Auto Flight - Autothrust (A/THR) Disconnection and Troubleshooting

Reference: 22.30.00005 Issue date: 22-MAY-2023 Last check date: 22-MAY-2023 Status: Open
A/C type/serie: A318, A319, A320, A321, A330, ... ATA: 22-30
Engine manufacturer: Supplier:
Reason for revision: introduction of Chapter 7.3 "A/THR" INOP IN PHASE 02 # A320NEO PW & A320CEO IAE SPECIFIC
Purpose / Reason for revision:
ISSUE
Engineering Support Status: Open
BACKGROUND

The aim of this ISI is to provide information about the autothrust (A/THR) functions, A/THR operations, A/THR
disconnections and the cockpit effects.
In addition, this article provides known potential root causes of A/THR disconnection and troubleshooting guidelines.

CONTENTS

BACKGROUND 1

1. A/THR ARCHITECTURE 3

1.1 1.1 A320 FAMILY AIRCRAFT 3

1.2 1.2 A330 FAMILY AIRCRAFT 4

1.3 1.3 A350 FAMILY AIRCRAFT 5

1.4 1.4 A380 FAMILY AIRCRAFT 6

2. A/THR ENGAGEMENT 7

3. A/THR ACTIVATION 8

3.1 3.1 A/THR ACTIVE 9

3.2 3.2 A/THR INACTIVE 9

4. A/THR DISCONNECTION 9

5. A/THR DISCONNECTION ANNUNCIATIONS AND WARNINGS 10

6. TROUBLESHOOTING LINKED TO A/THR DISCONNECTIONS 12

6.1 6.1 A/THR – DISENGAGEMENT PRINCIPLE 12

6.2 6.2 A/THR DISCONNECTIONS TROUBLESHOOTING GUIDELINES 13

6.3 6.3 A/THR DISCONNECTIONS TROUBLESHOOTING SUMMARY (A320/A330 FAMILY

AIRCRAFT) 16

7. KNOWN POTENTIAL ROOT CAUSES OF A/THR DISCONNECTION 18

7.1 ECAM WARNING "AUTO FLT A/THR OFF" IN PHASE 02 18

7.2 "A/THR OFF" ECAM MEMO IN PHASE 02 20

7.3 "A/THR" INOP IN PHASE 02 – A320NEO PW & A320CEO IAE SPECIFIC ISSUE 20

7.4 "A/THR" DISPLAYED ON INOP SYS IN PHASE 02 – GENERAL INFORMATION 22

7.5 INADVERTENT A/THR DEACTIVATION DURING THRUST LEVERS’ OPERATION 23

7.6 7.5 NO A/THR ARMING AT TAKE-OFF 23

REFERENCES 24
1. A/THR ARCHITECTURE

1.1 A320 FAMILY AIRCRAFT

The Autothrust (A/THR) is part of the Flight Guidance (FG) included in the Automatic Flight System (AFS). The autothrust
(A/THR) is integrated in the FMGS. It includes two independent A/THR commands, one per FMGC. Each one is able to
control the thrust of both engines simultaneously through two Engine Interface Units and two Electronic Engine Controls
(IAE engines) or two Engine Control Units (CFM engines). Only one FMGC controls the active A/THR, it is called the master
FMGC (priority logic).

A/THR System interface on A320 Family Aircraft

When A/THR 1 or 2 is engaged, EEC1 (ECU1) and EEC2 (ECU2) receive hard wired discrete signals through 4 of the 6
relays (the two remaining relays are used for the A/THR disconnection through Instinctive Disconnect Push Button located
on the thrust levers. The 6 relays are 17CA1, 17CA2, 18CA1, 18CA2, 5CA1, 5CA2), and then follow the ATHR command
and send a feedback through ARINC 429 bus to FMGC indicating that ATHR is engaged.
Refer to A320 ASM 22-31-01 and ASM 73-25-12.
1.2 A330 FAMILY AIRCRAFT

The Autothrust (A/THR) is part of the Flight Guidance (FG) included in the Automatic Flight System (AFS). The autothrust
(A/THR) is integrated in the FMGES. It includes two independent A/THR commands, one per FMGEC. Each one is able to
control the thrust of both engines simultaneously through Engine Interface and Vibration Monitoring Unit (EIVMU) and two
Electronic Engine Controls (PW or RR engines) or two Engine Control Units (GE engines). Only one FMGEC controls the
active A/THR, it is called the master FMGEC.

A/THR System interface on A330 Family Aircraft

When A/THR 1 or 2 is engaged, EEC1 (ECU1) and EEC2 (ECU2) receive hard wired discrete signals through 4 of the 8 (the
4 remaining relays are used for the A/THR disconnection through Instinctive Disconnect Push Button located on the thrust
levers. The 8 relays are 10CB1, 10CB2, 19CB1, 19CB2, 8CB1, 8CB2, 18CB1, 18CB2), and then follow the ATHR command
and send a feedback through ARINC 429 bus to FMGEC indicating that ATHR is engaged.
Refer to A330 ASM 22-85-04 and ASM 73-25-26.
1.3 A350 FAMILY AIRCRAFT

The Autothrust (A/THR) is part of the Flight Guidance (FG) included in the Automatic Flight System (AFS).
The FG is included in each PRIMary System (PRIM) to operate the A/THR.
The A/THR function sends orders to the Full Authority Digital Engine Control (FADEC) through the Avionics Full Duplex
Switched Ethernet (AFDX) network to control the engine thrust.
When the A/THR is active, the A/THR thrust target is sent to FADECs. The FADECs computes thrust commands, in
accordance with the aircraft environment and status. The thrust commands are then sent to the engines.
When the A/THR is disconnected, the FADECs compute the thrust commands in accordance with the thrust lever positions.
Each PRIM can perform the A/THR. Therefore, there are three A/THR channels. The Master PRIM performs the A/THR. To
compute A/THR targets, the A/THR uses system data associated to the engaged AP.

A/THR System interface on A350 Family Aircraft

1.4 A380 FAMILY AIRCRAFT

The Autothrust (A/THR) is part of the Flight Guidance (FG) included in the Automatic Flight System (AFS).
The FG is included in each PRIMary System (PRIM) to operate the A/THR.
The A/THR system sends orders to the Full Authority Digital Engine Control (FADEC) through the throttle control levers to
control the thrust.
The interface with the four Engine Electronic Controllers (EEC) of the FADEC is done through the Avionics Data
Communication Network (ADCN). Data are sent from the PRIM to the EEC and from the EEC to the PRIM.
When the A/THR is active, the A/THR thrust target is sent to FADECs. The FADECs computes thrust commands, in
accordance with the aircraft environment and status. The thrust commands are then sent to the engines.
When the A/THR is disconnected, the FADECs compute the thrust commands in accordance with the thrust lever positions.
Each PRIM can perform the A/THR. Therefore, there are three A/THR channels. The Master PRIM performs the A/THR. To
compute A/THR targets, the A/THR uses system data associated to the engaged AP.

A/THR System interface on A380 Family Aircraft

Refer to A380 ASM 27-97-30, ASM 27-97-51, and ASM 73-25-07.

2. A/THR ENGAGEMENT

The A/THR can be either engaged or disengaged. When the A/THR is engaged, it can be active or inactive.

The A/THR engagement can be manual or automatic.

1. Manual engagement of the A/THR
The A/THR is manually engaged when the A/THR pushbutton located on the FCU is pushed (or with the FCU backup in
case of FCU failure for A350/A380).

2. Automatic engagement of the A/THR

The A/THR is automatically engaged when:
- the AP/FD TAKEOFF or GO AROUND mode is engaged,
- or the alpha floor (protection against high angle-of-attack) function is activated.

The A/THR engagement is effective only when all the necessary conditions are met and if a request for engagement (pilot
action or automatic) is present.
There are a considerable number of A/THR arming conditions. The following is a list of the most important ones.

 A320 Family Aircraft

- One FMGC operative
- One FAC operative
- Two ADIRS operative
- Two FADECs operative
- One channel of the FCU operative
- One LGCIU operative
- A/THR is not manually disabled (instinctive disconnect pb has not been pressed for more than 15s)

 A330 Family Aircraft

- One FMGEC operative
- Two ADIRS operative
- Two FADECs operative
- One operative FCU channel
- All the engines are running in the same rating mode EPR or N1
- Not more than one engine in N1 degraded mode
- A/THR is not manually disabled (instinctive disconnect pb has not been pressed for more than 15s)

 A350 Family Aircraft

- At least one PRIM is available
- The A/THR is not permanently disconnected for the remainder of the flight
- The AFS CP, or the AFS CP page of the FCU backup is available, except in A.FLOOR , go-around, LAND, FLARE or
ROLL OUT
- Both FADECs are operative

 A380 Family Aircraft

- At least one PRIM is available
- The A/THR is not disconnected for the remainder of the flight
- At least three FADECs are able to perform the A/THR
- At least two FADECs are in normal or alternate mode
- At least one ADR is available
- The vertical speed and the altitude are available from at least:
• Two ADIRSs, or
• One ADIRS and one ISIS, or
• One ADIRS, if A.FLOOR is engaged.
- The AFS CP, or the AFS CP page of the FCU backup is available, except in A.FLOOR , GA, LAND, FLARE or ROLL OUT
- The aircraft weight is available

3. A/THR ACTIVATION

When the A/THR is engaged, it can be active or inactive. If the A/THR is active, it manages the thrust. If the A/THR is not
active, the cockpit crew control the thrust through the throttle control levers.

THRUST LEVERS

When the A/THR function is engaged, the normal position of the control levers is the CL detent (from engine operation) or
the MCT detent (in the event of an engine failure).

The position of the thrust lever determines the maximum thrust that the A/THR system can command (except in α-floor
condition).
A320/A330/A350 Thrust Lever

A380 Thrust Lever

A/THR Activation
3.1 A/THR ACTIVE

The A/THR being armed, is activated:

‐ When all the thrust levers are set between the CL and IDLE detents (all engines operative), or
‐ When one thrust lever is set between the MCT and IDLE detents (one engine inoperative).
In this case, the A/THR system controls the engines.

The autothrust system, when active:

- Maintains a specific thrust in THRUST mode
- Controls the aircraft speed or Mach in SPEED/MACH mode
- Uses ALPHA FLOOR mode to set maximum thrust when the aircraft angle of attack exceeds a specific threshold.

The autothrust system can operate independently or with the AP/FD:

- When performing alone, A/THR always controls the speed
- If the autothrust system is working with the AP/FD, the A/THR mode and AP/FD pitch modes are linked together.

The A/THR being disconnected, is activated when the A/THR pb on the FCU is pressed while the thrust levers are within the
active range, including IDLE position.

3.2 A/THR INACTIVE

The A/THR is inactive if at least one throttle control lever is above MCT or in MCT detent in FLX TO mode, or all the throttles
above CL with no engine failure, and the alpha floor protection is not active.
In this case:
- the throttle control levers control all the engines

4. A/THR DISCONNECTION

The A/THR can be disconnected in two ways:

‐ Standard disconnection (considered as "voluntary disconnection”):
• The flight crew presses one A/THR instinctive disconnect pushbutton, or
• The flight crew sets all the thrust levers at the idle detent.

‐ Non-standard disconnection (considered as "involuntary disconnection”):

• The flight crew pushes the A/THR pb while A/THR is active/armed
This is applicable, if neither LAND nor FLARE (for A350/A380) is engaged.
 • The system loses one of the arming conditions: one of the preliminary conditions required for A/THR arming or
activation is no longer applicable.

The presence of one of the conditions below causes the disengagement of the A/THR (but not limited to these conditions):
a) Loss of one condition required for A/THR engagement.
b) Synchronization between FMG(E)C condition (for A320/A330 only).
This condition forces the disengagement if the A/THR function on the opposite FMG(E)C is disengaged and on condition
that this FMG(E)C has priority.
c) Action on the A/THR pushbutton switch, with the A/THR function already engaged. This action has no effect in LAND
TRACK mode.
d) Action on one of the A/THR instinctive disconnect pushbutton switches.
e) One engine start on the ground (provided that A/THR was engaged before engine start)
f) Both throttle control levers placed in the IDLE position.
g) Both throttle control levers placed in the REVERSE position.
h) The computer does not see A/THR engaged by discrete input feedback (for A320/A330 only).

5. A/THR DISCONNECTION ANNUNCIATIONS AND WARNINGS

Upon disengagement of the A/THR and in certain flight phases, FWCs elaborate the warnings below:
Note: The annunciations and warnings depend on voluntary or involuntary A/THR disconnection.

a) Illumination of the MASTER CAUT lights in amber on the glareshield.

b) Display of “A/THR OFF” amber message in the memo area of the upper display unit of the ECAM system when the
disengagement is due to standard disconnection (voluntary disconnection),
or display of “AUTO FLT A/THR OFF” amber message in the warning area of the upper display unit of the ECAM system
when the A/THR is disconnected in a non-standard way (involuntary disconnection).

c) Aural warning (single chime).

d) “THR LK” message flashing on the FMA if, upon disengagement, the thrust is frozen on at least one engine (THR LK
=thrust lock).
In addition, the A/THR pushbutton switch goes off on the FCU and the A/THR indication (white or cyan) disappears on
the FMA.
Memo thrust situation is indicated by:
- amber “ENG THRUST LOCKED” flashing message on Upper ECAM DU
- repetitive single chime and MASTER CAUT light on
 - “THR LEVERS .....MOVE” message is repeated on upper ECAM DU.
The ENG THRUST LOCKED alert is inhibited during takeoff.
Note: for A320 Family Aircraft, this warning is activated in the Energy Management option (MOD 24084). Energy
management function is basic on A330/A350/A380.

e) Throttle control levers below MCL notch warning.

If both throttle control levers are set below the MCL notch (or one throttle control lever below MCT notch in case of
engine failure), the following warnings are provided:
- amber “AUTO FLT A/THR LIMITED” flashing message on upper ECAM DU
- repetitive single chime and MASTER CAUT light on
- “THR LEVERS .....MOVE” message is repeated on upper ECAM DU.
Note: for A320 Family Aircraft, this warning is activated in the Energy Management option (MOD 24084). Energy
management function is basic on A330/A350/A380.

Note: A320 Family Aircraft - Energy Management Function

The "Energy Management" modification consists in activating by pin program the following FG functions:
- Thrust corresponding to lever positions is recovered when Autothrust (A/THR) instinctive disconnect is depressed
- Repetitive warning associated with a gong is triggered when the A/THR is failed and thrust frozen
- Repetitive warning associated with a gong is triggered when thrust levers are below "CLIMB" gate and A/THR engaged
- IDLE is displayed on Electronic Centralized Aircraft Monitoring (ECAM) when both engines are at idle thrust
- Status of both flight directors and mode annunciation are provided on both sides.

Conditions for clearing of A/THR warnings:

a) Upon disengagement of the A/THR through the throttle control levers in the IDLE position below 50ft, the FWC generates
no warning.

b) Upon intentional disengagement of the A/THR through action on one of the two instinctive disconnect pushbutton
switches or through the throttle control levers in the IDLE position ("voluntary disconnection”) above 50ft, the warnings
are automatically cancelled:
- the MASTER CAUT light goes off after 3s
- the “A/THR OFF” message disappears after 9s.
NOTE :The two warnings above can be cancelled faster by pilot through action on the MASTER CAUT light or on one of
the two instinctive disconnect pushbutton switches.

c) Upon disengagement of the A/THR due to one of the other causes ("involuntary disconnection”):, the warnings can be
cancelled:
 - through action on one of the CLR keys located on the ECAM control panel (not Applicable to A350/A380)
- through action on the MASTER CAUT light
- through action on one of the two instinctive disconnect pushbutton switches.

The table below summarizes the annunciations and warnings of A/THR disconnection.

A/THR DISCONNECTION
VOLUNTARY
INVOLUNTARY
DISCONNECTION
DISCONNECTION
(if above 50 ft RA)
MASTER Illuminated
Illuminated
CAUTION light 3 s maximum
Flashing ENG THRUST
A/THR OFF amber LOCKED amber caution,
ECAM MESSAGE message AUTO FLT A/THR OFF
CONSEQUENCE 9 s maximum amber caution,
"THR LEVERS.....MOVE"
AUDIO Single chime Single chime
CLR pb on ECAM
CONTROL Extinguished Illuminated
PANEL
- Extinguishes MASTER
MASTER Extinguishes MASTER
CAUTION light
CAUTION light CAUTION light
- Erases ECAM message
CLR pb on ECAM - Extinguishes MASTER
CONTROL CAUTION light and CLR
PANEL No effect pb
ACTION (Not Applicable to - Erases ECAM message
A350/A380) - Calls status
- Extinguishes MASTER
INSTINCTIVE - Extinguishes MASTER CAUTION light
DISCONNECT pb CAUTION light - Clears the ECAM
- Erases ECAM message message (for A350/A380
only)
ECAM STATUS MESSAGE NO YES

The voluntary disconnection triggers temporary ECAM message and master caution light. Single chime sounds.
The involuntary disconnection triggers master caution light and ECAM message removed only by a flight crew action. Single
chime sounds.

6. TROUBLESHOOTING LINKED TO A/THR DISCONNECTIONS

6.1 A/THR – DISENGAGEMENT PRINCIPLE

This chapter summarizes the A/THR disengagement principle in the case that A/THR is manually or automatically
disengaged, and the consequences on the engine thrust and PFR.

Manual Disengagement

1. Action on AT instinctive disconnect P/B SW.

 The Engine thrust is released to the actual Throttle Lever position
 No PFR message

2. Throttle Levers set on IDLE

 The Engine thrust is released to the actual Throttle Lever position
 No PFR message

3. Action on A/THR pushbutton on FCU

 The Engine thrust is frozen at the last thrust value
 PFR message AUTO FLT A/THR OFF
 The Thrust Lock function is activated
Automatic Disengagement
In the case that A/THR is automatically disengaged due to one of the following condition:
- Loss of common or specific condition (Monitoring of peripheral data)
- Internal condition (ARINC bus and discrete output control, thrust target feedback comparison)
- Throttle control levers in the REVERSE position
- Start one engine on the ground (provided that A/THR was engaged before engine start)
As consequences:
 The Engine thrust is frozen at the last thrust value
 PFR message AUTO FLT A/THR OFF
 The Thrust Lock function is activated

6.2 A/THR DISCONNECTIONS TROUBLESHOOTING GUIDELINES

This chapter provides additional guidelines on the troubleshooting of A/THR disconnection.

Exhaustive ECAM Warning and fault messages and associated procedures are given in TSM/AFI.
These guidelines do not replace the TSM/AFI Tasks. These guidelines should be used as an addition to the established
AMM & TSM/AFI procedures.

GENERAL RECOMMENDATIONS:
In the case of A/THR disconnection or A/THR failure, the first step in terms of troubleshooting is to apply the TSM/AFI TASK
associated to ECAM and Fault Message experienced.
ADDITIONAL RECOMMENDATIONS:
However, operator experience may help in reducing the troubleshooting time with the following tips.
In the case of A/THR disconnection or A/THR failure, it is helpful to understand:
 whether the A/THR disconnections occurs with specific APx engaged or not linked to AP engaged,
 whether it occurs every flight (not related to an EEC channel in control) or every two flights (same EEC channel in
control),
 whether there is thrust asymmetry (only one engine is affected by the A/THR disconnection), or all engines are
symmetrically in THR lock upon disengagement
In addition, the FG(E) TSD (A320/A330) or CMS Dump (A350/A380) is useful to confirm the root cause of A/THR
disconnection.

1. Check the PFR

In the case of A/THR disconnection or A/THR failure, the first step in terms of troubleshooting is to check the PFR for:
 ECAM Warning AUTO FLT A/THR OFF
 Other ECAM Warning
 Correlated fault message
Should the ECAM Warning and the correlated fault message(s) are recorded in the PFR, it is recommended to perform the
applicable TSM/AFI Task. The TSM/AFI task gives all potential root causes.

2. Check the Auto Pilot (AP) engaged

For A320/A330 Family Aircraft, check if the A/THR disconnection or A/THR failure occurs with:
 specific APx engaged (AP1 only or AP2 only), or
 whatever the AP engaged, or
 no AP engaged

Having information regarding the AP engagement status during the A/THR disconnection could provide an added value for
troubleshooting. This check could verify which A/THR system is affected and Master FMG(E)C in charge.

 If the A/THR disconnection occurs with AP1 engaged only: A/THR1 is affected.
 If the A/THR disconnection occurs with AP2 engaged only: A/THR2 is affected.
 If the A/THR disconnection occurs with whatever the AP engaged or no AP engaged: both A/THR1 and 2 are affected,
defect not depending on FMG(E)C.

3. Check FADEC channel in control

Check if the A/THR disconnection or A/THR failure occurs:

  Every flight, or
 Every two flights

Having information regarding the A/THR disconnection occurs every flight or every two flight could verify if the issue is linked
to an EEC channel or not.

Each engine has one FADEC also called Engine Electronic Controller (EEC) or Engine Control Unit (ECU). The EEC (ECU)
controls the engine and computes the engine parameters for cockpit indications. Each EEC (ECU) has two redundant
channels: Channel A and channel B. Only one EEC (ECU) channel controls the engine at a time. At each engine start, a
different EEC (ECU) channel is used (i.e. channel B if channel A was used during the last engine start). If one EEC (ECU)
channel fails, the other EEC (ECU) channel controls the engine.

 If the A/THR disconnection occurs every flight: not related to a FADEC channel in control.
 If the A/THR disconnection occurs every two flights: related to a FADEC channel in control (same FADEC channel in
control).

4. Check thrust asymmetry

Upon the A/THR disconnection, check if:

 there is asymmetric trust, or
 all engines are symmetrically in THR lock

Voluntary Disconnection
As per FADEC design, in case ATHR is disengaged by thrust levers instinctive disconnect pushbutton, the N1 command is
to follow the thrust lever position.

If all engines detect the I/D signal, all engines’ thrusts are released to a value corresponding to the Throttle lever positions. If
there is no further unexpected ATHR disconnection event on the aircraft, it is not suspected an issue within the aircraft
wiring or relays but rather an action on the I/D PB, or a failure of one of the I/D PB.

In the case of unwanted ATHR disconnection considered as voluntary, the thrust of Engine Y is released to a value
corresponding to the throttle lever position. It is suspected that only EECy (ECUy) detects an A/THR Instinctive
Disconnection input. This suggests a defect of EECy(ECUy) or wiring between I/D circuitry and EECy(ECUy) (including I/D
dedicated relays for A320/A330).
Once this de-activation is detected by FMG(E)C, after a 3s confirmation time the A/THR is disengaged at FMG(E)C level to
resorb the thrust asymmetry.

Involuntary Disconnection
In the case of un-commanded A/THR de-activation at EECy level (involuntary ATHR disconnection), the EECy enters memo
mode and the thrust is frozen to current value. Once this de-activation is detected by FMG(E)C, after a 3s confirmation time
the A/THR is disengaged at FMG(E)C level to avoid thrust asymmetry. The THR LK mode then engages (the engine thrust
is frozen at the last thrust value) and the corresponding ECAM is displayed.
The engines maintain the thrust, until the flight crew moves the thrust levers.
The manual thrust control can be recovered at any time by moving the throttle lever more slowly to any position, as per
FCOM procedure ‘ENG THRUST LOCKED”.

 If all engines’ thrusts are released to the throttle lever position upon disconnection: all engines are affected (FMG(E)Cs
detect that ATHR disconnected “voluntary”).

 If only Engine Y thrust is released to the throttle lever position upon disconnection: only Engine Y part of the A/THR I/D
P/B circuitry is affected.

 If all engines are symmetrically in THR lock upon disconnection: all engines are affected (common part to all engines).

 If only Engine Y thrust is frozen during 3 seconds before ATHR disconnection, the defect is part of the ATHR
engagement conditions of FADECy (engagement relays circuitry or FCU to FADEC ARINC lines).

5. Check the FG(E) TSD (for A320/A330) or CMS Dump (for A350/A380)

There is indeed a very large number of potential root causes of A/THR disconnection.

For detailed investigation by Airbus, the FG TSD (A320/A330) or engineering data (A350/A380) is useful to confirm the root
cause of A/THR disconnection.

To retrieve the FG(E) TSD:

 A320 Family Aircraft: AMM Figure 22-91-00-16200-00
 A330 Family Aircraft: AMM Figure 22-91-00-15750-00

The FG(E) TSD will allow to:

- Check EEC (ECU) ARINC bus acquisition
- Identify the side of defect and the type of defect
- Identify which EEC(ECU) disconnects its A/THR, and which FADEC channel is in control

To retrieve the CMS Dump:

 A350 Family Aircraft: MP TASK A350-A-45-45-XX-01003-752A
 A380 Family Aircraft: AMM TASK 45-10-00-860-804-A
For subsequent investigation by Airbus, the operator is required to send the FG(E) TSD associated to the PFR and CMS
Dump. DFDR data is also valuable for investigation.
6.3 A/THR DISCONNECTIONS TROUBLESHOOTING SUMMARY (A320/A330 FAMILY AIRCRAFT)
Example of case study for A320/A330 Family Aircraft:

1. A/THR INTERMITTENTLY DISENGAGES WHATEVER AP ENGAGED

Report:
A/THR intermittently disengages whatever AP engaged.
- PFR without correlated failure message
- FG(E) 1&2 TSD are available
- A/THR disengaged intermittently whatever the AP engaged at almost every flight

Answer:
For instance, if the TSD indicate that FADEC failure (i.e FADEC1), and
A/THR disengages intermittently whatever the AP engaged at almost every flight:
- Defect does not depend on FMGC side in control
- Defect does not depend on ECU channel

Possible root cause

1. EIU1
2. FCU
3. ARINC bus line between FCU – EIU1 (including all other computer connected to this line)
4. EIU1 output to first terminal block module

2. A/THR CANNOT BE ENGAGED WITH AP2 ENGAGED

Report:
A/THR cannot be engaged with AP2 engaged:
- PFR without correlated failure message
- FG(E) 1&2 TSD are available
- A/THR disengages when AP2 is engaged
- Failure occurs every 2 flights

Answer:
For instance, if the TSD indicate that one EEC (ECU) ARINC bus acquisition was failed (i.e FADEC 2B), and
A/THR disengaged every 2 flights when AP2 is engaged:
- Failure depends on EEC (ECU) channel in control: only one EEC (ECU) output bus affected.
- Failure depends on FMG(E)C side in control: only one EEC (ECU) -> FMG(E)C2 link to be checked
Possible root cause:
1. FMGC2
2. EEC2
3. ARINC 429 Link EEC2B -> FMG(E)C2 (including all other computer connected to this line)

3. A/THR CANNOT BE ENGAGED WITH WHATEVER AP ENGAGED

Report:
A/THR cannot be engaged with whatever the AP engaged, at almost every flight.

This A/THR disconnections associated to the following messages:

• ECAM Warning “AUTO FLT ATHR OFF”
• For A320 Family Aircraft: fault message “AFS: FMGC1/ATHR ENGD FEEDBACK”, and/or fault message “AFS:
FMGC2/ATHR ENGD FEEDBACK”
• For A330 Family Aircraft: fault message ECU(Ey-4000KS) or EEC(Ey-4000KS)

Answer:

The A/THR is integrated in the Flight Management and Guidance System (FMGS).
The EIU (for A320 Family Aircraft) or EIVMU (for A330 Family Aircraft) and the EEC (or ECU) ensure the link between this
system and the engines.
When A/THR 1 or 2 is engaged, EEC1 (ECU1) and EEC2 (ECU2) receive hard wired discrete signals and then follow the
ATHR command and send a feedback through ARINC 429 bus to FMG(E)C indicating that ATHR is engaged.

If one of the hard wired discrete signals is lost by an EEC (ECU), the corresponding EEC (ECU) will disengage the ATHR by
sending the information “ATHR disengaged” to the FMG(E)C by the ARINC 429 link.
 A/THR disengages (after a 3 seconds confirm time) when any of the EECs (ECUs) send the information "ATHR
disengaged" to the FMG(E)C (via EEC (ECU) -> FMG(E)C ARINC lines).
This logic aims at avoiding any thrust dissymmetry that could occur when an EEC (ECU) follows the FMG(E)C thrust
target whereas the other ones follows the thrust lever position (or freezes its thrust if memo mode engages).

 This A/THR disengagement triggers the ECAM Warning “AUTO FLT ATHR OFF”.

 And triggers the fault message:

For A320 Family Aircraft: “FMGCx/ATHR ENGD FEEDBACK” either by FMGC1 or FMGC2, or both.
For A330 Family Aircraft: fault message ECU(Ey-4000KS) or EEC(Ey-4000KS)

Without the FG(E) TSD covering the issue, it cannot be confirmed whether the issue is in the hardwire discrete signal or in
the ARINC 429 bus acquisition.

In the case that the issue is in the hardwire discrete signal, without FG(E) TSD, it also cannot be confirmed which EEC1
(ECU1) or EEC2 (ECU2) has sent the "ATHR disengaged" signal to FMG(E)Cs.
With PFR and correlated fault message recorded in the PFR  TSM task gives all potential root causes. It is recommended
to perform the applicable TSM Task.

The FG(E) TSD is then helpful to focus the troubleshooting on specific lines.

For instance, if the FG(E) TSD indicate that:

- which EEC disconnects its A/THR (i.e EEC2)
- EEC ARINC 429 bus acquisition is good
And A/THR disengaged whatever AP engaged:
- Defect does not depend on FMG(E)C side in control: only wiring between EEC and engagement relays to be checked
(common part for FMG(E)C1 and FMG(E)C2).

Possible root cause:

1. A/THR Disconnect Relays
2. Wiring between EEC2 and relays ‘common part for FMG(E)C1 and FMG(E)C2.

7. KNOWN POTENTIAL ROOT CAUSES OF A/THR DISCONNECTION

This chapter summarizes the known potential A/THR disconnections.

ECAM WARNING "AUTO FLT A/THR OFF" IN PHASE 02

Applicability:
A320/A330/A350/A380 Family Aircraft

Report:
ECAM warning AUTO FLT A/THR OFF triggered during engine start, with:
- No A/THR displayed on INOP SYS of status page
- No associated PFR fault message
- No associated FG TSD (not applicable to A350/A380)

Answer:

AUTO FLT A/THR OFF warning message is to appear on ECAM and PFR when A/THR is disconnected in a non-standard
way.
As a consequence, AUTO FLT A/THR OFF warning message is triggered if the A/THR is previously engaged and, either
the pilot pushes the A/THR pushbutton on the FCU, or the system loses one of the A/THR arming conditions.

It should also be noticed that on ground, A/THR can be engaged (i.e for maintenance purpose) if engines are not running.
As per logic, an arming condition on ground with thrust lever on IDLE position is that engines are not running.
One engine start on the ground (provided that A/THR was engaged before engine start) will lead to the loss of one of the
A/THR arming condition (see above) and could disengage the A/THR to avoid any unexpected thrust command during
ground operation.

Thus, the most likely scenario to explain an AUTO FLT A/THR OFF triggered in phase 02 without any associated PFR fault
message is:
 A/THR is initially engaged before Engine start, then:
- Either ATHR push-button has been pressed on FCU, or
- Engines are started, leading to automatic disengagement of the A/THR as per logic

If a system failure occurs leading to the loss of one of the arming condition and the system not being able to ensure Auto
thrust function -> the "A/THR" will be displayed on INOP SYS. In this case, it should be associated with a PFR fault
message.
If there is no A/THR displayed on INOP SYS of status page, the flight crew can be sure that there is no system failure
preventing the A/THR to operate normally.

To clear the "AUTO FLT A/THR OFF" warning message triggered in phase 2 upon the involuntary disconnection, the FCOM
mentions the following ways (see above):
- through action on the MASTER CAUTION light which will extinguish MASTER CAUTION light
- through action on INSTINCTIVE DISCONNECT pb which will extinguish MASTER CAUTION light
- through action on CLR pb on ECAM CONTROL PANEL which will (not applicable to A350/A380):
• Extinguish MASTER CAUTION light and CLR pb
• Erase ECAM message
• Call status

However, those actions do not reset the computation of the ECAM Warning "AUTO FLT A/THR OFF" by the FWC. To
definitively clear the alert message and to avoid reappearance when RECALL is performed via ECP is the A/THR has to be
re-engaged.
The SYSTEM RESET TABLE (FCOM PRO-ABN-ABN-RESET-B or QRH) describes the actions to cancel the ECAM alert.

On ground, before taxi only:

• If no engine running:
- Press FCU A/THR pb in order to re-engage the A/THR (this will cancel the ECAM alert)
- Press A/THR instinctive disconnect pb to disconnect A/THR.
• If at least one engine is running:
- Apply external power or APU generator power
- ENG MASTER (running engine(s))…………………………...OFF
- Press FCU A/THR pb in order to re-engage the A/THR (this will cancel the ECAM alert)
 - Press A/THR instinctive disconnect pb to disconnect A/THR.

When the engines are running, the A/THR will arm automatically when throttle levers are set on take-off position (FLX or
TOGA) as per FMGC logic.

"A/THR OFF" ECAM MEMO IN PHASE 02

Applicability:
A320/A330/A350/A380 Family Aircraft

Report:
"A/THR OFF" displayed on ECAM memo with:
- No associated PFR fault message
- No associated FG TSD (not applicable to A350/A380)

Answer:

The "A/THR OFF" ECAM memo is to be displayed when A/THR is disconnected in a standard way.

The likely scenario for an "A/THR OFF" ECAM memo triggered in phase 2 is:
- If take off thrust (throttle levers set on FLX or TOGA) is applied transiently when engines are running (for example during
taxi-out), the A/THR will arm.
Then,
- A/THR is subsequently disengaged through:
• action on instinctive pushbutton on the thrust levers, or
• set the thrust levers to IDLE position.

This "A/THR OFF" ECAM memo will disappear after 9 seconds without any crew actions.
However, in such a case, A/THR will not engage during takeoff when crew will apply second FLX or TOGA, unless
FD are reset prior to take-off thrust setting.

"A/THR" INOP IN PHASE 02 – A320NEO PW & A320CEO IAE SPECIFIC ISSUE

Applicability:

A320ceo Family fitted with engines IAE

A320neo Family fitted with engines PW

FMGC 3G P/N C13207DA00 / C13208BA00 / C13208DA00 / C13208DB00

FG (Flight Guidance) standards: PI14/PI15/PI16/PI17/PI18

Corrective FG standard: PI19 (targeted to be certified by mid-2025)

Cockpit effect:

The message ATHR is durably displayed on INOP SYS page after Engine start.

Once airborne the ECAM Warning ENG GA SOFT FAULT will be displayed (phase 05) on A320neo Family only.

On the Post Flight Report (PFR), the fault message AFS:FADEC2 (or 1) is recorded in phase 02.

Nota:

Fault message AFS:FADEC2 (or 1) can be also recorded in phase 02 during single engine taxi operation. When
not associated with the cockpit effect ATHR as INOP SYS, the fault message can be considered as spurious
(reference: ISI 00.00.00228)

Mitigation:

FMGC1 C/B reset for 10s can be performed when the failure is present, to recover the situation. If unsuccessful,
FMGC2 C/B reset for 10s can be performed afterwards.

 AUTO FLT/FMGC 1 B2 ON 49 VU (Overhead Panel) / FIN 10CA1

 AUTO FLT/FMGC 2 M17 ON 121 VU (Right Rear Maintenance Panel) / FIN 10CA2

A FCOM procedure covers this subject: The RESET TABLE is updated accordingly (available in November
2023 revision and Airbus is working to make it available from end of June on demand)

Technical description:

A software weakness can affect the above-listed FMGC 3G standards when a short electrical power loss occurs
at a specific time while the FMGC is performing its power-Up procedure with RAM and SW parameters
initializations.
Nota:

 FMGC power-up with RAM initializations is performed upon cut off of the 28VAC > 200ms
 Short electrical power loss = loss of 28VAC < 200ms

When this situation occurs, the FMGC considers an erroneous engine data configuration.

The functional effects of an erroneous engine data is an incorrect acquisition of the FADEC inputs (the FADEC
labels specifics to IAE or PW configurations are not recognized).

Therefore, the ATHR is declared as inoperative as soon as the Engine is ON.

The failure is latched until the failure is cleared by FMGC C/B reset.

This issue can occur on FMGC1 and/or FMGC2 independently.

In nominal configuration (meaning both FMCG 1&2 operatives), cockpit effects will be evidenced when detected
by the FMGC1:

o The ATHR INOP SYS message will be displayed upon engine 2 start, correlated with fault
message AFS:FADEC2 on PFR.
o The A/THR is inoperative.

Nota: On A320neo Family, the ECAM Warning ENG GA SOFT FAULT will be displayed once airborne (from
flight phase 05) if the ATHR is inoperative.

Recovery action to clear the default:

The only way to recover a nominal state of FMGC is to perform a Circuit Breaker power cut. Airbus recommends
performing the Circuit Breaker power cut for 10s (ref Mitigation).

Upon FMGC a Circuit Breaker power cut, a full power up sequence will be performed with RAM erasing and the
Engine data will be computed in accordance with the engine type fitted on aircraft.

"A/THR" DISPLAYED ON INOP SYS IN PHASE 02 – GENERAL INFORMATION

Applicability:
A320/A330/A350/A380 Family Aircraft
Report 1:
"A/THR" displayed on INOP SYS status page with:
- Associated PFR fault message
- Associated FG TSD
- For A320/A330 NEO Aircraft and A350/A380: ECAM Warning "ENG GA SOFT FAULT” once A/C inflight
Note: ECAM Warning "ENG GA SOFT FAULT” is a direct consequence of A/THR inoperative. This ECAM Warning is
inhibited when A/C is on ground.
If the ATHR is INOP from ground, the message ECAM Warning "ENG GA SOFT FAULT” will be recorded on PFR once the
A/C inflight.

Answer:

In ECAM system page, "A/THR" displayed on INOP SYS if:

A system failure occurs leading FMG(E)C (A320/A330) or PRIM (A350/A380) to not being able to ensure Auto thrust
function. In this case:
• If the PFR is opened (at least one engine is started for more than three minutes), a failure leading to unable the A/THR
should be associated to a PFR message, or
• Before the PFR opening, a Ground scanning of the AFS and of both FADEC should allow the identification of the faulty
system.
Then:
• If the PFR or the Ground scanning shows a maintenance message, perform the associated TSM task.

Report 2:
"A/THR" displayed on INOP SYS with:
- No associated PFR fault message
- No associated FG TSD (not applicable to A350/A380)
- For A320/A330 NEO Aircraft and A350/A380: ECAM Warning "ENG GA SOFT FAULT” once A/C inflight
Note: ECAM Warning "ENG GA SOFT FAULT” is a direct consequence of A/THR inoperative. This ECAM Warning is
inhibited when A/C is on ground.
If the ATHR is INOP from ground, the message ECAM Warning "ENG GA SOFT FAULT” will be recorded on PFR once the
A/C inflight.

Answer:

In ECAM system page, "A/THR" displayed on INOP SYS if:

The pilot pushes the instinctive pushbutton on the thrust levers for more than 15 seconds. (A/THR de-activation procedure).
In this case, no associated fault message and no FG TSD (not applicable to A350/A380) are recorded.
If A/THR is deactivated with the 15s push on ATHR I/D, there is no more information in the first FMA column (blank).

If A/THR is deactivated with the 15s push on ATHR I/D, the A/THR can only be recovered:
 For A320/A330 family aircraft: after all FMG(E)Cs and all FADECs are reset on ground.
 For A350/A380 family aircraft, when one of the following occurs:
- 5 seconds after all engine shutdown
- After power-up of all PRIMs and all FADECs

INADVERTENT A/THR DEACTIVATION DURING THRUST LEVERS’ OPERATION

Applicability:
A350 Family Aircraft

Report:
Several operators reported DM AUTO FLT A/THR associated to A/THR displayed in INOP SYS before departure. Those
messages were associated to following fault codes:
CTL ASSY-THROTTLE(9KS) FC 2796F4U1 / 2796F8CH

Answer:
Refer to ISI 22.30.00008 DM AUTO FLT A/THR triggering due to inadvertent activation of thrust lever push button.

7.5 NO A/THR ARMING AT TAKE-OFF

Applicability:
A320/A330/A350/A380 Family Aircraft

Report:
RTO due to no A/THR arming at TAKE-OFF, with:
- No ECAM Warning
- No associated PFR fault message
Answer:

ISI 22.30.00003 is issued to inform the known scenarios of FMA misbehaviours and the root causes under the scenario that
neither fault message nor E/W is recorded on PFR during the event time. Otherwise, troubleshooting should be performed in
accordance with the PFR.
REFERENCES

FCOM
A320 FCOM DSC-22_30-90
A330 FCOM DSC-22_30-90
A350 FCOM DSC-22-FG-50
A380 FCOM DSC-22-FG-50

AMM/MP
A320/A330 AMM 22-30-00-00 CONF 00 - AUTOTHRUST - DESCRIPTION AND OPERATION
A320/A330 AMM 22-31-00-00 CONF 00 - AUTOTHRUST ENGAGEMENT - DESCRIPTION AND OPERATION
A320/A330 AMM 22-32-00-00 CONF 00 - AUTOTHRUST MODES - DESCRIPTION AND OPERATION
A350-A-22-3X-XX-01001-04CA-A - AUTOTHRUST (A/THR)
A380 AMM 22-30-00-00 CONF 00 - AUTOTHRUST (A/THR) - DESCRIPTION AND OPERATION A320 AMM Figure 22-91-
00-16200-00 - LAST LEG and PREVIOUS LEG REPORTS/TSD Pages
A330 AMM Figure 22-91-00-15750-00 - TROUBLE SHOOTING DATA
A350 MP TASK A350-A-45-45-XX-01003-752A - Central Maintenance System (CMS) Memory Dump
A380 AMM TASK 45-10-00-860-804-A Export of the CMS Database

ISI
ISI 22.30.00008 DM AUTO FLT A/THR triggering due to inadvertent activation of thrust lever push button
ISI 22.30.00003 FMG(E)C - FMA display misbehaviours at Take-Off
Survey for the Engineering Support section
 Annex

General Information
Potential impact: Maintenance, Operational Reliability
Key information:
Solution benefit:
First issue date: 25-FEB-2009 Issue date: 22-MAY-2023 Last check date: 22-MAY-2023

Technical parameters
ATA: 22-30
A/C type/serie: A318, A319, A320, A321, A330, A340-500, A340-600, A350, A380
Engine:
Engine manufacturer:
Fault code/ECAM
warning:
FIN:
Part Number:
Supplier:

Attachments
General:
- ISI_22.30.00005_Summary.docx

Links
Other articles (ISI/TFU):
- 22.00.00018, 22.30.00003, 22.30.00007, 22.30.00008
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