Events
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MY FS FLIGHTS
Flight Score
Track the centreline on final
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 · 12 stages, 10 scored
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: 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 917 m of the approach.
Plan view — the full 917 m runway, to the same scale as the side view.
The 37 m touchdown sits inside the full-score zone. The 2.77 G arrival is the firm side of smooth.
The rest of the report
The flight in the Piper PA-24-250 Comanche started at LSGK Saanen Airfield, with an average speed of 2 knots while entering Runway 08. The departure roll on Runway 08 covered 65% of the runway, with a takeoff distance of 507 meters and a liftoff speed of 85 knots. The local weather at the time of departure was 22°C with a 5-knot wind at 0°, resulting in a crosswind of 5 knots and a headwind of 1 knot.
After departing from LSGK Saanen Airfield, the climb to 50 ft above ground level (agl) took place successfully, followed by climbs to 400 ft and 1,000 ft above ground level. The enroute climb began over Saanen, with the aircraft ascending from 4,154 ft above sea level to 5,167 ft, covering 2 nautical miles in 1 minute.
During the descent, which started 2 miles northeast of Saanen, the aircraft descended from 5,169 ft asl to 3,642 ft asl, covering 3 nautical miles in 3 minutes. The final approach to Runway 14 at LSTS Sankt Stephan Airfield from the northwest at a heading of 133.0° was executed at an altitude of 324 ft above ground level.
The landing on Runway 14 at LSTS Sankt Stephan Airfield had a runway length of 917 meters, with a good threshold height. The touchdown speed was slightly below the target at 65 knots, with a touchdown distance of 35 meters. The touchdown speed was 64 knots, slightly faster than expected, and the touchdown rate was -257 ft/m. The runway touchdown position was slightly misaligned by 6.7 meters from the centerline. Local weather conditions at the time of landing were 21°C with a 0-knot wind at 360°, resulting in no crosswind or headwind.
The total landing distance on Runway 14 was 673 meters, covering 73% of the runway length. The runway rollout alignment after landing was reported to be very good. Upon exiting the runway, the average speed was 14 knots. The entire flight covered a distance of 8 nautical miles, taking 10 minutes and consuming 5 kg of fuel.
Overall, the aircraft landing score of 93.6% is a positive reflection of the pilot's performance during the different phases of the landing.
In the Approach Phase, it is noted that there was a poor descent path above the glideslope limit and poor heading alignment. These factors could have contributed to the slightly below target threshold speed of 65 knots. It is important to ensure proper descent and heading alignment in order to achieve a smooth and efficient approach to the runway.
Moving on to the Landing Phase, it is observed that the threshold height was good and the landing flare was excellent. This indicates that the pilot was able to effectively control the aircraft during the critical moments before touchdown, ensuring a safe and accurate landing.
During the Touchdown Phase, the touchdown rate was fair at -257 ft/m and the touchdown speed was slightly fast at 64 knots. However, the touchdown distance was good at 35 meters, suggesting that the pilot was able to manage the aircraft's descent effectively. It is important to work on achieving a smoother touchdown rate and speed in order to improve landing performance.
The only concern in the Touchdown Phase was that the runway touchdown position was slightly misaligned by 6.7 meters from the centerline. This minor deviation could be corrected with further practice and attention to alignment cues during the landing process.
Overall, while there were areas for improvement, such as descent path and touchdown speed, the pilot demonstrated proficiency in threshold height, landing flare, and touchdown distance. By addressing the areas of weakness and building on the strengths displayed in this landing, the pilot can continue to refine their skills and strive for even higher landing scores in the future.
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