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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).
The TLA 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.
A330/A340 FLIGHT CREW TRAINING MANUAL
OPERATIONAL PHILOSOPHY
AP / FD / ATHR
A330/A340 FLEET OP-030 P 5/14
FCTM 17 JUN 09
When the thrust levers are beyond the CLB detent, thrust is controlled manually to the thrust lever
Angle, and the A/THR is armed (A/THR appears in blue on the FMA). This means that the A/THR
is ready to be re-activated, when the flight crew sets the thrust levers back to the CLB detent (or
below).
A/THR operating sectors _ all engines operating
AT TAKEOFF
The thrust levers are set either full forward to TOGA, or to the FLX detent. Thrust is manually
controlled to the TLA, and A/THR is armed. The FMA indicates this in blue.
AFTER TAKEOFF
When the aircraft reaches THR RED ALT, the flight crew sets the thrust levers back to the CLB
detent. This activates A/THR. MAX CLB will, therefore, be the maximum normal thrust setting
that will be commanded by the A/THR in CLB, CRZ, DES, or APPR, as required.
THRUST LEVER(S) BELOW THE CLB DETENT
If one thrust lever is set to below the CLB detent, the FMA triggers a LVR ASYM message, as
a reminder to the flight crew (e.g. this configuration might be required due to an engine’s high
vibration level). However, if all thrust levers are set to below the CLB detent, with the A/THR
active, then the ECAM repeatedly triggers the AUTO FLT A/THR LIMITED caution. This is
because there is no operational reason to be in such a situation, and to permanently limit A/THR
authority on all engines. In this case, all thrust levers should either be brought back to the CLB
detent, or the A/THR should be set to OFF.
OPERATIONS WITH ONE ENGINE INOPERATIVE
The above-noted principles also apply to an one-engine inoperative situation, except that A/THR
can only be active, when the thrust levers are set between IDLE and MCT.
A330/A340 FLIGHT CREW TRAINING MANUAL
OPERATIONAL PHILOSOPHY
AP / FD / ATHR
A330/A340 FLEET OP-030 P 6/14
FCTM 17 JUN 09
A/THR operating sectors - one engine inoperative
In case of engine failure, the thrust levers will be in MCT detent for remainder of the flight. This is
because MCT is the maximum thrust that can usually be commanded by the A/THR for climb or
acceleration, in all flight phases (e.g. CLB, CRZ, DES or APPR ).
2TO SET AUTOTHRUST TO OFF
How to set A/THR off
1) USE OF INSTINCTIVE DISCONNECT (I/D) PUSHBUTTON
If the I/D pushbutton is pressed when the thrust levers are in CL detent, thrust will increase to
MAX CL. This will cause an unwanted thrust increase and may destabilize the approach.
Therefore, the recommended technique for setting A/THR to off is:
Return the thrust levers to approximately the current thrust ‐ setting, by observing the TLA
symbol on the thrust gauge
‐ Press the I/D pushbutton
This technique minimizes thrust discontinuity, when setting A/THR to off.
A330/A340 FLIGHT CREW TRAINING MANUAL
OPERATIONAL PHILOSOPHY
AP / FD / ATHR
A330/A340 FLEET OP-030 P 7/14
FCTM 17 JUN 09
recommended technique to set A/THR off
2) THRUST LEVERS SET TO IDLE
If thrust levers are set to IDLE, A/THR is set to off. This technique is usually used in descent,
when the A/THR is in THR IDLE, or at landing. During flare, with the A/THR active, the thrust
levers are set to the CLB detent. Then, when thrust reduction is required for landing, the thrust
levers should be moved rapidly and set to the IDLE stop. This will retard thrust, and set A/THR
to off. As a reminder, the "RETARD" aural alert will sound. In flare, this aural alert will occur at
20 ft, except in the case of autoland, where it occurs at 10 ft.
It should be noted that, when the thrust levers are set back to IDLE and A/THR set to off:
The A/THR can be reactivated by pressing the pushbutton on the FCU, and returning the
thrust levers to the applicable detent. The thrust levers should be immediately returned to the
applicable detent, in order to avoid an ECAM "AUTO FLT A/THR LIMITED" message
3) USE OF THE FCU PUSHBUTTON
Use of the FCU pushbutton is considered to be an involuntary A/THR off command (e.g. in the
case of a failure). When pressed, thrust is frozen and remains locked at the value it had when
the flight crew pressed the A/THR pushbutton, as long as the thrust levers remain in the CLB or
MCT detent.
　
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