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The AP cannot be engaged, when the aircraft is outside the flight envelope. Flight control laws are designed to assist the flight crew to return within the flight envelope, in accordance with the selected strategy.
The AP may be used:
? For autoland: Down to the aircraft landing rollout, in accordance with the limitations indicated in the FCOM
? For other approaches, down to:
‐ The MDA for straight in Non Precision Approach
‐ The DA for straight in LNAV/VNAV approach
‐ MDA - 100 ft for circling approach
‐ 160 ft for ILS approach with CAT1 displayed on FMA
‐ 500 ft for all others phases.
It may also be used, in case of:
? Engine failure: Without any restriction, within the demonstrated limits, including autoland
? Abnormal configuration (e.g. slats/flaps failure): Down to 500 ft AGL. Extra vigilance is required in these configurations. The flight crew must be ready to take over, if the aircraft deviates from its intended, safe flight path.
The sidestick's instinctive disconnect pushbutton should be used to disengage the AP. Instinctive override action on the sidestick consists of pushing or pulling the sidestick, when the AP is engaged.
This action disengages the AP, and should be done as per design, i.e. in case of an instinctive reaction (to an AP hard over for example).
USE OF THE FD WITHOUT THE AP
When manually flying the aircraft with the FDs on, the FD bars or the FPD symbol provide lateral and vertical orders, in accordance with the active modes that the flight crew selects.
Therefore:
‐ Fly with a centered FD or FPD
‐ If not using FD orders, turn off the FD.
It is strongly recommended to turn off both FDs, to ensure that the A/THR is in SPEED mode, if the A/THR is active.
 

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

AUTOTHRUST (A/THR)
Criteria: SA
2 Applicable to: MSN 0045-0480
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.
　
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