Take-off

Depends entirely on the aircraft you're using, because in the concorde, people have gotten frustrated at it because it doesnt climb at 20 degrees, it does at more like 35. I dont use the degrees usually, I go by my climb rate, which works well enough for me seeing is how i fly a wide range of jets.

Depends very much on the airport noise regs, and how your a/c fits them as well. You'll find you climb out of places like Zurich (and many others) at a higher rate than say, Sydney for instance.

On the other hand, I remember working in Vietnam for a while, and in the early nineties coming from BKK, the AF jumbo had to do an almost zero G descent once over the cambodian border, for not so obvious reasons... So there's many reasons for different approach/TO configs. 😂

Ok, thanks guys! I knew this, but I was just wondering which one was right.

heh, suuuure you did. 😛

Pitch attitudes on TO are to maintain speed ie V2 V2+10 etc. So you don't just rotate to a certain degree. This is usually 15-20* as everyone has said. At 1500ft AGL acceleration alt lower the nose to accelerate to 250kts retracting the flaps on schedule. As suggested it is a difficult one to answer as lots depend on SOP's, noise abatement and aircraft.
This was funny.....my local airport used to get a fair bit of military aircraft taking troops here, there and everywhere. They used a VC10 yes VC not DC. They have 4 low bypass jets on the tail F100 style. Very very noisy! Anyway ops director requests they go quietly, not use full power! as it was night and the villagers at the end of the runway few miles away complain about noise....guess what the crew did not listen insteadflew the runway at about 50 feet after TO and then climbed steeply.
Fact being if they had not used full power they would have been over the area for longer as they would be slower and not much difference in noise.

My approach is similar to PH's view - I climb according to a Speed profile rather than a set Degree of Nose up. I find that planes that have a "Speed" mode within the Autopilot (not to be confused with Speed mode within an AutoThrottle), are best planes for managing a good climb because the 'nose up' degree adjusts automatically to maintain a preset speed... So you can adjust the speed as PH as said above, and the climb rate will be one that maintains that speed.

None of the FS default planes have A/P SPEED mode but it comes in most commercial add-ons as it's used a lot in Airliners in the real world - especially Turbo-props, such as the Dash 8 or Regional Jets such as the CRJ.

I suppose as long as you climb without stalling you're fine whatever method you use but I like to simulate real procedures.

PH wrote:

Pitch attitudes on TO are to maintain speed ie V2 V2+10 etc. So you don't just rotate to a certain degree. This is usually 15-20* as everyone has said.

Hmmmm, I didn't understand you. Could you please explain this to me again?

What PH means is that the degree of climb is such that it maintains a specific speed.

V2 is the speed that an Aircraft takes-off.....

V2+10 is a typical climb speed that is based around the V2 speed, plus 10kts safety margin.

PH is a real life pilot so may want to add more.

Thanks GPS-Kid! It's clear now.
I read again LH's post and I understood it.
Thanks again!

Being a real pilot I'm sure that there are established V speeds on the heavys as well as the GA craft. Vx is best angle of climb speed-- always slower than best climb speed. Vy is best climb rate speed. I would assume that for noise abatement procedures the pilots would set up for Vx climb to designated alt, then nose down for Vy. Best angle of climb means getting the most alt. vs distance travelled, best climb is getting the most alt. vs time elapsed.