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MY FS FLIGHTS
Flight Score
Departure
Ease back pressure in smoothly as you approach 67 kt, holding a steady rotation rate rather than snatching the controls.
What happened: On the takeoff roll the aircraft bounced before becoming fully airborne.
Watch for: Attitude indicator: a smooth, continuous pitch-up through liftoff with no secondary bounce.
See Departure Roll
Preparing for a stable approach will give you time to decide on whether to attempt the landing or going around. Too much altitude with a high sink rate will result in carrying too much speed onto the runway. Configuring flaps and the gear late also won't help the speed decay.
Read more in The Stabilised ApproachStart to finish · 16 stages, 15 in the score
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 for a circuit: seven checks where the approach path is 300 ft above the runway. The 1,000 ft gate is an instrument-approach check and does not apply. These checks are the approach's score.
At the 300 ft gate: no landing flap set, sink rate 4,033 fpm, more than the glideslope needed, glideslope 8.7° against the runway's 3°, centreline 2.6° off, against a 1° limit, wings 24° of bank, against a 10° limit and speed 58 kt FAST on the reference speed of 72 kt.
The approach, gate by gate
Side view — the last 5,000 ft of the approach.
Plan view — the first 5,000 ft of the 10,212 ft runway, to the same scale as the side view.
Touched down 2,844 ft past the threshold — beyond the full-score zone. The 2.63 G arrival is the firm side of smooth.
The rest of the report
The aircraft (AA-5B, N28672) commenced its departure roll on runway 04 at MMPR Puerto Vallarta International Airport, accelerating through a takeoff distance of 1,392 ft (14 % of the runway) and achieving a liftoff speed of 75 kt. Ambient conditions were a temperature of 85 °F with a wind from 050° at 6 kt, providing a head-wind component of 6 kt and no cross-wind.
After liftoff, the aircraft entered a right-hand pattern from runway 04, covering less than 1 nm in 22 seconds to complete the entry segment.
The subsequent right-hand crosswind leg was flown for less than 1 nm in 8 seconds, maintaining alignment with the runway centreline.
During the downwind turn, the aircraft described a 1 nm arc with a 45° turn angle measured at 128.8° to the runway heading.
The downwind leg itself was less than 1 nm in length and was completed in 10 seconds.
The base-leg turn was another 1 nm maneuver, this time with a 45° turn angle of 93.8° toward the runway.
The base leg that followed was again less than 1 nm and was flown in 8 seconds.
A final turn of 6 nm was executed over 150 seconds, positioning the aircraft for the approach segment.
The final approach to runway 04 was conducted from the southwest on a heading of 43.0°, descending to 101 ft AGL at the runway threshold. Weather at this stage remained a temperature of 85 °F with a wind from 050° at 5 kt, yielding a head-wind component of 5 kt and zero cross-wind.
Landing was made on runway 04, whose total length is 10,199 ft. The threshold speed was recorded at 130 kt, and touchdown occurred 2,230 ft beyond the designated touchdown zone. Touchdown speed was 64 kt, with a vertical rate of minus 219 fpm, and the aircraft was laterally offset by 12 ft from the centreline. The total landing distance measured 3,804 ft (37 % of the runway), and the rollout alignment was judged very good.
After rollout, the aircraft taxied to parking, a movement that lasted 697 minutes and covered less than 1 nm.
In total, the flight covered 10 nm, required approximately 6 minutes of airborne time, and consumed 0 lb of fuel.
Aircraft AA-5B (N28672) executed the final approach to runway 04 at MMPR Puerto Vallarta International Airport from the south-west on a heading of 43.0° at 0 nm and 101 ft AGL. Local conditions were a temperature of 85 °F, wind 5 kt from 050° with a 5 kt headwind component and no crosswind.
The threshold height was good, but the threshold speed was excessively high at 130 kt.
Touchdown occurred 2,230 ft beyond the designated touchdown zone with a speed of 64 kt, which was fast. The vertical speed at touchdown was fair at minus 219 fpm, and the aircraft touched down slightly off centreline by 12 ft. Total landing distance measured 3,804 ft, representing 37 % of the runway length.
Runway rollout alignment was very good.
Reduce the approach speed to the appropriate VREF to avoid the excessive threshold speed and enable a touchdown within the intended zone. Aim for the standard aim point approximately 300 m (1,000 ft) down the runway to improve touchdown location and distance usage.
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