.  
What do I want to fly next ?

This implies answering also the following questions :

.  
Which mode did I engage and which target did I set for the aircraft to fly now ?

.  
Is the aircraft following the intended vertical and lateral flight path and targets ?

.  
Which mode did I arm and which target did I pre set for the aircraft to fly next ?

The key role of the following controls and displays therefore must be understood:

.  
FCU mode selection-keys, target-setting knobs and display windows;

.  
FMS MCDU keyboard, line-select keys, display pages and messages;

.  
Flight modes annunciator (FMA) annunciations on PFD; and,

.  
PFD and ND data.

Effective monitoring of these controls and displays promotes and increases flight crew awareness of:
.  
The status of the system (i.e., modes being engaged or armed); and,

.  
The available guidance (i.e., for flight path and speed control).

Effective monitoring of controls and displays also enables the pilot to predict and anticipate the entire sequence of flight modes annunciations (FMA) throughout flight phases (i.e., throughout mode transitions or mode reversions).
Operating Philosophy and Rules
Optimum use of automation requires strict adherence to the design philosophy and operating philosophy, and to the following rules of operation.

Use the correct level of automation for the task
On highly automated and integrated aircraft, several levels of automation are available to perform a given task:
.  
FMS modes and guidance; or,

.  
Selected modes and guidance.

The correct level of automation depends on:

.  
The task to be performed: . short-term (tactical) task; or, . long-term (strategic) task;

.  
The flight phase: . enroute; . terminal area; or, . approach; and,

.  
The time available: . normal selection or entry; or, . last-minute change.

Optimum Use of Automation
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AIRBUS INDUSTRIE                                                                                       Getting to Grips with
    Flight Operations Support                                            Approach-and-Landing Accidents Reduction

The correct level of automation often is the one the pilot feels comfortable with for the task or for the prevailing conditions, depending on his/her knowledge and experience of the aircraft and systems.
Reversion to hand flying and manual thrust control actually may be the correct level of automation, depending on the prevailing conditions.
FMS or selected guidance can be used in succession or in combination (e.g., FMS lateral guidance together with selected vertical guidance) as best suited for the flight phase and prevailing constraints.
The PF always retain the authority and capability to select the most appropriate level of automation and guidance for the task, this includes:
.  
Adopting a more direct level of automation by reverting from FMS-managed guidance to selected guidance (i.e., to selected modes and targets);

.  
Selecting a more appropriate lateral or vertical mode; or,
　
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