What initial climb speed should an Airbus A319 use?

In real-world Airbus A319 flying, the aircraft normally follows the SRS flight-director command, which targets V2 + 10 kt with both engines operating—not one universal indicated airspeed. If calculated V2 is 140 kt, the initial target is about 150 KIAS until the acceleration altitude.

Why is there no fixed A319 initial climb speed?

V2 is calculated for the particular departure, so the resulting initial climb target changes from flight to flight. Aircraft weight, flap configuration, runway conditions, pressure altitude, temperature, wind and take-off thrust all feed into the performance calculation.

Do not copy a typical speed from another A319 flight. V2 is the take-off safety speed used as the basis for initial climb guidance; our explanation of how V-speeds define the take-off sequence covers its relationship to V1 and VR.

What should the pilot follow after lift-off?

The pilot should follow SRS pitch guidance and confirm the expected modes on the Flight Mode Annunciator rather than trying to hold a memorised airspeed.

1. Load the calculated speeds: Enter and cross-check V1, VR and V2 on the MCDU PERF TO page before departure.
2. Rotate at VR: Apply a smooth rotation and follow the SRS flight-director bars after lift-off. With both engines operating, their normal target is V2+10 kt.
3. Retract the landing gear: Select gear up after confirming a positive climb. Avoid large pitch corrections to chase minor speed movement in gusts or turbulence.
4. Reduce thrust when prompted: At thrust-reduction altitude, move the thrust levers to the climb detent in accordance with the operating procedure. This does not necessarily mean the aircraft should accelerate immediately.
5. Accelerate at acceleration altitude: Allow the climb guidance to lower the pitch and accelerate towards the managed climb target, then retract flaps and slats using the displayed speed references.

For the surrounding calls, mode changes and configuration sequence, see our complete A319 take-off procedure.

Does V2+10 continue for the whole climb?

No. V2+10 is principally the initial climb target before acceleration altitude; it is not the speed to hold throughout the climb.

At acceleration altitude, SRS normally gives way to climb guidance and the aircraft accelerates towards its managed or selected climb speed. The target may reflect flight-plan constraints, operator procedures and local speed limits. Green dot is a clean-configuration reference, not the normal target immediately after lift-off.

Thrust-reduction altitude and acceleration altitude are separate settings, even when they have the same value. A mistake we see constantly is accelerating as soon as climb thrust is selected. Flap and slat retraction should instead follow the applicable F and S references, as described in our guide to speed-based flap retraction after take-off.

What changes after an engine failure?

After an engine failure, the pilot should follow SRS and the approved engine-out procedure rather than manually forcing the normal V2+10 target.

The engine-out acceleration altitude may differ from the normal one. Aircraft documentation, operator procedures and the applicable abnormal checklist take precedence over any generic target.

Why does a simulated A319 miss V2+10?

A simulated A319 usually misses the expected target because its take-off data or automation modes are incorrect, although simplified aircraft models may not reproduce genuine SRS logic precisely.

• Check that a valid V2 has been entered on the PERF TO page.
• Confirm that both flight directors are on and that SRS appears on the Flight Mode Annunciator.
• Do not select vertical speed or another vertical mode immediately after lift-off unless the procedure requires it.
• Check the entered thrust-reduction and acceleration altitudes; an unexpectedly low acceleration altitude makes the aircraft speed up early.
• Remember that SRS provides pitch guidance. It is not an airspeed-hold mode, so small deviations around V2+10 are normal.