Wow, what an epic journey it has been to learn consistent landing techique with the NGX; at least for me personally. I studied the FCOM, read and re-read forum posts here on the subject, scoured the internets for real pilots' input, etc., and no matter what I would either float all the way to France or slam down hard on the runway during landings. Occasionally I would make an acceptable landing somewhere in the vicinity of the TDZ, but it was a random event at best.Use the TVV on the HUGS to target your landing spot on the runway, flare subtley to about 3 degrees NU and hold that attitude while smoothly reducing power, don't try to hold it off the runway, do this at 30 ft or 20 ft or 10 ft RA depending on landing weight, CG, wind component, blah, blah, blah. Float, slam, float, slam, slam, float. I never got consistant results by plugging in all manner of these published 'formulas' and it was more than frustrating.What bothered me most was that the NGX was the ONLY FSX aircraft I was having any trouble at all landing. I've been greasing the A2A P-40 and B-17. The RealAir Turbine Duke literally feather touches onto the runway perfectly on the 1500 ft markers without fail. My Lotussim L-39 does exactly what I want it to do each and every time. The NGX, however, was a crap shoot at best in regards to landings.Then it finally hit me: fly the damn thing and don't even think about it. The HUGS got stowed in the UP position, the altitude callouts were turned off in the options menu, and I totally disregarded everything I'd ever read about proper landing technique with the 737. From now on it was going to be totally instinct and seat of the pants landing. I maintain glidepath, smoothly reduce power when it 'feels' right, flare dynamically to put the aircraft squarely on the 1500 ft markers, and pay no attention to anything else but the runway in front of me. I can't begin to tell you at what altitude I begin reducing power or commencing flare. I have no idea how many degrees NU I'm flaring. I don't hold landing attitude at all either; rather, I continually adjust pitch until touchdown to keep the percieved rate of descent and aimpoint on the runway where I want it. Overall results: near perfect landings consistantly at or about -50ft per minute at touchdown and the aircraft squarely down on TDZ target. Who knew. The NGX went instantly from being the most frustrating and unpredictable aircraft to one of most fun and consistant in terms of landing behavior.But wait, I am risking tailstrike with this reckless and hysterical attitude or something, right? No, Mr. Boeing, YOU are risking getting your tail striked by the pointy end of my boot with your 'landing formulas'. :) Total anarchy. -Hobart Escin

Edited February 16, 201214 yr by Hobart_Escin

... and that's how it's done! Nice work, Hobart :)

That's great, you just went from trying useless info to actually flying the aircraft, which is what pilots do.. Congrats.

Glad to see airmanship prevailed in the end. Goon on ya!Ash Frew.

Wow, what an epic journey it has been to learn consistent landing techique with the NGX; at least for me personally. I studied the FCOM, read and re-read forum posts here on the subject, scoured the internets for real pilots' input, etc., and no matter what I would either float all the way to France or slam down hard on the runway during landings. Occasionally I would make an acceptable landing somewhere in the vicinity of the TDZ, but it was a random event at best.Use the TVV on the HUGS to target your landing spot on the runway, flare subtley to about 3 degrees NU and hold that attitude while smoothly reducing power, don't try to hold it off the runway, do this at 30 ft or 20 ft or 10 ft RA depending on landing weight, CG, wind component, blah, blah, blah. Float, slam, float, slam, slam, float. I never got consistant results by plugging in all manner of these published 'formulas' and it was more than frustrating.What bothered me most was that the NGX was the ONLY FSX aircraft I was having any trouble at all landing. I've been greasing the A2A P-40 and B-17. The RealAir Turbine Duke literally feather touches onto the runway perfectly on the 1500 ft markers without fail. My Lotussim L-39 does exactly what I want it to do each and every time. The NGX, however, was a crap shoot at best in regards to landings.Then it finally hit me: fly the damn thing and don't even think about it. The HUGS got stowed in the UP position, the altitude callouts were turned off in the options menu, and I totally disregarded everything I'd ever read about proper landing technique with the 737. From now on it was going to be totally instinct and seat of the pants landing. I maintain glidepath, smoothly reduce power when it 'feels' right, flare dynamically to put the aircraft squarely on the 1500 ft markers, and pay no attention to anything else but the runway in front of me. I can't begin to tell you at what altitude I begin reducing power or commencing flare. I have no idea how many degrees NU I'm flaring. I don't hold landing attitude at all either; rather, I continually adjust pitch until touchdown to keep the percieved rate of descent and aimpoint on the runway where I want it. Overall results: near perfect landings consistantly at or about -50ft per minute at touchdown and the aircraft squarely down on TDZ target. Who knew. The NGX went instantly from being the most frustrating and unpredictable aircraft to one of most fun and consistant in terms of landing behavior.But wait, I am risking tailstrike with this reckless and hysterical attitude or something, right? No, Mr. Boeing, YOU are risking getting your tail striked by the pointy end of my boot with your 'landing formulas'. :) Total anarchy. -Hobart Escin

Video or it didn,t happen :D.My experience with landing a NGX is a bit tough. When I first bought the NGX I used gamepad for FS and I would land it perfectly every time. When my gamepad got broken up I got a Saitek Flight Yoke Pro. It took me some time, but in the end I learned to land it properly to, although not as good as I would with gamepad. Later I did a mod for my yoke and now about a month with it I hadn't a single good acceptable landing. In about 20 landings I end up crashing ~18 times. Those rest ~2 times are pure coincidence that I land without crashing.

Good work and each to their own with technique through hands on flying. Shes a beauty hey.

I don´t have a lot of problems bringing that babe down. Just fly Vref speed till 50 ft RA, then engines to idle and settle down. But I´m glad you got it. I wish you may hours of joyful flying.

The 737 will always be a slippery aircraft to fly. It isn't 'heavy' like the big jets (747). The 767 can even be a little tricky too.Don't have the right speed on flaring you will have to flare less or more judging by your airspeed. A 747 is more forgiving and the 777 too.I have been told by 737 Pilots that the 737 is the sports machine (Ferrari) of the skies. You can practically fly it like a fighter!Anyhow the best formula for flaring is this.At 30 ft just pull up a little bit on the stick to slow the rate of descent.At 15-20ft if it hasn't slowed as much as you like, pull up a little more. Not too much, the 737 will go where you point it!!!Basically from 30 ft you will see by your position to the runway on how much you need to adjust it. Just little by little to soften the touchdown. A pilot familiar with his bird will do it perfect every time. Depending on weather conditions though.Dmitrij, the best advice I can give you is get the Thrustmaster Pro. (with throttle).Apart from spending thousands of $$$$ on a floor based accurate yoke and more thousands on a 737 throttle, it is the most economic form of flight simulation yoke.Then, to top it off, practice flying the Cessna. Now that is one aircraft that you should master. Learn to hold the yoke back until it doesn't go back anymore and the 172/152 just drops onto the runway smoothly.By mastering the small things in life, you will soon master the BIG things.[Do circuits in the Cessna, and if you really want to be a good pilot, get some REAL flight training=if you can't afford it there might be some flight training videos on youtube or something]

Edited February 24, 201214 yr by IAF747

Wow, what an epic journey it has been to learn consistent landing techique with the NGX; at least for me personally. I studied the FCOM, read and re-read forum posts here on the subject, scoured the internets for real pilots' input, etc., and no matter what I would either float all the way to France or slam down hard on the runway during landings. Occasionally I would make an acceptable landing somewhere in the vicinity of the TDZ, but it was a random event at best.Use the TVV on the HUGS to target your landing spot on the runway, flare subtley to about 3 degrees NU and hold that attitude while smoothly reducing power, don't try to hold it off the runway, do this at 30 ft or 20 ft or 10 ft RA depending on landing weight, CG, wind component, blah, blah, blah. Float, slam, float, slam, slam, float. I never got consistant results by plugging in all manner of these published 'formulas' and it was more than frustrating.

The issue here seems to be that you are using Instruments to conduct a (manually flown) Visual approach and landing. While these formulas are stastically correct guides, it does not help to be focusing on instruments at the detriment of the "Visual Picture" when conducting a visual manuver. At the point that you stop using the Flight Director (on the PFD) glideslope and localizer as your primary reference, then your primary reference should be - eyes out the window.

Then it finally hit me: fly the damn thing and don't even think about it.

But you are thinking about it. You are redirecting your focus from Instrumentation to the "Visual Picture", no longer conducting an Instrument approach, but transitioning to a Visual approach for the landing and flare... exactly the same way pilots are taught to land Cessnas (I did 23 lessons in C172 aircraft, albeit 9 years ago, and can confirm this).What you have discovered is how to land a plane. The only time you should really need all that formulas HUGS and radar altimeter stuff is when it's so foggy rainy and dark you can't see the whole length of the runway from a couple of miles away.Glad you figured it out, I'm sure there's sim pilots out there still staring at instruments in CAVOK unable to figure out why they can't land properly. For me there's only 1 instrument I care about on final approach after transitioning to Visual. The Indicated Airspeed. The rest of the information, (decent rate, altitude, localizer and glideslope) is presented in an easy to see format on that very large analogue ultra-high definition infinity FPS "instrument" called "the window".Best Regards,Trent Hopkinson

Edited February 24, 201214 yr by hopskip

I subscribe to a "Real World" aviation magazine that has a regular column written by an airline pilot, currently flying B-757's . He indicates that another pilot's first flare and touchdown in an airliner type new to him is when the Check Pilot's adrenalin is usually at it's peak. He described one incident where he was the Check pilot, and after a near perfect flight, the new Captain automatically reverted to the landing flare procedure that was proper for his former aircraft type. It did not work at all well for the B-757. The result was an embarressing "bowling ball thump" on touchdown. While no damage resulted, and he got his type rating, the cabin crew did not let their new captain forget his mistake. I doubt that he ever did it again.A fact that surprised me was that the Captain on a given flight may have never even been in the cockpit of that particular type of airplane prior to taking command. The transition training from a different type, at least for this particular (major and international) airline, is all done on a simulator.However the new Captain is required to make his first "type qualification" flight with a Check Pilot in the cockpit with him.Tom Hill

I think after some expereice with the NGX that the other payware like QW757 are just too easy to land, not realistic.

Wow, what an epic journey it has been to learn consistent landing techique with the NGX; at least for me personally. I studied the FCOM, read and re-read forum posts here on the subject, scoured the internets for real pilots' input, etc., and no matter what I would either float all the way to France or slam down hard on the runway during landings. Occasionally I would make an acceptable landing somewhere in the vicinity of the TDZ, but it was a random event at best.Use the TVV on the HUGS to target your landing spot on the runway, flare subtley to about 3 degrees NU and hold that attitude while smoothly reducing power, don't try to hold it off the runway, do this at 30 ft or 20 ft or 10 ft RA depending on landing weight, CG, wind component, blah, blah, blah. Float, slam, float, slam, slam, float. I never got consistant results by plugging in all manner of these published 'formulas' and it was more than frustrating.What bothered me most was that the NGX was the ONLY FSX aircraft I was having any trouble at all landing. I've been greasing the A2A P-40 and B-17. The RealAir Turbine Duke literally feather touches onto the runway perfectly on the 1500 ft markers without fail. My Lotussim L-39 does exactly what I want it to do each and every time. The NGX, however, was a crap shoot at best in regards to landings.Then it finally hit me: fly the damn thing and don't even think about it. The HUGS got stowed in the UP position, the altitude callouts were turned off in the options menu, and I totally disregarded everything I'd ever read about proper landing technique with the 737. From now on it was going to be totally instinct and seat of the pants landing. I maintain glidepath, smoothly reduce power when it 'feels' right, flare dynamically to put the aircraft squarely on the 1500 ft markers, and pay no attention to anything else but the runway in front of me. I can't begin to tell you at what altitude I begin reducing power or commencing flare. I have no idea how many degrees NU I'm flaring. I don't hold landing attitude at all either; rather, I continually adjust pitch until touchdown to keep the percieved rate of descent and aimpoint on the runway where I want it. Overall results: near perfect landings consistantly at or about -50ft per minute at touchdown and the aircraft squarely down on TDZ target. Who knew. The NGX went instantly from being the most frustrating and unpredictable aircraft to one of most fun and consistant in terms of landing behavior.But wait, I am risking tailstrike with this reckless and hysterical attitude or something, right? No, Mr. Boeing, YOU are risking getting your tail striked by the pointy end of my boot with your 'landing formulas'. :) Total anarchy. -Hobart Escin

Video!!!Bert Van Bulck

So, ''hobart_escin'', show us how you can land this damn thing like this one :(:

http://www.youtube.com/watch?v=dilwI9uT_iA

Edited February 26, 201214 yr by nikita

http://www.youtube.com/watch?v=4NuwtaK3oLsThis would be my best landing to date.

Edited February 26, 201214 yr by Joel

http://www.youtube.com/watch?v=4NuwtaK3oLs

This would be my best landing to date.

You know what? That was actually a picture perfect landing. Center-line, perfect rudder kick with no side-loading, soft yet at the touchdown zone.Can you do it on one engine with no flaps? :(