Departure
Arrival
The flight began with taxiing from the parking area to the runway, which took approximately 3 minutes and covered less than 1 nautical mile. The aircraft then departed from runway 36 at I39 Madison, with a takeoff distance of 2,645 feet, which is 60% of the runway length. The liftoff speed was 146 knots.
The local weather conditions at the time of departure were characterized by a temperature of 64°F and a wind speed of 2 knots from a direction of 270°. The crosswind was 2 knots, while the headwind was 0 knots. The aircraft then began its enroute climb, starting 1 mile north of KRGA Madison Richmond, and climbed from an altitude of 1,809 feet above sea level to 20,008 feet above sea level, an increase of 18,200 feet, in 8 minutes and covering 44 nautical miles.
Following the enroute climb, the aircraft entered a level cruise, starting 2 miles south of Chaplin, Kentucky, and lasted for 23 minutes, covering 180 nautical miles. The aircraft then began its enroute descent, starting 2 miles northwest of Dix, Illinois, and descended from 19,404 feet above sea level to 7,522 feet above sea level, a decrease of 11,882 feet, in 5 minutes and covering 28 nautical miles.
The aircraft then entered another level cruise, starting 2 miles southwest of Germantown, Illinois, and lasted for 2 minutes, covering 7 nautical miles. The aircraft then began another descent, starting 3 miles northeast of Mascoutah, Illinois, and descended from 7,678 feet above sea level to 5,564 feet above sea level, a decrease of 2,114 feet, in 2 minutes and covering 7 nautical miles.
The aircraft then entered another level cruise, starting overhead Shiloh, Illinois, and lasted for 2 minutes, covering 7 nautical miles. The aircraft then began another descent, starting 2 miles south of Caseyville, Illinois, and descended from 5,002 feet above sea level to 1,843 feet above sea level, a decrease of 3,160 feet, in 3 minutes and covering 12 nautical miles.
The final approach to runway 30R at KSTL St. Louis Lambert International Airport was made from the southeast, heading 302.0°, at 4 nautical miles and 1,306 feet above ground level. The landing was made on runway 30R, which has a length of 9,016 feet. The threshold height was good, and the threshold speed was slightly below the target at 105 knots.
The touchdown distance was good at 1,551 feet, and the touchdown speed was 101 knots, which was good. The touchdown rate was firm at -367 feet per minute. However, the runway touchdown position was misaligned by 34 feet from the centerline. The local weather conditions at the time of landing were characterized by a temperature of 59°F and a wind speed of 2 knots from a direction of 270°, with a crosswind of 1 knot and a headwind of 2 knots.
The total landing distance was 3,100 feet, which is 34% of the runway length. The runway rollout alignment was slightly misaligned by 46 feet from the centerline. The aircraft then taxied to the parking area from the runway, which took approximately 1 minute and covered less than 1 nautical mile.
The total flight distance was 290 nautical miles, and the flight duration was 52 minutes. The aircraft used 6,343 pounds of fuel during the flight.
Replay this flight in 3D — the full flight path over the terrain with every stage, event and score along the route.
Departure Taxi
100 %
Taxiing from the parking to the runway took 3 minutes and covered less than 1 nm.
| Score | Description | Start | Profile | End |
| 100 % |
Average speed 9 kt 0 kt min to max 15 kt |
0 | 6 kt | |
| 100 % |
Average speed turning corners 7 kt max 8 kt |
0 | 6 kt | |
| 100 % |
Average g force 1.00 g 0.99 g min to max 1.01 g |
1.00 | 1.00 g | |
| Info |
Average pitch angle -0.5 ° -1.6 ° min to max 0.0 ° |
-1.0 | -1.3 ° | |
| Info |
Average bank angle 0.5 ° 0.0 ° min to max 2.2 ° |
0.8 | 0.3 ° | |
| Info |
Battery Master On at 17:12:37 |
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| Info |
Engine 1 Started at 17:12:37 |
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| Info |
Engine 2 Started at 17:12:37 |
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| Info |
Beacon Lights Switched On at 17:12:37 |
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| Info |
Landing Lights Switched On at 17:12:37 |
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| Info |
Navigation Lights Switched On at 17:12:37 |
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| Info |
Strobe Lights Switched On at 17:12:37 |
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| Info |
Taxi Lights Switched On at 17:12:37 |
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| Info |
Autopilot Master Switched On at 17:12:37 |
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| Info |
Autopilot Nav1 Lock Activated at 17:12:37 |
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| Info |
Autopilot Flight Director Activated at 17:12:37 |
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| Info |
Autopilot Yaw Damper Activated at 17:12:37 |
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| Info |
Autopilot Glideslope Active Activated at 17:12:37 |
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| Info |
49 Activated at 17:12:37 |
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| Info |
Landing Gear Activated at 17:12:37 |
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| Info |
Landing Gear Down at 17:12:37 |
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| Info |
Parking Brake On at 17:13:57 |
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| Info |
Parking Brake Off at 17:14:05 |
Departure Runway Entry
Entering runway 36 at I39 Madison, Average speed was 20 kt.
| Score | Description | Start | Profile | End |
| Info |
Average speed 21 kt 0 kt min to max 39 kt |
6 | 39 kt | |
| Info |
Average pitch angle -1.2 ° -1.2 ° min to max -1.1 ° |
-1.2 | -1.2 ° | |
| Info |
Average bank angle 0.1 ° 0.1 ° min to max 0.2 ° |
0.2 | 0.1 ° | |
| Info |
Average g force 1.01 g 1.00 g min to max 1.01 g |
1.00 | 1.01 g | |
| Info |
Parking Brake On at 17:16:30 |
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| Info |
Flaps Position 1 at 17:16:33 |
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| Info |
Flaps Position 2 at 17:16:58 |
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| Info |
Flaps Position 1 at 17:16:59 |
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| Info |
Parking Brake Off at 17:17:17 |
Departure Roll
96.11 %
Departure roll runway 36 at I39 Madison. Takeoff distance 2,645 ft 60 % of runway. Liftoff speed was 146 kt. Local weather - Temperature 64 °F. Wind 2 kt at 270 °. Crosswind: 2 kt Headwind: 0 kt.
| Score | Description | Start | Profile | End |
| 100 % |
Takeoff distance 2,645 ft 60 % of runway |
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| 81.76 % |
Liftoff speed was 146 kt Target 125 kt |
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| 98.78 % |
Runway alignment max 11.1 ft 11.1 ft left to 0.0 ft left |
9.2 | 7.6 ft | |
| 100 % |
Average g force 1.01 g 0.96 g min to max 1.09 g |
1.01 | 1.09 g | |
| 100 % |
Takeoff Bounce |
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| Info |
Average pitch angle -0.5 ° -1.7 ° min to max 5.4 ° |
-1.2 | 5.4 ° | |
| Info |
Average bank angle 0.1 ° 0.0 ° min to max 0.3 ° |
0.1 | 0.1 ° |
Departure Climb 1
100 %
Departure climb to 50 ft agl from runway 36 I39 Madison.
| Score | Description | Start | Profile | End |
| 100 % |
Heading variation -0.2 ° -0.2 ° min to max -0.2 ° |
-0.2 | -0.2 ° | |
| 100 % |
Average speed 150 kt 146 kt min to max 153 kt |
146 | 153 kt | |
| 100 % |
Average bank angle 0.1 ° 0.1 ° min to max 0.1 ° |
0.1 | 0.1 ° | |
| 100 % |
Average g force 1.23 g 1.10 g min to max 1.27 g |
1.10 | 1.19 g | |
| Info |
Average VSI 757 fpm 309 fpm min to max 1,223 fpm |
309 | 1,223 fpm | |
| Info |
Average altitude 7 ft agl 0 ft agl min to max 25 ft agl |
0 | 25 ft agl | |
| Info |
Average pitch angle 8.6 ° 5.5 ° min to max 11.0 ° |
5.5 | 11.0 ° | |
| Info |
Flaps Fully Retracted at 17:17:36 |
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| Info |
Landing Gear Up at 17:17:37 |
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| Info |
Taxi Lights Switched Off at 17:17:38 |
Departure Climb 2
100 %
Departure climb to 400 ft agl from 36 I39 Madison.
| Score | Description | Start | Profile | End |
| 100 % |
Heading variation -0.1 ° -0.2 ° min to max -0.1 ° |
-0.2 | -0.1 ° | |
| 100 % |
Average speed 156 kt 153 kt min to max 166 kt |
153 | 166 kt | |
| 100 % |
Average bank angle 0.1 ° 0.1 ° min to max 0.6 ° |
0.1 | 0.6 ° | |
| 100 % |
Average g force 1.11 g 0.96 g min to max 1.18 g |
1.18 | 0.96 g | |
| Info |
Average VSI 1,700 fpm 1,261 fpm min to max 2,609 fpm |
1,261 | 2,609 fpm | |
| Info |
Average altitude 69 ft agl 26 ft agl min to max 270 ft agl |
26 | 270 ft agl | |
| Info |
Average pitch angle 11.5 ° 11.0 ° min to max 12.0 ° |
11.0 | 11.5 ° |
Departure Climb 3
99.45 %
Departure climb to 1,000 ft agl from 36 I39 Madison.
| Score | Description | Start | Profile | End |
| 100 % |
Heading variation 0.1 ° -0.1 ° min to max 0.5 ° |
-0.1 | 0.5 ° | |
| 100 % |
Average speed 178 kt 168 kt min to max 188 kt |
168 | 188 kt | |
| 97.26 % |
Average bank angle 2.3 ° 0.7 ° min to max 3.0 ° |
0.7 | 1.6 ° | |
| 100 % |
Average g force 0.97 g 0.96 g min to max 0.98 g |
0.96 | 0.97 g | |
| 100 % |
Landing gear up |
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| Info |
Average VSI 2,671 fpm 2,623 fpm min to max 2,732 fpm |
2,623 | 2,728 fpm | |
| Info |
Average altitude 556 ft agl 313 ft agl min to max 802 ft agl |
313 | 802 ft agl | |
| Info |
Average pitch angle 10.4 ° 9.7 ° min to max 11.3 ° |
11.3 | 9.7 ° | |
| Info |
49 Deactivated at 17:17:47 |
Enroute Climb
100 %
Enroute climb started 1 mile north of KRGA Madison Richmond (Kentucky, United States). Climbing from 1,809 ft asl to 20,008 ft asl, an increase of 18,200 ft in 8 minutes and covering 44 nm.
| Score | Description | Start | Profile | End |
| 100 % |
Average speed 252 kt 189 kt min to max 349 kt |
189 | 349 kt | |
| 100 % |
Average bank angle 9.7 ° 0.0 ° min to max 30.6 ° |
1.4 | 0.3 ° | |
| 100 % |
Average g force 1.03 g 0.85 g min to max 1.16 g |
0.98 | 1.00 g | |
| Info |
Average VSI 2,397 fpm -79 fpm min to max 2,912 fpm |
2,728 | 14 fpm | |
| Info |
Average altitude 7,512 ft asl 1,809 ft asl min to max 20,010 ft asl |
1,809 | 20,008 ft asl | |
| Info |
Average pitch angle 5.5 ° -1.1 ° min to max 9.6 ° |
9.6 | -1.0 ° | |
| Info |
Turn coordination 0 0 min to max 0 |
0 | 0 | |
| Info |
Autopilot Altitude Hold Activated at 17:24:38 |
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| Info |
Autopilot Glideslope Active Deactivated at 17:24:38 |
Enroute Level
80 %
Enroute level cruise started 2 miles south of Chaplin (Kentucky, United States) and lasted 23 minutes, covering 180 nm.
| Score | Description | Start | Profile | End |
| 100 % |
Average altitude 20,001 ft asl 19,802 ft asl min to max 20,010 ft asl |
20,008 | 19,802 ft asl | |
| 0 % |
Average speed 352 kt 319 kt min to max 353 kt |
350 | 319 kt | |
| 100 % |
Average bank angle 0.9 ° 0.0 ° min to max 15.1 ° |
0.3 | 0.8 ° | |
| 100 % |
Average g force 1.00 g 0.96 g min to max 1.07 g |
1.02 | 1.02 g | |
| Info |
Turn coordination 0 0 min to max 0 |
0 | 0 | |
| Info |
Average pitch angle -1.0 ° -4.0 ° min to max -0.7 ° |
-1.0 | -4.0 ° | |
| Info |
Overspeed Warning Activated at 17:28:28 |
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| Info |
Overspeed Warning Deactivated at 17:28:34 |
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| Info |
Overspeed Warning Activated at 17:28:38 |
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| Info |
Overspeed Warning Deactivated at 17:28:41 |
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| Info |
Overspeed Warning Activated at 17:28:46 |
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| Info |
Overspeed Warning Deactivated at 17:28:49 |
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| Info |
Overspeed Warning Activated at 17:28:51 |
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| Info |
Overspeed Warning Deactivated at 17:28:57 |
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| Info |
Overspeed Warning Activated at 17:29:30 |
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| Info |
Overspeed Warning Deactivated at 17:29:33 |
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| Info |
Overspeed Warning Activated at 17:29:40 |
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| Info |
Overspeed Warning Deactivated at 17:29:42 |
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| Info |
Overspeed Warning Activated at 17:29:45 |
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| Info |
Overspeed Warning Deactivated at 17:29:46 |
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| Info |
Overspeed Warning Activated at 17:29:48 |
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| Info |
Overspeed Warning Deactivated at 17:29:57 |
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| Info |
Overspeed Warning Activated at 17:29:58 |
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| Info |
Overspeed Warning Deactivated at 17:29:59 |
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| Info |
Overspeed Warning Activated at 17:30:00 |
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| Info |
Overspeed Warning Deactivated at 17:30:03 |
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| Info |
Overspeed Warning Activated at 17:30:04 |
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| Info |
Overspeed Warning Deactivated at 17:30:05 |
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| Info |
Overspeed Warning Activated at 17:30:06 |
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Overspeed Warning Deactivated at 17:30:11 |
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| Info |
Overspeed Warning Activated at 17:30:17 |
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| Info |
Overspeed Warning Deactivated at 17:30:23 |
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| Info |
Overspeed Warning Activated at 17:30:24 |
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Overspeed Warning Deactivated at 17:30:25 |
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| Info |
Overspeed Warning Activated at 17:30:34 |
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Overspeed Warning Deactivated at 17:30:45 |
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| Info |
Overspeed Warning Activated at 17:31:13 |
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| Info |
Overspeed Warning Deactivated at 17:31:29 |
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| Info |
Overspeed Warning Activated at 17:31:33 |
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| Info |
Overspeed Warning Deactivated at 17:31:40 |
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| Info |
Overspeed Warning Activated at 17:31:43 |
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| Info |
Overspeed Warning Deactivated at 17:32:03 |
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| Info |
Overspeed Warning Activated at 17:32:19 |
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Overspeed Warning Deactivated at 17:32:29 |
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| Info |
Overspeed Warning Activated at 17:32:42 |
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Overspeed Warning Deactivated at 17:32:46 |
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| Info |
Overspeed Warning Activated at 17:32:47 |
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Overspeed Warning Deactivated at 17:32:48 |
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| Info |
Overspeed Warning Activated at 17:32:51 |
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| Info |
Overspeed Warning Deactivated at 17:33:07 |
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Overspeed Warning Activated at 17:33:17 |
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| Info |
Overspeed Warning Deactivated at 17:33:18 |
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| Info |
Overspeed Warning Activated at 17:33:21 |
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| Info |
Overspeed Warning Deactivated at 17:34:24 |
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| Info |
Overspeed Warning Activated at 17:34:27 |
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Overspeed Warning Deactivated at 17:34:28 |
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| Info |
Overspeed Warning Activated at 17:34:30 |
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| Info |
Overspeed Warning Deactivated at 17:34:31 |
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| Info |
Overspeed Warning Activated at 17:34:34 |
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Overspeed Warning Deactivated at 17:34:52 |
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| Info |
Overspeed Warning Activated at 17:34:56 |
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| Info |
Overspeed Warning Deactivated at 17:34:57 |
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| Info |
Overspeed Warning Activated at 17:34:59 |
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Overspeed Warning Deactivated at 17:35:07 |
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| Info |
Overspeed Warning Activated at 17:35:11 |
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Overspeed Warning Deactivated at 17:35:12 |
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| Info |
Overspeed Warning Activated at 17:35:17 |
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Overspeed Warning Deactivated at 17:35:19 |
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| Info |
Overspeed Warning Activated at 17:35:21 |
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Overspeed Warning Deactivated at 17:35:22 |
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| Info |
Overspeed Warning Activated at 17:35:23 |
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Overspeed Warning Deactivated at 17:35:32 |
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Overspeed Warning Activated at 17:35:45 |
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Overspeed Warning Deactivated at 17:35:47 |
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Overspeed Warning Activated at 17:35:49 |
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Overspeed Warning Deactivated at 17:35:53 |
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| Info |
Overspeed Warning Activated at 17:35:55 |
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Overspeed Warning Deactivated at 17:35:56 |
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| Info |
Overspeed Warning Activated at 17:36:02 |
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Overspeed Warning Deactivated at 17:36:03 |
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| Info |
Overspeed Warning Activated at 17:36:07 |
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Overspeed Warning Deactivated at 17:36:08 |
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| Info |
Overspeed Warning Activated at 17:36:09 |
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Overspeed Warning Deactivated at 17:36:15 |
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| Info |
Overspeed Warning Activated at 17:36:21 |
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Overspeed Warning Deactivated at 17:36:29 |
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Overspeed Warning Activated at 17:36:30 |
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Overspeed Warning Deactivated at 17:36:31 |
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Overspeed Warning Activated at 17:36:33 |
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Overspeed Warning Deactivated at 17:36:35 |
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Overspeed Warning Activated at 17:36:38 |
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Overspeed Warning Deactivated at 17:36:51 |
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Overspeed Warning Activated at 17:36:53 |
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Overspeed Warning Deactivated at 17:36:56 |
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Overspeed Warning Activated at 17:36:59 |
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Overspeed Warning Deactivated at 17:37:03 |
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| Info |
Overspeed Warning Activated at 17:37:13 |
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Overspeed Warning Deactivated at 17:37:21 |
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Overspeed Warning Activated at 17:37:32 |
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Overspeed Warning Deactivated at 17:37:40 |
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| Info |
Overspeed Warning Activated at 17:37:47 |
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| Info |
Overspeed Warning Deactivated at 17:37:49 |
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| Info |
Overspeed Warning Activated at 17:37:53 |
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| Info |
Overspeed Warning Deactivated at 17:37:54 |
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| Info |
Overspeed Warning Activated at 17:37:58 |
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| Info |
Overspeed Warning Deactivated at 17:38:06 |
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| Info |
Overspeed Warning Activated at 17:38:10 |
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Overspeed Warning Deactivated at 17:38:11 |
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Overspeed Warning Activated at 17:38:15 |
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Overspeed Warning Deactivated at 17:38:19 |
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| Info |
Overspeed Warning Activated at 17:38:28 |
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Overspeed Warning Deactivated at 17:38:29 |
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| Info |
Overspeed Warning Activated at 17:38:30 |
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Overspeed Warning Deactivated at 17:38:31 |
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Overspeed Warning Activated at 17:38:32 |
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Overspeed Warning Deactivated at 17:38:38 |
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| Info |
Overspeed Warning Activated at 17:38:44 |
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| Info |
Overspeed Warning Deactivated at 17:38:45 |
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| Info |
Overspeed Warning Activated at 17:38:46 |
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| Info |
Overspeed Warning Deactivated at 17:38:47 |
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| Info |
Overspeed Warning Activated at 17:38:49 |
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Overspeed Warning Deactivated at 17:39:04 |
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Overspeed Warning Activated at 17:39:06 |
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Overspeed Warning Deactivated at 17:39:07 |
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| Info |
Overspeed Warning Activated at 17:39:15 |
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Overspeed Warning Deactivated at 17:39:16 |
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| Info |
Overspeed Warning Activated at 17:39:17 |
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Overspeed Warning Deactivated at 17:39:21 |
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| Info |
Overspeed Warning Activated at 17:39:22 |
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Overspeed Warning Deactivated at 17:39:29 |
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Overspeed Warning Activated at 17:39:40 |
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Overspeed Warning Deactivated at 17:39:44 |
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| Info |
Overspeed Warning Activated at 17:39:53 |
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Overspeed Warning Deactivated at 17:39:55 |
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| Info |
Overspeed Warning Activated at 17:40:03 |
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Overspeed Warning Deactivated at 17:40:09 |
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Overspeed Warning Activated at 17:40:10 |
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Overspeed Warning Deactivated at 17:40:17 |
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Overspeed Warning Activated at 17:40:20 |
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Overspeed Warning Deactivated at 17:40:24 |
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Overspeed Warning Activated at 17:40:38 |
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Overspeed Warning Deactivated at 17:40:42 |
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Overspeed Warning Activated at 17:40:45 |
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Overspeed Warning Deactivated at 17:40:55 |
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Overspeed Warning Activated at 17:40:56 |
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Overspeed Warning Deactivated at 17:40:57 |
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| Info |
Overspeed Warning Activated at 17:41:13 |
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Overspeed Warning Deactivated at 17:41:19 |
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| Info |
Overspeed Warning Activated at 17:41:29 |
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| Info |
Overspeed Warning Deactivated at 17:41:30 |
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Overspeed Warning Activated at 17:41:31 |
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Overspeed Warning Deactivated at 17:41:45 |
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Overspeed Warning Activated at 17:41:47 |
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Overspeed Warning Deactivated at 17:41:57 |
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| Info |
Overspeed Warning Activated at 17:42:04 |
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| Info |
Overspeed Warning Deactivated at 17:42:06 |
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| Info |
Overspeed Warning Activated at 17:42:07 |
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| Info |
Overspeed Warning Deactivated at 17:42:08 |
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| Info |
Overspeed Warning Activated at 17:42:10 |
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Overspeed Warning Deactivated at 17:42:17 |
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Overspeed Warning Activated at 17:42:18 |
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Overspeed Warning Deactivated at 17:42:32 |
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| Info |
Overspeed Warning Activated at 17:42:41 |
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Overspeed Warning Deactivated at 17:42:56 |
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| Info |
Overspeed Warning Activated at 17:43:06 |
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| Info |
Overspeed Warning Deactivated at 17:43:07 |
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| Info |
Overspeed Warning Activated at 17:43:14 |
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Overspeed Warning Deactivated at 17:43:24 |
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| Info |
Overspeed Warning Activated at 17:43:42 |
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| Info |
Overspeed Warning Deactivated at 17:43:43 |
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| Info |
Overspeed Warning Activated at 17:43:44 |
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| Info |
Overspeed Warning Deactivated at 17:43:53 |
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| Info |
Overspeed Warning Activated at 17:43:55 |
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Overspeed Warning Deactivated at 17:43:56 |
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| Info |
Overspeed Warning Activated at 17:44:13 |
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Overspeed Warning Deactivated at 17:44:24 |
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| Info |
Overspeed Warning Activated at 17:44:25 |
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| Info |
Overspeed Warning Deactivated at 17:44:27 |
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| Info |
Overspeed Warning Activated at 17:44:38 |
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| Info |
Overspeed Warning Deactivated at 17:44:40 |
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| Info |
Overspeed Warning Activated at 17:44:43 |
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| Info |
Overspeed Warning Deactivated at 17:44:44 |
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| Info |
Overspeed Warning Activated at 17:44:45 |
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Overspeed Warning Deactivated at 17:44:51 |
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| Info |
Overspeed Warning Activated at 17:44:58 |
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| Info |
Overspeed Warning Deactivated at 17:44:59 |
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| Info |
Overspeed Warning Activated at 17:45:00 |
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| Info |
Overspeed Warning Deactivated at 17:45:02 |
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| Info |
Overspeed Warning Activated at 17:45:03 |
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| Info |
Overspeed Warning Deactivated at 17:45:06 |
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| Info |
Overspeed Warning Activated at 17:45:15 |
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| Info |
Overspeed Warning Deactivated at 17:45:28 |
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| Info |
Overspeed Warning Activated at 17:45:41 |
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| Info |
Overspeed Warning Deactivated at 17:45:43 |
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| Info |
Overspeed Warning Activated at 17:45:44 |
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| Info |
Overspeed Warning Deactivated at 17:45:54 |
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| Info |
Overspeed Warning Activated at 17:45:55 |
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| Info |
Overspeed Warning Deactivated at 17:46:48 |
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| Info |
Autopilot Altitude Hold Deactivated at 17:48:56 |
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| Info |
Autopilot Glideslope Active Activated at 17:49:05 |
Enroute Descent
93.37 %
Enroute descent started 2 miles north west of Dix (Illinois, United States). Descent from 19,404 ft asl to 7,522 ft asl, a decrease of 11,882 ft in 5 minutes and covering 28 nm.
| Score | Description | Start | Profile | End |
| 83.42 % |
Average speed 263 kt 226 kt min to max 310 kt |
310 | 226 kt | |
| 100 % |
Average bank angle 0.2 ° 0.0 ° min to max 1.6 ° |
0.9 | 0.0 ° | |
| 100 % |
Average g force 1.00 g 0.99 g min to max 1.07 g |
1.00 | 1.00 g | |
| Info |
Average VSI -2,210 fpm -2,597 fpm min to max 58 fpm |
-2,389 | 41 fpm | |
| Info |
Average altitude 12,821 ft asl 7,515 ft asl min to max 19,404 ft asl |
19,404 | 7,522 ft asl | |
| Info |
Average pitch angle -4.0 ° -4.9 ° min to max 0.6 ° |
-4.0 | 0.6 ° | |
| Info |
Turn coordination 0 0 min to max 0 |
0 | 0 | |
| Info |
Exceeded 250 kn below 10000 ft at 17:53:23 |
Enroute Level 2
100 %
Enroute level cruise started 2 miles south west of Germantown (Illinois, United States) and lasted 2 minutes, covering 7 nm.
| Score | Description | Start | Profile | End |
| 100 % |
Average altitude 7,593 ft asl 7,530 ft asl min to max 7,667 ft asl |
7,530 | 7,667 ft asl | |
| 100 % |
Average speed 219 kt 216 kt min to max 223 kt |
223 | 217 kt | |
| 100 % |
Average bank angle 0.0 ° 0.0 ° min to max 0.1 ° |
0.1 | 0.0 ° | |
| 100 % |
Average g force 1.00 g 1.00 g min to max 1.00 g |
1.00 | 1.00 g | |
| Info |
Turn coordination 0 0 min to max 0 |
0 | 0 | |
| Info |
Average pitch angle 0.9 ° 0.7 ° min to max 1.0 ° |
0.7 | 1.0 ° |
Enroute Descent 2
100 %
Enroute descent started 3 miles north east of Mascoutah (Illinois, United States). Descent from 7,678 ft asl to 5,564 ft asl, a decrease of 2,114 ft in 2 minutes and covering 7 nm.
| Score | Description | Start | Profile | End |
| 100 % |
Average speed 240 kt 217 kt min to max 243 kt |
217 | 242 kt | |
| 100 % |
Average bank angle 7.4 ° 0.0 ° min to max 21.8 ° |
0.0 | 0.8 ° | |
| 100 % |
Average g force 1.01 g 0.88 g min to max 1.10 g |
0.88 | 1.00 g | |
| Info |
Average VSI -1,358 fpm -1,762 fpm min to max -272 fpm |
-272 | -1,278 fpm | |
| Info |
Average altitude 6,345 ft asl 5,564 ft asl min to max 7,678 ft asl |
7,678 | 5,564 ft asl | |
| Info |
Average pitch angle -2.6 ° -3.1 ° min to max -0.7 ° |
-0.7 | -2.6 ° | |
| Info |
Turn coordination 0 0 min to max 0 |
0 | 0 | |
| Info |
Autopilot Nav1 Lock Deactivated at 17:57:42 |
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| Info |
49 Activated at 17:57:42 |
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| Info |
Autopilot Nav1 Lock Activated at 17:57:44 |
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| Info |
49 Deactivated at 17:57:44 |
Enroute Level 3
100 %
Enroute level cruise started overhead Shiloh (Illinois, United States) and lasted 2 minutes, covering 7 nm.
| Score | Description | Start | Profile | End |
| 100 % |
Average altitude 5,038 ft asl 4,987 ft asl min to max 5,350 ft asl |
5,350 | 4,999 ft asl | |
| 100 % |
Average speed 226 kt 216 kt min to max 242 kt |
242 | 223 kt | |
| 100 % |
Average bank angle 0.5 ° 0.0 ° min to max 2.3 ° |
2.3 | 0.0 ° | |
| 100 % |
Average g force 1.00 g 0.98 g min to max 1.02 g |
1.00 | 1.00 g | |
| Info |
Turn coordination 0 0 min to max 0 |
0 | 0 | |
| Info |
Average pitch angle 0.0 ° -2.6 ° min to max 1.0 ° |
-2.6 | 0.6 ° | |
| Info |
Autopilot Altitude Hold Activated at 17:58:42 |
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| Info |
Autopilot Glideslope Active Deactivated at 17:58:42 |
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| Info |
Autopilot Nav1 Lock Deactivated at 17:59:03 |
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| Info |
Autopilot Approach Mode Activated at 17:59:03 |
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| Info |
Autopilot Approach Captured Armed at 17:59:03 |
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| Info |
Autopilot Approach Arm Activated at 17:59:03 |
Enroute Descent 3
100 %
Enroute descent started 2 miles south of Caseyville (Illinois, United States). Descent from 5,002 ft asl to 1,843 ft asl, a decrease of 3,160 ft in 3 minutes and covering 12 nm.
| Score | Description | Start | Profile | End |
| 100 % |
Average speed 177 kt 140 kt min to max 236 kt |
223 | 140 kt | |
| 100 % |
Average bank angle 2.3 ° 0.0 ° min to max 21.4 ° |
9.3 | 0.0 ° | |
| 100 % |
Average g force 1.01 g 0.91 g min to max 1.13 g |
0.99 | 1.00 g | |
| Info |
Average VSI -747 fpm -1,338 fpm min to max 135 fpm |
-13 | -730 fpm | |
| Info |
Average altitude 2,973 ft asl 1,843 ft asl min to max 5,003 ft asl |
5,002 | 1,843 ft asl | |
| Info |
Average pitch angle -0.4 ° -3.4 ° min to max 1.4 ° |
0.6 | 0.8 ° | |
| Info |
Turn coordination 0 0 min to max 0 |
0 | 0 | |
| Info |
Autopilot Altitude Hold Deactivated at 18:00:55 |
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| Info |
Autopilot Glideslope Hold Activated at 18:00:55 |
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| Info |
Autopilot Approach Captured Disarmed at 18:00:55 |
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| Info |
Flaps Position 1 at 18:02:01 |
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| Info |
Flaps Position 2 at 18:02:34 |
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| Info |
Landing Gear Down at 18:02:51 |
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| Info |
Taxi Lights Switched On at 18:02:55 |
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| Info |
Flaps Position 3 at 18:03:47 |
Arrival Final 4
100 %
Approaching runway 30R at KSTL St. Louis Lambert International Airport from 4 nm to 3 nm. Descent from 1,306 ft agl to 1,016 ft agl. A decrease of 290 ft in 24 seconds.
| Score | Description | Start | Profile | End |
| 100 % |
Approach angle 3.0 ° 3.0 ° min to max 3.0 ° Target 3.0 ° |
3.0 | 3.0 ° | |
| 100 % |
Average speed 136 kt 132 kt min to max 140 kt |
140 | 132 kt | |
| 100 % |
Heading variation 0.1 ° 0.1 ° min to max 0.1 ° |
0.1 | 0.1 ° | |
| 100 % |
Average bank angle 0.0 ° 0.0 ° min to max 0.1 ° |
0.0 | 0.1 ° | |
| 100 % |
Average g force 1.00 g 0.99 g min to max 1.01 g |
1.01 | 1.00 g | |
| Info |
Average VSI -698 fpm -727 fpm min to max -648 fpm |
-727 | -665 fpm | |
| Info |
Average altitude 1,158 ft agl 1,016 ft agl min to max 1,306 ft agl |
1,306 | 1,016 ft agl | |
| Info |
Average pitch angle 0.9 ° 0.6 ° min to max 1.2 ° |
0.8 | 1.2 ° |
Arrival Final 3
100 %
Approaching runway 30R at KSTL St. Louis Lambert International Airport from 3 nm to 2 nm. Descent from 1,005 ft agl to 705 ft agl. A decrease of 300 ft in 26 seconds.
| Score | Description | Start | Profile | End |
| 100 % |
Approach angle 3.1 ° 3.0 ° min to max 3.1 ° Target 3.0 ° |
3.0 | 3.1 ° | |
| 100 % |
Average speed 129 kt 124 kt min to max 132 kt |
132 | 124 kt | |
| 100 % |
Heading variation 0.1 ° 0.0 ° min to max 0.1 ° |
0.1 | 0.0 ° | |
| 100 % |
Average bank angle 0.1 ° 0.0 ° min to max 0.1 ° |
0.1 | 0.0 ° | |
| 100 % |
Average g force 1.00 g 0.99 g min to max 1.01 g |
1.00 | 1.00 g | |
| Info |
Average VSI -672 fpm -712 fpm min to max -622 fpm |
-656 | -700 fpm | |
| Info |
Average altitude 850 ft agl 705 ft agl min to max 1,005 ft agl |
1,005 | 705 ft agl | |
| Info |
Average pitch angle 0.7 ° 0.3 ° min to max 1.1 ° |
1.1 | 0.4 ° | |
| Info |
Flaps Position 4 at 18:04:24 |
Arrival Final 2
99.86 %
Approaching runway 30R at KSTL St. Louis Lambert International Airport from 2 nm to 1 nm. Descent from 694 ft agl to 358 ft agl. A decrease of 335 ft in 29 seconds.
| Score | Description | Start | Profile | End |
| 100 % |
Approach angle 3.0 ° 2.9 ° min to max 3.1 ° Target 3.0 ° |
3.1 | 2.9 ° | |
| 100 % |
Average speed 117 kt 113 kt min to max 123 kt |
123 | 113 kt | |
| 100 % |
Heading variation 0.1 ° 0.0 ° min to max 0.2 ° |
0.0 | 0.2 ° | |
| 99.3 % |
Average bank angle 0.7 ° 0.0 ° min to max 3.3 ° |
0.0 | 0.3 ° | |
| 100 % |
Average g force 1.01 g 0.97 g min to max 1.12 g |
1.00 | 1.06 g | |
| Info |
Average VSI -663 fpm -814 fpm min to max -454 fpm |
-706 | -454 fpm | |
| Info |
Average altitude 521 ft agl 358 ft agl min to max 694 ft agl |
694 | 358 ft agl | |
| Info |
Average pitch angle 1.6 ° 0.5 ° min to max 3.7 ° |
0.5 | 3.7 ° |
Arrival Final 1
100 %
Approaching runway 30R at KSTL St. Louis Lambert International Airport from 1 nm to 0 nm. Descent from 351 ft agl to 112 ft agl. A decrease of 239 ft in 26 seconds.
| Score | Description | Start | Profile | End |
| 100 % |
Approach angle 3.3 ° 2.9 ° min to max 3.8 ° Target 3.0 ° |
2.9 | 3.8 ° | |
| 100 % |
Average speed 106 kt 105 kt min to max 112 kt |
112 | 105 kt | |
| 100 % |
Heading variation 0.2 ° 0.1 ° min to max 0.2 ° |
0.2 | 0.2 ° | |
| 100 % |
Average bank angle 0.3 ° 0.0 ° min to max 1.8 ° |
1.8 | 0.5 ° | |
| 100 % |
Average g force 1.03 g 0.94 g min to max 1.12 g |
1.00 | 0.99 g | |
| Info |
Average VSI -516 fpm -839 fpm min to max -350 fpm |
-350 | -380 fpm | |
| Info |
Average altitude 158 ft agl 112 ft agl min to max 351 ft agl |
351 | 112 ft agl | |
| Info |
Average pitch angle 4.1 ° 1.8 ° min to max 4.7 ° |
3.4 | 4.2 ° |
Arrival Landing
87.49 %
Landing on runway 30R at KSTL St. Louis Lambert International Airport, runway length 9,016 ft. Good threshold height. Threshold speed was a little below target at 105 kt.
| Score | Description | Start | Profile | End |
| 100 % |
Threshold speed was a little below target at 105 kt. Target 120 kt |
|||
| 100 % |
Target 50 ft agl |
|||
| 50.14 % |
Landing and flare profile |
|||
| 100 % |
Heading variation 0.2 ° 0.2 ° min to max 0.2 ° |
0.2 | 0.2 ° | |
| 99.51 % |
Average bank angle 1.1 ° 0.0 ° min to max 2.3 ° |
0.5 | 1.0 ° | |
| 100 % |
Average g force 1.00 g 0.96 g min to max 1.04 g |
0.99 | 0.96 g | |
| Info |
Average speed 104 kt 101 kt min to max 105 kt |
105 | 101 kt | |
| Info |
Average VSI -404 fpm -455 fpm min to max -348 fpm |
-381 | -367 fpm | |
| Info |
Average altitude 24 ft agl -5 ft agl min to max 53 ft agl |
53 | -5 ft agl | |
| Info |
Average pitch angle 4.5 ° 3.8 ° min to max 5.2 ° |
4.2 | 4.6 ° |
Arrival Touchdown
93.7 %
Touchdown distance was good at 1,551 ft. Touchdown speed at 101 kt was good. Touchdown rate was firm at -367 fpm. Runway touchdown position was misaligned by 34 ft from centreline. Local weather - Temperature 59 °F. Wind 2 kt at 270 °. Crosswind: 1 kt Headwind: 2 kt.
| Score | Description | Start | Profile | End |
| 90.78 % |
Touchdown VSI was -367 fpm. |
|||
| 100 % |
Touchdown distance was 1,551 ft Target 1,500 ft |
|||
| 100 % |
Speed at touchdown 101 kt Target below 108 kt |
|||
| 73.38 % |
Runway alignment max 34.0 ft 33.3 ft left |
32.6 | 34.0 ft | |
| 100 % |
Average bank angle 0.6 ° 0.4 ° min to max 1.0 ° |
1.0 | 0.4 ° | |
| 100 % |
Average g force 1.16 g 0.96 g min to max 1.25 g |
0.96 | 1.11 g | |
| 100 % |
Landing Bounce |
|||
| Info |
Average speed 101 kt 101 kt min to max 101 kt |
101 | 101 kt | |
| Info |
Average pitch angle 4.6 ° 4.5 ° min to max 4.7 ° |
4.6 | 4.7 ° |
Arrival Rollout
82.12 %
Total landing distance 3,100 ft, 34 % of runway. Runway rollout alignment was slightly misaligned by 46 ft from centreline.
| Score | Description | Start | Profile | End |
| 100 % |
Landing distance 3,100 ft 34 % of runway. |
|||
| 60.27 % |
Runway alignment max 59.8 ft 45.8 ft left to 14.1 ft right |
34.1 | -14.1 ft | |
| 100 % |
Average g force 1.01 g 0.97 g min to max 1.09 g |
1.09 | 0.99 g | |
| Info |
Average speed 94 kt 54 kt min to max 100 kt |
100 | 54 kt | |
| Info |
Average pitch angle 3.5 ° -2.2 ° min to max 4.9 ° |
4.7 | -1.7 ° | |
| Info |
Average bank angle 0.3 ° 0.0 ° min to max 2.1 ° |
0.4 | 0.0 ° |
Runway Exit
Exiting runway, average speed 31 kt
| Score | Description | Start | Profile | End |
| Info |
Average speed 30 kt 20 kt min to max 48 kt |
48 | 20 kt | |
| Info |
Average pitch angle -1.1 ° -1.4 ° min to max -0.7 ° |
-1.4 | -1.0 ° | |
| Info |
Average bank angle 0.5 ° 0.0 ° min to max 1.3 ° |
0.2 | 1.0 ° | |
| Info |
Average g force 1.00 g 0.99 g min to max 1.01 g |
1.00 | 1.00 g | |
| Info |
Flaps Position 3 at 18:06:05 |
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| Info |
Flaps Fully Retracted at 18:06:06 |
Arrival Taxi
93.5 %
Taxiing to the parking from the runway took 1 minutes and covered less than 1 nm.
| Score | Description | Start | Profile | End |
| 100 % |
Average speed 15 kt 0 kt min to max 20 kt |
20 | 0 kt | |
| 83.75 % |
Average speed turning corners 17 kt max 18 kt |
0 | 0 kt | |
| 100 % |
Average g force 1.00 g 0.99 g min to max 1.00 g |
1.00 | 0.99 g | |
| Info |
Average pitch angle -0.7 ° -1.0 ° min to max -0.3 ° |
-1.0 | -0.8 ° | |
| Info |
Average bank angle 0.6 ° 0.0 ° min to max 1.6 ° |
1.1 | 0.0 ° | |
| Info |
Parking Brake On at 18:07:08 |
Aircraft C750 successfully landed at KSTL St. Louis Lambert International Airport on runway 30R, achieving a score of 90.8%. The aircraft approached the runway from the southeast, heading 302.0° at a distance of 4 nautical miles and an altitude of 1,306 feet above ground level (agl).
The landing was executed with good threshold height, indicating that the aircraft was at the correct height as it touched down on the runway. However, the threshold speed was slightly below the target speed of 105 knots, which may have been due to the aircraft's descent rate or the pilot's decision to flare earlier than expected.
The touchdown distance of 1,551 feet was within acceptable limits, and the touchdown speed of 101 knots was also good. The touchdown rate of -367 feet per minute (fpm) was firm, indicating that the aircraft touched down with a moderate amount of force. However, the runway touchdown position was misaligned by 34 feet from the centreline, which may have been due to a slight deviation in the aircraft's approach path or a miscalculation of the runway alignment.
The local weather conditions at the time of the landing were favorable, with a temperature of 59°F and a wind speed of 2 knots from 270°. The crosswind component was minimal at 1 knot, and the headwind component was 2 knots, which helped to stabilize the aircraft's approach.
The total landing distance of 3,100 feet was 34% of the runway length, which is within acceptable limits. However, the runway rollout alignment was slightly misaligned by 46 feet from the centreline, which may have been due to a slight deviation in the aircraft's rollout or a miscalculation of the runway alignment.
Overall, the landing was successful, but there were some minor deviations from the ideal approach and landing parameters. The pilot's decision to flare earlier than expected and the slight misalignment of the runway touchdown position and rollout alignment may have contributed to these deviations. However, the aircraft's performance and the pilot's skills were sufficient to ensure a safe and successful landing.
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