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MY FS FLIGHTS
Flight Score
Arrival
Reduce power earlier on final to bring speed back to 67 kt by the threshold.
What happened: The aircraft crossed the threshold at 73 kt against a target of 67 kt, and the flare that followed strayed from its usual profile; this combination usually carries through to a firm touchdown.
Watch for: Airspeed indicator: 67 kt at the threshold
Arrive slow and the sink rate at the threshold is already above schedule, the flare is short because there is no energy to extend it, and the touchdown is hard in a way that feels exactly like a late flare. Diagnosing a slow arrival as a late flare is the catastrophic misread: you respond by flaring earlier, which bleeds more speed, which makes the next one worse. The tiebreaker is threshold speed against VRef, not feel. Never diagnose a flare without it.
Read more in Flare TimingStart to finish · 16 stages, 14 in the score
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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 for a circuit: five checks where the approach path is 500 ft above the runway. The 1,000 ft gate is an instrument-approach check and does not apply.
Side view — the last 4,336 ft of the approach.
Plan view — the full 4,336 ft runway, to the same scale as the side view.
Touched down 1,727 ft past the threshold — beyond 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 Cessna Skyhawk taking to the skies. The aircraft required a takeoff distance of 2,161 feet, which was 50% of the available runway length. The liftoff speed was achieved at 69 knots, marking the start of the flight.
As the aircraft entered the left-hand pattern, it did so from runway 10, navigating the turn in a mere 12 seconds and covering a distance of less than 1 nautical mile. The subsequent crosswind turn was completed in 23 seconds, with the aircraft maintaining a steady course. The downwind turn was a significant maneuver, requiring a distance of 1 nautical mile and an angle of 51.6 degrees to the runway. The downwind leg itself was 2 nautical miles long and took 62 seconds to complete.
The base leg turn was another critical phase, with the aircraft covering 2 nautical miles and turning at an angle of 75.7 degrees to the runway. The base leg itself was a short 34 seconds, with the aircraft positioning itself for the final approach. The final turn was a quick 38 seconds, setting the stage for the landing.
The landing itself was on runway 10, with a length of 4,336 feet. However, the threshold height was significantly above the target, and the threshold speed was too high at 73 knots. The touchdown distance was good, at 1,225 feet, but the touchdown speed was a little fast at 60 knots. The touchdown rate was firm, at -339 feet per minute, and the runway touchdown position was significantly misaligned by 52 feet from the centreline.
The total landing distance was 1,909 feet, which was 44% of the available runway length. The runway rollout alignment was also misaligned by 60 feet from the centreline. After landing, the aircraft taxied to the parking area, taking 5 minutes and covering a distance of less than 1 nautical mile.
The flight itself was a relatively short one, covering a total distance of 8 nautical miles and taking 11 minutes to complete. The aircraft used a total of 5 pounds of fuel during the flight.
The Cessna Skyhawk aircraft has successfully landed on runway 10 at LSZR Sankt Gallen Altenrhein Airport, but with some areas for improvement. The landing score of 72.3% indicates that the pilot has room for refinement in their technique.
One of the notable issues with this landing was the threshold height, which was significantly above the target height of 88 ft agl. This suggests that the pilot may have been too high on final approach, which could have resulted in a longer landing distance. Additionally, the threshold speed of 73 kt was also too high, indicating that the pilot may have been too aggressive on the approach.
On the positive side, the touchdown distance of 1,225 ft was good, indicating that the pilot was able to maintain control and touch down at a reasonable distance from the threshold. However, the touchdown speed of 60 kt was a little fast, which could have resulted in a firmer touchdown rate. The touchdown rate of -339 fpm was indeed firm, suggesting that the pilot may have been able to reduce the speed on final approach to achieve a smoother touchdown.
The runway touchdown position was significantly misaligned by 52 ft from the centreline, which could have resulted in a longer landing distance and increased the risk of veering off the runway. This suggests that the pilot may need to work on maintaining a straighter approach and aligning with the centreline on touchdown.
The local weather conditions, with a temperature of 91 °F, may have contributed to the pilot's performance. However, it is essential to note that the pilot's skills and technique should not be compromised by weather conditions.
The total landing distance of 1,909 ft, which accounts for 44% of the runway, is a concern. This suggests that the pilot may need to work on reducing the landing distance to ensure a safer and more controlled touchdown. The runway rollout alignment was also misaligned by 60 ft from the centreline, which could have resulted in a longer rollout distance and increased the risk of veering off the runway.
Overall, while the pilot has demonstrated some areas of strength, there are several areas for improvement that need to be addressed to achieve a higher landing score.
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