Lo que los datos de vuelo disponibles pueden y no pueden mostrar
El registro del dispositivo Garmin de consumo se usa como información corroborante limitada, no como un relato completo ni infalible del vuelo.
Segmentos de aproximación medidos
Los cálculos mostrados siguen siendo aproximadamente 3.1 grados en KCLL, 4.9 grados para el segmento más amplio de KAXH y 4.5 grados para la media milla náutica final en KAXH.
Los datos ofrecen respaldo limitado a una condición alta tardía en KAXH. No establecen la actitud de cabeceo, las conversaciones en cabina, los movimientos de los controles ni que una aproximación fuera insegura.
El segmento de KCLL no determina si hubo un episodio breve de baja velocidad, un evento fuera del segmento seleccionado o una intervención del instructor. La velocidad sobre el suelo no es la velocidad indicada.
Resumen de los hallazgos del vuelo
- KCLL: El segmento seleccionado no permite determinar si hubo un episodio breve de baja velocidad o intervención del instructor.
- KAXH: Los datos sugieren una aproximación alta en su tramo final y no refutan todos los aspectos de la preocupación expresada.
- La velocidad respecto al suelo no es la velocidad indicada. Estos datos no establecen lo dicho en cabina, la competencia para volar solo de forma independiente ni el motivo de una decisión.
El análisis interactivo compartido que aparece a continuación conserva sus etiquetas originales en inglés.
The displayed route uses 72 time-spaced samples rounded to three decimal places. The original 7,158-point GPX is not served by this site. Map tiles are provided by OpenStreetMap.
What the flight record shows
Explore the 3D reconstruction and additional telemetry
The reconstructed view, heart rate, and weather-bounded speed estimate do not establish approach safety or solo readiness.
KCLL, Easterwood Field, RWY 17
The reconstruction now begins at the first stable recorded segment near pattern altitude for each airport. It follows the GPX through pattern-area maneuvering, downwind, base, final, and the recorded post-threshold track. The leg labels are interpretations of the geographic track, not a record of ATC instructions or cockpit calls. KCLL continues through the touch-and-go and initial climb. KAXH continues through the ground-level altitude trace, runway rollout, and two taxi-speed points. The GPX does not independently identify the precise moment of wheel touchdown.
The orange path and displayed measurements are derived from the analyzed GPX. During playback, position, altitude, distance, time, and ground speed are linearly interpolated between the published measurements. Heart rate uses the nearest published sample. The ground uses expanded USGS The National Map aerial imagery aligned to public airport coordinates and sized to contain the displayed pattern and runway track. A neutral land-colored surface continues beyond the image only to prevent the finite image boundary from appearing as water. That outer surface contains no geographic detail. The scene is shown on a flat local reference plane, not a 3D elevation model. The imagery is geographic context, not evidence of weather, visibility, temporary obstacles, runway conditions, or cockpit view on August 29. The aircraft model, lighting, and camera are illustrative. G/S means ground speed, not indicated airspeed.
The pattern-area and post-threshold samples extend the visualization only. The final-approach conclusions below continue to use only the separately published runway-aligned analysis points. Smooth playback linearly interpolates position, altitude, distance, time, and ground speed between approximately five-second GPX-derived samples. Heart rate uses the nearest displayed sample. The possible air-mass-speed band applies only the nearby reported wind magnitude to the displayed ground speed. Wind direction was variable or not sufficiently precise, and the observation was not made at the aircraft. The band is not indicated airspeed. Heart rate describes the watch wearer's physiology and does not establish workload, stress, aircraft performance, or approach safety.
| Distance | Time CDT | Raw altitude | Normalized altitude | Ground speed | Heart rate | Inspect |
|---|---|---|---|---|---|---|
| 1.00 NM | 10:54:20 | 578 ft | 383 ft | 70.3 kt | 97 bpm | |
| 0.76 NM | 10:54:33 | 509 ft | 314 ft | 69.7 kt | 97 bpm | |
| 0.50 NM | 10:54:46 | 429 ft | 234 ft | 70.8 kt | 103 bpm | |
| 0.25 NM | 10:54:59 | 354 ft | 159 ft | 71.6 kt | 100 bpm | |
| 0.11 NM | 10:55:06 | 297 ft | 102 ft | 73.4 kt | 100 bpm | |
| Threshold | 10:55:11 | 255 ft | 60 ft | 73.5 kt | 101 bpm |
KCLL conclusion
The analyzed KCLL segment has an approximately 70.5-knot median calculated ground speed using centered ten-second windows. Jose Eduardo Capellan described becoming slow on approach, without specifying a duration or exact point. These smoothed measurements do not resolve a brief slow event, an event outside the selected segment, or an instructor intervention. Ground speed is not indicated airspeed; the file does not establish angle of attack, stall margin, aircraft configuration, or solo readiness.