Welcome to the Takeoff & Landing Profiles guide for the A220-300! This gorgeous aircraft comes with some powerful, modern and efficient engines. With this great power comes great responsibility. These puppies will blast you into another dimension if you’re not careful, so be cautious of using too much power on takeoff.😜 Outfitted with a gorgeous glass cockpit and a stunning cabin, this aircraft is great for those regional flights that would spark your inner “Avgeek”.
For the official Infinite Flight video tutorial please click on the following link: Infinite Flight A220 Tutorial
This detailed guide, (one of the most in-depth ones too might I add), should get you into the air as well as on your way to a successful landing in just a few minutes. Different from past aircraft guides that I’ve made in the past, I’ve had some contributors assist in providing some awesome information. Both @tomthetank and @AdamCallow have both graciously offered in getting data to be included in two new sections within this guide. Without their help these two sections wouldn’t have been included. So I personally thank them for their time and allowing me to include that info in this guide.
Please read through the notes sections throughout the topic as well as at the end of this tutorial for further clarification on some of the items found within the table.
Bonus: There is a Quick Reference Guide in this tutorial. You’re more than welcome to download and save the PDF for imminent and future use. Found under “A220 QRG”.
Click on any one of the titles above to quickly jump to that section. Once reaching that section, simply click on the text or arrow just under the section title to expand further.
Table of Contents
✈ Purpose
✈ Conditions
✈ Takeoff & Landing Table
✈ TOLD Data
✈ Fuel Flow Data
✈ Flaps
✈ General Notes
✈ A220 QRG
Purpose:
What's the point of this topic? Find out here...
The purpose of this guide is to provide you with ball park speeds, flap settings, and power settings to get you in the air and onto the runway in one piece. These values are not 100% accurate as each flight is different. Weather, airport elevation, weight, runway length and other factors will affect these values.
Takeoff & Landing Conditions:
Click here to view the conditions in which this guide was built upon. Also included are the weather & location of this test.
Tests were conducted at Honolulu International Airport (PHNL) /// Airport Elev. 13ft \\\
- Winds Calm
- Runway 08R
- Temperature Standard (15˚C)
- All initial pitch angles were 12.5-15˚ nose up until 1000ft. AFE (Above Field Elevation) before pitch was dropped to increase speed
- Heavy Departure/Landing conducted at 90% load. Adjust as necessary.
Takeoff & Landing Table:
This is the information you're looking for. Flying these numbers under the various loads will ensure your safely getting off/on the ground. You may need to interpolate some for aircraft loads that don't match up exactly.
| Load % | Takeoff Power | Takeoff Flaps | Rotate | V2 | Landing Flaps | VApp ‡ | Vref |
|---|---|---|---|---|---|---|---|
| 25% | 77% = 82% N1 | Flaps 2 | 112kts | 122kts | Flaps 4 | 126kts | 121kts |
| 50% | 80% = 84% N1 | Flaps 2** | 128kts | 133kts | Flaps 4 | 137kts | 132kts |
| 75% | 83% = 87% N1 | Flaps 3** | 141kts | 144kts | Flaps 5 | 138kts | 133kts |
| >75%*** | 85% = 89% N1 | Flaps 3** | 148kts | 150kts | Flaps 5 | 140kts | 135kts |
- Increase power to 55% N1 prior to setting takeoff power
- Maximum N1 for takeoff is no more than 93%
- Landing flare pitch should be about 4-9˚ nose up.
- Personal recommendation… 5˚ is perfect
- Descent rate should not exceed -1000ft/min on final approach. (-800ft/min is optimal)
- Add 5kts to Vref/Landing speed in gusty conditions or in situations where steeper bank angles may be required.
**Note: Depending on the length of runway, weight, terrain and other considerations, a higher flap setting may be desired.
***Heavy Departures/Landings: Takeoffs over 75% may result in takeoff over Maximum Takeoff Weight (MTOW). This may also result in runway overruns. This could lead to overweight landings depending on your configuration and length of flight. Consider all factors and risks.
‡ Note: APPR is disabled for landings greater than the load below for where the Maximum Landing Weight (MLW) lies:
- 69%
⭐️Takeoff and Landing Distances (TOLD):⭐️
One of two new sections in this guide. Data provided by one of our own Moderators, Tom, we have takeoff and landing distances now. These should give you some ballpark figures for a takeoff/landing run. Values are in feet.
@tomthetank has spent his time to run through various loads and situations and provided some valuable data regarding the distance needed to takeoff/land. This data can be used for planning purpose to determine if your new A220 can fit into an airport that you may be unsure of, and will provide a margin of error during standard operations. This is great information for both takeoffs and landings.
Below you will find 3 tables. The first two should be fairly straightforward. One is takeoff distances. The second is landing distances while using 75% braking power. The third is an accelerate stop distance. From a static takeoff to a speed just prior to V1 to a complete stop using 90% brakes.
Note: Using the recommended power & flap settings as detailed in the above table, you should achieve the following:
Static Takeoff Run
Note: Takeoff run calculated with static takeoff. This is the distance from wheels stop to main wheels leaving the pavement.
| Density Altitude | 0 ft | 2,500ft | 5,000ft | |
|---|---|---|---|---|
| Load | Headwind | |||
| 25% | 0 | 2,800 | 3,000 | 3,400 |
| 10 | 2,300 | 2,400 | 2,800 | |
| 20 | 2,000 | 2,200 | 2,600 | |
| 50% | 0 | 3,700 | 4,400 | 4,600 |
| 10 | 3,300 | 3,600 | 4,100 | |
| 20 | 3,000 | 3,100 | 3,600 | |
| 75% | 0 | 4,500 | 5,200 | 5,800 |
| 10 | 3,900 | 4,400 | 5,000 | |
| 20 | 3,600 | 3,800 | 4,400 | |
| 100% (MTOW) | 0 | 5,400 | 5,800 | 6,400 |
| 10 | 4,800 | 5,200 | 5,700 | |
| 20 | 4,100 | 4,600 | 5,000 |
Landing Run (75% Brakes)
Note: This is the distance from touchdown to wheels stop. Required runway distance will be 1,000 feet greater if touching down at the white markers.
Note: Landing distance calculated by touching down at Vref and immediately applying 75% brakes. No thrust reversers used.
| Density Altitude | 0 ft | 2,500ft | 5,000ft | |
|---|---|---|---|---|
| Load | Headwind | |||
| 25% | 0 | 4,300 | 4,400 | 4,700 |
| 10 | 3,400 | 3,800 | 3,900 | |
| 20 | 2,700 | 3,000 | 3,300 | |
| 50% | 0 | 4,600 | 5,100 | 5,300 |
| 10 | 4,000 | 4,400 | 4,900 | |
| 20 | 3,300 | 3,800 | 3,900 | |
| 69% (MLW) | 0 | 5,100 | 5,300 | 5,900 |
| 10 | 4,300 | 4,700 | 5,100 | |
| 20 | 3,800 | 3,900 | 4,300 |
Accelerate Stop Distance to V1 (90% Brakes)
Note: Accelerate Stop distance calculated by accelerating to V1, reducing power to idle, and applying 90% brakes.
| Density Altitude | 0 ft | 2,500 ft | 5,000 ft | |
|---|---|---|---|---|
| Load | Headwind | |||
| 25% | 0 | 4,900 | 5,500 | 5,800 |
| 10 | 4,000 | 4,400 | 5,000 | |
| 20 | 3,300 | 3,600 | 4,300 | |
| 50% | 0 | 6,500 | 6,800 | 7,800 |
| 10 | 5,700 | 6,000 | 6,600 | |
| 20 | 4,800 | 5,000 | 5,600 | |
| 75% | 0 | 8,200 | 8,700 | 9,600 |
| 10 | 6,900 | 7,600 | 8,400 | |
| 20 | 6,000 | 6,400 | 7,400 | |
| 100% (MTOW) | 0 | 9,300 | 10,100 | 11,400 |
| 10 | 8,200 | 9,200 | 9,700 | |
| 20 | 7,100 | 7,700 | 8,500 |
A very big THANK YOU! to Tom for assisting in providing this valuable information and contributing to this guide. 😃
⭐️Fuel Flow Data:⭐️
The second of two new sections in this guide brought to you by yet another Moderator, Adam. The curious mind has done amazing things and this is what Adam has brought forward to this guide. Below the two charts that you'll find inside this section is a brief overview of what you're looking at and how to read it.
Graph & Table courtesy of @AdamCallow
This graph will show you the fuel flow (Y axis) for various altitudes (X axis) under different aircraft loads (each separate color/line). The percentages you see in the upper left hand corner are the legends for aircraft load, NOT N1%.
The table is a condensed version of the line graph above. It’s important to note the different colors in this table as it will show you where optimum fuel burn is. Again, the (Y axis) is representative of aircraft load where the (X axis) is the altitude.
Note: Values are in kilograms (kgs). If you wish to find out what the fuel flow is in pounds (lbs), take the value you see in the table/line graph and multiply by 2.2.
With a service ceiling of FL410, you can expect to reach FL410 easily under light aircraft loads. It would be good to reference the table above to determine your initial max altitude for your given aircraft load prior to departure. Keep in mind that as you burn fuel, your aircraft load will ultimately decrease allowing you to step climb on schedule.
THANK YOU Adam for being curious in this data. Its always great to have a visual representation of what fuel flow is like at various altitudes and how altitude and weight both play a part in fuel burn. Valuable stuff! 😎
Flaps:
For reference the flap and various limitations for each setting are listed below. These can also be found in the cockpit of the A220 on the flap indicator gauge, on the aft center pedestal.
| Flaps | Speed Limitation | Suggested Extension Speed |
|---|---|---|
| 1 | 230 kts | 220kts |
| 2 | 210 kts | 200kts |
| 3 | 210 kts | 180kts |
| 4 | 190 kts | 160kts or while slowing to Vref if landing Flaps 4 |
| 5 | 170 kts | slowing to Vref |
General Notes:
Various notes from testing in the making of this guide. Other helpful pointers to ensuring maximum realism.
- Climb Profile: Above 10,000ft, pitch for 290kts/M.75 until reaching cruise. Once level in cruise then speed up to cruise Mach.
- For 25-50% loads, Flaps 2 was used for data
- For 75-100% load, Flaps 3 was used for data
- “V2” indicates a minimum speed that needs to be maintained to acceleration (1000ft AGL). You will want to be faster than or equal to this speed.
- Pitch for V2+10kts up until the acceleration altitude before speeding up further.
- Takeoff Power - The first percentage is your throttle amount. The second value is the N1 read out as indicated in green above your throttle.
- 100% throttle should never be used. Aircraft in the real world very rarely exceed 100% as this is mainly used for emergencies only.
- 15% trim was used to conduct these tests.
- (Trim is personal preference based on how you calibrate and hold your device. Adjust as necessary)
- Single engine taxi whenever possible. #2 is primarily used as various systems run off of this engine IRL.
Note: Fuel flow, thrust and other aircraft performance factors may apply.
A220-300QRG:
A quick reference guide for you to view/save for your own personal needs. From taxi out to taxi in, everything all on one sheet can be found here.
If you would like a quick reference guide, you’re more than welcome to utilize this one that I’ve condensed into a 1 page sheet. It has just about everything you’ll want to know in terms of “What do I use for takeoff/cruise/landing?” and “When do I add/remove flaps or power?”. Below is a screenshot of what this document looks like as well as a PDF download link for that crisp picture and saving for future use.
Airbus A220 Reference Guide.pdf (56.6 KB)
Questions?
Feel free to add any questions or other helpful tips/pointers that you may find beneficial to others and myself or our helpful community members will gladly address those.
Please also check out other guides I have created for other recently new/reworked aircraft. I plan on making this series a regular thing as aircraft are reworked or new from the factory as a handful of folks seem to appreciate the quick start information. With the F18 and Embraer 175/190 slotted to be reworked you can expect to see those guides in the future.
Honorable Mentions
Shout out to @Tyler_Shelton and the rest of the Infinite Flight team for assisting in feedback and making this whole thing possible. Without them and the A220, this aircraft, guide and your enjoyment of this cool plane wouldn’t be present today
We hope you enjoy this aircraft as much as we did in making this guide! Now get out there and have fun! ✈️