## 4 Results and Analysis
### Landing: Analysis
#### 4.4.3 Landing: General Analysis  
A Government of Canada [99] report identified landing as being the phase of flight where the largest number of accidents occur. Given the overlap between stabilised approach and landing phases, pilots were asked, \"Considering the potential for challenging landings, how do you prepare during your final approach?\". Participants could then select all options that applied to them. Out of the respondents, 40% selected \"focus on maintaining optimal approach and speed alignment\", and another 40% chose \"double-check all aircraft configurations and prepare for a go-around\". A further 8% chose \"brief yourself on emergency procedures specific to the aircraft type\", whilst 6% selected \"review the runway layout and available emergency exits or areas for a safe off-runway landing\". In addition, 6% of pilots selected \"other\". Evidently, the results show that double-checking all aircraft configurations and focusing on maintaining optimal approach and speed alignments are most important for pilots in this situation. Unexpected situations in-flight often result in unpredictable situations [100], where pilots are required to apply adaptive skills. By preparing for a go-around and focusing on optimal approach and speeds, pilots concentrate their workload on ensuring the best possible outcomes for the flight. Moreover, pilots who selected \"other\" also added,  
\"All of the above. Also, increase personal stabilised approach minima.\"--Survey participant 16  
\"Know your aircraft, and what its limits are.\"--Survey participant 31  
\"Be aware of potential illusions (narrow vs. wide, sloped runway, etc. ).\"--Survey participant 32  
These themes were also reflected in the roundtable discussions. One pilot mentioned that if they are not familiar with an aircraft, the wheel height will impact the flare. Furthermore, shorter runways force pilots to have a touchdown point, whereas longer and wider runways could result in a flare at the wrong point, depending on what the pilot is used \begin{table}
\begin{tabular}{c c c} \hline \hline
**Answer** & **Proportion** & **Reason** \\ \hline
10 min before touchdown & 4\% & \\
5–6 min before touchdown & 26\% & \\
3–4 min before touchdown & 26\% & \\ On final approach, around 1 & 0\% & \\ min before touchdown & & \\  & & \"In downwind\" (stated by many pilots) \\  & & \"5 miles before touchdown\" \\ Other (please specify) & 44\% & “Top of descent and downwind checklist\" \\  & & \"1–2 min before touchdown\" \\  & & \"Based on location in the circuit\" \\ \hline \hline \end{tabular}
\end{table} 
Table 15: When do you start your landing checks?to. Many studies have produced elusive results regarding the effect of changes in runway width on the perception of glide slopes [101]. Therefore, it is imperative to try to promote a universal training framework adaptable to runway variations. Furthermore, pilots were asked whether they could define the maximum float point. The definition being promoted by current Transport Canada SLWG research is  
\"The last point the aircraft can float during a landing flare and still safely touch down the aircraft's main landing gear in the selected touchdown zone\". Whilst AOTA [102] does reference touchdown point limits, the concept of a \"maximum float point\" is new to aviation, and it is not widely defined in the literature. Here, 41% of pilots said they knew what it was. Representative definitions from pilots are summarised in Table 16.  
Pilot definitions converged on the concept of a final safe touchdown point before initiating a go-around; however, most pilots in the survey could not provide a definition. Comparatively, 31% of pilots did not know this phrase at all, and 28% of pilots had heard the phrase being used but agreed that there is no clear definition for it. This highlights that the awareness of the maximum float point is significantly less than other concepts used in the landing phase.