Full Power Take off , from Rwy 26 some where…. Great Performance and climb rate from a near empty aircraft. PFD (Primary Flight Display) View


  1. Just curious, why did you allow the pitch attitude to about 25 deg instead of the normal 15 deg? Might it be a non-std proc? Cheers 🙂

  2. +TheCasao86 The FLEX is a temperature. You let the engines think that it is warmer outside (for example 60 degrees C, insert FLEX60) and the engine will produce less thrust. This is because every jetengine produces less thrust with higher temperatures.

    If an aircraft is not very heavy and you have miles of runway, you can insert an FLEX temperature in the FMC (Flight Managment Computer) and tell the aircraft to produce less thrust. Your takeoff will be longer, but its better for the engine. Hope I explained it good enough. If I'm wrong, please correct me 🙂

  3. Why do you use TOGA for an empy aircraft? If the runway is long enough, you can also use standard config 1+f and minimum FLX, FLX 67. 

  4. Hi,
    The magenta V2 target is called SRS 'Safety Reference Speed' it is not fixed and allows the aircraft to climb out at the safest speed, allowing for engine failures, GPWS and windshear events….

    The 250kts target speed is programmed into the second page of the Perf. section of the MCDU. The default is 250kts at 1000ft, but this can be limited to ie, 185, 210kts for climb gradients, SID profiles and noise abatement.

  5. A normal day will see TOGA between 90-95%. It can be more at hot and high airfields.
    Remember the A319/320 engine are very de-rated, and don't produce there full potential thrust in order to extend engine life. High powered CFM engines A321/A340-300 will have higher N1 values…

  6. Just out of curiosity, on a relatively standard day, what kind of N1 values to you geet on a TOGA takeoff? I'm a flight sim nut and I cant seem to get my current A320 model to deliever more than 90% or so on the N1 in TOGA. Does this sound normal at all?

  7. wait. so if you are the captain, and during the TO roll the plane veers off to one side, below 100 kts, do you actually have to take your hand of the stick to steer plane using nosewheel?

  8. if you still wanna know, CL is the Climb detent on the thrust levers. it's used to maintain a certain speed, which is set via FCU or FMGS. FLX is the FLX/MCT detent on the thrust levers (Flexible thrust, maximum continous thrust), which is usually used for takeoffs on airbuses, cause it uses less engine power and extends engine life by that. this is calculated by the temperature outside.

  9. The Airbus can not stall in normal law, you would need to pitch up much more and let the speed decay into black and amber speed zone to get close. At this point the airbus will automatically lower the nose and maintain the highest angle of attack possible as long as the side stick is fully pulled back. A truely great machine…

  10. Not really, our maximum flex is 75C degrees, this thrust setting is very low about 77-81% N1, when climb thrust and Flap 0 is selected the N1 speeds will Increase to their normal climb thrust setting about 89-92% N1.
    Hope this helps

  11. 0-100 km/h: 11 seconds
    0-200 km/h: 21 seconds
    Assuming a 10 knot headwind, and starting count when the thrust levers are pushed to TO/GA.

  12. Sounds like there's a surprising small difference between TOGA and CL on the 22k CFM56-5's. On the A340-300's the higher thrust CFM56-5C's, TOGA and FLX sounds really different…

  13. @alexjgc20
    'safety reference speed'
    Its the aircraft's computed speed for the initial climb out, think of it as an intelligent V2 speed that protects you against 1 eng inop, windshear and gusty conditions.

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