(b)
 List of messages

 -Lateral mode section: 1st line : RWY, LOC*, LOC, APP NAV, GA TRK, RWY TRK
 2nd line : LOC, APP NAV, NAV - Longitudinal mode section: 1st line : SRS, G/S*, G/S, FINAL 2nd line : G/S, FINAL - Common section: LAND, FLARE, ROLL OUT - Landing category section: CAT1, CAT2, CAT3, SINGLE  CAT3DUAL
 (2) Automatic - Control Indicator Lights on FCU
 (a) Lateral control

 The associated indicator light comes on in the following cases:
 -lateral guidance is managed, i.e. the following modes are active: RUNWAY LOC CPT LOC TRACK LAND TRACK NAV GO AROUND.
 -managed lateral guidance is armed, i.e. the following modes are armed: LOC NAV.
 (b) Longitudinal control The associated indicator light comes on in the following cases:
 -longitudinal guidance is managed, i.e. the following modes are active: TAKEOFF
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 G/S CPT
 G/S TRACK
 LAND TRACK
 FINAL DESCENT
 GO AROUND.

 -managed longitudinal guidance is armed, i.e. the following modes are armed: GLIDE FINAL DESCENT.
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 AUTOTHRUST - DESCRIPTION AND OPERATION
______________________________________
 1. General
_______ The autothrust (A/THR) system is part of the auto flight system (Ref. 22-00-00 AUTO FLIGHT - GENERAL). The autothrust system ensures the functions below through the control of the thrust:
 -speed hold (pilot selection i.e. manual control or FMS computed i.e. auto control)
 -Mach hold (pilot selection i.e. manual control or FMS computed i.e. auto control)
 -
thrust hold

 -
thrust reduction during flare-out (RETARD)

 -protection against excessive angle of attack (ALPHA FLOOR function).
 The A/THR is integrated in the Flight Management and Guidance System (FMGS).
 The Engine Interface Units (EIUs) and the Electronic Control Units (ECUs)/
 Electronic Engine Control (EECs) ensure the link between this system and the
 engines.
 The use of digital engine control units simplify the autothrust system
 through:

 -
the deletion of the autothrottle actuator (use of a digital link between the FMGC and the ECUs/EECs)

 -
the deletion of the limit thrust computation (already performed by the ECUs/EECs)

 -
the deletion of the limit thrust panel (the ECUs/EECs make this selection automatically depending on the position of the throttle control levers)

 -
the deletion of the TO/GA levers (the engagement of these modes is made through push action on the throttle control levers).

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 2. Component Location__________________
 (Ref. Fig. 001, 002)
 -------------------------------------------------------------------------------FIN | FUNCTIONAL DESIGNATION | PANEL|ZONE|ACCESS | ATA | | | | DOOR | REF.
 -------------------------------------------------------------------------------1CA1 FMGC-1 83VU 122 824 22-83-34 1CA2 FMGC-2 84VU 128 824 22-83-34 2CA FCU 13VU 211 831 22-81-12 3CA1 MCDU-1 11VU 211 831 22-82-12 3CA2 MCDU-2 11VU 211 831 22-82-12 7CA1 P/BSW-A/THR INST DISC, CAPT 211VU 210 831 22-31-00 7CA2 P/BSW-A/THR INST DISC, F/O 210VU 210 831 22-31-00 1CC1 FAC-1 83VU 127 824 22-66-34 1CC2 FAC-2 84VU 128 824 22-66-34 1KS1 EIU-1 85VU 127 824 73-25-34 1KS2 EIU-2 86VU 128 824 73-25-34
 3. System Description__________________
 A. Autothrust System
 (Ref. Fig. 003)

 B. Engine Thrust Control Modes
 (Ref. Fig. 004)
 (1) Manual thrust control In this mode, the thrust is dependent on the position of the throttle control levers.
 (a) Throttle definition
 (Ref. Fig. 005)

 1 The throttle control levers move over a sector divided into
_
 three separate sections:

 -rear section : application of reverse thrust
 -center section : normal throttle control levers displacement in flight from idle to max. climb (CL) thrust. The forward position of this section corresponds to the selection of the CL thrust limit (gate).
 -forward section : it has two mechanical devices which allow to select thrust limit modes below MCT/FLX TO (gate) and TO/GA (stop).
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 Cockpit - Location of Controls and Indications
 Figure 001
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