The airbus is just a series of computers that the pilot can occasionally have influence over - I.e. when flying with the side stick and using selected modes on the autopilot.
Auto thrust is quite different to other systems I've seen:
On the ground the thrust levers work conventionally, during the takeoff roll as the levers are advanced into the FLEX/MCT or TOGA detent, auto thrust is armed. When the levers are retarded into the climb detent at thrust reduction altitude auto thrust transitions from armed to active.
The levers are not back driven, unless there is a problem the levers stay in the climb decent from thrust reduction altitude until 30' in the flare.
When in the climb detent, A/THR can command any thrust between idle and climb thrust - I.e. cannot command thrust higher than the lever position
When advanced beyond the climb detent to MCT, max cont thrust will be commanded and so on for TOGA - I.e. manual thrust settings (A/THR goes back to armed mode until the levers are back in the active range)
If an engine has failed, the computers will ask you to set the thrust levers to MCT. Then the active range increases to include MCT (I.e. on one engine with A/THR active, thrust levels up to MCT are available.
If you don't want to use A/THR, then you simply set the levers to the current thrust level (by matching the EPR doughnuts) and then turn Auto thrust off - thrust then works conventionally.
Vertical modes in the bus:
V/S = rate of climb or descent selected on the FCU (=MCP in Boeing) and engine thrust ranges from idle to climb thrust when auto thrust is active
FPA = Flight path angle - the aircraft will adjust pitch to follow a selected angle of climb or descent (think 3.0 degree glide path)
OPEN CLB = Max climb thrust is commanded and speed is controlled by pitch
OPEN DES = Idle thrust is commanded and speed is controlled by pitch
CLB = Managed climb - essentially the same as open climb but the computer will respect speed and altitude constraints (e.g. Temporary level off until clear of a SID restriction then automatically transitions back to climb limited by altitude selected on the MCP)
DES = Managed descent - pitch is used to control rate of descent and auto thrust supports it by adding thrust if necessary. The speed is allowed to deviate generally +/- 20kts before things change. If high and fast, the aircraft will pitch up to maintain +20 knots and advise if it can't make a restriction with half speed brake extended. If it is low and slow, auto thrust will add thrust to regain speed and profile.
G/S = pitch is adjusted to follow the glide path signal
ALT* / ALT = Altitude capture and hold
ALT CRZ = allows minor deviations +/- 50ft to smooth engine operation and save fuel.
Horizontal Modes:
HDG = selected on the MCP, AOB up to 25 degrees generally
DCT TO = max 15 AOB turn to a waypoint
NAV = max 15 AOB turns as required to follow waypoints in the flight plan
TRK = AOB is adjusted to maintain a particular track (automatic adjustments for wind)
RWY TRK = maintains runway track
LOC = tracks the selected localiser
Noise wise, anything above 280 kts is quite noisy and so are the cabin fans especially when ground power is plugged in (avionics cooling goes up to max).
The tray table is pretty handy for eating ones dinner and resting the newspaper on.