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MY FS FLIGHTS
Flight Score
Maintain the centreline
See Departure Roll
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 · 12 stages, 11 scored
Events
Events
Events
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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 500 ft above the runway. The 1,000 ft gate was not assessed, because the approach did not join final that far out.
The approach, gate by gate
Side view — the last 1,524 m of the approach.
Plan view — the first 1,524 m of the 2,166 m runway, to the same scale as the side view.
The 211 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 14 at SBGO Santa Genoveva Airport, where the aircraft, an Airbus A320, took off with a takeoff distance of 897 meters, which accounted for 41% of the runway. The liftoff speed was 147 knots, and the local weather conditions at the time were characterized by a temperature of 26 degrees Celsius and a wind speed of 3 knots from a direction of 290 degrees. This resulted in a crosswind of 1 knot and a tailwind of 3 knots.
As the aircraft climbed away from the airport, it began its enroute climb, which started overhead SBGO Santa Genoveva Airport. The climb took the aircraft from an altitude of 3,462 feet above sea level to 4,039 feet above sea level, an increase of 578 feet in just 1 minute, while covering a distance of 2 nautical miles. The climb was a smooth and efficient one, with the aircraft making good progress.
However, the enroute descent was a different story. It started 1 mile northeast of SBGO Santa Genoveva Airport and took the aircraft from an altitude of 4,050 feet above sea level to 3,000 feet above sea level, a decrease of 1,050 feet in 2 minutes, while covering a distance of 3 nautical miles. The descent was a bit more challenging, with the aircraft taking a bit longer to reach its desired altitude.
As the aircraft approached the airport for landing, it began its final approach to runway 14 from the northwest, heading 121.0 degrees at a distance of 1 nautical mile and an altitude of 540 feet above ground level. The landing was a good one, with the aircraft touching down on the runway at a speed of 114 knots, which was a bit fast. The touchdown distance was 211 meters, which was good, and the runway touchdown position was slightly misaligned by 3.3 meters from the centerline.
The local weather conditions at the time of landing were similar to those at takeoff, with a temperature of 23 degrees Celsius and a wind speed of 3 knots from a direction of 290 degrees. This resulted in a crosswind of 1 knot and a tailwind of 3 knots. The total landing distance was 1,283 meters, which accounted for 59% of the runway. The runway rollout alignment was very good, indicating that the aircraft was well under control during the landing.
In terms of overall performance, the flight was a good one, with the aircraft using 7,379 kilograms of fuel to cover a total distance of 8 nautical miles in 5 minutes. The flight was a smooth and efficient one, with the aircraft performing well throughout.
The Airbus A320 successfully landed at SBGO Santa Genoveva Airport, achieving a high score of 98.1%. The aircraft approached the runway from the north-west, heading 121.0° at 1 nautical mile and 540 feet above ground level (agl). The final approach was executed with precision, and the aircraft landed safely on runway 14, which has a length of 2,166 meters.
The threshold height was good, indicating that the aircraft was at the correct altitude as it approached the runway. The threshold speed of 118 knots was also within the acceptable range, demonstrating the pilot's ability to manage the aircraft's speed during the landing phase. The touchdown distance of 211 meters was also satisfactory, indicating that the aircraft was able to touch down within a reasonable distance from the threshold.
However, the touchdown speed of 114 knots was slightly faster than the recommended speed, which may have resulted in a slightly higher touchdown rate of -233 feet per minute (fpm). This is considered fair, but it could be improved upon to achieve a smoother landing.
The runway touchdown position was slightly misaligned by 3.3 meters from the centerline, which may have been due to a slight deviation in the aircraft's alignment during the final approach. Despite this, the runway rollout alignment was very good, indicating that the aircraft was able to maintain its alignment and direction after touchdown.
The local weather conditions at the time of the landing were favorable, with a temperature of 23°C and a wind speed of 3 knots at 290°. The crosswind component was minimal at 1 knot, and the tailwind component was 3 knots, which may have contributed to the slightly faster touchdown speed.
Overall, the landing was successful, and the aircraft was able to come to a stop within 1,283 meters, which is 59% of the runway length. This demonstrates the pilot's ability to manage the aircraft's speed and direction during the landing phase, and the aircraft's ability to respond to the pilot's inputs.
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