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MY FS FLIGHTS
Flight Score
Departure
Use smaller, smoother aileron inputs to hold the climb bank angle near wings-level.
What happened: During Climb 3 the bank angle averaged 6.4°, well beyond a steady wings-level climb.
Watch for: Attitude indicator - bank angle, keeping it close to wings-level through the climb.
Below 10,000 ft you are typically limited to 250 kt indicated (a US rule that much of the world mirrors in some form, though not universally). This forces a deceleration around 10,000 ft whether the profile wants one or not, so plan for it rather than discovering it.
Start 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.
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.
At the 500 ft gate: off the runway's 3° glideslope.
The approach, gate by gate
Side view — the last 1,524 m of the approach.
Plan view — the first 1,524 m of the 3,701 m runway, to the same scale as the side view.
The 333 m touchdown sits inside the full-score zone. The arrival was smooth.
The rest of the report
The flight began with the departure roll from runway 13L at Budapest Liszt Ferenc International Airport (LHBP). The MD-11 aircraft accelerated down the runway, covering a distance of 828 meters, which was 22% of the runway length. The liftoff speed was achieved at 154 knots, marking the start of the takeoff phase.
As the aircraft climbed away from the airport, it encountered local weather conditions of 19°C temperature and a wind speed of 9 knots from a direction of 199 degrees. The crosswind component was 8 knots, while the headwind component was 3 knots. The enroute climb started approximately 1 mile north of Vecses, where the aircraft ascended from an altitude of 1,485 feet above sea level to 6,087 feet above sea level, an increase of 4,602 feet in just 2 minutes, covering a distance of 6 nautical miles.
The enroute descent phase began 2 miles southeast of Felsopakony, where the aircraft descended from 6,078 feet above sea level to 2,547 feet above sea level, a decrease of 3,531 feet in 3 minutes, covering a distance of 13 nautical miles. The aircraft then entered a level cruise phase, flying overhead Jozsefvaros for 5 minutes, covering a distance of 2 nautical miles.
The final descent phase started overhead Zuglo, where the aircraft descended from 2,524 feet above sea level to 919 feet above sea level, a decrease of 1,606 feet in 2 minutes, covering a distance of 4 nautical miles. The aircraft then began its final approach to runway 13L at LHBP, flying from the northwest at a heading of 125.0 degrees, 3 nautical miles from the runway threshold at an altitude of 470 feet above ground level.
The landing was executed on runway 13L, which had a length of 3,701 meters. The threshold height was good, and the threshold speed was also satisfactory at 138 knots. However, the touchdown speed was a little fast at 132 knots, and the touchdown rate was fair at -212 feet per minute. The runway touchdown position was slightly misaligned from the centerline by 9.4 meters.
The total landing distance was 1,310 meters, which was 35% of the runway length. The runway rollout alignment was also slightly misaligned from the centerline by 9.2 meters. The total flight distance was 30 nautical miles, and the flight duration was 23 minutes. The aircraft used 3,453 kilograms of fuel during the flight.
The MD-11 aircraft successfully landed at LHBP Budapest Liszt Ferenc International Airport, achieving a score of 96.4%. The final approach was conducted from the north-west, heading 125.0° at 3 nautical miles and 470 feet above ground level (agl). The aircraft touched down on runway 13L, which has a length of 3,701 meters.
The threshold height was satisfactory, and the threshold speed was maintained at 138 knots, indicating a good approach configuration. The touchdown distance of 336 meters was also within acceptable limits. However, the touchdown speed of 132 knots was slightly higher than desired, which may have contributed to a fair touchdown rate of -212 feet per minute (fpm).
The runway touchdown position was not perfectly aligned with the centerline, deviating by 9.4 meters. This slight misalignment may have been due to factors such as wind or pilot error. The local weather conditions were relatively calm, with a temperature of 15°C and a wind speed of 1 knot from 269°. The crosswind and tailwind components were negligible, at 1 knot each.
The total landing distance of 1,310 meters was 35% of the runway length, which is a reasonable distance considering the aircraft's size and weight. However, the runway rollout alignment was slightly misaligned by 9.2 meters from the centerline, indicating a minor issue with the aircraft's directional control during the rollout phase.
Overall, the landing was successful, but there were some minor issues with the touchdown speed, touchdown rate, and runway alignment. These can be addressed through further training and adjustments to the aircraft's configuration to improve future landings.
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