Takeoff, Climb and Cruise

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

Disclaimer

This is for simulation purposes only.

The level of detail in this guide is meant to get an Airbus A380 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 have to make sure to set up the FMS and APS correctly anyway as otherwise the aircraft won't work as expected. You can't fly an airliner without a proper setup.

You can then skip the first part (Lineup) and directly continue reading Takeoff.

Prerequisites

Aircraft is in TAXI state as per previous chapters.

Download FlyByWire Checklist

Chapters / Phases

This guide will cover these phases:

Base Knowledge About the Airbus A380 for Flight

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.

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) (INOP)................................................... 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 (EFIS)...... 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?

Flight Deck Overview

Use the Flight Deck Overview to locate the items mentioned above. The Flight Deck Overview is a clickable cockpit that will show you where each item is located.

BEFORE TAKEOFF CHECKLIST (Line-Up - below the line .............. COMPLETE

Before Takeoff Checklist - Below the line

The Airbus A380 has a built-in checklist system that can be accessed via the Engine Warning Display (EWD).

To activate it you need to press the C/L button on the ECAM Control Panel (ECP).

You can navigate through the checklist by using the UP and DOWN buttons on the ECP. You can check/uncheck items by pressing the buttons with the check mark on the ECP.

Some items are autosensed by the aircraft and will be checked automatically (e.g. Beacon).

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.

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
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

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

From the left:
- Thrust: set to MAN TOGA
- Vertical guidance:
  - Active (green): SRS (pitch guidance to maintain V₂+10)
  - Armed (blue): CLB mode (is next after SRS is done)
- Lateral guidance:
  - Active (green): RWY (automatic runway axis follow up through ILS use)
  - Armed (blue): 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.

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."

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 2-3 deg/sec for about 5 seconds (12.5° pitch attitude). Once airborne, follow the flight director's guidance for pitch attitude.

Count one-one thousand, two-one-thousand, etc. and hit 12.5 degrees at around four- to five-one-thousand - practice this.

PFD shortly after V1:

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 SD Wheels page.

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 FMS 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
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 ................................................... AS REQ'D
AUTOPILOT .................................................... AS REQUIRED

Autopilot

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

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

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.

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

How and Where

Flight Deck Overview

Use the Flight Deck Overview to locate the items mentioned above. The Flight Deck Overview is a clickable cockpit that will show you where each item is located.

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)

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:

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

When the aircraft reaches the transition altitude, the barometric setting will automatically flash on the primary flight display. It is recommended to set STD on the electronic flight instrument system control panel and on the integrated standby instrument system.

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.

PFD at cruise level

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.

ALT CRZ on flight mode annunciator ................................. CHECK

Cruise Phase

The FMA now shows ALT CRZ in white in the second column of the FMA (Vertical Guidance). This means the aircraft is in cruise mode and will maintain the selected altitude.

Verify that the aircraft is cruising on the cruise flight level inserted on the CRZ panel of the flight management system of the active performance page. This will ensure that the aircraft flies at the targeted cruise speed so fuel consumptions is optimized. This will also benefit to a soft autothrottle mode, as well have more accurate predictions.

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

ECAM MEMO ......................................................... REVIEW
SD PAGES .......................................................... REVIEW
FLIGHT PROGRESS .................................................. MONITOR

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 MFD F-PLN page to click the waypoint from the flight plan's list of waypoints and select "FROM P.POS DIR TO". This bring you to the DIR TO page.

In rare cases it is a waypoint not in the current flight plan, then you enter the DIR TO page by using the DIR TO button on the bottom right of the MFD F-PLN page. There you can type in the waypoint name.

Confirm the change by pressing the "INSERT DIR TO*" button on the bottom right of the DIR TO page.

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