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MY FS FLIGHTS
Flight Score
Departure
Use smooth aileron to roll the wings level in the first climb segment, holding bank angle near wings-level instead of letting it build to 1.8°.
What happened: The wings held 1.8° of bank through the first climb segment and had drifted to 3.2° by the second - this early wing-level drift usually carries through into a larger bank excursion later in the climb.
Watch for: Watch the attitude indicator's bank pointer and keep it at wings level throughout the climb.
A small uncorrected heading error at 40 knots becomes a metre of offset per second by 100 knots, noticed only at rotation, producing a crabbed liftoff. Root cause is nearly always eyes on the tape instead of the far end of the runway. Small heading changes displace a distant point visibly long before the nearby centreline stripes look wrong.
Read more in Improve Your Take-OffsStart to finish · 14 stages, 12 scored
Events
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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: seven checks where the approach path is 300 ft above the runway. The 1,000 ft gate was not assessed, because the approach did not join final that far out.
At the 300 ft gate: sink rate above what the glideslope needed.
The approach, gate by gate
Side view — the last 1,322 m of the approach.
Plan view — the full 1,322 m runway, to the same scale as the side view.
The 190 m touchdown sits inside the full-score zone. The arrival was smooth.
The rest of the report
This flight was conducted in a Cessna 208B aircraft, departing from runway 10 at LSZR Sankt Gallen Altenrhein Airport in Switzerland. The taxiing process from the parking area to the runway took only 1 minute and covered a distance of less than 1 nautical mile. As the aircraft began its departure roll, it reached liftoff speed of 75 knots at the end of the 523-meter takeoff distance, which constituted only 40% of the runway length.
The local weather conditions at the time of departure were characterized by a temperature of 16 °C and a gentle headwind of 1 knot from the west at 270 degrees. The aircraft then established its enroute climb course at an altitude of 2,288 feet above sea level, ascending to 2,965 feet above sea level over a distance of 2 nautical miles and in 1 minute. This climb phase began immediately overhead the town of Gaissau in Vorarlberg, Austria.
Following the completion of the enroute climb, the aircraft transitioned to an enroute descent phase. As it flew 1 mile north of LSZR Sankt Gallen Altenrhein Airport, it began its descent from 2,966 feet to 1,754 feet above sea level. Over the 2 nautical miles and 2 minutes, the aircraft lost an altitude of 1,213 feet.
The final approach phase was conducted from the west over a distance of 1 nautical mile, and at an altitude of 429 feet above ground level, with a heading of 98.0 degrees. At the time, the local weather conditions were still characterized by a temperature of 15 °C and a light headwind of 1 knot from the west at 270 degrees.
The landing was made on runway 10 at LSZR Sankt Gallen Altenrhein Airport, which was 1,322 meters in length. The threshold speed was found to be satisfactory at 67 knots, and the touchdown speed was 61 knots. The touchdown distance was only 188 meters, and the touchdown rate was acceptable at -178 feet per minute.
Upon landing, the aircraft found itself slightly misaligned with the runway centerline by 4.7 meters, but its runway rollout alignment was very good. After touchdown, the aircraft took 4 minutes to taxi back to the parking area, covering a distance of less than 1 nautical mile. Throughout the flight, the aircraft demonstrated a very efficient performance, consuming only 25 kilograms of fuel to complete a total distance of 8 nautical miles.
The Cessna 208B aircraft successfully landed on runway 10 at LSZR Sankt Gallen Altenrhein Airport, scoring an impressive 96.4% overall. The aircraft approached the runway from the west, heading 98.0° at 1 nm and 429 ft above ground level (agl). The pilots maintained a good final approach to the runway, ensuring an even touchdown.
During the landing, the threshold height and speed were well-managed, with a threshold speed of 67 kt being maintained effectively. The touchdown distance of 188 m was also satisfactory, indicating that the pilots were able to control the aircraft's descent smoothly. The touchdown speed of 61 kt was within the acceptable range as well, contributing to a safe and controlled landing.
The pilots were faced with relatively calm wind conditions, with a temperature of 15 °C and winds of 1 kt at 270°, resulting in a minimal crosswind but a slight tailwind of 1 kt. These conditions made it easier to align the aircraft with the centerline of the runway. However, the pilots did experience a slight misalignment, with the runway touchdown position being 4.7 m away from the centerline.
Despite this minor issue, the pilots were able to handle the aircraft effectively, maintaining a good rollout alignment and bringing the aircraft to a stop safely within the designated area. The total landing distance of 555 m accounted for approximately 42% of the runway, indicating that the pilots had sufficient braking power and control over the aircraft. Overall, the landing was successful and reflected excellent pilot skills and training.
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