Events
Events
Events
Events
MY FS FLIGHTS
Flight Score
Departure
Lower the nose and add power to raise climb speed to 71 kt.
What happened: Climb speed was 57 kt against a target of 71 kt, running 14 kt slow through the climb.
Watch for: Airspeed indicator against the climb target of 71 kt.
Between four hundred and a thousand feet you're heavy, close to the ground and still carrying flap, and speed is the margin holding all three apart. Slow here doesn't feel like anything — the aeroplane climbs, the nose is up, nothing complains — right up until a turn, a gust or a bank tightens the wing's job and the margin is already gone. The fix is rarely "fly faster", it's lowering the nose a degree and letting the speed build before the next thing you do. Pitch buys altitude, speed buys options, and at this height options are the scarcer of the two.
Read more in Improve Your Take-OffsStart to finish · 16 stages, 14 in the score
Events
Events
Events
Events
From brake release to the end of the climb, against time, then the takeoff point by point.
Lifted off at 49 kt with 2.6° of pitch. Climb 3 averaged 57 kt, 14 kt under its 71 kt target.
Two traces from brake release: the airspeed on top, and below it the pitch, which is how far the nose is above the horizon. The figure at liftoff is the pitch then. The shaded stretch is Climb 3, the part of the climb scored on holding the climb speed.
The takeoff, point by point
Side view from the start of the roll to the end of Climb 3 at 901 ft.
Reached 35 ft with 1,015 m of runway left; then climbing at 1,210 fpm on average to 901 ft.
The takeoff from the side: the height above the runway against the distance along it. The numbers along the runway are the speeds reached at each point. Lifting off in the amber last quarter of the runway costs marks for the roll length. The shaded stretch is Climb 3, scored on its average speed against the target.
Plan view the roll down the 1,352 m runway.
Rolled from 52 m in, drifted right of the centreline, 2 m at the widest, and lifted off 2 m right. Airborne 13 % of the way down the runway, before the 75 % line.
The roll from above, with your left at the top. The line is where the wheels went, and "widest" is the furthest you drifted off the centreline. Lifting off before the amber 75 % line gets full marks for the roll length.
The final from 4 nm.
Profile height against the 3° glideslope, with its 2° band in green.
Inside the glideslope band from 0.9 nm, where the final began, to the threshold, never more than 260 ft above the slope.
Your height above the runway against the distance still to go. The glideslope is the steady descent path to the aiming point, 305 m past the threshold: 3° here, which is about 320 ft for every nautical mile out, crossing the threshold at about 50 ft. The row under the distances is the height it puts you at. Inside the green band your path is drawn green; outside it, amber.
Plan distance off the extended centreline, your left at the top, with the 1° band. Sideways distances are drawn 4× larger than distances along the final.
Inside the 1° band all the way from 0.9 nm, never more than 94 m off the centreline.
Looking down from above, flying left to right towards the runway: up the page is left of the centreline, down is right. Sideways distances are stretched so that small drifts show, so a line that looks wild here may be only a few tens of feet. The labels are how far off you were at each distance, amber when outside the band.
Speed against the approach speed. The green band runs from 5 kt slow to 21 kt fast at the 1,000 ft gate, closing to 12 at 500 ft and 10 at the threshold.
Inside the speed band all the way, between +1 kt and +11 kt on the approach speed of 41 kt.
Your indicated airspeed down the final, against the approach speed for this aircraft at its landing weight. The band allows 5 kt slow and more on the fast side further out, closing as you get lower, because the speed is expected to come off on the way down. The figures are knots above (+) or below (−) the approach speed.
wheel landing
Over the threshold
Touchdown
Perfect landing flare
From 37 kt at touchdown to taxi speed (30 kt) in 6 s, an average deceleration of 0.07 g.
Your ground speed from the moment the wheels touched until you were down to taxi speed, against the distance rolled. A steep line is hard braking, a shallow one a long, gentle roll. For scale, an airliner's lowest autobrake setting decelerates at about 0.15 g, a medium one about 0.3 g. Shown for reading; not marked.
Side view — the last 1,173 m of the approach.
Crossed the threshold at 43 ft, close to the 50 ft target; began the flare at 20 ft. Touched down 224 m in, 80 m short of the ideal 305 m.
The last stretch of the approach and the touchdown, from the side. The height is stretched so that the last few feet show: 80 ft top to bottom, against 1,173 m across. The dashed line is the ideal, 50 ft over the threshold and down 305 m in. The flare ring is where you began raising the nose, and "descent slowed" is where the sink came off; the figures beside them are the sink rate, pitch and speed at that point.
Sink and pitch — through the flare, lined up with the side view.
The sink went from 470 fpm at the flare to 120 fpm at touchdown. The nose came up 4.5° on the way down.
Lined up with the side view above, so a point on one sits under the same point of the other. On top, how fast you were coming down: 0 is level, and −600 is 600 ft a minute down. Below, the pitch. In a flare the nose comes up and the descent slows towards 0. The figure at the touchdown line is your touchdown rate.
Plan view — the full 1,173 m runway, to the same scale as the side view.
Touched down on the centreline, and stayed within 0.5 m of it down the rollout.
The runway from above, with your left at the top. Touching down inside the green bracket scores full marks for the distance. The shaded part is the rollout, up to where it ended.
The 224 m touchdown sits inside the full-score zone. The arrival was smooth.
The rest of the report
The Savage Cub taxied to runway 35 at M45 Alpine County and commenced the departure roll. Takeoff required 186 m, representing 14 % of the runway, and liftoff was achieved at 50 kt. Local weather reported a temperature of 4 °C, wind 2 kt from 182°, no cross-wind and a 1 kt tail-wind component.
The initial climb began overhead M45 Alpine County Markleeville, climbing from 6 820 ft asl to 7 583 ft asl - a gain of 763 ft in 1 minute while covering less than 1 nm.
A level cruise followed, also overhead M45 Alpine County Markleeville, lasting 5 minutes and extending 7 nm.
A second climb started 5 mi south-east of M45 Alpine County Markleeville, ascending from 7 962 ft asl to 9 782 ft asl - an increase of 1 821 ft in 3 minutes and covering 4 nm.
The aircraft then entered a cruise segment 6 mi south-west of Topaz Ranch Estates, which lasted 2 minutes and spanned 3 nm.
An en-route descent commenced 5 mi north-west of Coleville, descending from 9 416 ft asl to 8 308 ft asl - a loss of 1 108 ft in 3 minutes while covering 5 nm.
A subsequent cruise segment over Coleville lasted 22 minutes and covered 33 nm.
The final approach to runway 16 at O57 Bryant was flown from the north, on a heading of 180.0° at 1 nm and 411 ft agl. The descent continued from 593 ft agl to 56 ft agl in 72 seconds, and the aircraft scored on the stabilisation gates.
Landing was executed on runway 16 at O57 Bryant, whose length is 1 173 m. The threshold height was satisfactory and the threshold speed was 43 kt. Touchdown occurred 223 m down the runway at 35 kt with a touchdown rate of minus 59 fpm and perfect alignment. Local weather at the time was temperature 2 °C, wind 1 kt from 184°, no cross-wind and a 1 kt head-wind. Total landing distance measured 312 m, equivalent to 27 % of the runway, and rollout alignment was perfect.
In total, the flight covered 55 nm, took 38 minutes, and used 0 kg of fuel.
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