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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 2.2°.
What happened: The wings held 2.2° of bank through the first climb segment and had drifted to 0.7° 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.
Below a thousand feet the aeroplane is slow, heavy and close to the ground. A steep turn loses lift, raises the stall speed and flattens the climb just when the gradient matters most. A normal turn on course is a rate one — fifteen degrees or so, twenty-five at the outside, this penalty is to acknowledge when a turn has stopped being a turn and become a manoeuvre.
Read more in Improve Your Take-OffsStart to finish · 11 stages, 10 scored
Events
Events
Events
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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: no landing flap set, sink rate above what the glideslope needed, off the centreline and speed above the reference speed.
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 275 m touchdown sits inside the full-score zone. The arrival was smooth.
The rest of the report
The flight began with a departure roll from runway 10 at LSZR Sankt Gallen Altenrhein Airport, a small airport located in St. Gallen, Switzerland. The Cessna C172 aircraft took off with a takeoff distance of 443 meters, which accounted for 34% of the runway. The liftoff speed was 61 knots, a relatively moderate speed for a Cessna C172.
As the aircraft climbed away from the airport, it encountered local weather conditions of 32 degrees Celsius and a wind speed of 0 knots from 270 degrees. This resulted in a crosswind and headwind of 0 knots, making the flight relatively smooth. The enroute climb started overhead the airport, where the aircraft climbed from an altitude of 1,782 feet above sea level to 1,897 feet, an increase of 115 feet in just 1 minute. This climb covered a distance of 1 nautical mile.
After reaching the desired altitude, the aircraft entered a level cruise phase, which lasted for 2 minutes and covered a distance of 2 nautical miles. This phase was initiated 1 mile northeast of the airport. The final approach to runway 10 was made from the west, with the aircraft heading 99.0 degrees at an altitude of 94 feet above ground level and 0 nautical miles from the runway.
The landing on runway 10 was executed with a threshold speed that was excessively high at 81 knots. However, the touchdown distance was good at 274 meters, and the touchdown speed was 67 knots, which was slightly fast. The touchdown rate was good at -193 feet per minute, and the runway touchdown alignment was very good. The local weather conditions remained the same, with a temperature of 32 degrees Celsius and a wind speed of 0 knots from 270 degrees.
The total landing distance was 611 meters, which accounted for 46% of the runway. The runway rollout alignment was perfect, indicating a smooth and controlled descent. The total flight distance was 4 nautical miles, and the flight used 2 kilograms of fuel. Overall, the flight was executed smoothly, with a good climb, cruise, and landing performance.
The Cessna C172 aircraft successfully landed at LSZR Sankt Gallen Altenrhein Airport, achieving a score of 96.9%. The final approach was conducted from the west, heading 99.0° at an altitude of 94 feet above ground level (agl) and 0 nautical miles from the runway. The aircraft maintained a good threshold height, indicating a stable approach.
However, there was a notable issue with the threshold speed, which was excessively high at 81 knots. This suggests that the pilot may have been unable to maintain a consistent approach speed, potentially due to factors such as wind or aircraft performance. Despite this, the touchdown distance was good at 274 meters, indicating that the pilot was able to maintain control and make a smooth landing.
The touchdown speed of 67 knots was faster than ideal, which may have contributed to the high threshold speed. Nevertheless, the touchdown rate of -193 feet per minute (fpm) was good, indicating that the pilot was able to absorb the impact of the landing smoothly. The runway touchdown alignment was very good, suggesting that the pilot was able to maintain a stable and aligned approach.
The local weather conditions were favorable, with a temperature of 32°C and a wind speed of 0 knots from 270°. This meant that there was no crosswind or headwind to contend with, making the landing even more challenging. The total landing distance of 611 meters was 46% of the runway length, which is a relatively short distance considering the aircraft's size and weight.
The runway rollout alignment was perfect, indicating that the pilot was able to maintain control and stability during the rollout phase of the landing. Overall, the landing was successful, but there were some areas for improvement, particularly with regards to maintaining a consistent approach speed and touchdown speed.
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