 touch and goes, and felt the mains touch down each
time. It's going to take some work to get the rate of descent close to
zero at an altitude of an inch or so.

For the record, my new friend did not land hot -- the stall warning
was chirping.

Anyhow, he can 'grease it on' better than anyone I know. Ideas on
technique to do that are welcome. Yeah, other than practice practice
practice

Actually, practice is the answer as opposed to defining any one thing
that constitutes a good landing.
One of the first things I do with a new instructor is to get them
thinking in terms of teaching flying as a constantly changing dynamic
as opposed to reducing things down to common denominators where "doing
this accomplishes that".
I think it's human nature to attempt to define one act or action that
stands out above all others to make defining a complex act more simple
to understand. A certain amount of this in flying is acceptable, but
the better approach I think is to define all flying as doing whatever
is necessary based on constant motion in a constantly changing 3
dimensional environment to put the airplane where it has to be at any
given moment in time.
This is especially true of landings, where the aircraft is being
operated in that constantly changing environment to ever decreasing
error correction parameters.
Dudley Henriques