So, you're saying that Vapp is maintained during the approach and then during the "flare mode", thrust automatically goes to idle?

 

Believe that's only during an Auto Land.

 

I have flown a few CAT3 approaches in this airplane and I can honestly say that I have never seen the thrust automatically go to idle during the "flare" mode. It maintains Vapp or GSmini until flare and then you hear the retard call out. Maybe I need a clue.

 

Can't remember, but think it happens just before the "retard" call happens.

 

Yes. This was emphasized to me in training by an IP but you're not the first CA that I've encountered that didn't know this so you're not alone.

You may not get a chance to see it if you use your normal power pull. Autoland rounds out the flare earlier than most guys do hand flying--that's why it leaves the power in longer. They were making us do autoland checks in VMC at Airways...it was absolutely uncomfortable how early the thing starts the flare.

 

Checked the AFM and the only reference I could find regarding the CAT3 Approach and autothrust was " at 10 feet, reduce thrust to idle", I could not locate any section where it showed thrust "automatically" went to zero. After all, you want to have some N1 available in case of a go around. I get CAT3 go arounds all the time during a PC.

 

The Airbus has several different idle modes controlled by the FADEC.
The Approach Idle Mode is active when the flap lever is not in the UP position. It has a higher min idle so the engine is "spooled" up for the go-around.

The auto thrust system has a RETARD Mode that automatically reduces thrust to idle which is only active during an auto land (autopilot engaged And in LAND mode {approx 40 ft AGL}).
It stays in this mode until the thrust levers are brought to idle. If the autopilot is disconnected before touchdown it reverts to SPD Mode and the thrust levers must manually be brought to idle. If they are not brought to idle and the RETARD Mode is not active the engine will produce thrust to maintain a selected speed as commanded by the SPD Mode.

To sum it up... During an Autoland the FADEC will reduce the thrust to idle without the thrust levers being moved to the idle position. All other approach and landings the thrust levers must be brought back to idle manually, otherwise as the nose is raised for the flare the thrust will by increased to maintain the selected or managed speed. When the thrust is idle, it is not at a true idle but a FADEC produced "approach" idle the keeps the engine spooled in the event of a go around.

 

Adding to my previous post...
I have recently been disconnecting the auto thrust prior to the flare and round out as on one of my previous landings I started the flare a little early. My speed started to bleed and the FADEC added power as the auto thrust was in SPD mode. This resulted in using up more runway as the FADEC added power as I was beginning to flare which caused me to float a little further down the runway.

 

I directly quoted you the current copy of the AAL manual that says so in black and white. DC-10 did the same thing (pull its own power to idle) regardless of if you were on A/P or hand flying. Seems pretty standard.

 

Where do you fly? Doesn't your company provide a systems manual with this information? It's concerning that you seem to be learning this on a message board.