THRUST REDUCTION, ACCELERATION AND CLEANUP
Two events after takeoff have different purposes: thrust reduction changes the available thrust regime, while acceleration lets the aircraft gain speed and retract its high-lift configuration. At the planned thrust-reduction stage, LVR CLB prompts us to move the thrust levers to CL. Put them in the detent and check the thrust and autothrust indications together with the engine response. The levers remain at the detent while autothrust can vary actual thrust as its mode requires. The FMA prompt, the physical lever position and the response should agree; seeing LVR CLB alone tells us that a movement is being requested. [13, PDF p. 122]
Look for the green F and S speed marks on the PFD airspeed scale when they apply to the current configuration. They are signposts for the flap and slat retraction schedule. Use the relevant retraction step at the indicated speed, then check what the aircraft actually did. The marks change with the conditions used by the aircraft, so a number remembered from yesterday's departure is not your reference today. The displayed schedule also has a different purpose from a flap-configuration maximum-speed limit. [13, PDF p. 122]
Acceleration follows the procedure's planned stage, which may coincide with thrust reduction or occur separately. Until then, do not turn the two events into one remembered instruction. As speed increases, retract flaps and slats using the applicable F and S retraction schedule and limits, checking actual configuration as the surfaces move. These speed marks help us make the transition from the takeoff wing configuration to the clean wing. They are tied to the aircraft's current flight-management information, so follow the indications for this flight. Keep monitoring the climb path while the target speed and configuration develop. [13, PDF p. 122]
Complete the after-takeoff review, including the gear, pressurisation and required lights and signs. Climbing through the applicable transition altitude, change the altimeter pressure reference to STD and crosscheck both sides. QNH gives an altitude reference related to local pressure; STD gives the common standard-pressure reference used for flight levels. The transition altitude tells us where the climb changes from one system of reporting height to the other. Use the published value for the departure rather than a familiar height from somewhere else. With the aircraft clean, the guidance understood and the pressure reference correct, we can settle into monitoring the climb. [14, PDF p. 1073] [14, PDF pp. 1074-1077] [14, PDF p. 1075]
IN PRACTICE: Reduce thrust and clean up in the intended sequence
Before you begin: The aircraft is climbing normally after takeoff. The thrust-reduction and acceleration altitudes were checked on PERF TAKEOFF and remain appropriate to the departure.
1. Watch for the thrust-reduction request
Action. At the entered thrust-reduction point, respond to LVR CLB by bringing both levers to CL. Check the FMA and engine indications after the movement.
Check. Climb thrust is established and autothrust is active in the normal climb arrangement. The physical lever position agrees with the displayed mode. [13, PDF p. 122]
2. Restore the planned pack configuration
Action. If the takeoff calculation used packs off, restore them after thrust reduction in the briefed sequence. Confirm the pneumatic and pressurisation picture.
Check. The aircraft returns to its intended climb air-conditioning configuration without leaving a takeoff-only arrangement behind. [13, PDF p. 122] [14, PDF p. 1073]
3. Allow the acceleration phase to begin
Action. At the entered acceleration altitude, check the change from SRS to the climb mode and the increased speed target. Fly the new command smoothly or monitor the autopilot response.
Check. The aircraft trades some climb angle for acceleration while remaining on the cleared path. [13, PDF p. 122]
4. Retract with the displayed speed schedule
Action. With a positive speed trend, select the appropriate intermediate flap position at F speed where required, then select 0 at S speed. Confirm the actual surface indications and applicable speed limits during travel.
Check. Flaps and slats retract in sequence without an early selection. The aircraft becomes clean at the expected speed schedule. [13, PDF p. 122]
5. Continue on the current clearance
Action. Check NAV or the selected heading and the FCU cleared altitude. If using the autopilot, confirm its engagement on the FMA and continue monitoring attitude, speed and track.
Check. The automation follows the clearance after the configuration change; engagement has been confirmed on the display. [14, PDF p. 1073] [14, PDF pp. 1074-1077]
6. Finish the after-takeoff review
Action. Complete the After Takeoff checklist. When climbing through the applicable transition altitude, select STD on both barometric references and crosscheck the indicated flight-level reference.
Check. The aircraft is clean, configured for climb and using the correct pressure reference. [14, PDF p. 1073] [14, PDF p. 1075]
Complete when: The aircraft is clean, climb thrust and guidance are confirmed, and the next cleared altitude remains the active limit.