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glidepath to the touchdown zone, at the proper vertical speed, and aligned with the runway centerline before you begin your flare, go around. Don’t wait until later to decide; don’t try to fix the errant condition(s) as you transition to f lare; and don’t try to “salvage” an approach (considering all connotations of the word salvage as it might apply to a botched landing). Here are some considerations as you pass through Decision Altitude (200 to 400 feet above runway threshold height) regardless of the type of instru- ment or visual approach you’re flying: • Airspeed. Generally, this is 1.3 times the stalling speed in the airplane’s current configura- tion at its current weight. This may be a computed or tabulat- ed indicated airspeed from the Airplane Flight Manual (AFM) or Pilot’s Operating Handbook (POH). • Angle of attack, if an AoA sen- sor is installed. If the AFM or POH calls for flying a specific AoA on short final, or an aftermarket AoA device contains specific indications to attain on short final, then this becomes your target. If your AoA indicator is supplemental you may determine an approximate AoA display pattern from experience. • Attitude. Pitch attitude, whether out the windows or on an attitude indicator or Primary Flight Dis- play, will be consistent for a given indicated airspeed and/or AoA at a given center of gravity location and airplane configuration (flap and landing gear position). • Airplane configuration is correct for landing: gear down, f laps set. • Power is as expected for the land- ing. Performance results from the proper combination of indicated airspeed and vertical speed at the correct power or thrust setting. • The airplane is on glidepath and aimed to a landing in the run- way’s touchdown zone. • The airplane’s vertical speed is on target to carry the airplane on glide path from where you are to the touchdown zone. Runway overruns are disappointingly common in piston twins and turbine airplanes. In almost all cases they’re preventable and even predictable if you know what to look for before be- ginning your landing f lare. Measure yourself against these variables as you pass through Decision Altitude; failure to attain any of those variables by this point means an increased risk of run- way overrun and calls for an immediate go-around. Rosen Sun Visor Systems Hillaero Thomas P. Turner is an ATP CFII/MEI, holds a master's Degree in Aviation Safety, and was the 2010 National FAA Safety Team Repre- sentative of the Year.Subscribe to Tom’s free FLYING LESSONS Weekly e-newsletter at www.mastery-flight- training.com. Jet Journal November 2019 / TWIN & TURBINE • 37