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Set the thrust levers to the current thrust setting by adjusting ‐ the levers until the N1 (or EPR)
TLA white circle is adjacent to the actual N1 (or EPR).
‐ Use the instinctive button to disconnect the A/THR.
‐ Check that “AUTO FLT A/THR” OFF is displayed on the, and that there is no annunciator in
the first column of the FMA.
‐ Set the thrust manually.
USE OF AUTOTHRUST IN APPROACH
The pilot should use autothrust for approaches. On final approach, it usually gives more
accurate speed control, although in turbulent conditions the actual airspeed may vary from the
target speed, by as much as five knots. Although the changeover between auto and manual
thrust is easy to make with a little practice, the pilot should, when using autothrust for the final
approach, keep it engaged until he retards the thrust levers to idle for touchdown. If the pilot is
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
POWER PLANT
A318/A319/A320/A321 FLEET PRO-SUP-70 P 3/16
FCOM 19 AUG 10
going to make the landing using manual thrust, he should disconnect the A/THR by the time he
has reached 1 000 ft on the final approach.
If he makes a shallow flare, with A/THR engaged, it will increase thrust to maintain the approach
speed until he pulls the thrust levers back to idle. Therefore he should avoid making a shallow
flare, or should retard the thrust levers as soon as it is no longer necessary to carry thrust, and if
necessary before he receives the “retard” reminder.
Although use of the autothrust is recommended for the entire approach, this does not absolve
the pilot from his responsibility to monitor its performance, and to disconnect it if it fails to
maintain speed at the selected value. Such monitoring should include checking on whether or
not the managed speed, calculated by the FMGC, is reasonable.
For more information concerning aircraft handling during final approach, refer to the FCOM
Bulletin ”Aircraft handling in final approach”.
ENGINE FAILURE
The pilot can continue to use autothrust after an engine failure, but some pilots feel that
directional control is more difficult, when autothrust changes the thrust instead of the pilot
making the thrust changes manually. The choice between using, or not using, autothrust after
engine failure is a personal one. As far as speed control is concerned, autothrust is usually
more accurate than a pilot.
THRUST CONTROL
Applicable to:
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GENERAL
The flight crew uses console-mounted levers to control engine thrust. Each lever sends electrical
signals to the FADEC of the engine it controls. The FADEC responds to the thrust lever position or
an autothrust command by setting the engine thrust.
The thrust lever quadrant is the equivalent of a thrust rating panel. For each lever it has five
detents. Moving the thrust lever to the forward stop of the quadrant always gives maximum takeoff
or go-around thrust, as appropriate, and signals the AP/FD to go to takeoff or go-around, as
appropriate. The FMA (Flight Mode Annunciator) in the left window of each PFD displays the
status of the thrust system to the pilot.
The engine instrument display gives a read-out of the engine thrust mode (CL, MCT, etc.) and the
appropriate engine limit. It displays the actual limit set, thrust lever position, FADEC command,
and maximum engine rating limit continually.
A318/A319/A320/A321 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
POWER PLANT
A318/A319/A320/A321 FLEET PRO-SUP-70 P 4/16
FCOM 19 AUG 10
MANUAL THRUST CONTROL
With A/THR disconnected, thrust control between full reverse (on the ground only) and maximum
takeoff or go-around thrust is entirely conventional.
TLA (Thrust Lever Angle) determines the thrust demanded.
The rating limit selected by the pilot and the actual engine limit appear on the engine instrument
display.
With the thrust lever short of the CL position on the quadrant, the engine instrument display shows
CL continually. If one or both thrust levers are above CL, it shows MCT/FLEX. If one or both thrust
levers are beyond the MCT detent, it shows TOGA. With the thrust levers positioned in a detent,
the detent setting controls the engines to that limiting parameter.
AUTOTHRUST
When active A/THR controls either speed, thrust or retard as appropriate. The engine limit
corresponds to the thrust lever position. If the thrust lever is below the CL detent then the TLA
determines the engine power limit.
With the thrust lever above the CL detent, autothrust reverts to arm (A/THR blue on FMA) except if
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A320机组操作手册FLIGHT CREW OPERATING MANUAL 14(102)
