Best Infinite Flight Videos [Official Thread]


#374

Can you beat this?

#375

A few beautiful departures off of 25 at DIA

#376

Watch this I will made one Maybe in 12 days.


#377

Was this from @Nathan’s event a couple months back? Or just a lot of traffic there…


#378

Lol! Well, it’s actually on free mode. 🙊
I found a good spot next to Runway 25 at DIA irl a few years ago when I was there. So I spawned in and locked the camera on the plane from that spot, and just spawned in in different aircrafts and takeoff in them


#379

#380

A post was merged into an existing topic: Best Infinite Flight Photos [Official Thread]


#381

Wow.Must of toke you 8 hours to finish that mesaage😂


#382

That’s called escorting I guess


#383

Hey all, I want to share my very first IF video I have made. It’s made for when I start livestreaming in the near future. I hope you like it.

With regards, B4ND1T


#384

This is one of many videos and accompanying narratives I’ve done using IF (posted in an FB group - name omitted). I’m not advertising the video in any way, just thought you might like to peruse…

Tony Jannus took to the sky on 1st January 1914 in the Benoist Airboat on the first ever scheduled airline service set up to carry passenger(s). It happened on an internal flight in Florida. A Roberts Motor Company 6 cylinder engine powered this 567 kilogram plane (constructed from materials including fabric) for the 23 minute flight taking a route of around the 35 kilometre mark at 102 kilometres per hour (55 knots) holding a full capacity of 1 passenger. Thai Airways takes to the sky in an Airbus A380 for many hours cruising at 907 kph (490 knots) laden with up to 545,000 kilograms worth of bulk and many hundreds of passengers. That’s quite a difference. As time as has passed with it technological ideas and advancements have seen commercial aviation expand into the world as we know it now. Booking up a flight to travel many thousands of kilometres across the expanse of the globe has never been logistically easier for the consumer. Airports Council International’s official count of worldwide commercial airports revealed a figure of 17,678 back at the end of 2015, that figure of course not counting the rest of the non commercial airports that exist. Counting them in would see a figure well over double the commercial airport count, which shows how much we use planes and how many people do so for all purposes. From the most basic fabric plane and the first hot air balloons and flight that took humanity by surprise and storm to the mighty Airbus A380-800 and its capability to carry passenger numbers more towards the 900 mark have made air travel become something of a marvel in my opinion. It’s not just the plane, of course. The amount of involvement from so many people in, for example, a routine flight nowadays really does boggle the mind when looking a bit further into it.

You have the development of an aircraft from the drawing board, those people involved in doing so right through sourcing the materials, bringing them together, building the thing and all the skills and workmanship that go with it including constructing a factory just for the purpose of creating such a machine. For example, within the Airbus factory in Toulouse there is a hangar for assembly of the A380 which is the size of 300 tennis courts. The Airbus factory in Broughton, UK, is 83,500 square metres in size. Within that, all the goings on, the tools, the equipment, the people, the skills and all the physical and happenings are huge. That’s just building the plane. You then have airports (which are equally if not more mind bogglingly active and involved), airport operations, all the bits that go with it from ordering a coffee on the ground to the fuel trucks that dash around the place to keep planes in the sky. The staff, the pilots, the air traffic control, the people are employed for the sole purpose of scaring birds away to prevent bird strikes. The scale of the modern commercial aviation world is huge. All of that is based around the basic idea of getting a load of people on a plane and getting them from one point to another.

I visited the A380 on the staple Emirates flight from London to Dubai on the simulator back on 25th March this year and thought it would be good to have another look on a different route. Keeping things as real as possible, we can explore some of the updated real mapped scenery and as usual we have the correct flight number to match the correct route, plane and operator which in this case is Thai Airways flight TG622 which will depart from the hub of Thai Airways’ international operations at Suvarnabhumi Airport, Bangkok, Thailand destined for Kansai International Airport, Osaka, Japan. Historical flight data shows flight time realistically taking about 5 hours. Official scheduled departure and arrival time is 23:30 Thai time but so we can see some light and scenery I’m going to make it a noon flight instead and maybe have a flick through the time settings throughout the duration of the flight. Cruise altitude today will be 10,972.8 metres as we travel over the coasts of Thailand, Vietnam, South and Southwest China and finally across the East China Sea into Japan. The Airbus A380 is enormous and with that has to be treated differently to the other planes on the sim. You regularly hear me going on about how different the planes are and different levels of adjustment needed according to the type of aircraft but it’s well founded - the A380 isn’t like a little A320 or a smaller, more dated McDonnell Douglas DC-10 (both of which have been used in these videos). It’s so large that you need to keep in check and upscale everything and change the stance entirely. Having said that though, those 4 enormous Rolls Royce Trent 970 engines more than make up for the size of this thing in terms of power but it’s still massive and with that you can’t fling it about as much as like, for example, a smaller Bombardier regional jet. Actually, you probably could throw it about and it’s a very well built machine, but it doesn’t suit the A380. It needs to be smoothly operated, it’s size taken into consideration.

Our take off from Bangkok saw us climb smoothly with minimal bumps and of course as usual we can engage the set altitude once at a safe height and the auto navigation to keep us on the correct path. What has been noted before is my use of flaps on the these video flights (or lack of use). I like to keep flap use to a bare minimum and there is a good reason for it. Manual flying is key element to me and the ability to disregard all aids where needed and grab the helm is a core factor. Flaps just seem to get in the way and interrupt. I prefer to use the available power, weight and gravity to calculate and move the plane about. Flaps on take off are never used in these videos and actually minimally so on landing as well, only where use of engines and gravity has been exhausted and we need them to slow us down as a last resort. If grabbing the helm physically doesn’t cut it then flap action is needed. Having said all that about manual flying and my insistence on keeping as much as possible, auto navigation is an excellent part of modern flying. Yeah sure, you could technically work out where to go using old fashioned charts and mapping points but the whole idea of plumbing in an airport code and the plane taking you there automatically is excellent in my opinion. Of course, the inherent laziness that a lot of new technology brings can always be wiped out by keeping a manual approach to things. Take off and landing will be be manual as normal and even when at cruise constant attention is needed to adjust any variables that we need to. I’ve taken this plane to 12,496.8 metres before but after a quick analysis of wind and external conditions over the areas we are flying today I have chosen a cruising height of 10,972.8 metres. As we cruise we are able to have a look around at the aeronautical mapping and see others going about their business and have a look at some of the excellent real mapped scenery around the area as well.

I was pleased with the outcome of this flight. The A380 is very good to deal with. Its enormous size is certainly something that needs to be taken into consideration as mentioned above but it’s an easy going machine when done properly. It knows how it wants to be treated and once you know how it knows how it wants to be treated and treat it that way it gives an adequate ride. Take off thrust was up at the 80 - 90 percent of N1 mark until lift off and then once we see the speed creeping near the 250 knot international limit at or below 3,048 metres we ease off the throttle to let the plane settle into the climb and then increase speed once over the specified corresponding altitude. N1 refers to the engine fan speed. As planned, auto altitude was engaged once at a safe height and once landing gear is up and the plane is well clear of the ground I engage auto navigation to take us to Osaka. Being such a big plane, there were some minor bumps but nothing noticeable and a few squeaks and rattles on take off are normal as you have to consider this huge plane is putting a lot of pressure on that landing gear. The landing gear on the A380 is made by Safran Landing Systems. Take off and landing are notorious times where things can potentially go wrong and so I was on hand to amend and change variables where needed to keep things as smooth as possible. Throttle variations and sometimes temporarily turning off auto altitude to manually pull the nose up to a more fitting climb rate before switching it back on to maintain a constant were needed were done as and when required. Having said about being on to amend variables, full attention is needed throughout the entire flight even when at cruise altitude to ensure things go well. Changes in external factors such as weather have a big impact on travelling aircraft. For example, there is a warning limiter on the speed section of head up display. The whole idea of this is that it keeps you informed of any breaches of the 250 knot lower limit but also the higher limit as well. The higher limit is the airframe tolerance limit, which will vary between different types of aircraft, altitude and speeds. This is the maximum advised speed to take the plane to when at a certain height in order to keep the thing safe. Travelling too fast and pushing the airframe past its tolerances is not a good idea, and this speed warning system helps out with that. Going back to weather changes, such a change could alter the speed, pushing it over the tolerable limits and so it’s important to be monitoring the flight as it goes on. In this case there was a bit of alteration needed as we hit cruise altitude as the plane crept up to that maximum segment as mentioned earlier. Once we find a constant we cruise at a ground speed of 519 knots and airspeed of 290 thereabouts. The terrain around the Thai region is quite hilly and as we fly on and off over the water attention was required to ensure the speed was kept at a constant as flying over land and sea can alter things and cause bumps and changes in speed.

This flight gave us a chance to have a close look at the A380-800 in a different environment to the Dubai leg and have a little variety with the camera angles. We also get a chance to have a look at some of the scenery as we travel over the Asian coast eating Thai spiced taters and toast. Take off was smooth and so was the climb to altitude. Smoothly and slowly on initial rotation as it’s a heavy plane and we don’t want it rolling and veering off in all directions, keeping it straight and true until reaching a safe altitude and engaging navigation to Japan. It’s surprising how this massive plane can be so smooth and the build quality and technical intelligence of the onboard systems is superb. There are a few other users about the sky today and as always it’s interesting to see where they are going. When at cruise near over Hainan (a southern province of China) the outside temperature is minus 36 degrees centigrade with a pressure of 1,013p (pascal). Winds aren’t too bad, a small 14 knot headwind and excellent visibility.

Airspace over the Hong Kong area was relatively quiet with only a few other users about over the duration of the flight. A point to note here is that I took my eye off the speed analysis for a while whilst getting distracted with the nice scenery and before you know it the speed as dropped right down to the 190 knot mark. This can possibly be put down to the varying external environment as we crossed between land and sea (as mentioned below) and I managed to catch it in time and put the hammer down to get us back up to speed. This is an important point and it shows that constant attention is needed. If we had completely left it the plane would have gone down. We’ll be keeping an eye on it for the duration as once we have lost a bit of weight by burning fuel the speed will creep up again and so we need to be careful to keep within the limitations.

As we approach the Chinese coastal area of Zhanjiang the sea is looking quite inviting to be honest. A little dip would be nice, though the area is about 28 degrees centigrade at the moment so it might be a bit too cold as a swimming prospect. As we continue our journey the scenery in the South China areas is a particularly good watch and the coast near Wenzhou is no exception. As we head over south east China we fly out over the East China Sea which sees us through into our destination country and then down into Osaka for the landing into Kansai. As we near the airport the usual landing plan is hatched and disengaging all autopilot functions when near enough for the full on manual landing allows us to pick and choose which runway we go for and move the aircraft about accordingly. The little island that Kansai Airport is based was actually built specifically for constructing an airport on, so it’s an artificial island for the airport in the bay of Osaka and it’s a nice approach as we can check out the excellent Japanese scenery as well.

So, the plane. Unlike, for example the little A319 that I’ve used around Columbia and the Paro challenge this big plane, whilst powerful, wouldn’t suit a day of little hops as is more fitted for use on medium to longer hauls and it would almost seem like a waste to fly it on a short haul route (which it would be more than capable of and does with some airlines). Airlines operating the even longer haul routes are now favouring aircraft such as the Boeing 777 variants or indeed the 787 Dreamliner and more recently the Airbus A350. Whilst it does have plenty of juice to complete these ultra long hauls, the more fuel efficient, streamlined super high tech modern aircraft have taken up the task. However, having said all that about the long and short haul best suited planes, the big A380 enthusiast Emirates will be soon airing on the side of an ownership figure of 200 of these things and is showing what it can do at both ends of the spectrum. It has run both the shortest and longest known operating A380 flights, the shortest being the Dubai to and from Qatar route taking about 40 minutes and the longest around 16 hours on the Dubai to and from Auckland. They stopped doing the shorter haul one after a while as they realised it’s a plane better suited to more than a 40 minute flight. The Dubai to and from Auckland route is taking over 17 hours on the return leg. It shows how capable the plane is.

The Airbus A380 become popular in the commercial aviation world and it famed for its looks and size. I think it has a similar feel to the Boeing 747 in terms of perception and finding a niche because of its individual character. This is where, said with an amount of lament, this aircraft starts to look a bit aged and slightly out of kilter with the most bang up to date flying machines we see going from one end of the globe to the other in one hit. It’s been on the go for over a decade now, which isn’t that old but there are modern planes which are already making it slightly redundant. The humble Boeing 747 is still going strong but the Boeing 787 Dreamliner and the new X versions of the older Boeing aircraft models are the freshest, newest planes using technology which is making the A380 look slightly wooden. That being said, dated or not, it’s found a good spot and those ultra long haulers like the 787 and A350 aren’t really battling for these routes and the A380 has found its own little niche. It’s a bit of a showman is this plane but at the same time fully functional and providing an enormous cabin for passengers to stretch and get them where they need to be, which is what it’s all about.

Hopefully this plane will see many more years of service and due to continuing huge orders from Emirates, it certainly looks like it will for a while. Singapore Airlines will soon be claiming the title of operating the worlds longest non stop flight in Airbus’ very own A350UR ultra long range aircraft from Singapore to New Jersey, a flight duration of 19 hours. This shows Airbus knows a thing or two about building a good plane and the A380 is right up there with the best.

We were slightly ahead of schedule with a flight time of 4 hours 44 minutes. Have a watch of the 4 hour 52 minute long video.


#385

Hope you will enjoy this video guys!

P.S. There you can see not only IF 😉


#386

#387

@George_Anastasis (not trying to be a offensive) This va is seems to be a second BAVA which is owned by @Matt .

Suggestion, use generic liveries.

Otherwise, well done on video.


#388

I know. This va has been closed I just did the advert for it but why not share my video


#389

Oh alright then. Great job!


#390

I did a video for the 1yr anniversary of global.
I know its late but i forgot about it haha


#391

My First Youtube video


  • EasyJet soaring out of Manchester en route Frankfurt.

  • A 737 soaring out of Duabi

#392

Gowan give it a look


#393

KLGA Planespotting