All what's aboe is correct if you follow that you should be fine.The way i do it goes a little step further in order to line up with the runway at touchdown i will describe the full procedure how i do it.First before the ils i make sure that (in the 744) i have flap 5 before i intercept the locolizer once established i select flaps 10 as soon as the glideslope comes alive i select flaps 20 when i captured the glideslope i lower the gear at 1500FT AGL i select flaps 30 then i switch off the autopilot and autotrottle and keeping an eye on the flight director for the locolizer and glideslope i also look at the wind indicator where it's comming from and with how many knots untill 200FT then i look outside based on that i use the rudder to compansate with the wind and the runway centerline at 50 feet i set the trottle to idle and start to flare between 100 and 200ft and put her down gentlyThat's how i do it i hope it helps

I find it that the more concentrated you are on a landing, the worst it will come out.Landing in a chilled mood gives sweet romantic kissing with the runway on my my side.

Not really! A good landing is made from the top of the glide slope! In other words fly it accurately with small inputs and you won't sweat. As long as you walk away from the landing of course!!vololiberista

I manually enter the data in the FMC and manually engage the AP,,, I thought that was a manual landing? :(

Not really! A good landing is made from the top of the glide slope! In other words fly it accurately with small inputs and you won't sweat. As long as you walk away from the landing of course!!vololiberista

I guide myself with the PAPI lights and overall speed feeling. I find it uneasy to look at the pfd while landing for anything else than speed (Which also makes me uneasy).Call me crazy but I can feel if the speed is right :(

Hi Sebastian,I am surprised at the number of answers stressing the need to practice.Of course, practice is necessary, but if you are not applying the correct technique, you can practice forever and never achieve good - and repeatable - resultsFirst of all, you should know that, whatever landing mode you are in (manual or automatic), you should not make ANY configuration change in the last stretch. 50 ft is way too low for turning off AT. At that height, you should concentrate entirely on piloting if you are in manual mode. And turning off AP as soon as possible will help you get a feel for what is happening to your plane (drift) and make the proper corrections in time.From what I know (and if any rw commercial pilot wants to step in and correct me, please do), in regular airline operation, if you are not stabilized in the final configuration (flaps, slats, AP/AT etc.) at a given height (1000 ft above the ground), you MUST GO AROUND.If you have trouble with cross wind (and who wouldn't ?), here is a link to a good discussion on the topic on this forum.http://forum.avsim.n...dder-technique/which refers to a very good wiki article on the topichttp://en.wikipedia....osswind_landingIn short, small planes (or ultralights, which I fly), land with the windward wing lower than the other wingBut for airliners, in crosswind conditions (and dry runway), the most frequently used technique is crabbing/decrabbing.Hope this helps you keep that centerline ...centeredBruno

What I said further up is the key. "A good landing is made at the top of the glide slope". Don't even think about landing if your a/c has not been stable for at least the last 1,500ft. Scrub it and go around. Don't even try a landing unless you can make a cast iron gold plated reason for doing so. I don't mean being late for supper!!!!! In bad weather forget about the dead heads in the back and positively bang it through the standing water. If you aquaplane on a restricted length rwy you are lost. So check the the rwy is long enough in bad conditions for the a/c to slow down. If you are aquaplaning, standing on the brakes has little or no effect so you need 5 times the length of the dry stopping distance. In a cross wind don't side slip a passenger jet. Crab it. A passenger jet has a huge amount of momentum so sideslipping it means it will likely go away from you, and you will end up with a quantity of strawberry jam covering the touch down zone. If you even get that far!! Also make sure in bad weather to always select full flaps in the final stage of your approach. If you loose your tyres or skid off the rwy at least your passengers can slide off the wings. I could go on but I will say that I still think it would be a good idea to go up in a real a/c to understand why the sim is not remotely like real life in terms of handling, feed back and decision making.vololiberista

But for airliners, in crosswind conditions (and dry runway), the most frequently used technique is crabbing/decrabbing.

While that's true and your advice is good, I think he's going to find it difficult to properly crab/debrab without rudder control.

Hi Sebastian,I am surprised at the number of answers stressing the need to practice.Of course, practice is necessary, but if you are not applying the correct technique, you can practice forever and never achieve good - and repeatable - resultsFirst of all, you should know that, whatever landing mode you are in (manual or automatic), you should not make ANY configuration change in the last stretch. 50 ft is way too low for turning off AT. At that height, you should concentrate entirely on piloting if you are in manual mode. And turning off AP as soon as possible will help you get a feel for what is happening to your plane (drift) and make the proper corrections in time.From what I know (and if any rw commercial pilot wants to step in and correct me, please do), in regular airline operation, if you are not stabilized in the final configuration (flaps, slats, AP/AT etc.) at a given height (1000 ft above the ground), you MUST GO AROUND.If you have trouble with cross wind (and who wouldn't ?), here is a link to a good discussion on the topic on this forum.http://forum.avsim.n...dder-technique/which refers to a very good wiki article on the topichttp://en.wikipedia....osswind_landingIn short, small planes (or ultralights, which I fly), land with the windward wing lower than the other wingBut for airliners, in crosswind conditions (and dry runway), the most frequently used technique is crabbing/decrabbing.Hope this helps you keep that centerline ...centeredBruno

I agree that disengaging the A/T that late is disrupting the concentration you need to fly the aircraft. I always disengage A/T before disengaging the A/P.Make small corrections but as many as you need and all the way up to the runway. http://www.youtube.com/watch?v=txLUl1LwJw4Try to stay in the approach profile by noticing changes in the runway geometry and off course by flying the PAPI's.Use all the concentration you have in your body. As soon as that centerline starts to move, correct it!As you are over the threshold (or flaring), move your eyefocus further down the runway.Always aim to land in the TDZ (the white blocks). Don't hold the ACFT off but do a firm positive landing. A kiss landing is only justified in good weather conditions with long runways. Anyway, if you cause an accident (or incident) by making a kiss landing you will have some explanation to do!If you land with crosswind, when flaring drop the wing at the "windside" and decrab with the rudder. Do this firmly.Flare slightly. Correct your flare when needed to get the ACFT touching the runway.Don't land if you are not well aligned, at correct speed and at the correct position on the runway. Go around! It will motivate you to land better.When disabling the A/P, recycle the Flight Director.Missed approach altitude must always be set before final approach. Always have a plan to make a correct missed approach.I read here somewhere flaps 20 for the missed approach. I think it's flaps 15 for B737.For me a good way to practice is to train Touch and Goes by joining the VFR circuit. Start for example to fly the VFR circuit at 1500' AGL and then gradually drop to 800' AGL. You fly a bit faster because you do this at flaps 15 speed, making things a bit more challenging.Best Regards,Bert Van Bulck

Wow, so many of you got involved in the discussion, that's really nice, thanks :(. You actually have got me now repeating my saved approach for two hours so far testing your advice. Sometimes it's fine and sometimes (or often I should say ) it's not. But I keep practising.Does anyone know how I can check my touchdown rate (ft/m) in FSX? I saw that FSPassengers shows this in the flight summary, but it probably takes the data from the sim...Cheers

Wow, so many of you got involved in the discussion, that's really nice, thanks :(. You actually have got me now repeating my saved approach for two hours so far testing your advice. Sometimes it's fine and sometimes (or often I should say ) it's not. But I keep practising.Does anyone know how I can check my touchdown rate (ft/m) in FSX? I saw that FSPassengers shows this in the flight summary, but it probably takes the data from the sim...Cheers

You mean check your touchdown rate after you landed? In FS9 I use instant replay to evaluate my landings.

You mean check your touchdown rate after you landed?

Yes, exactly. I also use the instant replay, but don't see any numbers. Can I toggle them on somewhere? Shift+Z gives the position, elevation, winds, etc. but not the touchdown rate...

==A Couple of things i dont think have been mentioned, if they have i will irriterate them..Try landing at a familiar airport, get the ILS frequency for it and put it into the nav1.. You can follow the flight directors until +500ft and then go visual..Someone said you dont need to take off the autothrottle.. you certainly DO! Speed managment is one of the most important things about the approach,, if you are a little low, instead of pitching up immiedetly give a little more thrust and the aircraft will reduce its rate of descent.Really really practice the releationship between thrust and angle of attack! When you crack this [very much overlooked] part of flying,, you will have it in the bag!==Also get to a stage of the approach say 3000ft out, in landing [or so] config and press the colon on your keyboard, this will save the flight and systems.. After u land and vacate, just re load again, and again and again :)

==Someone said you dont need to take off the autothrottle.. you certainly DO!

It depends on the aircraft. You are not going to be taking the a/t off in say the MD-80.

Yes, exactly. I also use the instant replay, but don't see any numbers. Can I toggle them on somewhere? Shift+Z gives the position, elevation, winds, etc. but not the touchdown rate...

I look at the PFD :)Best Regards,Bert Van Bulck

It depends on the aircraft. You are not going to be taking the a/t off in say the MD-80.

A Ryanair captain told me that they are not allowed to fly a 737NG with AT on during approach if you have disengaged the AP. Other 737 operators on the other hand, at least according to this thread, demands that AT is on even during manual flying. In that same thread someone states Boeings recommendation: "From the 737 FCTM: "To simplify thrust setting proceduers, AT use is recommended during T/O and CLB in either automatic or manual flight. During all other phases of flight AT use is recommended only when the autpilot is engaged.""