Reading RSO Grading

Overview

The RSO (Runway Safety Officer) bot autonomously monitors recovery patterns and, on every landing attempt, posts an objective graded debrief card. Think of it as an air traffic controller and LSO that never sleeps, never gets bored of watching you land, and will always provide clear, standardized feedback on your recovery technique.

For every pattern attempt it generates a 3-tier pass analysis image:

1. RSO HUD Scorecard — overall letter grade, numerical score, shorthand callouts, and key flight parameters.
2. Overhead Radar Scope — top-down view of your flight path relative to the active runway and dynamic Touchdown Zone.
3. Vertical Profile — true altitude plotted against distance, highlighting each pattern leg and glideslope tracking.

How to Read Your Pass Card

Here is an example scorecard layout:

┌──────────────────────────────────────────────────────────────────────────────────────────────────┐
│ PILOT: GTFO | Mongo                Airfield: Andersen AFB (PGUA)      Touchdown: +579m (+1898ft) │
│ AIRCRAFT: F-14BU                   Runway: 06L (Hdg: 66.4°)           Touchdown Sink: -3 ft/min  │
│ RSO GRADE: --  [2.4 / 5.0]         Dimensions: 3,020m x 60m           Lineup RMS: 102.5m         │
│ Calls: -- LO(DW) LUL(F) H(F)       Turn Dynamics: Max 54° (1.7 G)     GP Error: +165ft           │
│        OF(TD) FLT                                 Avg 26° (1.2 G)                                │
│ Pattern: LEFT TRAFFIC                                                                            │
└──────────────────────────────────────────────────────────────────────────────────────────────────┘

HUD Card Anatomy

Left Column — Pilot, Aircraft & Technique

• PILOT & AIRCRAFT: Your callsign and normalized airframe name.
• RSO GRADE: Overall letter grade and numerical score out of 5.0. The card border color matches your grade tier.
• Calls: Standardized shorthand listing every parameter deviation detected during the pass (decoded in detail below).
• Pattern: Specific traffic pattern or entry flown (e.g. LEFT TRAFFIC, RIGHT TRAFFIC, CROSSWIND ENTRY (LEFT), BASE ENTRY (RIGHT), STRAIGHT-IN).

Middle Column — Airfield Telemetry

• Airfield: Monitored airbase name and 4-letter ICAO identifier (e.g. Andersen AFB (PGUA)).
• Runway: Active runway designation and magnetic heading (e.g. 06L (Hdg: 66.4°)).
• Dimensions: Total runway length and width.
• Turn Dynamics: Peak and average bank angles and normal load factors (G) pulled across pattern turns.

Right Column — Touchdown & Approach Diagnostics

• Touchdown: Distance past runway threshold in meters and feet, plus classification (IN_TDZ, EARLY_TDZ, LONG, DEEP, or SHORT), and lateral centerline offset with side (L or R).
• Touchdown Sink Rate: Vertical descent rate at wheel contact in ft/min.
• Lineup RMS: Root-mean-square cross-track deviation on final approach.
• GP Error: Mean altitude deviation from standard 3.0° glidepath on final.

Grade Tiers & Scoring Scale

Every approach starts at a base score of 5.0 points. Deductions are applied for parameter deviations throughout the pattern and landing, and the final score maps to standard military/naval grade brackets:

ATC Shorthand Syntax & Location Modifiers

Debrief callouts follow standard aviation shorthand notation:

$$\text{[Grade]}\quad\text{[Deviation Code]}(\text{Phase / Location})$$

• Example: (OK) NER(ALT DW) NER(ALT UW) H(F) FLT NER(ALT CW)
  • (OK): Fair Pass
  • NER(ALT DW): Unstable Downwind Altitude (excessive descent/drift on downwind)
  • NER(ALT UW): Unstable Upwind Altitude (dumping altitude on upwind entry)
  • H(F): High on Final approach
  • FLT: Flat / float touchdown sink rate
  • NER(ALT CW): Excessive altitude variation in crosswind break turn

Phase / Location Modifiers

Scoring Deductions & Parameter Criteria

GTFO RSO employs an objective component-based scoring system where total points sum to 5.0 max:

• 🛫 Downwind Leg: 1.0 pt max (Target altitude corridor, spacing, and altitude stability)
• 🔄 Pattern Turns: 1.0 pt max (Bank angle limits, G-forces, crosswind break stability, base turn descent)
• 🛬 Final Approach: 1.5 pts max (Lineup centerline, 3.0° glidepath, wander, speed stability)
• 🎯 Touchdown: 1.5 pts max (TDZ box distance, lateral centerline offset, sink rate & technique)

A. Downwind Leg Evaluation (1.0 pt max)

• Target Altitude Corridor: Configured via pattern_alt_min_ft – pattern_alt_max_ft (e.g. 800.0–2500.0 ft for tactical aircraft; default 2500.0 ft).
• Mean Tolerance: ±300 ft (downwind_alt_tol_ft).
• Ideal Lateral Spacing: 0.7 – 2.0 NM offset from runway centerline (up to 2.2 NM for heavy tactical aircraft).

B. Final Approach Lineup (LU)

Evaluated along extended centerline on the stabilized final approach segment:

C. Final Approach Glidepath (GP) & Speed (1.5 pts max)

Evaluated against a standard 3.0° descent gradient ($h(x) = 15.24\text{m} + |x|\cdot\tan 3^\circ$, with $15.24\text{m} = 50\text{ ft}$ Threshold Crossing Height). The glideslope evaluation applies exclusively to the stabilized final approach segment ($\le 200\text{ kts}$):

D. Touchdown Distance (rx / local_x)

Measured longitudinally along the runway relative to the physical landing threshold ($x = 0$). Touchdown allowances scale dynamically as a percentage of total runway length, adapting seamlessly between long intercontinental runways (e.g. 3,020m / 9,908 ft Andersen AFB) and short tactical fields:

Example for Andersen AFB (3,020m / 9,908 ft runway):

• $\text{TDZ}_{\min} = 91\text{ m}$ ($297\text{ ft}$)
• $\text{TDZ}_{\max} = 755\text{ m}$ ($2,477\text{ ft}$) — Touching down 2,400 ft down runway is safely on target.
• $\text{TDZ}_{\text{long}} = 1,208\text{ m}$ ($3,963\text{ ft}$) — Waveoff threshold.

E. Touchdown Centerline Alignment & Sink Rate (1.5 pts max)

• Centerline Offset: Measured laterally from the runway center stripe ($y = 0$).
• Sink Rate: Calculated from vertical descent velocity over the final 2.5 seconds before wheel contact.

F. Pattern Turns, Bank Angle, G-Forces & Altitude Stability (1.0 pt max)

In coordinated turns, aerodynamic load factor is directly governed by bank angle $\phi$: $$G = \frac{1}{\cos(\phi)} = \sec(\phi)$$

• $30^\circ\text{ bank} \to 1.15\text{ G}$
• $45^\circ\text{ bank} \to 1.41\text{ G}$
• $60^\circ\text{ bank} \to 2.00\text{ G}$ (Standard tactical limit)
• Up to $90.0^\circ$ authorized for carrier break turns.

G. Flared Landing vs. Non-Flared (Carrier-Style) Recovery Rules

Aircraft recovery techniques differ fundamentally between land-based USAF/civil aircraft and naval carrier-capable aircraft. GTFO RSO automatically detects airframe configuration (flared_landing parameter) and tailors touchdown grading accordingly:

┌───────────────────────────────────┬─────────────────────────────────────────────────────────┐
│ Flared Aircraft (USAF / Civil)    │ F-16C Viper, A-10C, F-15C/E, Su-27/25, JF-17, Standard  │
│ • Technique Required              │ Roundout and flare to reduce sink rate before touchdown │
│ • Normal Touchdown Sink Rate      │ -100 to -500 ft/min (shallow/flat touchdown expected)   │
│ • Float Evaluation (FLT)          │ ONLY penalized if pilot floats deep past target TDZ     │
│ • Balloon Evaluation (BLN)        │ Penalized (-0.2 pts) if flare climbs > +150 ft/min      │
│ • Hard Landing Threshold (HRL)    │ < -800 ft/min (-0.8 pts)                                │
│ • Maximum Pattern Bank Limit      │ 60.0° – 75.0° tactical limit                            │
├───────────────────────────────────┼─────────────────────────────────────────────────────────┤
│ Non-Flared Aircraft (Naval)       │ F/A-18C Hornet, F-14A/B Tomcat, T-45 Goshawk, AV-8B     │
│ • Technique Required              │ Strict no-flare constant descent angle into TDZ         │
│ • Normal Touchdown Sink Rate      │ -250 to -800 ft/min (firm, controlled plant)            │
│ • Float Evaluation (FLT)          │ ALWAYS penalized (-0.2 pts) if sink rate > -70 ft/min   │
│ • Balloon Evaluation (BLN)        │ N/A (no flare permitted)                                │
│ • Hard Landing Threshold (HRL)    │ < -900 ft/min (heavy-duty carrier gear)                 │
│ • Maximum Pattern Bank Limit      │ Up to 90.0° (carrier tactical overhead break)           │
└───────────────────────────────────┴─────────────────────────────────────────────────────────┘

Pattern Stage Classification

Flight points inside a pass are segmented sequentially and continuously into distinct stages without intermediate gaps:

1. ⚪ TRANSITION: Long-range entry or initial transit towards the airfield prior to entering the pattern.
2. 🔵 UPWIND: Initial overhead break run-in or departure climbout along runway heading ($\text{diff} \le 35^\circ$ or $\ge 325^\circ$). High-speed initial passes ($> 200\text{ kts}$) are classified as UPWIND to ensure break entry is not confused with final approach.
3. 🔷 CROSSWIND: Perpendicular entry leg (begins $\sim 1.0\text{ NM}$ / $2,000\text{m}$ from runway centerline) or the overhead break turn.
4. 🟠 DOWNWIND: Downwind leg parallel to the active runway on reciprocal heading ($135^\circ \le \text{diff} \le 225^\circ$).
5. 🟣 BASE: Continuous descending turn from downwind towards the final approach course.
6. 🟢 FINAL: Stabilized final approach trajectory aligned with the runway ($\le 200\text{ kts}$).
7. 🔴 LANDING: Touchdown point and ground deceleration rollout.

Pattern Types Identified

• LEFT TRAFFIC / RIGHT TRAFFIC: Standard overhead break or full circuit entry with an upwind leg.
• CROSSWIND ENTRY (LEFT) / CROSSWIND ENTRY (RIGHT): Perpendicular pattern entry directly onto the crosswind leg.
• DOWNWIND ENTRY (LEFT) / DOWNWIND ENTRY (RIGHT): 45° or direct entry into the downwind leg.
• BASE ENTRY (LEFT) / BASE ENTRY (RIGHT): Direct base leg entry.
• STRAIGHT-IN: Direct final approach without flying downwind.

The Visual Debrief

The middle and bottom panels of your pass card provide the spatial and vertical debrief:

Overhead Radar Scope (Middle Panel)

• Guaranteed $\ge 5.0\text{ NM}$ Lateral Scope Window — the lateral axis spans at least 5.0 NM (9,260m), so wide downwind patterns (up to 3.5–4.0 NM out) remain completely visible without edge truncation.
• Runway Markings & References:
  • Green Dashed Box: Dynamic Target Touchdown Zone (TDZ), scaled to runway length.
  • Red X: The exact coordinate of wheel touchdown.
  • Parallel Runways: Rendered with exact heading, length, and displacement (e.g. 06R at Andersen AFB).
  • Downwind Range Badges: Distance guides at 1.0 NM, 1.5 NM, 2.0 NM, 2.5 NM, 3.0 NM, 3.5 NM, and 4.0 NM offset from runway centerline.
  • North Arrow: Magnetic and True North orientation.

Vertical Profile Chart (Bottom Panel)

Plots true Altitude MSL (ft) against total Distance Along Flown Path (m). Continuous shaded background zones highlight each leg, making it easy to spot where descent was initiated, whether altitude was lost prematurely on downwind, and how the 3.0° final descent gradient was flown to touchdown.

Putting It All Together

A quick reference for what the RSO expects from a clean pass:

• Upwind entry: Enter level along runway heading at pattern entry altitude corridor.
• Downwind: Fly parallel to the runway, maintaining level altitude corridor ($\le 200\text{ ft}$ spread / $\pm 75\text{ ft}$ std dev) and proper spacing ($0.7\text{--}2.0\text{ NM}$) until the abeam point.
• Base turn: Continuous descending turn without climbing/ballooning ($> 150\text{ ft}$).
• Final: On centerline, stabilized on 3.0° glideslope ($\le 80\text{ ft}$ error, $\le 50\text{ ft}$ RMS wander), steady airspeed ($\le 15\text{ kts}$ std dev).
• Turns: Coordinated, within bank angle limit ($60^\circ$ tactical / $90^\circ$ naval) and $\le 3.5\text{ G}$.
• Touchdown: In the TDZ ($3%\text{--}25%$ of runway length), on centerline ($\le 15\text{ m}$), firm controlled sink rate ($-100\text{ to } -800\text{ ft/min}$ for flared, $-250\text{ to } -800\text{ ft/min}$ for carrier).

For the standard operating procedures behind all of this, see Airfield Operations.