flyingnewbie10, Rippa;
Re, "even after touchdown", yes, that is the case - depending upon when the thrust lever fault occurred, unless an autoland is performed, the engine thrust level will remain at the level it was when the fault occurred*.
In a "thrust lever fault" the engine must be shutdown for landing if an autoland (autothrust engaged) is not planned. The sim exercise was an interesting one...the fault occurred in a LOFT session out of LAX, and over Reno, which was perfectly clear and 35C, directly below us, while SFO was 200 & a half well behind us. But the approach in Reno was a localizer from the south to the north, huge programming demands, and with no autoland capability (no ILS) the engine would have to be shut down. After examining the missed approach climb gradient requirements, we turned around for SFO and did the autoland, avoiding shutting down the engine and a whole lot of dumb time-consuming programming of waypoints with speeds and altitudes, (the LOC wasn't in the database).
I provide the fault experience in the sim once again only to illustrate the thinking which goes on in an AB where abnormalities with the autothrust is concerned.
TyroPicard, this is what I could find in our AOM, at 1.03.71 P3, Supplementary Techniques - Power Plant:
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 five knots. 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 1000 feet 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 flare, or should
retard the thrust levers as soon as it is no longer necessary to carry thrust, and if necessary before he
receives the “retard” reminder
*From the AOM Abnormals Chapter, Eng 1(2) Thr Lever Fault
In flight :
If selected thrust lever position at the time of fault detection is :
TO or FLEX : FADEC freezes TO or flex TO thrust until slat retraction. At slat retraction it will select
CLB thrust.
Between IDLE and MCT : in manual thrust setting mode, engine rating increases and freezes at CLB
or IDLE with slats extended (or MN < 0.47 if the FADEC no longer receives the slats position due to
EIU failure). It is possible to activate autothrust. If selected, autothrust mode will manage thrust
between idle and CLB.
– ENG (affected) AT IDLE
For any case of thrust lever fault (TO, FLEX or between IDLE and MCT) the FADEC will command
idle thrust for the approach when slats are extended (or when MN < 0.47 if associated EIU is
failed). It is independant of the autothrust condition. Thrust of affected engine remains definitively
at idle even for go around.
– THR LEVER (affected) ............................................................ .................................................IDLE
When slats are extended or MN < 0.47, if on side EIU is failed.
A/THR engaged :
– A/THR......................................................... ............................................................ ......KEEP ON
A/THR not engaged :
ENG (affected) HI PWR IN MAN THR.
Inhibited when the FADEC commands the affected engine at IDLE.
BEFORE SLATS IN :
– A/THR......................................................... ............................................................ ...........ON
HI POWER ONLY (if thrust lever angle failed in TO or flex position).