Takeoff, Climb and Cruise

This guide will explain the correct procedures to accomplish takeoff, climb and establish cruise altitude.

Disclaimer

The level of detail in this guide is meant to get a FlyByWire A380X beginner safely up in the air and to cruise level under normal conditions, while simplifying details which are not (yet) important for a beginner.

A beginner is defined as someone familiar with flying a GA aircraft or different types of airliners. Aviation terminology and know-how is a requirement to fly any airliner, even in Microsoft Flight Simulator.

MSFS Start from Gate or Runways

Microsoft Flight Simulator allows you to start your flight from cold & dark at a gate or directly from the runway with the aircraft ready for takeoff. For this guide, we assume you started cold & dark at the gate and taxied to the runway holding point as per the previous chapters of this beginner guide. If you did start on the runway, you can skip the first part (Lineup) and directly continue reading Takeoff.

Prerequisites

Aircraft is in TAXI state as per previous chapters.

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Chapters / Phases

This guide will cover these phases:

Lineup
Takeoff
Initial climb
Climb
Cruise

Base Knowledge About the Airbus A380 for Flight

This section is focused on differences to other non-Airbus airliners a user might be used to.

What is a Fly-by-Wire System?

Traditional mechanical and hydro-mechanical flight control systems use a series of levers, rods, cables, pulleys and more, which pilots move to adjust control surfaces to aerodynamic conditions. Their "hands on" design gives pilots a direct, tactile feel for how the aircraft is handling aerodynamic forces as they fly. On the other hand, mechanical systems are also complicated to operate, need constant monitoring, are heavy and bulky, and require frequent maintenance.

In fly-by-wire systems, when the pilot moves flight controls, those movements are converted into electronic signals, which are then interpreted by the aircraft's Electrical Flight Control System (EFCS) to adjust actuators that move flight control surfaces. Computers also monitor sensors throughout the aircraft to make automatic adjustments that enhance the flight.

Because fly-by-wire is electronic, it is much lighter and less bulky than mechanical controls, allowing increases in fuel efficiency and aircraft design flexibility, even in legacy aircraft. And to prevent flight critical failure, most fly-by-wire systems also have triple or quadruple redundancy back-ups built into them. source: BAE Systems

1. Lineup

Situation

ATC (Ground or Tower) has instructed us to hold at a runway holding point and wait until we are cleared to "line up" or "take off".
Aircraft is still in TAXI state (see previous chapters) and parking brakes are set.

TODO: update screenshot with 380

Typically, it is here at the latest that we are asked to switch to Tower ATC frequency for takeoff clearance.

TAKEOFF OR LINEUP CLEARANCE ....................................... OBTAIN

If we are cleared to "line up" (or take-off) we will do the following steps.

What and Why

The following steps are done to ensure that the aircraft is ready for takeoff and that all systems are set up correctly.

CABIN CREW ........................................................ ADVISE
PACKS 1 and 2 .................................................AS REQUIRED
EXTERIOR LIGHTS ...................................................... SET

Exterior Lights

Set the RWY TURN OFF & CAMERA ON, the Landing light to ON, and the nose light to T.O.

TAXI (ETACS) ......................................................... OFF
NAVIGATION DISPLAY RANGE ............................................. SET

Navigation Display Range

Set the ND range to at least see the first waypoint after takeoff.

ELECTRONIC FLIGHT INSTRUMENT SYSTEM CONTROL PANEL OPTIONS ............ SET

EFIS Control Panel

It is recommended setting the weather radar on the pilot in command side, and the terrain radar on the pilot monitoring side.

The Weather Radar is currently not available for the FBW A380X for Microsoft Flight Simulator as the simulator does not provide the required data. . The Terrain Radar is available and can be set to the pilot monitoring side.

TRAF .................................................................. ON
APPROACH PATH ................................................ CHECK CLEAR
STROBE LIGHTS ......................................................... ON
TAKEOFF RUNWAY ................................................... CONFIRM
SLIDING TABLE ..................................................... STOWED
TCAS TA ................................................. TA ONLY or TA/RA

Where and How?

TODO: add additional info, images or links to the flight deck

BEFORE TAKEOFF CHECKLIST below the line ......................... COMPLETE

Before Takeoff Checklist - Below the line

CABIN CREW ........................................................ ADVISE
PACKS 1 and 2 .................................................AS REQUIRED
EXTERIOR LIGHTS ...................................................... SET

Entering Runway

Before we start rolling, we visually check that no other aircraft is on final approach. We can also use TCAS on the ND to check for aircraft in the vicinity.

If everything is clear, we release the parking brake and slowly roll onto the runway in the direction of takeoff and come to a stop on the runway's center line.

There is also a rolling start, where we would not stop but directly apply thrust for takeoff once we are straight on the runway. But, as a beginner, a full stop is recommended so we can double-check everything.

When we reached our starting point, we stop and set the parking brakes.

TODO: update screenshot with 380 exterior

If we were only cleared to "line up" we wait here until we get clearance to take off.

PARKING BRAKE ........................................................ SET

This concludes Lineup.

2. Takeoff

Situation

Aircraft is on runway and fully setup for takeoff as per previous chapters.

Once we are cleared for takeoff, we will start the takeoff roll:

ATC CLEARANCE ................................................... OBTAINED
PACKS .......................................................CHECK AS REQ.

Takeoff Roll

PARKING BRAKE ........................................................ OFF
BRAKES ............................................................. PRESS
TAKEOFF ..........................................................ANNOUNCE
SIDESTICK ........................................................ FORWARD

Sidestick

Push sidestick forward half the way to put pressure on the front gear

THRUST LEVERS ........................................................ 25%
BRAKES ........................................................... RELEASE
THRUST LEVERS ............................................ FLX/MCT OR TOGA
CHRONOMETER ........................................................ START
DIRECTIONAL CONTROL ........................................... USE RUDDER
PRIMARY FLIGHT DISPLAY and ENGINE indications ....................... SCAN

PFD and ND

The PFD Flight Mode Annunciator (FMA) now shows several things which we should check when the aircraft starts rolling:
TODO: update screenshot for A380X

From the left:
- Thrust: set to MAN FLX + 60
- Vertical guidance:
  - Active (green): SRS (pitch guidance to maintain V₂ + 10)
  - Armed (blue): CLB mode (is next after SRS is done)
- Lateral guidance:
  - Active: RWY (automatic runway axis follow up through ILS use)
  - Armed: NAV (navigation guidance according to HDG knob)
- Autopilot, Flight Director, Autothrust:

TAKEOFF THRUST ..................................................... CHECK

Vertical and Lateral Guidance

Vertical and lateral guidance are only shown via Flight Director, as we have not turned on the Autopilot yet and need to be followed manually by the pilot. #

TODO: update screenshot for A380X

Center line

Keep the aircraft on the center line while accelerating down the runway.

Monitor Speeds and V-Speeds

V-Speeds

There are three important speeds for takeoff, which we have configured earlier when programming the MCDU's PERF page for takeoff. These are shown on the PFD's speed tape.

V₁: The speed beyond which takeoff should no longer be aborted. V₁ is depicted as a cyan "1" next to the speedband in the PFD.

V_R: Rotation speed. The speed at which the pilot begins to apply control inputs to cause the aircraft nose to pitch up, after which it will leave the ground. V_R is depicted as a cyan circle next to the speedband in the PFD.

V₂: Takeoff safety speed. The speed at which the aircraft may safely climb with one engine inoperative. V₂ is depicted by a magenta triangle next to the speedband in the PFD.

On a long enough runway, V₁ (depicted by "1") and V_R (depicted by "o") are often very close together and can't be clearly distinguished on the PFD speed tape.

As we lift off from the ground, monitor the PFD's V/S band. As long as that shows a positive rate of climb we are ok to take the gear up. In real life the pilot monitoring would be the one to call out "positive rate of climb."

TODO: add screenshot for A380X speed band with V speeds

SIDESTICK ........................................................ NEUTRAL

Sidestick

At about 80 knots, slowly release the forward pressure on the sidestick until about 100 knots, when the sidestick should be in the neutral position.

V1 ............................................................... MONITOR

At V1

The throttle hand remains on the thrust levers until reaching V₁ to be able to quickly abort the start. Remove the hand from the thrust levers at V₁ to avoid accidentally aborting after V₁.

ROTATION ......................................................... PERFORM

Rotation

At V_R apply smooth positive backward stick movement on the sidestick and aim for a rotation rate (pitch rate) of 3deg/sec for about 5 seconds (15° - 18° pitch attitude). Once airborne, follow the flight director's guidance for pitch attitude.

Count one-one thousand, two-one-thousand, etc. and hit 15 degrees at five-one-thousand - practice this.

POSITIVE CLIMB ................................................... CONFIRM

Positive Climb

The pilot flying (PF) will call out "Positive Climb" when the vertical speed indicator shows a positive rate of climb. The pilot monitoring (PM) will confirm this callout.

.

LANDING GEAR .......................................................... UP

Gear up

We confirm that the landing gear is up by looking at the landing gear annunciators, and the lower ECAM Wheels page.

TODO: update screenshot for A380X

TODO: update screenshot with new lower ECAM

AUTOPILOT .................................................... AS REQUIRED

This concludes Takeoff.

3. Initial Climb

Situation

Aircraft has left the ground and is climbing at about 15°.

After Takeoff

After takeoff, the aircraft will use FLX/MCT or TO GA thrust until thrust reduction altitude is reached (typically ~ 1500 ft above runway, this is part of the MCDU setup)

After reaching thrust reduction altitude, the PFD FMA now shows a flashing LVR CLB message to instruct the pilot to move thrust levers to the CL detent.

THRUST LEVERS ......................................................... CL

Thrust Levers in CL detent

TODO: update screenshot with new throttle quadrant

A/THR........................................................ CHECK ACTIVE

Autothrust

This activates the Autothrust system (FMA shows A/THR in white now). In the A380 (and most Airbus models) we will not touch the thrust levers again before final approach and landing (under normal flight conditions).

The aircraft will now climb to the altitude selected in the FCU (in our case, 5.000ft).

PACKS 1 and 2 ......................................................... ON
AUTOPILOT .................................................... AS REQUIRED

Autopilot

Activate the Autopilot at this point by pressing the AP1 button on the FCU.

TODO: update screenshot with new FCU

The FMA now shows AP1 in white in the upper-right corner.

FCU Autopilot Displays and Controls

The FCU (Flight Control Unit) shows three important values:

SPD "---" : means the Autopilot is in Managed Speed mode (e.g., 250kt <10000ft, 290kt above).
If we pull the SPD knob we can select a speed which the Autopilot will then apply.
HDG "---" : means the lateral navigation is in Managed HDG Mode and the Autopilot follows the planned route. Dialing the HDG knob will let us select a heading and by pulling the knob we tell the Autopilot to fly this heading (Selected Heading Mode).
ALT "5000" : means the selected altitude is 5000ft

TODO: add screenshot

At F speed: FLAPS 1 .................................................. SET

Flaps during takeoff and climb

Depending on the start configuration, there will be different markers next to the speedband in the PFD to show when to retract flaps:

CONF-2 (Flaps position 2): At "F" and positive speed trend
CONF-1+F (Flaps position 1): At "S" and positive speed trend

When reaching S-speed retract flaps.
S-speed is signified with an S next to the speed band in the PFD.

We always retract flaps by only one step at a time. So, when we took off with FLAPS 2 (CONF-2) we retract FLAPS at "F" to FLAPS 1. Then at "S" we retract them to FLAPS 0.

TODO: update screenshot for A380X

At S speed: FLAPS ZERO ............................................... SET

EXTERIOR LIGHTS ...................................................... OFF

Taxi and Rwy Turn Off Lights

The TAXI and RWY TURN OFF lights are automatically switched off when the landing gear is retracted. The flight crew should still move the switches to the OFF position as part of after take off flows.

GROUND SPOILERS ................................................... DISARM
APU BLEED ............................................................ OFF
APU MASTER SWITCH .................................................... OFF
TCAS ............................................................... TA/RA
ANTI-ICE ..................................................... AS REQUIRED

AFTER TAKEOFF CHECKLIST down to the line ........................ COMPLETE

After Takeoff Checklist - Down to the line

LDG GEAR ................................................................... UP
FLAPS ....................................................................... 0
PACK 1+2 ................................................................... ON
APU MASTER ................................................................ OFF

At this point, the aircraft is climbing to the initially cleared altitude. The Autopilot will manage the climb to the selected altitude.

Departure ATC Check-In

This is usually a good time to contact ATC Departure to check in with your current altitude. In most cases, ATC will now give us a higher climb altitude. If we did not receive a higher altitude, we will level off at the previously cleared altitude (cleared by ATC or navigational charts). If we have the Autopilot activated, it will level off automatically at the Selected Altitude.

FLIGHT LEVEL ............................................. SET AS REQUIRED

Flight Level

Dial the newly cleared altitude into the FCU. (e.g., 15 000 ft) and push for managed climb (CLB) or pull for open climb (OP CLB)

TODO: update screenshot with new FCU

Use OP CLB or CLB mode and not V/S

It is not recommended to use V/S for climbing or descending in the A380 (at least not for beginners) as the V/S guidance has priority over the speed guidance, and speed needs to be watched very closely when using V/S.

If the selected target V/S is too high (relative to the current thrust condition and speed), the FMGC will steer the aircraft to the target V/S, but the aircraft will also accelerate or decelerate. When the speed reaches its authorized limit, V/S automatically decreases to maintain the minimum or maximum speed limit.

4. Climb

Situation:

Aircraft is climbing to or is at our initially cleared climb altitude.
After takeoff checklist is completed.
ATC has given us clearance for further climb.

CRUISE FLIGHT LEVEL ...................................... SET AS REQUIRED

Climb to Cruise Level

Typically, the climb to the flight plan's cruise level (e.g., FL240) happens in several steps (step climbs). Each to be instructed and cleared by ATC.

The aircraft will now continue climbing while managing thrust and pitch level. The Autopilot ensures that the aircraft stays at the Selected or Managed Speed setting and climbs to the new altitude while managing thrust automatically.

The PFD's FMA now shows:

TODO: update screenshot for A380X

ANTI-ICE ..................................................... AS REQUIRED

At 10,000 feet

Turn off the landing lights, and if the aircraft is stable (good weather, no planned turns, etc.) you can turn off the seatbelt signs. The aircraft will now accelerate to CLB speed (defined in MCDU PERF CLB page).

LANDING LIGHT ........................................................ OFF
SEAT BELT SIGNS .............................................. AS REQUIRED
EFIS OPTIONS ................................................. AS REQUIRED
ECAM MEMO ......................................................... REVIEW
OPTIMAL/MAX ALTITUDE ............................................... CHECK

BAROMETRIC REFERENCE ........................................ SET STANDARD

At the transition altitude

NOTE: this will vary depending on where you are in the world. For example, in the U.S. the transition altitude is 18,000 feet. In the Netherlands it is 3000. Check with your local aviation authority for more details. Upon passing the set transition altitude, you will set your barometer to STD, as notated in the Check Baro Setting item in the previous section. Standard altitude is 29.92 in or 1013 QNH.

MCDU and PFD at cruise level

TODO: update screenshot for A380X

This concludes the Climb.

5. Cruise

Situation

Aircraft has leveled off at planned cruise level.
Speed is cruise speed as per ECAM PERF CRZ page.

This is usually the quietest time of the flight. It allows time to double-check the systems by going through all ECAM pages, etc.

Regular ATC frequency changes with altitude and position check-ins are common.

Here are some typical activities which might happen during cruise mostly on request from ATC or other circumstances like weather, traffic, etc.

Altitude Change

Altitude change (also called flight level change)
Like before, during climb, set your new altitude in the FCU and push the ALT knob. The aircraft will descent or climb to the new altitude automatically.

Course Change w/Selected Heading

Course change with Selected Heading (given or cleared by ATC)
Dial heading knob to the desired heading and pull knob for Selected Heading Mode. The aircraft will automatically change course to the new heading. If you want the aircraft to follow the planned route again, you can push the knob for Managed Heading Mode.

Direct course to a waypoint (DIR TO)

Direct course to a waypoint (DIR TO)
ATC regularly instructs us to go "direct to (waypoint) XYZ". Use the ECAM DIR page to select the waypoint from the flight plan's list of waypoints. In rare cases it is a waypoint not in the current flight plan, then you can enter a new waypoint in the MCDU and put it into the upper left entry field. Select DIRECT* on the right-bottom to execute the change.

TODO: update screenshot for A380X

ATC requests specific speed

ATC requests specific speed
Sometimes ATC requests a specific speed to keep separation between aircraft. Pull the speed knob to switch to Selected Speed Mode. The current speed will be preselected. Dial to the desired speed. The aircraft will immediately begin to target the new speed by either increasing or decreasing thrust.

At some point (200-300 NM from destination) we would start with descent-planning and setting up the aircraft for descent and approach.

This concludes the Cruise.

Continue with Descent Planning and Descent