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MY FS FLIGHTS
Flight Score
Work on the flare
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, 15 scored
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The threshold, the flare and the hold-off. The approach that led to it is the stabilisation gates below.
Two stabilised approach gates, each with seven checks, where the approach path is 1,000 ft and 500 ft above the runway.
At the 1,000 ft gate: no landing flap set.
At the 500 ft gate: no landing flap set.
The approach, gate by gate
Side view — the last 1,791 m of the approach.
Plan view — the first 1,791 m of the 2,614 m runway, to the same scale as the side view.
Touched down 688 m 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 04L at RPVM Mactan Cebu International Airport. The Airbus A320 took off with a takeoff distance of 52 meters, which is 2% of the runway length. The liftoff speed was 122 knots, and the aircraft climbed away from the airport.
As the aircraft climbed, it encountered local weather conditions of 28 degrees Celsius and a wind speed of 5 knots at 339 degrees. The crosswind component was 5 knots, while the headwind component was 2 knots. The enroute climb started approximately 1 mile northeast of the airport and continued for 3 minutes, covering a distance of 5 nautical miles. The aircraft climbed from an initial altitude of 1,039 feet above sea level to 4,112 feet, an increase of 3,073 feet.
After reaching the desired altitude, the aircraft entered a level cruise phase, which lasted for 6 minutes and covered a distance of 13 nautical miles. This phase started approximately 4 miles east of Gabi, a town in the Central Visayas region of the Philippines.
As the aircraft approached its destination, it began its descent from an altitude of 3,925 feet above sea level to 1,307 feet. This descent phase lasted for 4 minutes and covered a distance of 10 nautical miles. The aircraft started its descent approximately 9 miles south of Talisay, another town in the Central Visayas region.
The final approach to runway 04L at RPVM Mactan Cebu International Airport was made from the southwest, with the aircraft heading at 45.0 degrees. The approach was made at an altitude of 1,272 feet above ground level, approximately 4 nautical miles from the runway.
The aircraft landed on runway 04L, which has a length of 2,614 meters. The threshold height at 57 feet above ground level was slightly above the target, but the threshold speed was good at 136 knots. The touchdown point was 278 meters beyond the touchdown zone, and the touchdown speed was 127 knots, which was good. However, the touchdown rate was fair at -217 feet per minute.
The runway touchdown position was slightly misaligned by 6.8 meters from the centerline. The total landing distance was 1,716 meters, which is 66% of the runway length. The runway rollout alignment was very good.
After landing, the aircraft taxied to the parking area, which took approximately 4 minutes and covered less than 1 nautical mile. The total flight distance was 34 nautical miles, and the flight duration was 19 minutes. The aircraft used 601 kilograms of fuel during the flight.
The Airbus A320 successfully landed on runway 04L at RPVM Mactan Cebu International Airport, achieving a score of 92.9%. The aircraft approached the runway from the southwest, heading 45.0° at a distance of 4 nautical miles and an altitude of 1,272 feet above ground level (agl).
Upon landing, the aircraft touched down 278 meters beyond the touchdown zone, which is slightly off-target. However, the touchdown speed of 127 knots was within the acceptable range, indicating a good control of the aircraft's descent. The touchdown rate of -217 feet per minute (fpm) was fair, suggesting that the aircraft could have been brought down more smoothly.
The runway touchdown position was slightly misaligned by 6.8 meters from the centerline, which may have been due to a slight deviation in the aircraft's approach path. Despite this, the runway rollout alignment was very good, indicating that the aircraft's brakes were applied smoothly and effectively.
The local weather conditions at the time of landing were favorable, with a temperature of 28°C and a gentle wind of 5 knots at 339°. The crosswind component was 5 knots, while the headwind component was 2 knots. These conditions did not appear to have significantly impacted the landing, and the aircraft was able to touch down safely on the runway.
Overall, the landing was successful, with the aircraft achieving a good touchdown speed and a smooth rollout. However, there were some minor deviations from the target, including the touchdown point and the runway touchdown position. These can be addressed through further training and practice to improve the aircraft's performance and safety.
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