Quotes from WhyByFlier:
"The ATHR is disconnected by moving the levers so that the thrust lever angle is at current commanded thrust and then pressing both disconnect buttons on the outside of the thrust levers..."
Agreed.
Quote:
"...If you didn't move them to current commanded position they'd spool up to climb thrust when disconnected."
In my day, the A/THR would go into THR LOCK mode if you did that. The thrust (N1 on the CFM-56 engine, or EPR on the V2500) would remain where it was. Has something changed?
Quote:
"and also potentially after a windshear - once recovered the speed can go berserk - pushing the ATHR off and on gets the thrust off whilst leaving control with the system - it's a nicer way than closing the thrust levers."
What does it recommend in your FCOM? After a windshear event, if the speed is "going berserk", due to the A/THR being too slow to reduce thrust after you've brought the throttle levers back to the CLB gate, you might be better doing what you would always do if the automatics are not coping: SWITCH THEM OFF.
As you know, closing the throttles does precisely that, and also reduces the thrust as quicklly as possible. Mind you, you must be prepared to push them forward again almost immediately. Do you ever fly in manual thrust? Have you ever flown in real turbulence? Fiddling with PB switches in even moderate turbulence can be a tricky business.
Where your airline permits, I recommend that all you young Airbus FBW pilots practise disengaging A/THR - perhaps in the cruise at FL350, workload permitting, and with the approval of your colleague - and fly in manual thrust for a while; with or without the AP. Then you can use an A/THR button to re-engage it, and reselect the throttle levers to the CLB gate. Then repeat, time permitting. You might even consider doing a step-climb or an approach in MAN thrust...
PPPPP (practice prevents p**s-poor prformance).
If you're a real pilot, get to know your aircraft!