Events
Events
MY FS FLIGHTS
Flight Score
Departure
Hold the nose down until the speed reaches 56 kt, then rotate.
What happened: You started the rotation at 34 kt, 22 kt before the 56 kt rotation speed.
Watch for: Airspeed indicator: 56 kt at rotation
See Departure Roll
Arrival
On downwind, use small aileron and rudder corrections to hold the wings-parallel heading against the runway.
What happened: On the downwind leg the heading drifted 11° off the runway-parallel track.
Watch for: Heading indicator: parallel to the runway on downwind.
See Pattern Downwind
A typical trainer rotates in the mid-50s of knots - a 172 at around 55 KIAS, climbing out at a Vy in the low 70s, though check your own POH rather than memorising Cessna's numbers - and the transferable rule is that Vr sits just above the stall speed in takeoff configuration. Rotate early because "it felt ready" and the aircraft lifts off inside ground effect, where induced drag is reduced, then climbs out of it into more drag. On a marginal-performance day the result is an aircraft that lifts off and then refuses to climb, sagging back towards the runway.
Read more in Improve Your Take-OffsStart to finish · 13 stages, 12 in the score
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: five 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.
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.
The 291 m touchdown sits inside the full-score zone. The arrival was smooth.
The rest of the report
Departing from Groningen Airport Eelde, Gabriel White and Grey initiated the departure roll on runway 23, accelerating to a liftoff speed of 52 kt within a takeoff distance of 247 meters, which represented 10% of the available runway length. The local weather conditions were characterized by a temperature of 15 °C and a light wind of 1 kt from 270°, resulting in a negligible crosswind and headwind component.
As the aircraft entered the left-hand traffic pattern, Gabriel White and Grey demonstrated precise control, completing the pattern entry in less than 1 nm in 33 seconds. The subsequent crosswind turn was executed efficiently, with a distance of less than 1 nm covered in 23 seconds. The downwind turn was initiated at an angle of 45 degrees to the runway, with a distance of 1 nm covered. The downwind leg itself spanned 2 nm, with the aircraft maintaining a steady heading of 234.0° at 87 ft above ground level (agl). As the aircraft began its final approach, the crew ensured a good threshold height, aligning the aircraft with the runway centerline.
The landing was executed smoothly, with the aircraft touching down on runway 23 at a distance of 294 meters, well within the available runway length of 2,493 meters. The touchdown speed of 43 kt was consistent with the threshold speed of 68 kt, and the touchdown rate of -78 fpm was excellent. The runway touchdown alignment was perfect, indicating a high degree of precision and control throughout the approach and landing phases. The total flight distance of 3 nm was covered in 3 minutes, with a fuel consumption of 1 kg.
The final approach to runway 23 at EHGG Groningen Airport Eelde was executed from the north east, heading 234.0°, at an altitude of 87 feet above ground level (agl) and 0 nautical miles from the threshold. The approach quality was excellent, with a good threshold height and a threshold speed of 68 knots. The aircraft maintained a stable and controlled descent, ultimately touching down on the runway at a speed of 43 knots.
The touchdown characteristics were noteworthy, with a touchdown distance of 294 meters and a touchdown rate of -78 feet per minute (fpm), indicating a smooth and controlled touchdown. The runway touchdown alignment was perfect, with the aircraft centered on the runway centerline. The local weather conditions were favorable, with a temperature of 15°C and a wind of 1 knot at 270°, resulting in a negligible crosswind and headwind component.
The rollout phase was equally impressive, with the aircraft maintaining its centerline alignment and coming to a stop in a controlled and efficient manner. The overall performance of the aircraft and its crew was outstanding, resulting in a score of 100.0% for the landing. The crew's ability to navigate the aircraft through the approach and landing phases with precision and control was a testament to their skill and expertise.
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