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When the speed decreases, so that the angle-of-attack reaches the ALPHA FLOOR threshold, A/THR activates and orders TOGA thrust, despite the fact that the thrust levers are at IDLE.
When the aircraft accelerates again, the angle-of-attack drops below the ALPHA FLOOR threshold.
TOGA thrust is maintained or locked. This enables the flight crew to reduce thrust, as necessary. TOGA LK appears on the FMA to indicate that TOGA thrust is locked. The desired thrust can only be recovered by setting A/THR to off, with the instinctive disconnect pushbutton.
ALPHA floor is available, when the flight controls are in NORMAL LAW, from liftoff to 100 ft RA at landing. It is inhibited in some cases of engine failure.
A/THR USE - SUMMARY
Use of A/THR is recommended during the entire flight. It may be used in most failures cases, including:
? Engine failure, even during autoland
? Abnormal configurations
A/THR use in flight
 
 

  OPERATIONAL PHILOSOPHY
AP / FD / ATHR
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL 

A/THR should be monitored via the:
? FMA – SPEED / SPEED TREND on the PFD
? N1/N1 command (EPR) on the ECAM E/WD.
AUTOTHRUST (A/THR)
Criteria: P3379, SA
4 Applicable to: MSN 0486-4078
OBJECTIVE
The A/THR computer (within the FG) interfaces directly with the engine computer, referred to as the FADEC.
The A/THR sends to the FADEC the thrust targets that are needed to:
? Obtain and maintain a target speed, when in SPEED mode
? Obtain a specific thrust setting (e.g. CLB, IDLE), when in THRUST mode.
INTERFACE
When the A/THR is active, the thrust lever position determines the maximum thrust that the A/THR
can command in SPEED or THRUST mode. Therefore, with A/THR active, thrust levers act as a thrust limiter or a thrust-rating panel.
The A/THR computer does not drive back the thrust levers. The PF sets them to a specific detent on the thrust lever range.
The A/THR system provides cues that indicate the energy of the aircraft:
? Speed, acceleration, or deceleration, obtained by the speed trend vector
? N1, and N1 command on the N1 gauge.
All these cues are in the flight crew’s direct line of vision.
In other words, the Thrust Lever Angle (TLA) should not be used to monitor correct A/THR operation. Neither should the thrust lever position of a conventional autothrottle, be considered a cue because, in many hazardous situations, the thrust lever position can be misleading (e.g. engine failure, thrust lever jammed).
 

  OPERATIONAL PHILOSOPHY
AP / FD / ATHR
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL 

The TLP determines MAX Thrust for the A/THR
 
NORMAL OPERATIONS
The A/THR can only be active, when the thrust levers are between IDLE and the CLB detent. When the thrust levers are beyond the CLB detent, thrust is controlled manually to the thrust lever Angle, and the A/THR is armed . This means that the A/THR is ready to be re-activated, when the
　
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