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MY FS FLIGHTS
Flight Score
Work on the flare
Arrive slow and the sink rate at the threshold is already above schedule, the flare is short because there is no energy to extend it, and the touchdown is hard in a way that feels exactly like a late flare. Diagnosing a slow arrival as a late flare is the catastrophic misread: you respond by flaring earlier, which bleeds more speed, which makes the next one worse. The tiebreaker is threshold speed against VRef, not feel. Never diagnose a flare without it.
Read more in Flare TimingStart to finish · 20 stages, 18 scored
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The threshold, the flare and the hold-off. The approach that led to it is the stabilisation gates below.
One stabilised approach gate: five checks where the approach path is 500 ft above the runway. The 1,000 ft gate was not assessed, because the approach did not join final that far out.
Side view — the last 1,524 m of the approach.
Plan view — the first 1,524 m of the 1,815 m runway, to the same scale as the side view.
The 204 m touchdown sits inside the full-score zone. The arrival was smooth.
The rest of the report
The flight began with a taxiing period from the parking to the runway, which took 5 minutes and covered less than 1 nautical mile. The aircraft, an Airbus A321, then departed from runway 34 at Wellington International Airport (NZWN). The takeoff distance was 913 meters, which is 50% of the runway length. The liftoff speed was 136 knots.
The local weather conditions at the time of departure were characterized by a temperature of 18°C, with a wind speed of 9 knots at a direction of 20°. This resulted in a crosswind of 3 knots and a headwind of 8 knots. The aircraft successfully took off and began its enroute climb, which started overhead the SB14 Wellington VOR (a navigation aid) in Wellington, New Zealand.
During the enroute climb, the aircraft ascended from an altitude of 1,007 feet above sea level to 8,084 feet above sea level, an increase of 7,077 feet, in just 4 minutes and covering a distance of 16 nautical miles. The climb was followed by a level cruise, which started 4 miles northwest of Upper Hutt, Wellington, New Zealand, and lasted for 13 minutes, covering a distance of 17 nautical miles.
The enroute descent started 12 miles southeast of Upper Hutt, and the aircraft descended from 8,083 feet above sea level to 2,994 feet above sea level, a decrease of 5,089 feet, in 6 minutes and covering a distance of 21 nautical miles. The descent was followed by another level cruise, which started 17 miles south of NZWN Wellington International Airport and lasted for 4 minutes, covering a distance of 10 nautical miles.
The final approach to runway 34 at NZWN Wellington International Airport was made from the south, with a heading of 3.0° at a distance of 4 nautical miles and an altitude of 1,268 feet above ground level. The landing was successful, with a touchdown distance of 204 meters, which is well within the runway length of 1,815 meters. The touchdown speed was 142 knots, which is a little fast, and the touchdown rate was very hard at -575 feet per minute.
The local weather conditions at the time of landing were characterized by a temperature of 16°C, with a wind speed of 10 knots at a direction of 20°. This resulted in a crosswind of 3 knots and a headwind of 10 knots. The runway touchdown alignment was perfect, and the runway rollout alignment was also perfect. The total landing distance was 895 meters, which is 49% of the runway length.
After landing, the aircraft taxied to the parking area, which took 3 minutes and covered less than 1 nautical mile. The total flight distance was 75 nautical miles, and the flight duration was 41 minutes. The aircraft used 1,801 kilograms of fuel during the flight.
The Airbus A321 aircraft successfully landed at Wellington International Airport, achieving a score of 96.3%. The final approach to runway 34 was conducted from the south, with a heading of 3.0° at a distance of 4 nautical miles and an altitude of 1,268 feet above ground level.
The aircraft touched down on the runway with a good threshold height, indicating a precise and controlled descent. The threshold speed of 145 knots was also satisfactory, demonstrating the pilot's ability to manage the aircraft's speed during the landing phase. However, the touchdown speed of 142 knots was slightly faster than ideal, which may have contributed to a harder-than-desired touchdown.
The touchdown rate of -575 feet per minute was very hard, suggesting that the aircraft may have touched down with a higher-than-ideal rate of descent. This could be attributed to the slightly fast touchdown speed or other factors such as the aircraft's configuration or the pilot's technique. Despite this, the runway touchdown alignment was perfect, indicating that the aircraft was well-aligned with the runway centerline at touchdown.
The local weather conditions at the time of the landing were favorable, with a temperature of 16°C and a wind speed of 10 knots from a direction of 20°. The crosswind component was minimal at 3 knots, while the headwind component was 10 knots, which helped to reduce the aircraft's ground speed and make the landing more manageable.
The total landing distance of 895 meters was 49% of the available runway length, indicating that the aircraft had sufficient stopping distance to come to a safe stop after touchdown. The runway rollout alignment was also perfect, demonstrating that the pilot maintained control of the aircraft during the rollout phase and ensured that it remained aligned with the runway centerline.
Overall, the landing was successful, and the aircraft was brought to a safe stop within a reasonable distance. However, the slightly fast touchdown speed and hard touchdown rate may indicate areas for improvement in the pilot's technique or the aircraft's configuration.
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