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detent, the detent setting controls the engines to that limiting parameter.
AUTO THRUST
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(s) 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
alpha-floor is active. LVR CLB flashes on the FMA.
If the thrust levers are not aligned, an asymmetric message (LVR ASYM) appears on the FMA. If
so, each engine is limited to its appropriate TLA.
This allows the use of autothrust to continue if one engine has to have its maximum RPM limited
for some operational reasons such as excessive vibration.
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
POWER PLANT
A330/A340 FLEET PRO-SUP-70 P 2/20
FCOM 19 AUG 10
AUTOTHRUST DISCONNECTION
Autothrust disconnection occurs when :
‐ The A/THR fails, or
‐ The FCUs A/THR is pressed, or
‐ The thrust instinctive disconnect pb is pressed, or
‐ All thrust lever are set to IDLE.
‐ When the radio altitude is below 100 ft, and :
• Both thrust levers are above CL detent, or
• One thrust lever is above MCT detent.
1. Disconnection, due to a failure or to the use of the FCU A/THR pushbutton pb.
If the thrust levers are set in the CL detent (all engines operative), or one thrust lever in the MCT
(one engine inoperative), the thrust is locked at its actual value. The FMA displays “THR LK”.
Single chime, ECAM message and caution light are triggered every 5 s, as long as thrust lock is
active. (For more details, Refer to STLO-22_30_R-10 GENERAL).
Movement of the thrust lever(s) unlocks the thrust, and the engine then responds to TLA at the
normal rate.
2. Disconnection, due to the use of the instinctive disconnect pushbutton.
When a pilot presses the instinctive disconnect pushbutton, the thrust corresponding to the
thrust levers’ position is immediately recovered.
INSTINCTIVE DISCONNECTION PROCEDURE
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 pushbutton to disconnect the A/THR
‐ Check that “AUTO FLT A/THR OFF” is displayed on the ECAM, and that there is no annunciator
in the first column of the FMA.
‐ Set the correct manual thrust.
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 5 kt. 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 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
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
POWER PLANT
A330/A340 FLEET PRO-SUP-70 P 3/20
FCOM 19 AUG 10
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 FMGEC, is reasonable.
For more information concerning aircraft handling during final approach, refer to the Refer to 99
Duref Cible FCOM.
ENGINE FAILURE
The flight crew can continue to use autothrust after an engine failure, but some pilots feel that
directional control is more difficult, when A/THR changes the thrust instead of the pilot making the
thrust changes manually. The choice between using, or not using, A/THR after engine failure is a
personal one. As far as speed control is concerned, A/THR is usually more accurate than a pilot.
THRUST CONTROL
Applicable to: ,
GENERAL
The flight crew uses console-mounted levers to control engine thrust. Each lever sends electrical
　
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