A lot of times people playing Infinite Flight take off while using 100% take off power. This is not correct! Even when taking off at MTOW, Maximum Take Off Weight, most airplanes don’t need to use full power as the engines are so powerful and the runways are very long. You will need full power when taking off in case of hot weather conditions and limiting runway. When flying in IF you can adjust your take off weight in the weight and balance, which you will get when pressing the “menu” button while playing.
Here you see “Weight & Balance”, when you click on it you will get the following screen:
In this example I have used the Boeing 757-200, we can see the following important information on the right top of the screen:
Total: This is the weight of your airplane + the fuel + the passengers + the cargo. When your total is in green it means your weight is below the MLW.
MTOW: This is the Maximum Take Off Weight of your airplane, in this case 115.680 kilogram.
MLW: This is the maximum Landing Weight of your airplane, in this case 89.000 kilogram.
Here an example where your weight is above the MLW, you can see your total is now in white and you have (> MLW) behind it. This stands for “above Maximum Landing Weight”.
As you don’t burn any fuel in IF I would suggest not to take off above MTOW if you don’t want to reduce it in flight as in real life landings above MLW are only done in case of emergencies. Even then it might not happen as most airplanes can dump fuel. (A330/A340/A380, B767/B777/B787 for example)
Airbus definition of flex take off: When the actual take off weight is lower than the maximum performance limited take off weight, the aircraft may comply with the regulatory requirements with a reduced thrust, called Flexible Take Off Thrust.
The best way to find out how much you should reduce your take off thrust is to experiment. Maintain a certain take off weight and try this on different runways and in different weather conditions as every scenario will bring different numbers. Personally I use mostly between 75-85% of thrust at medium weights and for light weights I use between 70-80% of thrust.
The colder the temperature outside, the better your engines perform and the lower the elevation of your departure airport the better your engines will perform, keep this in mind
There are two types of Noise Abatement Procedures used in most airports that are located close to populated areas. .
NADP 1: This is a departure procedure that intends to reduce noise levels close to the airport. This procedure is also called a close-in noise abatement procedure.
NADP 2: This is a departure procedure that aims at reducing noise levels further away from the airport. This procedure is also called a distant noise abatement procedure.
S speed is a speed on the Airbus for flaps 1, airlines suggest not to fly below this speed with flaps 1 selected. This is a variable speed depending on different factors.
I’ll need to explain to you what V2 means, for take off there are 3 important speeds:
V1: Decision speed, critical engine failure speed.
Vr: Rotation speed.
V2: Safety speed.
All of these speeds are computed with different information like:
Wind
Temperature
Pressure
Runway condition
Aircraft status
Take off weight.
It is impossible to give any accurate numbers for this as for every airplane and every airline it will be different but you can think of numbers for:
V1: 120-140
Vr: 130-150
V2: 150-170
After you reach 800 feet try to adjust your climb to maintain a vertical speed of not more then 2500-3000 ft/min, this is a good number for all jets. Leave your flaps in the take off position until reaching 3000 feet and then lower your nose and accelerate to 250 knots while cleaning up your airplane. We have seen people taking off and just after rotation they climb with a v/s of 6000+ ft/min.
Added: NADP1 take off in the BBJ, you will see me drifting away on the heading as i made this video quick but the main purpose is the v/s and the NAPD1 profile that I follow. Also you can see me going right and left on the runway in the beginning this is to show that i use the rudder to counteract the crosswind on take off.
- At take off you will see me adjusting my pitch to keep the airspeed,
- Reaching 800 ft I reduce the thrust and accelerate just a little bit to stay within the V2 + 10 / V2 + 20.
- Reaching 3000 feet I lower the nose, increase the thrust and speed up and I clean up the airplane. Just before reaching 250 knots I increase the pitch again to maintain the airspeed.
Note: When possible, no terrain conflicting, I would suggest to maintain runway heading before contacting approach.
All numbers and data I gave in this tutorial are based on real life experience, feel free to use your own values at any time. Also most data is valid for Airbus, I have no idea about Boeing.
