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signals to the FADEC of the engine it controls. The FADEC responds to the thrust lever position or
an autothrust command by setting the engine thrust.
The thrust lever quadrant is the equivalent of a thrust rating panel. For each lever it has two
detents. Moving the thrust lever to the forward stop of the quadrant always gives maximum takeoff
or go around thrust, as appropriate, and signals the AP/FD to go to takeoff or go around, as
appropriate. The FMA (Flight Mode Annunciator) in the left window of each PFD displays the
status of the thrust system to the pilot.
The engine instrument display gives a read-out of the engine thrust mode (CL, MCT, etc.) and the
appropriate engine limit. It displays the actual limit set, thrust lever position, FADEC command,
and maximum engine rating limit continually.
MANUAL THRUST CONTROL
With A/THR disconnected, thrust control between idle and maximum takeoff or go around thrust is
entirely conventional.
TLA (Thrust Lever Angle) determines the thrust demanded.
The rating limit selected by the pilot and the actual engine limit appear on the engine instrument
display.
With the thrust lever short of the CL position on the quadrant, the engine instrument display shows
CL continually, if one or more thrust levers are above CL, it shows MCT/FLEX. If one or more
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
POWER PLANT
A330/A340 FLEET PRO-SUP-70 P 4/20
FCOM 19 AUG 10
thrust levers are beyond the MCT detent, it shows TOGA. With the thrust levers positioned in a
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.
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.
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.
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
SUPPLEMENTARY PROCEDURES
POWER PLANT
A330/A340 FLEET PRO-SUP-70 P 5/20
FCOM 19 AUG 10
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
　
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