.  
Reverting to hand flying (with or without FD guidance, with or without A/THR) for direct control of aircraft vertical trajectory, lateral trajectory and thrust.

Know your Available Guidance at all times
The FCU and the FMS CDU are the prime interfaces for the flight crew to communicate with the aircraft systems (i.e., to arm or engage modes and to set targets).
The PFD and ND are the prime interfaces for the aircraft to communicate with the flight crew, to confirm that the aircraft systems have correctly accepted the mode selections and target entries:
.  
PFD (FMA, speed scale and altitude scale):

.  guidance modes, speed and altitude targets; and,

.  
ND :

.  lateral guidance ( heading or track or FMS flight plan).
Any action on the FCU or on the FMS keyboard and line-select keys should be confirmed by cross-checking the corresponding annunciation or data on the PFD and/or ND (and on the FMS CDU).
At all times, the PF and PNF should be aware of the status of the guidance modes being armed or engaged and of any mode change-over throughout mode transitions and reversions.
Enhanced reference to the above controls and displays promotes and increases the flight crew awareness of :
.  
The status of the system (i.e., modes being armed or engaged),

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

This enables the flight crew to predict and anticipate the entire sequence of flight mode annunciations
throughout successive flight phases (i.e., throughout mode transitions or reversions).

Monitor automation at all times
The use and operation of the AFS must be monitored at all times by:
.  
Checking and announcing the status of AP/FD modes and A/THR mode on the FMA (i.e., arming or engagement);

.  
Observing and announcing the result of any target setting or change (on the FCU) on the related PFD and/or ND scales; and,

.  
Supervising the resulting AP/FD guidance and A/THR operation on the PFD and ND (pitch attitude and bank angle, speed and speed trend, altitude, vertical speed, heading or track, …).

Be ready to take over, if required
If doubt exists regarding the aircraft flight path or speed control, no attempt at reprogramming the automated systems should be made.
Selected guidance or hand flying together with the use of navaids raw data should be used until time and conditions permit reprogramming the AP/FD or FMS.

Optimum Use of Automation
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If the aircraft does not follow the intended flight path, check the AP and A/THR engagement status.
If engaged, disconnect the AP and/or A/THR using the associated instinctive disconnect push button(s), to revert to hand flying (with FD guidance or with reference to raw data) and/or to manual thrust control.
In hand flying, the FD commands should be followed; otherwise the FD bars should be cleared from display.
AP and A/THR must not be overridden manually.
If AP or A/THR operation needs to be overridden (i.e., following a runaway or hardover), immediately disconnect the affected system by pressing the associated instinctive disconnect push button.
Factors and Errors in Using Automation
The following factors and errors can cause flying an incorrect flight path, which - if not recognized -can lead to an approach-and-landing accident, including one involving CFIT:
.  
Inadvertent arming or engagement of an incorrect mode;

.  
Failure to verify the mode armed or engaged, by reference to the FMA ;

.  
Selection of an incorrect target (altitude, speed, heading) on the FCU and failure to confirm the selected target on the PFD and/or ND (as applicable);
　
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