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FAQ #6 Update: Landing by night – just as by day – the Jacobson Flare

FAQ #6 Update: Landing by night – just as by day – the Jacobson Flare

A recent question became a timely reminder that an expanded explanation on how to adapt the Jacobson Flare principles to night landings was overdue. So, for current exponents of the JF, here is a suggestion that can tune your night landings into the same, exacting standards that you are now achieving, by day. It updates the information, previously found in FAQ #6, at https://www.jacobsonflare.com/our-most-frequently-asked-landing-questions/

Disclaimer

This is a technical dissertation, intend primarily for more-experienced pilots and to provide an interim supplement to the Jacobson Flare App. Less-experienced pilots are advised to treat the information contained herein, as information, only. Please, do NOT attempt to apply the information, contained herein, if you are a new or yet-to-be user of the Jacobson Flare.

It’s generally NOT a good idea to do anything in an airplane, for the very first time! By this we mean, do it with someone, preferably a flight instructor, who has done it before. Your safety is paramount. So, become proficient at using the Jacobson Flare by day, before attempting to apply it at night.

This information is directed more specifically to pilots of 4-6 place single- and twin-engine-airplanes, below 12,500lb/5,700Kg MTOW, operating onto runways without glideslope guidance.

Any study or application of this content should not be rushed, if full comprehension is to be achieved.

Pilots of larger airplanes should be able to relate the principles to their current airplane, although the aircraft landing lights generally illuminate the runway fixed distance markings well, which helps to identify both the correct visual aim point 1 and the pre-calculated flare cut-off point for the airplane type. Alternatively, please feel welcome to contact info@jacobsonflare.com for further information.

 

Background

Early in the research and development of the Jacobson Flare, around 1985-87, I was a civilian flight instructor at the RAAF Point Cook Flying Club, in addition to my full-time career as an airline transport pilot – at that time, a DC-9-30 line training captain with Trans-Australia Airlines (TAA)/Australian Airlines.

I am not ex RAAF, myself, but was in the ‘right place/right time’, from 1983-89), in a more-or-less voluntary capacity.

The following technique was flight-tested and proven, in C150, PA-28 and PA-38 aircraft, on Runway 17 at RAAF Base Williams, at Point Cook -YMPC – a classic  ‘black-hole’ runway, at night, located SW of Melbourne.

When headed away from the lights of Melbourne city, the immense Port Phillip Bay is the black backdrop and, depending on the prevailing conditions. it can be difficult to discern the horizon. The lights of the Melbourne SE shoreline suburbs are not much help, either, when late on final approach for a landing on 17.

There is no T-VASIS, PAPI or ILS glideslope to ‘hang your hat on‘, so it was a ‘Mk 1 eyeball’ approach. However, this solution proved to work perfectly at YMPC and can be adapted easily to the night situation, at other locations.

Note: If visual glideslope guidance, such as a PAPI system, is available at a particular airfield, then the PAPI aim point comparison calculator (standard in the Jacobson Flare App), together with the published runway edge lighting spacing and the following information, can be applied to ascertain and then optimise the actual PAPI aim point 1 and flare cut-off point for the subject aircraft, in night operations.

Let’s take a look at the following standard 5 JF considerations, to re-examine what we use by day and what we can adapt for night landings.

Note: The ft/m conversions have been rounded, for convenience. This makes no practical difference to the landing outcome.

 

The 5 Jacobson Flare Considerations – Applied to Night Operations

  1. Where to aim?

The JF-suggested visual aim point, for 4-6 place single- and twin-engine-airplanes below 5700Kg MTOW, located at 300ft/90m from the threshold is still ‘King’, to assure approximately 10ft threshold clearance of the main landing gear (MLG). By day it’s the ’top’ of the first centre line mark, past the runway numbers. So it is, normally, by night. Now, the runway edge lighting is a great reference, as you can use the normal (i.e., 90º) axes across the parallel pairs of edge lights, to determine suitable longitudinal references for both the aim point 1 and the flare point.

The standard runway edge lighting spacing is 60m , but a detailed check of this information confirms RAAF Point Cook -YMPC has a non-standard spacing of 85.6m (approx 90m). Like many things in aviation, edge lighting spacing is not as standard as it might be: For example, Australia’s busiest GA training aerodromes: Adelaide Parafield YPPF 03L/21R, Brisbane Archerfield YBAF 10L/28R, Melbourne Moorabbin YMMB 13L/31R and 17L/35R and Sydney Bankstown YSBK 11C/29C, have their runway edge lighting spaced at approx 90m intervals, yet Perth Jandakot YPJT 06L/25R and 12/30 has the runway edge lighting spaced at the standard 60m intervals.

Fortunately, these variations are covered by the 1:20 tolerance of the unique longitudinal flare point principle of the Jacobson Flare. This point is explained, below, in 3. When to flare?

Note: In addition, YSBK 11C/29C and YPJT 24R each have 3º PAPIs, with 25ft MEHTs.* (*Minimum Eye Height at Threshold) 

By night, the runway threshold is marked by the standard runway threshold green lights.

  • At 200ft/60m standard spacing, the 300ft/90m aim point 1 would lie mid-way between the axes of the first and second pairs of edge lights; the flare cut-off point is 100ft/30m back from aim point 1, at 200ft/60m, exactly on the axis of the first row. See the 60m spacing illustration in Fig 1, below:

 

Fig 1

 

  • At 300ft/90m spacing, aim point 1 would fall exactly on the axis across the first pair of edge lights, at 300ft/90m. However, the flare cut-off point would lie 100ft/30m back from there, at 200ft/60m, unserved by any usable or consistent visual cue at night, except the aircraft landing lights. See the 90m spacing illustration in Fig 2, below:

Fig 2

 

Having different aim- and flare-point indicator cues at night, for the same actual aim and flare point locations is less than ideal; and you may or may not have the luxury of being able to check the light spacing before you land somewhere. In any case, the quality of this data may not be all that accurate.

So, to keep things simple, consistent and conservative, let’s establish a single, consistent assumption for all aerodromes that you are likely to use at night:

We have established above that, at 200ft/60m standard spacing, the 300ft/90m aim point 1 would lie mid-way between the axes of the first and second pairs of edge lights; the flare cut-off point is 100ft/30m back from aim point 1, at 200ft/60m, exactly on the axis of the first row.

Now, if the spacing was actually 300ft/90m – BUT, we aimed at the same NIGHT aim point 1, mid-way between the axes of the first and second pairs of edge lights, then the ACTUAL aim point 1 location would be located at 450ft/135m, somewhat deeper.

Given that the certified landing distance is factored (increased) by 67%, this is not a practical issue, as long as the approach is flown accurately, within +5/-0kts. See the 90m spacing illustration in Fig 3,  below:

Fig 3

  1. How to aim?

No change is needed. Fly the same aim point 1/glare shield relationship as by day, controlled with the elevators and the airspeed controlled with power/thrust – to achieve the essential stable approach path.

Aim point 1, as discussed above, is the mid-point of the imagined axis, longitudinally mid-way between the axes of the first and second pairs of edge lights; in other words, the centre of the black space between the first 4 edge lights.

Now, many pilots find that, at night, things seem to be happening ‘faster than by day’, as the airplane approaches the runway, on short final. This may be due to our eyes ‘zooming-in‘, like a camera lens, on the pre-dominant object in the pilot’s view: the runway shape, outlined by the threshold and edge lighting. The rest of the airfield is often very dark.

It has been found very useful to imagine the airfield as it appears by day, or imagine wearing night-vision goggles, so the visual field more resembles the daylight view: the pilot’s eyes don’t ‘zoom-in‘ and the approach groundspeed appears more ‘normal‘.

 

  1. When to flare?

This where the 1:20 advantage of a longitudinal flare point assists, greatly. We already know that the flare cut-off point is 100ft/30m back from aim point 1 – for 4-6 place single- and twin-engine-airplanes, below 5700Kg MTOW.

For 200ft/60m spacing, aim point 1, mid-way between the axes of the first and second pairs of edge lights, is perfectly located at 300ft/90m, so the flare point will be located on the axis through the first pair, at 200ft/60m, exactly as by day.

As stated above, if the spacing was 300ft/90m – and we aimed at the same NIGHT aim point 1 cue, mid-way between the axes of the first and second pairs of edge lights then the ACTUAL aim point 1 location would be located at 450ft/135m, somewhat deeper. The correct flare cut-off point for that aim point location would lie 100ft/30m back from there, at 350ft/105m.

However, to be consistent with the 200ft/60m case, we might wish to use the same flare point indicator, namely the axis of the first pair of edge lighting, at 300ft/90m. This would create an actual flare cut-off distance of 150ft/45m: an error of 50ft/15m.

Yes, it’s a little earlier – and correspondingly higher, BUT:

The longitudinal error is 50ft/15m: Applying the 1:20 advantage, (dividing by 20) indicates a diminished vertical error of just 2.5ft/0.75m. This is well within the vertical tolerance of any landing, flared using the conventional ‘educated guess’ of height.

Speaking of flare point tolerance, it has been found useful to regard the flare point much like a CG, lying within an acceptable range between a forward and an aft limit. This an example of that comparison. Now, at a normal 3-4º approach path angle and flaring over the usual 4-seconds to a new aim point 2, probably at least 2000ft/600m away, or even further, it makes little difference whether you flare at the aft limit, the forward limit, or anywhere in-between: it is relatively insignificant.

Review Figs 1 and 3, above: The edge lighting spacing is different, but we can use the same visual cues for both the aim point 1 and the flare point, for runway edge lighting spacing of 60-90m spacing and the 4-second flare will smooth out the variations in actual flare cut-off distance, between the aim point 1 and the flare point, due to the 1:20 tolerance of using a longitudinal flare cue.

 

Finally, use EVERY cue at your disposal, including your experienced assessment of vertical flare height, too. Triangles still have three sides! We might as well use all of them.

Airline fleets and other advanced types offer the added advantage of computer-generated call-outs of ‘100..50.. 40.. 30.. 20.. 10‘ ft radio altitude (‘radalt‘), from the ground proximity warning systems (GPWS). However, these are still subject to certain limitations, such as radio interference and the mathematical fact that, on the standard 3º flight path angle, every +/- 1ft vertical error compounds as a longitudinal error of +/- 20ft respectively, along the runway.

 

  1. How much to flare?

Again as by day, transition to aim point 2, at the end of the runway lights. For a runway of uniform slope – not necessarily level –  this is the same as used by day: the upwind threshold.

For undulating runways:

Where the landing zone is located on a downhill slope, aim point 2 is relocated to the ‘bottom end‘ of that downhill slope, before the runway becomes more level; geometrically, the flare cue will occur later/lower than the level-runway case. (* See this app Pp 93-95)

Where the landing zone is located on an uphill slope, aim point 2 is relocated to the ‘top end‘, or ‘brow‘ of that uphill slope, before the runway becomes more level; geometrically, the flare cue will occur earlier/higher than the level runway case. (* See this app Pp 93-95)

This technique will assure a more accurate convergence with the landing zone surface in each case.

 

  1. How fast to flare?

The usual Jacobson Flare 4-second technique, or maybe stop the flare at 3-3.5 seconds, if the runway has a lot of water on it, to reduce the risk of aquaplaning.

(In a jet transport airplane, aiming at aim point 2, after completing the full, 4-second flare, can result in too-smooth a landing! The main wheels don’t penetrate the water layer and make proper ground contact, so apart from the risk of aquaplaning, the main wheels don’t spin up to about 700rpm and, in some airplane types, the pre-armed auto brakes and auto-spoilers don’t actuate – they actually get ‘confused‘.)

So, there you go. It’s a bit to digest:  Try drawing it out on some paper, to scale for your airplane; think it through; sit in a chair and visualise the whole thing. And try it, first time, with someone else, preferably a flight instructor, with you, or better still, have a play in a simulator. It may be very beneficial, to prove it to yourself, first.

Use all available cues, including the landing light-illumination of the centreline and fixed distance runway markings and your accumulated experience, (together with the GPWS ‘radalt’ callouts in larger aircraft), in assessing your height above the runway.

Of the three components to any landing:

1. The initial pilot’s eye path to aim point 1;

2. The commencement point of the flare; and

3. The flare, itself, through to the second aim point, usually at the far, upwind threshold:

The first is the most important; second most is the third and the least important is the flare initiation point, so long as it is within that ‘range of acceptable flare points/heights‘ for the airplane type, as discussed above.

Finally, to reiterate, the one aim point 1 – at 1.5 rows of edge lights – and the one flare point – at the first row of edge lights – may be applied for runway edge lighting spacing of 60-90m spacing and the 4-second flare will smooth out the differences. See the generic spacing illustration for 60-90m edge lighting spacing in Fig 4, below:

 

Fig 4

Wishing you many safe landings

 

Captain David M Jacobson FRAeS MAP

 

Would you care to experience that unsurpassed sense of accomplishment, derived from executing consistently beautiful landings, more often?

For starters, Download the FREE Jacobson Flare LITE, our no fuss/no frills introduction. Here we demonstrate, step by step, the application of the Jacobson Flare on a typical grass airstrip at Porepunkah, YPOK.

 

We invite you to browse the consistently positive comments on our Testimonials page. Many pilots, of all levels of experience, have downloaded our Apps. Read about their own experiences with the Jacobson Flare technique and the App.

Then download the COMPLETE Jacobson Flare app – for iOS. You’re already possibly paying $300+/hour to hire an aeroplane: You’ll recover the cost of the app, in just ONE LESS-NEEDED CIRCUIT. Moreover, you’ll have an invaluable reference tool, throughout your entire life in aviation.

Download the COMPLETE Jacobson Flare App for iOS devices now.

 

We invite you, also, to review our new, FREE companion app,

offering a convenient way of staying abreast of our latest blogs.

 

Download the Jacobson Flare NEWS App for iOS devices now.

You’ll recover the cost of this app in just ONE LESS-NEEDED CIRCUIT

You’ll recover the cost of this app in just ONE LESS-NEEDED circuit

If you are considering downloading the unassailable Jacobson Flare app, please just ask yourself : ‘How many circuits have I flown so far and how many more will I have to fly before I am competent and safe enough go solo?’ And then: ‘What about my next airplane … and the next?’ :  ‘Will I have the same problems, over and over again?’  :  (the answer, sadly, is yes)

We all know it’s frustrating when you are told, only : “it takes time to get the hang of this – quicker for some than others.” That’s the conventional ‘wisdom‘, passed on to student pilots, professional pilots and their instructors, since 1918 : and, since 1987 it’s no longer true, if ever it was.

There is another way to better landings, much sooner, than just wishin’, waitin’ and hopin’ for the judgment, perception and experience (none of which can be taught) to kick in, sometime soon. The key is in understanding a pre-defined pilot eye path, which may be applied to every fixed-wing airplane type you’ll ever fly.

You’re already paying $300+/hour to hire an airplane and an instructor : In today’s busy circuit patterns, you are probably averaging about 5 circuits an hour.

The Jacobson Flare can be taught and you’ll recover the cost of this app in just ONE LESS-NEEDED CIRCUIT.

 

Wishing you many safe landings

 

Captain David M Jacobson FRAeS MAP

 

Would you care to experience that unsurpassed sense of accomplishment, derived from executing consistently beautiful landings, more often?

For starters, Download the FREE Jacobson Flare LITE, our no fuss/no frills introduction. Here we demonstrate, step by step, the application of the Jacobson Flare on a typical grass airstrip at Porepunkah, YPOK.

 

We invite you to browse the consistently positive comments on our Testimonials page. Many pilots, of all levels of experience, have downloaded our Apps. Read about their own experiences with the Jacobson Flare technique and the App.

Then download the COMPLETE Jacobson Flare app – for iOS. You’re already possibly paying $300+/hour to hire an aeroplane: You’ll recover the cost of the app, in just ONE LESS-NEEDED CIRCUIT. Moreover, you’ll have an invaluable reference tool, throughout your entire life in aviation.

Download the COMPLETE Jacobson Flare App for iOS devices now.

 

We invite you, also, to review our new, FREE companion app.

offering a convenient way of staying abreast of our latest blogs.

 

Download the Jacobson Flare NEWS App for iOS devices now.

Why inflict yesterday’s landing myths on tomorrow’s pilots?

Why inflict yesterday’s landing myths on tomorrow’s pilots?

Of all manoeuvres flown in fixed-wing aircraft, the landing flare remains an enigma, It is usually the most precise flight manoeuvre that pilots are required to master as it is critical to the safe and satisfactory conclusion of every flight. I’t’s often stated that, ‘while take-offs are optional, landings are mandatory‘.

While everything else in aviation has developed throughout the last 100 years, landing training is still regarded, for the most part, as an ‘art‘. Conventional flare practices have involved a critical estimation of height  above the runway and are subject to quite a number of variable factors.

From the dawn of aviation, before and during World War One until 1987, there was no definitive, universal approach and landing technique and, even more puzzling, little recognition of the need for one. The original pilots were self-taught. Their haphazard trial-and-error practices gradually blossomed into a loose collection of landing myths and legends that ultimately came to be regarded as gospel. Surprisingly, these practices have remained for the most part unchallenged by generations of flight instructors.

It is being realised, by many countries, that there may soon be a significant shortage of pilots, world-wide. When this period arrives, the proper training of many new pilots will present huge challenges, especially if there is no change to the status quo.

We no longer have to swing the propellors of modern aircraft, yet most flight training organisations still cling to yesterday’s obsolescence. It is time now to move landing training from the ‘artistry‘ of 1918 into today’s world, where a totally proven, universal, quantifiable and consistent approach and landing flare technique can define new standards in competency.

The Jacobson Flare is the world’s precision tool that enables us to avoid inflicting yesterday’s landing techniques on tomorrow’s pilots. Together, we can help them to be more precise, consistent, efficient and, above all, safer than ever.

 

Wishing you many safe landings

 

Captain David M Jacobson FRAeS MAP

 

Would you care to experience that unsurpassed sense of accomplishment, derived from executing consistently beautiful landings, more often?

For starters, Download the FREE Jacobson Flare LITE, our no fuss/no frills introduction. Here we demonstrate, step by step, the application of the Jacobson Flare on a typical grass airstrip at Porepunkah, YPOK.

 

We invite you to browse the consistently positive comments on our Testimonials page. Many pilots, of all levels of experience, have downloaded our Apps. Read about their own experiences with the Jacobson Flare technique and the App.

Then download the COMPLETE Jacobson Flare app – for iOS. You’re already possibly paying $300+/hour to hire an aeroplane: You’ll recover the cost of the app, in just ONE LESS-NEEDED CIRCUIT. Moreover, you’ll have an invaluable reference tool, throughout your entire life in aviation.

Download the COMPLETE Jacobson Flare App for iOS devices now.

 

We invite you, also, to review our new, FREE companion app,

offering a convenient way of staying abreast of our latest blogs.

 

Download the Jacobson Flare NEWS App for iOS devices now.

How to land a plane … with the world’s best practice.

How to land a plane … with the world’s best practice

A senior flight instructor once suggested that there are 3 or 4 steps required for a successful landing … BUT:  no-one knows what they are!

If that was ever true, it is certainly not anymore. For a start, there are 5 – and since 1987, we DO know what they are.

In order to learn how to land a plane consistently well, a pilot must be able to understand and answer the following 5 questions – and flight instructors should be able to explain them – simply, clearly and factually; and be able to demonstrate them to their students, at any level of experience:

  1. Where to aim?
  2. How to aim?
  3. When to flare?
  4. How much to flare? And
  5. How fast to flare?

The main problems:

  • In my experience (over 50 years), most pilots usually aim at an area, like the piano keys or the runway numbers (they are 80-100ft/25-30m long) – rather than to a nominated aim point, suitable for the aircraft size and runway length available.
  • Many flight training establishments still teach their students to attempt to control the most precise manoeuvre most will ever have to master with the secondary effects of controls, instead of the primary effects; the result is, invariably an unpredictable roller coaster flight path … the final approach is not stabilised and the aircraft will never cross the threshold at a consistent height.
  • The decision on when to commence the flare is based historically on an ‘educated guess’ of vertical flare height above the ground. This assessment is inconsistent, subject to many variable and distorting factors and any errors in this assessment of height compound 20 times, along the runway, making touchdown and turn-off points unpredictable. Modern transport aircraft have useful radio altitude call-outs, but these still suffer the same 20 x times-compounding mathematical errors.
  • The assessment of how much to flare is nothing more than a subjective guess, while attempting to fly straight and level with power/thrust retarded to idle , just above the runway, for as long as possible, rather than continuing to converge with the runway surface … but less and less, each part/second.
  • Finally, the flare rate‘ is another series of subjective guesses, based on feel, look, judgment, perception’ and experience, NONE of which can be taught. They come only with practice, repetition and time. Mostly, they do come – after all, this is what we’ve all done for over 100 years … but at what cost? And with no consistency.
  • With a looming shortage of pilots, world-wide and especially in Australia, are airlines and flight training organisations really going to continue to adhere, blindly, to the myths, legends and mumbo jumbo that has been passed on as landing training, for more than 100 years – when EVERYTHING ELSE in aviation has developed – just a little?

The solution:

The answers to all of these key questions may not seem readily apparent – after all, have you ever seen them in a manual or textbook? But they are available and well proven, by thousands of pilots in at least 60 countries.

The Jacobson Flare landing flare technique

The Jacobson Flare landing flare technique – based on simple triangulation

The solution lies in the use of triangulation, as used, most effectively, by the RAF 617 Squadron ‘Dambusters’, in 1943. As well as considering ‘flare height‘, the Jacobson Flare offers a precise, complementary visual fix, along the runway centreline, short of the aim point, that makes the flare point visible to the pilot, instead of relying on a guess.

Offering the elegant simplicity of the safety pin, it eliminates the ‘mumbo jumbo’ from explaining how to land a plane.

ALL of those 5 questions are answered, factually, with full explanatory solutions and the result is the world’s first universal, quantifiable, consistent, safest and simplest approach and landing training technique.

For 30 years, the most common feedback from experienced pilots is that ‘it finally explains what we’ve probably all been trying to do, subconsciously, all these years.’

 

Wishing you many safe landings

 

Captain David M Jacobson FRAeS MAP

 

Would you care to experience that unsurpassed sense of accomplishment, derived from executing consistently beautiful landings, more often?

For starters, Download the FREE Jacobson Flare LITE, our no fuss/no frills introduction. Here we demonstrate, step by step, the application of the Jacobson Flare on a typical grass airstrip at Porepunkah, YPOK.

 

We invite you to browse the consistently positive comments on our Testimonials page. Many pilots, of all levels of experience, have downloaded our Apps. Read about their own experiences with the Jacobson Flare technique and the App.

Then download the COMPLETE Jacobson Flare app – for iOS. You’re already possibly paying $300+/hour to hire an aeroplane: You’ll recover the cost of the app, in just ONE LESS-NEEDED CIRCUIT. Moreover, you’ll have an invaluable reference tool, throughout your entire life in aviation.

Download the COMPLETE Jacobson Flare App for iOS devices now.

 

We invite you, also, to review our new, FREE companion app,

offering a convenient way of staying abreast of our latest blogs.

 

Download the Jacobson Flare NEWS App for iOS devices now.

You’ll recover the cost by flying just ONE LESS circuit

You’ll recover the cost by flying just ONE LESS circuit

How many circuits has it cost you, so far, to try and get the ‘hang’ of learning how to land your plane? And how much money?

Typically, in my experience here in Australia, most student pilots solo in about 10-12 hours. However, a disturbing trend seems to have developed here and elsewhere – pilots are taking upwards of 30 hours to solo.

Frankly, this is ridiculous. 30 hours should have a pilot close to a restricted Private licence – (RPPL).

Landing accidents still bring me almost to tears – for most are totally avoidable – by offering better training in the most precise and most neglected subject in the flight training syllabus. The statistics on these  have not improved in the last 50 years.

Since 1985, I have proved that the problem is not that landings are difficult to master; the real reason is that conventional landing training methods, handed down blindly for over 100 years – yes, since WW1 – have always been inadequate, to say the least. This is because these methods rely on myths and legends that should, by now, have been made redundant. Everything else in aviation has been developed and improved, but not the ‘elephant in the room’. The landing is still treated by many as a sick joke.

In today’s traffic patterns, it is difficult to fly more than 6 touch-and-go circuits in an hour. At a typical cost of A$300.00/hour, that represents a cost of A$50.00 per circuit. That’s an expensive way of ‘getting the hang of it’, on just your first airplane – what about your conversions onto other airplanes?

By flying just one LESS circuit, you can invest in a lifetime of happy, safe landings in any airplane you may ever fly. From sailplanes to the A380.

 

Wishing you many safe landings

 

Captain David M Jacobson FRAeS MAP

 

Would you care to experience that unsurpassed sense of accomplishment, derived from executing consistently beautiful landings, more often?

For starters, Download the FREE Jacobson Flare LITE, our no fuss/no frills introduction. Here we demonstrate, step by step, the application of the Jacobson Flare on a typical grass airstrip at Porepunkah, YPOK.

 

We invite you to browse the consistently positive comments on our Testimonials page. Many pilots, of all levels of experience, have downloaded our Apps. Read about their own experiences with the Jacobson Flare technique and the App.

Then download the COMPLETE Jacobson Flare app – for iOS. You’re already possibly paying $300+/hour to hire an aeroplane: You’ll recover the cost of the app, in just ONE LESS-NEEDED CIRCUIT. Moreover, you’ll have an invaluable reference tool, throughout your entire life in aviation.

Download the COMPLETE Jacobson Flare App for iOS devices now.

 

We invite you, also, to review our new, FREE companion app,

offering a convenient way of staying abreast of our latest blogs.

 

Download the Jacobson Flare NEWS App for iOS devices now.