Getting to know the cockpit

Before your first flight, it helps to know what you are looking at. The A380 uses a "glass cockpit" — almost everything is shown on large screens rather than traditional round gauges. This chapter maps every major display and panel so nothing catches you off guard.

The screens

The overhead panel

The large panel above and behind the pilots' heads contains switches for every aircraft system: electrics, hydraulics, fuel, air conditioning, and lighting. For a basic flight you only need a small section of it — the electrical switches and the ADIRS knobs for IRS alignment.

The pedestal

The console between the two seats contains the four engine thrust levers, the flap lever, the speedbrake lever, the CDU keyboards, the Radio Management Panels (RMP) for tuning frequencies, and the parking brake.

Powering up from cold & dark

Starting "cold and dark" means the aircraft has no electrical power at all — just as it would be parked overnight at a real gate. You need to bring systems on in the right order before anything else can happen.

Step-by-step

What to do during the 11-minute wait

• Open the EFB and enter your fuel quantity and passenger weight
• Start programming the CDU with your route (see Chapter 3)
• Tune your departure radio frequency on the RMP panels
• Set the transponder squawk code on the SURV page in the CDU

When alignment is complete, the red flags disappear and your current position appears on the ND map.

Setting up the flight computer

The CDU (Control Display Unit) is where you tell the aircraft everything it needs to know about the flight. For a standard route you only need four pages: INIT, FUEL&LOAD, F-PLN, and PERF.

INIT page — start here

Press the INIT button on the CDU keypad.

FUEL & LOAD page

From the CDU menu, scroll to and select FUEL&LOAD.

F-PLN page — your route

Press F-PLN. Initially you will see just your departure and destination airports.

• Adding a SID — press the button next to your departure airport, select DEPARTURE, choose your runway, then pick a SID from the list. Press INSERT.
• Adding waypoints manually — type a waypoint ICAO name in the scratchpad at the bottom, then press the button next to where you want to insert it.
• Adding a STAR and approach — press the button next to your destination, select ARRIVAL, choose runway, STAR, and approach type. Press INSERT.

Loading a route automatically

Hand-typing the route works, but most of the time you'll load it from somewhere else. There are three common ways to get a full flight plan into the CDU without entering every waypoint by hand — which one you use depends on your simulator version.

1 — SimBrief import (EFB)

SimBrief is a free online flight planner (part of Navigraph). You build your route on simbrief.com — it generates an OFP (operational flight plan) with the airways, SID, STAR, cruise altitude, cost index, and a fuel and payload breakdown.

2 — MSFS 2020 world map (loads on spawn)

In Microsoft Flight Simulator 2020, you can build your flight plan on the sim's main World Map screen before you start the flight — pick departure and arrival, choose a runway, SID, STAR, and routing (or load a .pln file).

When you then spawn into the A380, that world-map flight plan is automatically loaded into the CDU. You'll find your route already on the F-PLN page when you load in — no manual entry needed to get started.

3 — MSFS 2024 native EFB

In Microsoft Flight Simulator 2024 the flight-planning workflow changed. Rather than relying on the world-map-to-CDU spawn behaviour, FS2024 uses its own built-in native EFB (the simulator's EFB, separate from the aircraft's tablet) to create and edit the flight plan.

A flight plan built with the FS2024 native EFB loads into the A380 CDU. So on FS2024, the recommended path is: build or adjust your plan in the native FS2024 EFB, and it syncs into the aircraft's FMS.

What you will see on the map

After programming, your route appears as a magenta line on the ND. Computed markers appear along it:

Performance page — takeoff speeds

Press PERF then select TO (Takeoff). The CDU calculates three speeds from your weight and runway:

Engine start & taxi

The A380 has four engines, all started using compressed air from the APU (a small jet engine in the tail). Engine start is managed from the overhead panel and monitored on the ECAM ENG page.

Starting the APU

Starting the engines

Start sequence: 2 → 3 → 1 → 4 (inner engines first to minimise jet blast risk at the gate).

Before taxi

• Set your squawk code — CDU → SURV — enter 4-digit code and set mode to ALT
• Check the ECAM WHEEL page — all gear uplocks green, all doors closed
• Set flaps for takeoff — CONF 1+F or CONF 2 depending on runway
• Arm ground spoilers — move the speedbrake lever to ARM

ETACS taxi camera

The A380 has a real-world camera mounted beneath the fuselage called ETACS (External and Taxiing Aid Camera System). It shows what is directly under the aircraft — very useful for judging clearance at tight gates. Select it from the ECAM Control Panel to display the view on the SD screen.

BTV — Brake to Vacate setup

Before you leave the gate, you can pre-select which runway exit you want to use at your destination. When the airport ground map (OANS) is shown on the ND, select your target exit from the list. The BTV system stores this and automatically applies the correct braking on landing so you roll out to that exact exit — no manual braking needed. More on using BTV in Chapter 8.

Takeoff & climb

The A380 uses fly-by-wire: your sidestick sends commands to a flight control computer rather than moving surfaces directly. The computer prevents you from exceeding structural limits, making the aircraft very stable but slightly different from smaller planes.

FCU setup before takeoff

Thrust detents

For takeoff: advance the levers to FLEX (or TOGA). Auto-thrust arms itself automatically.

Calibrating hardware throttles (EFB)

If you fly with a physical throttle (a HOTAS or a dedicated Airbus throttle quadrant), it needs to be calibrated so your hardware positions line up with the aircraft's virtual detents — IDLE, CL, MCT/FLEX, and TOGA. This matters because the A380's auto-thrust is detent-based: a lever resting even slightly outside the CL detent will disconnect A/THR. Without calibration, your hardware "click" positions won't land where the aircraft expects them.

The current method uses the aircraft's EFB throttle calibration page:

The takeoff roll

• At V1 — do not abort. You are committed to flying.
• At VR — gently pull the sidestick back. Aim for 10–12° nose-up attitude. Follow the green flight director bars on the PFD.
• At V2 — maintain this speed or above for best engine-failure climb performance.

After liftoff

Cruise

Once levelled off at cruise altitude, the autopilot and auto-thrust manage everything. Your job is to monitor the systems, update the flight plan if needed, and prepare for descent in advance.

The ECAM Cruise page

Shortly after gear retraction in climb, the SD automatically switches to the CRUISE page. It shows two areas:

• Left — Fuel: fuel flow for each engine (kg/h) and total fuel used since engine start. Cross-check these against your fuel plan occasionally.
• Right — Air: Cabin Altitude (CAB ALT), pressure differential (DELTA P), and target cabin temperatures for cockpit, passenger decks, and cargo.

The ND map in cruise

Your route continues as a magenta line. Watch for two important markers:

Step climbs

On long flights the aircraft becomes lighter as fuel burns off, allowing it to fly more efficiently at a higher altitude. Step climbs are mid-flight altitude increases — typically 2,000 feet at a time. To plan one: CDU → VERT REV on a cruise waypoint → STEP ALTS. When you reach the step point, dial the new altitude on the FCU and the autopilot climbs automatically.

Traffic & weather on the ND

Both are off by default. To enable:

• Traffic — press the TRAF button on the EFIS panel (left of the FCU). Other aircraft appear as symbols on the ND. TCAS collision warnings remain active regardless.
• Weather — press the WX button on the EFIS panel. Weather radar overlay appears on the ND.

Descent planning & approach preparation

Good approach preparation starts 20–30 minutes before the T/D marker — well before you start going down. The A380 approach system is highly automated but needs the right data entered in advance.

Step 1 — Get the destination weather

Listen to the ATIS (Automatic Terminal Information Service) at your destination — a recorded broadcast with active runway, wind, visibility, QNH pressure setting, and conditions. Note the active runway and QNH; you will need them shortly.

Step 2 — Set up the arrival procedure

On the CDU F-PLN page, press the button next to your destination airport → ARRIVAL. Select:

• Runway — the active runway from the ATIS
• STAR — Standard Terminal Arrival Route — the routing from cruise airspace to the approach
• Approach — the type of approach, e.g. ILS 27L

Press INSERT to confirm. The STAR and approach legs appear on the ND map.

Step 3 — PERF APPR page

CDU → PERF → APPR.

Step 4 — Enable the ILS display

The CDU auto-tunes the ILS frequency when you selected the approach. To display the ILS needles on the PFD, press the LS button on the EFIS panel (left of the FCU). Two extra scales appear on the PFD: a vertical scale for glideslope and a horizontal scale for localizer.

Initiating the descent

The aircraft will not start descending on its own at T/D — you must command it.

Approach & landing

The approach phase is where everything comes together. The autopilot manages runway alignment and glidepath while the flight computer manages speed through each flap setting. Your job is to monitor, configure, and be ready to intervene.

Approach phase activation

Activates automatically when two conditions are met together: you are within approximately 7,200 feet above the destination's elevation AND the flight plan is being tracked in NAV or LOC mode. You can also activate manually: CDU → PERF → APPR → ACTIVATE APPR PHASE.

Flap extension — managed speed

In managed speed mode the aircraft follows a defined sequence tied to flap position. Speeds appear as coloured markers on the PFD speed tape.

Gear down

Lower the gear when established on the approach, typically at or before 4 nautical miles from the threshold. The ECAM automatically shows the WHEEL page — confirm three green gear symbols.

ILS capture

With AP1 engaged and approach armed (press APPR on the FCU):

• LOC captures first as you intercept the extended runway centreline — the PFD shows LOC in green.
• G/S captures as you cross the glideslope beam, typically 4–5 nm out — the PFD shows G/S in green.

The aircraft then tracks the ILS beam automatically, descending and following the centreline.

BTV — Brake to Vacate

If you pre-selected an exit in Chapter 4, BTV is now ready. After touchdown it applies the brakes automatically to bring you to taxi speed exactly at your chosen exit. No manual brake input needed. BTV disengages automatically once you vacate the runway.

Manual landing technique

Disengage the autopilot at any point — many pilots disconnect around 500 feet AGL. Auto-thrust can remain on.

• At approx. 50 feet — begin the flare: gently raise the nose by 2–3°
• At approx. 30 feet — reduce thrust to idle
• On touchdown — ground spoilers deploy automatically (if armed); apply reverse thrust; use normal braking

Go-around

If you decide not to land at any point during the approach:

After landing & shutdown

After a long flight, the shutdown process is straightforward. The main steps are parking safely, shutting down the engines, and optionally returning to cold and dark.

Clearing the runway

• BTV disengages automatically once you clear the runway
• Apply parking brake briefly if you need to stop and configure before taxiing
• Retract flaps to 0 using the flap lever
• Confirm taxi clearance with ATC if on a network

Taxiing to the gate

Taxi at 10–15 knots on straight sections, slower on turns. Select ETACS on the ECAM for the belly camera view — especially useful for judging clearance near the jetbridge and ground equipment as you enter the stand.

Engine shutdown

APU shutdown

Full cold & dark

To leave the aircraft completely powered off:

1. Turn all three ADIRS / IRS knobs to OFF
2. Turn off BAT 1 and BAT 2

All screens go dark. The aircraft is cold and dark again.

Quick reference — full flow

A condensed checklist covering all nine chapters in sequence. Use it as a reminder once you know the procedures.

Frequently asked questions

Common questions answered in plain language. Click any question to expand it.

First steps

Flight planning & setup

The map (ND)

ECAM pages (SD)

Autopilot & auto-thrust

Approach & landing

Advanced systems

Deeper dives into the automation behind the A380. Where the Beginner guide tells you which buttons to press, these pages explain what the systems are actually doing — so you can read the aircraft instead of just operating it. Best tackled once you are comfortable flying a full route.

Flight Mode Annunciator (FMA)

The FMA is the single most important read-out in the cockpit during automated flight. It is a narrow strip at the very top of the PFD that tells you exactly what every automation system is doing at any given moment. Misreading it — or ignoring it — is the root cause of most unexpected automation behaviour.

What is the FMA?

Every time you press a button on the FCU, move a knob, or the aircraft transitions through a flight phase, the autopilot and auto-thrust change their active modes. The FMA tells you what those modes are in real time. Real-world Airbus doctrine requires pilots to call out every FMA change — "Speed, Climb, Nav" — to confirm the automation did what was expected and nothing unexpected.

As a simmer, developing the habit of glancing at the FMA after every FCU input is the single biggest upgrade you can make to your scan.

The 5 columns — anatomy

The FMA strip is divided into five columns by thin vertical divider lines. Reading left to right:

Colour code

Every text element on the FMA has a specific colour with a specific meaning. You should recognise these without having to think:

Column 1 — Auto-thrust modes

The leftmost column tells you what the auto-thrust system is commanding. There is a crucial distinction between thrust law (A/THR is controlling engine output directly) and speed law (A/THR is maintaining a target speed by adjusting thrust continuously).

Column 2 — Vertical modes

This column shows how the autopilot is managing pitch and altitude. Vertical modes fall into two families: managed (the FMS chooses the target) and selected (you dialled a target on the FCU).

Column 3 — Lateral modes

Column 4 — Armed modes

Armed modes appear in cyan. They are not active yet — they are waiting for a condition to be met, at which point they automatically transition to active (green). This column can show both a vertical armed mode and a lateral armed mode simultaneously.

Understanding armed modes is key to understanding why the aircraft sometimes does something you didn't explicitly command — you armed it earlier and it just triggered.

Column 5 — AP/FD status

The rightmost column shows which guidance systems are physically engaged. Unlike the other columns it doesn't describe what the autopilot is doing — it shows what is on.

Phase-by-phase FMA states

Here is what you should expect to see on the FMA at each phase of a typical flight. If your FMA shows something different, something is either wrong or you have selected a mode you did not intend to.

Common mistakes & misreadings

1 — Not checking Col 4 after pressing APPR

Pressing APPR on the FCU arms the ILS approach. You should immediately see LOC and G/S appear in cyan in column 4. If they don't, the approach is either not programmed in the CDU or the aircraft is too close to the beam to arm. This needs to be caught before you are in the intercept — not after.

2 — Confusing THR CLB (thrust law) with SPEED (speed law)

In THR CLB the thrust is fixed — the autopilot adjusts pitch to fly a speed. In SPEED the thrust is variable — the thrust adjusts to maintain a speed while pitch is managed separately. If you see the nose pitching significantly in climb, that is normal THR CLB behaviour, not a malfunction. The aircraft is adjusting pitch to hold speed against fixed thrust.

3 — Ignoring mode transitions at level-off

As the aircraft approaches the FCU altitude, you will briefly see ALT* flash green — this means the capture has begun. If ALT* appears but never transitions to ALT, the aircraft has missed the level-off, which usually means you dialled in a new altitude before the previous one was captured. The old target was erased before the aircraft reached it.

4 — Assuming AP is on because the aircraft is flying itself

The Flight Director can fly the bars on the attitude indicator even when the autopilot is off. The FD bars guide your manual flying but do not fly the aircraft. Always confirm AP1 appears in column 5 before assuming the autopilot is in control.

5 — Not noticing when A/THR drops out

If A/THR disappears from column 5 and you do not notice, the engines freeze at whatever position the physical levers are. In cruise this typically means the thrust stays where it was — briefly fine. In descent at idle it means thrust stays at idle after level-off. Speed control is gone. The aircraft will pitch down to maintain speed unless you intervene. The FMA disappearance is the only warning.

6 — Expecting G/S to capture before LOC

The sequence is always LOC first, then G/S. The aircraft intercepts the localizer centreline, then once established on LOC it begins tracking the glideslope from below. If you see G/S armed but LOC has not yet captured, G/S will not activate yet — this is correct. Attempting to hand-fly the glidepath before LOC is captured is a common reason for unstabilised approaches.

FMS / CDU deep dive

The Flight Management System is the brain of the aircraft's automated flight. Everything the autopilot, auto-thrust, and ECAM use for predictions — speeds, altitudes, times, fuel — comes from the FMS. The CDU is the interface to that brain. Understanding what happens behind the scratchpad changes how you read the aircraft's behaviour.

What the FMS actually does

The FMS is not just a moving-map route planner. It is simultaneously doing four things at all times:

CDU anatomy

The CDU face has three distinct zones. Understanding the zones tells you how to interact with it without hunting for keys.

Colour code on the screen

The scratchpad workflow

Every data entry on the CDU follows the same pattern, no exceptions. Understanding this prevents 90% of CDU confusion:

1. Type your value using the keypad — it appears in the scratchpad at the bottom of the screen. The rest of the screen is unchanged.
2. Press the LSK or RSK adjacent to the field you want to fill. The value moves from the scratchpad into that field.
3. The FMS validates it — if the entry is valid, the field turns green and the scratchpad clears. If invalid, the scratchpad shows an error message like NOT ALLOWED or FORMAT ERROR.

INIT page — the cascade anchor

The INIT page establishes the fundamental parameters that every other calculation in the FMS depends on. Enter it wrong and every downstream number — predicted fuel, ETAs, managed speeds — is wrong.

FUEL & LOAD — the weight foundation

Every performance prediction in the FMS is weight-dependent. The FUEL & LOAD page is where you define the weight. Get this wrong and V speeds, managed climb speeds, VAPP, EFOB, and even the optimal FL will all be wrong.

F-PLN page — how the route is structured

The F-PLN page is not just a list of waypoints. Each entry is a leg with a specific type, and the type determines how the autopilot flies it. The page also hosts constraints, pseudo-waypoints, and the discontinuity — all of which behave differently from normal waypoints.

The TMPY F-PLN system

Any modification to the flight plan — inserting a waypoint, changing a SID, adding a direct-to — first creates a temporary copy of the plan. You are editing the TMPY plan, not the active one. This lets you preview changes before committing. The yellow TMPY F-PLN prompt at the bottom right of the CDU appears whenever a temporary modification is pending:

• INSERT (RSK6 on most pages) — the TMPY plan replaces the active plan. Autopilot immediately follows the new route.
• ERASE (LSK6) — the TMPY plan is discarded. Active plan unchanged.

Discontinuities

A discontinuity appears in the F-PLN when the FMS cannot connect two consecutive legs automatically — typically after inserting a SID that ends at one waypoint and a route that starts at a different one, or after a DIRECT TO creates a route gap. It is shown as a yellow -DISCONTINUITY- line.

When the autopilot reaches a discontinuity in NAV mode it does not stop — it flies direct to the waypoint immediately after the discontinuity. Depending on the geometry this could be directly ahead, or it could turn the aircraft 180 degrees. Always check the ND map after any plan modification to see what the magenta line does at the discontinuity.

To remove a discontinuity: on the F-PLN page, press the LSK next to the discontinuity line. This connects the two surrounding waypoints with a direct leg.

Altitude and speed constraints

Constraints come from navdata and define what altitude or speed the FMS must achieve at a specific waypoint. They appear in magenta on the F-PLN page and as magenta circles on the ND. The FMS respects these in managed descent — it builds the DES path to satisfy every constraint. In OP DES it ignores them.

PERF pages — phase by phase

The PERF key cycles through performance sub-pages matching the current or next flight phase. Each sub-page contains the performance data relevant to that phase. They do not need to all be filled in advance — the FMS activates each one when its phase begins.

FMS operating phases

The FMS transitions through a defined sequence of operating phases. Each phase changes which managed speed is active, which PERF page is current, and which constraints the FMS respects. Understanding the phase prevents surprises when managed speed changes unexpectedly.

Pseudo-waypoints — what they are and why they move

Pseudo-waypoints appear on the F-PLN page in parentheses — (T/C), (T/D), (DECEL), (S/C). They are not in the navigation database. The FMS computes them continuously from your current weight, wind, speed, and altitude. Because the inputs change constantly, the pseudo-waypoints move.

Cost Index — what it actually does

The Cost Index (CI) is the FMS's instruction for how to balance time against fuel. It is not a fuel-saving switch — it is an economic input that shifts the entire speed schedule across all phases simultaneously.

Mathematically: CI = time cost ($/hour) ÷ fuel cost ($/kg). A CI of 30 means your airline values one hour of flight time the same as 30 kg of fuel. A higher CI means time is relatively more expensive, so fly faster. A lower CI means fuel dominates, so slow down.

Common CDU mistakes

VNAV & the vertical profile

VNAV — vertical navigation — is the FMS managing the aircraft's altitude and speed along a computed path, instead of you dialling vertical speeds by hand. It is the most misunderstood part of the automation, because the path is invisible until you learn to read the three places it shows up: the FMA, the PFD vertical deviation symbol, and the Vertical Display.

What VNAV is — and isn't

On takeoff and climb the FMS builds a vertical path up to cruise. In descent it builds a path down from the T/D to the runway that satisfies every altitude and speed constraint on the arrival. VNAV is the autopilot flying that path. The key distinction that governs everything:

The descent profile

When you program the arrival, the FMS works backwards from the runway: it starts at the destination, applies the approach gradient, then each constraint, then an idle-thrust geometric path up to cruise altitude. Where that path meets your cruise level is the T/D. The profile has two characteristic segments:

DES vs OP DES — the two ways down

Vertical deviation — the PFD symbol

In managed descent the PFD shows how far you are above or below the computed path. On the A380 this is a small symbol on the right side of the altitude tape — sometimes called the "bird" or the VDEV donut. It is the single most important VNAV instrument.

Why you end up high or low

The profile is a prediction. When reality differs from the prediction, the deviation grows. The usual culprits:

• Wind — a tailwind stronger than forecast pushes you along faster than the path assumed, so you arrive at each point high. Headwind does the opposite.
• Late arrival programming — entering the STAR or approach after the profile was built moves the constraints and recomputes T/D, often after you have already passed where you should have started down.
• ATC altitude holds — being held high by ATC past T/D means the path runs away below you. The deviation symbol pegs at the bottom.
• Speed intervention — selecting a faster descent speed than the managed schedule flattens the achievable idle gradient, putting you above path.

The Vertical Display (VD)

Below the ND, the A380 can show a Vertical Display — a side-on view of the terrain, your altitude, the computed path, and the constraints ahead. It is the clearest way to see whether the descent is going to work out, because it draws the profile and your position on the same picture.

Common VNAV mistakes

Auto-thrust in depth

Auto-thrust (A/THR) on the A380 behaves unlike the throttle on most aircraft, and the single fact that trips up every newcomer is this: the physical thrust levers do not move when A/THR is working. You set them in a detent and leave them. The lever position becomes a limit and an arming switch, not a direct command. Understanding that one idea explains almost every A/THR surprise.

Speed law vs thrust law

A/THR is always operating in one of two laws. The FMA column 1 tells you which (see the FMA page), and they feel completely different:

The four detents

The thrust levers have physical notches. With A/THR active, the lever you rest in sets the maximum thrust A/THR is allowed to command, and it arms A/THR engagement. From idle forward:

Active vs armed — and how the levers control it

A/THR has two states that the FMA distinguishes. Active (green A/THR in FMA column 5) means it is moving thrust right now. Armed (the levers are out of the active range) means it is ready to take over but the lever position is currently commanding thrust directly.

• Below or in the CL detent, A/THR active → A/THR commands thrust up to the CL limit. The levers don't move.
• Push a lever above CL → that lever commands thrust directly (manual), A/THR goes to armed. This is how you'd add thrust manually if needed.
• Idle thrust levers fully back with A/THR off → fully manual thrust at idle.

Alpha floor & TOGA LK

A/THR includes a stall protection that overrides everything else. If angle of attack exceeds a threshold, A.FLOOR triggers and commands TOGA thrust regardless of lever position or mode — shown amber on the FMA. It is one of the strongest protections in the aircraft.

Managed vs selected speed targets

In speed law, A/THR holds a target — but where the target comes from depends on the FCU speed knob:

Common auto-thrust mistakes

Approach modes

The A380 can fly several kinds of approach, and the automation behaves differently for each. The job on final is to know which one you've armed, confirm it captured in the right order, and understand exactly what the aircraft will and won't do for you down to the runway.

The three approach families

The APPR button & capture sequence

Pressing APPR on the FCU arms the approach. For an ILS that arms LOC and G/S together — they then capture in a strict order. Getting the order right is the difference between a stable approach and a scramble.

1. Arm — press APPR. LOC and G/S appear cyan in FMA column 4. (If only one appears, the approach isn't fully set up.)
2. LOC capture — intercepting the centreline, LOC* flashes then goes steady green. The aircraft turns onto the runway heading.
3. G/S capture — established on LOC and approaching the beam from below, G/S* flashes then green. The aircraft starts down the glidepath.

Autoland & CAT levels

An ILS approach can continue to a fully automatic landing. Autoland needs both autopilots engaged (press AP1 and AP2) so one monitors the other. The FMA then arms the landing sequence:

Approach phase & managed deceleration

Separately from the AP modes, the FMS enters its APPROACH phase (see the FMS phases). This is what drives managed speed down through the flap schedule to VAPP. It auto-activates within ~7,200 ft of destination elevation while tracking NAV/LOC, or manually via PERF → ACTIVATE APPR PHASE.

• At the (DECEL) pseudo-waypoint, managed speed begins stepping down as you extend flaps.
• Each flap setting unlocks a lower managed target: clean → S → F → VAPP.
• A/THR (in speed law) holds each target as you configure.

Go-around

A go-around is initiated by pushing the thrust levers to TOGA — the one time in the flight you move them out of CL deliberately. The aircraft transitions instantly:

Then it's the standard sequence: positive climb, flaps to CONF 3, gear up, follow the missed-approach. The full FMA picture for this is the sixth phase card on the FMA page.

Common approach mistakes

ECAM system pages

ECAM — the Electronic Centralised Aircraft Monitor — is the system that watches every part of the aircraft for you and tells you, in plain text, what to do when something goes wrong. It lives on the two centre screens. Most of the time it manages itself; learning to read it (and when to override it) turns a wall of symbols into a clear picture of the aircraft's health.

The two screens: EWD and SD

ECAM information is split across the upper and lower centre displays:

Auto-display logic

The SD chooses a page automatically based on what the aircraft is doing. You rarely need to select one by hand — but knowing the logic stops it feeling random:

The system pages

Every ECP button calls up one schematic. What each one is for:

Warnings, cautions & the alert workflow

When something goes wrong, ECAM classifies it by severity and presents it on the EWD with an audible and visual cue:

ECAM lists the failure title, then a procedure: the actions to take, line by line. As you complete each action the line clears. The workflow buttons sit on the ECP:

Common ECAM mistakes