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MY FS FLIGHTS
Flight Score
Arrival
Reduce power earlier on final to bring threshold speed back to 90 kt.
What happened: You crossed the threshold at 101 kt against a target of 90 kt, and touchdown ended up well past the normal point. Carrying excess threshold speed usually carries the touchdown long as the aircraft floats before settling.
Watch for: Airspeed indicator, targeting 90 kt at the threshold.
Every knot above Vref is stored kinetic energy, and energy stored at the threshold must be dissipated in ground effect before the aeroplane will stop flying. Because kinetic energy scales with the square of speed, the excess you must dissipate grows fast. At a 45-knot approach, five knots hot is over a tenth more speed and roughly a quarter more energy to get rid of in ground effect. This is why the fix is never in the flare. It was decided three miles earlier, on final, at the airspeed indicator.
Read more in VRef ExplainedStart to finish · 13 stages, 11 in the score
Events
Events
Events
Events
The threshold, the flare and the hold-off. The approach that led to it is the stabilisation gates below.
One stabilised approach gate for a circuit: seven checks where the approach path is 500 ft above the runway. The 1,000 ft gate is an instrument-approach check and does not apply. These checks are the approach's score.
The approach, gate by gate
Side view — the last 1,524 m of the approach.
Plan view — the first 1,524 m of the 2,488 m runway, to the same scale as the side view.
Touched down 538 m past the threshold — beyond the full-score zone. The arrival was smooth.
The rest of the report
The aircraft departed from runway 23 at EHGG Groningen Airport Eelde, executing a departure roll of 720 m which represented 29 % of the available runway. Liftoff was achieved at 113 kt. Ambient conditions were 16 °C with a wind of 1 kt from 270°, giving a 1 kt headwind and a 1 kt cross-wind component.
A left-hand pattern entry was flown from runway 23, covering a distance of 2 nm in 110 seconds.
The subsequent left-hand pattern crosswind leg was less than 1 nm long and was completed in 13 seconds.
During the pattern downwind turn the aircraft described a 5 nm arc, maintaining an angle to the runway of 45 degrees and a measured 4.0° deviation.
The downwind leg that followed was again under 1 nm in length and was flown for 11 seconds.
The final approach to runway 05 was established from the southwest on a heading of 37.0°, positioned 4 nm from the threshold and at 1,013 ft AGL.
Landing was made on runway 05, whose length is 2,488 m. The threshold speed was slightly below the target at 102 kt. Touchdown occurred 104 m beyond the touchdown zone with a speed of 82 kt and a vertical rate of minus 54 fpm. The touchdown point was offset 4.2 m from the centreline. Local weather at landing was 20 °C with a wind of 3 kt from 227°, providing a 3 kt tailwind and no cross-wind component. Total landing distance measured 1,153 m, representing 46 % of the runway, and the rollout alignment was very good.
In total the flight covered 12 nm, taking 7, and consumed 5 kg of fuel.
The final approach to runway 05 at EHGG Groningen Airport Eelde was conducted from the south-west on a heading of 37.0 ° at 4 nm and 1,013 ft agl. The approach was assessed as stabilised at the 1,000 ft gate, with gear, flaps, sink rate, glideslope and centreline all within limits. Local weather was 20 °C with wind 3 kt from 227 °, crosswind 0 kt and tailwind 3 kt.
At threshold the aircraft displayed a good threshold height and a threshold speed slightly below target at 102 kt. The flare was executed in line with the approach parameters.
Touchdown occurred 104 m beyond the touchdown zone with a touchdown speed of 82 kt, which was good, and a touchdown rate of minus 54 fpm, rated excellent. The runway touchdown position was slightly misaligned by 4.2 m from the centreline. Total landing distance was 1,153 m, representing 46 % of the 2,488 m runway.
Runway rollout alignment was very good.
The minor centreline offset and the slightly low threshold speed suggest focusing on precise speed control to meet the 102 kt target and refining lateral alignment to reduce the 4.2 m deviation. Maintaining the current high standards will keep the overall score near the present 98.4 % level.
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