Set A320 take-off thrust correctly: choose FLEX or TOGA, use the right lever detent, confirm the FMA and fix throttle calibration problems.
Across A320 flight simulators, enter valid take-off data, stabilise both engines at about 50% N1, then move both thrust levers to FLX/MCT for a calculated FLEX take-off or TOGA for full thrust. Confirm MAN FLX plus the temperature, or MAN TOGA, on the flight mode annunciator (FMA).
The detent logic is common to A320 simulations in Microsoft Flight Simulator, X-Plane, Prepar3D and FSX, although calibration tools and the depth of FADEC simulation vary between aircraft.
Should I use FLEX or TOGA for an A320 take-off?
Use FLEX/MCT only when a valid FLEX temperature has been calculated for that take-off; otherwise, select TOGA.
A FLEX take-off uses an assumed temperature to command less than maximum rated thrust. The calculation depends on runway length and condition, aircraft weight, flap configuration, wind, pressure, temperature and relevant aircraft systems. Use the aircraft's EFB or supported performance calculator rather than inventing a temperature.
TOGA commands maximum available take-off thrust. Choose it when the performance data calls for full thrust, when no valid FLEX calculation is available, or when the simulated aircraft does not model FLEX data reliably. Guessing a FLEX temperature is less correct than using TOGA.
The combined FLX/MCT detent has two jobs: FLEX thrust during a properly configured take-off and maximum continuous thrust in relevant airborne situations. FLEX is not a throttle percentage, and the outside air temperature should not simply be copied into the FLEX field.
How do I set the A320 thrust levers for take-off?
The correct sequence is to prepare the performance data, stabilise the engines, select one positive detent and verify the resulting FMA mode.
- Complete the take-off data. Set the runway, weight, flap configuration and weather data, then enter the calculated V1, VR, V2 and FLEX temperature where applicable. Our explanation of calculating and using A320 take-off speeds covers the speed side of this setup.
- Check the aircraft configuration. Confirm both thrust levers are at IDLE, the engines are stable and the take-off configuration check produces no warning. Make sure both engine axes respond together.
- Stabilise the engines. Advance both levers to approximately 50% N1 and allow the engines to spool evenly. Treat this as an engine-stabilisation target, not as a thrust-lever detent.
- Select take-off thrust. Move both levers positively into FLX/MCT for a calculated FLEX departure or into TOGA for full thrust. Do not stop at CL or chase an arbitrary N1 percentage.
- Verify the FMA. Look for MAN FLX with the entered temperature or MAN TOGA. The cockpit lever animation alone does not prove that the aircraft has recognised the right mode.
- Move the levers to CL when prompted. At thrust-reduction altitude, the FMA normally displays LVR CLB. Move both levers back to the CL detent so autothrust can become active and manage climb thrust.
A mistake we see constantly is pulling the levers back to an estimated partial-thrust position after lift-off. On an A320, the correct position is the fixed CL detent; autothrust then varies commanded thrust electronically while the physical levers remain still.
What should the A320 FMA show during take-off?
The FMA should identify the thrust mode selected by the lever detent and take-off data.
| Flight stage | Lever position | Expected indication |
|---|---|---|
| FLEX take-off | FLX/MCT | MAN FLX and the FLEX temperature; A/THR armed |
| Full-thrust take-off | TOGA | MAN TOGA; A/THR armed |
| After thrust reduction | CL | THR CLB normally; A/THR active |
Exact colours and layout can differ in simplified aircraft, but the mode names and logic should be recognisable. The FMA is the source of truth. Our guide to the A320 cockpit displays and controls explains where these indications appear and how they relate to the thrust levers.
Why does my A320 throttle quadrant miss the detent?
If the physical lever and cockpit mode disagree, calibrate the aircraft-specific detent zones before changing general sensitivity settings.
| Symptom | Likely cause | Fix |
|---|---|---|
| FLX/MCT produces MAN TOGA | The FLX zone is misaligned or too narrow | Recalibrate FLX/MCT and TOGA, then leave a small separation between their zones |
| FMA shows MAN MCT instead of MAN FLX | The FLEX temperature is missing, invalid or not accepted | Correct the take-off performance entry or use TOGA |
| Levers move unevenly or LVR ASYM appears | Separate axes are mismatched, noisy or duplicated | Calibrate both axes together and remove conflicting throttle assignments |
| LVR CLB remains after selecting CL | The simulated levers are outside the CL zone | Widen or realign the CL detent and add a small dead zone if the axis jitters |
Many detailed A320 aircraft provide their own calibration page in an EFB, tablet or MCDU-style interface. Use that facility to map IDLE, CL, FLX/MCT and TOGA; global controller calibration alone may not define the Airbus gates. See our practical advice on matching a physical A320 quadrant to its simulated detents.
With a keyboard or gamepad, watch the virtual levers and FMA rather than relying on the displayed throttle percentage. If CL is recognised but autothrust still fails to activate, check the aircraft state, controller conflicts and mode logic using our A320 autothrust troubleshooting steps.