A330/A340 General Information
REV 1 (6 JUN 05)
FCTM Thrust Control
AUTOTHRUST
One of the unique features of the Airbus A/THR system is that the thrust levers are not back-driven, i.e. they do not move as the thrust changes. This being the case, other cues must be used to monitor A/THR performance, e.g. the speed trend vector on the PFD or the transient and commanded N1/EPR indications on the engine instruments. The A/THR normally remains active from the thrust reduction altitude after take-off until the flare.
Autothrust Modes
With A/THR active, one of the following modes will be engaged as appropriate:
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Speed or Mach mode, where the A/THR modulates thrust to achieve a target speed or Mach.
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Thrust mode, where the A/THR commands a specific thrust setting, e.g. climb thrust or idle.
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Retard mode, where the A/THR commands a reduction to idle thrust during the flare. This mode only operates automatically during an autoland. The thrust levers must be retarded manually in the flare following a manual approach.
Engagement Status
The A/THR system can be in one of the following three states:
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Armed
.
Active
.
Off
Thrust Control
FCTM REV 1 (6 JUN 05)
When armed, the A/THR is ready to control the thrust once the thrust levers are moved into the active range. Normally the A/THR is armed on the application of take-off thrust, at which point "A/THR" is displayed in blue in the right hand column of the FMA. After take-off, A/THR is activated by selecting the thrust levers to the CL detent.
When active, the A/THR automatically controls the engine thrust. The TLA determines the maximum thrust that can be commanded by the A/THR. This maximum thrust available is displayed on the thrust gauge by a TLA blue circle. "A/THR" is displayed in white in the right hand column of the FMA. The operating mode of the A/THR is displayed in the left hand column of the FMA.
When the A/THR is off, thrust must be controlled manually. In this case, the A/THR FMA indications will be blank.
2.70.4
A330/A340 General Information
REV 1 (6 JUN 05)
FCTM Thrust Control
Thrust Lever Quadrant
The active range of the A/THR depends on whether or not all engines are operative.
With one engine inoperative, the A/THR is active between the idle and FLX/MCT detent. Similarly, with the remaining thrust levers above the FLX/MCT detent, A/THR becomes armed.
Thrust Control
FCTM REV 1 (6 JUN 05)
AUTOTHRUST OPERATIONAL ASPECTS
The operational aspects of the A/THR system can be divided as follows:
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Take-off
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Climb, Cruise, Descent and Approach
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Go-around
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Warnings and messages
Take-off
To initiate take-off, the Captain advances the thrust levers to either the FLX/MCT or TOGA detent depending upon performance requirements:
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For a TOGA thrust T/O, set the thrust levers to the TOGA detent.
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For a FLEX thrust T/O, set the thrust levers to the FLX/MCT detent.
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For a DERATED thrust T/O, set the thrust levers to the FLX/MCT detent. TOGA thrust should not normally be selected on a derated T/O. FCTM Ch 4 refers.
The thrust is controlled by the FADEC to the applicable limit and the A/THR is armed. The thrust setting will be displayed on the FMA, e.g. FLX 50, as well as on the E/WD.
At the thrust reduction altitude entered in the PERF T/O page, the message "LVR CLB" flashes on the FMA. Smoothly move the thrust levers to the CL detent where they will normally remain until the flare. The A/THR is now active.
Climb, Cruise Descent And Approach
During the climb, the A/THR is in thrust mode and commands the thrust setting displayed on the FMA, e.g. THR CLB.
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