Events
Events
Events
Events
Events
Events
MY FS FLIGHTS
Flight Score
Departure
Start bringing the nose up as the speed reaches 67 kt, not after it.
What happened: You started the rotation at 88 kt, 21 kt past the 67 kt rotation speed.
Watch for: Airspeed indicator: 67 kt at rotation
See Departure Roll
Arrival
Reduce power earlier on approach to be at 70 kt by the stabilisation gate, not just by the threshold.
What happened: The approach was too fast at the stabilisation gate, crossing the threshold at 74 kt against a VREF of 70 kt.
Watch for: Airspeed indicator against 70 kt at the stabilisation gate.
See Arrival Approach
Preparing for a stable approach will give you time to decide on whether to attempt the landing or going around. Too much altitude with a high sink rate will result in carrying too much speed onto the runway. Configuring flaps and the gear late also won't help the speed decay.
Read more in The Stabilised ApproachStart to finish · 15 stages, 14 in the score
Events
Events
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 300 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.
At the 300 ft gate: sink rate 1,437 fpm, more than the glideslope needed, centreline 2.8° off, against a 1° limit, wings 30° of bank, against a 10° limit and speed 60 kt FAST on the reference speed of 70 kt.
The approach, gate by gate
Side view — the last 1,524 m of the approach.
Plan view — the first 1,524 m of the 2,490 m runway, to the same scale as the side view.
Touched down 553 m past the threshold — beyond the full-score zone. The arrival was smooth.
The rest of the report
Departing from Groningen Airport Eelde, the Kodiak 100 aircraft began its takeoff roll on runway 23, accelerating to a liftoff speed of 90 kt in a distance of 1,374 meters, which accounted for 55% of the available runway length. The local weather conditions were favorable, with a temperature of 16 °C and a negligible wind of 1 kt from 270°, resulting in a negligible crosswind and headwind.
As the aircraft entered the left-hand traffic pattern, it demonstrated a high degree of maneuverability, completing the pattern entry in less than 1 nm in 20 seconds. The subsequent crosswind turn was executed with precision, taking only 15 seconds to complete. The pattern downwind turn was conducted at an angle of 79.2° to the runway, while the downwind leg was flown for 2 nm in 42 seconds. The base leg turn was then executed, with the aircraft aligning itself for the final approach at an angle of 11.7° to the runway. The aircraft then began its final approach to runway 23 from the north-east, descending to an altitude of 204 ft above ground level (agl) at a heading of 231.0°.
The Kodiak 100 landed smoothly on runway 23, with a touchdown speed of 57 kt and a touchdown rate of -69 fpm, which was considered excellent. The touchdown point was 115 meters beyond the touchdown zone, and the runway touchdown alignment was very good. The total landing distance was 782 meters, accounting for 31% of the available runway length. Following the landing, the aircraft rolled out perfectly, aligning itself with the runway centerline. The total flight distance was 7 nm, and the flight utilized -1 kg of fuel, indicating a high degree of fuel efficiency.
The aircraft touched down on runway 23 at EHGG Groningen Airport Eelde with a satisfactory threshold height, indicating a well-executed approach. The threshold speed of 74 kt was slightly above the target, but still within acceptable limits. The touchdown point was 115 meters beyond the touchdown zone, which is a relatively minor deviation. The touchdown speed of 57 kt was good, and the touchdown rate of -69 fpm was excellent, demonstrating a high degree of control and precision.
The runway touchdown alignment was very good, indicating that the aircraft was well-centered on the runway. The local weather conditions, with a temperature of 15 °C and a light headwind of 1 kt, contributed to a stable and predictable approach. The aircraft's ability to maintain a steady speed and direction during the approach was evident in the minimal crosswind component of 1 kt. The total landing distance of 782 meters, which accounts for 31% of the runway length, was within acceptable limits.
The rollout phase was characterized by perfect alignment, with the aircraft maintaining its centerline position throughout. This suggests that the pilot maintained a high degree of control and attention to detail during the rollout, ensuring a safe and efficient transition from the landing phase to taxiing. Overall, the landing was scored 98.5%, reflecting a high level of proficiency and adherence to standard operating procedures.
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