How do you use the Airbus A320 throttle quadrant?

The Airbus A320 throttle quadrant controls engine thrust through two detented thrust levers, while its engine master switches and mode selector manage engine starting and shutdown. In real-world aviation and flight simulators, the levers move through IDLE, CL, FLX/MCT and TOGA; autothrust normally controls power while they remain at CL.

What does each A320 throttle-quadrant control do?

The quadrant sends thrust-lever position and engine-control commands to the Full Authority Digital Engine Control, or FADEC. The levers do not meter fuel directly, and simulator software reproduces this electronic relationship.

• Thrust levers: Each lever controls its respective engine and has fixed detents for important thrust modes. Positions between the detents provide manual thrust control.
• Reverse levers: The smaller reverse handles unlock the reverse range after touchdown. Reverse should only become available when the aircraft's ground logic permits it.
• Autothrust disconnect buttons: The instinctive disconnect buttons on the levers disconnect A/THR without requiring an FCU selection.
• ENG MASTER switches: These control the engine fuel supply and are used during engine start and shutdown.
• ENG MODE selector: IGN/START prepares the starting and ignition logic, NORM is used for normal operation, and CRANK supports dry cranking or specific abnormal procedures.

The adjacent speedbrake and flap levers belong to separate systems, even though desktop hardware manufacturers sometimes group them into one throttle-quadrant unit. Our guide to the wider A320 cockpit controls and displays explains how these pedestal controls fit into the complete flight deck.

What do the A320 thrust-lever detents mean?

Each detent selects a defined thrust mode or limit, so the Flight Mode Annunciator on the Primary Flight Display is the final confirmation that the aircraft has recognised the intended position.

With A/THR active and the levers at CL, the system can command thrust from idle up to the climb limit. The physical levers remain stationary. FLX/MCT and TOGA instead command their associated fixed thrust modes, subject to the aircraft's protections and FADEC logic.

How is the throttle quadrant used during a normal flight?

In a normal simulated A320 flight, the pilot uses the levers actively for starting, taxi, take-off, the climb transition, flare, reverse thrust and shutdown; they usually remain in CL through most of the airborne phase.

1. Start the engines: Set the ENG MODE selector to IGN/START, then move each ENG MASTER switch to ON when required by the procedure. Once both engines are stable, return the mode selector to NORM.
2. Taxi with manual thrust: Advance the levers slightly above IDLE as required, then return them towards idle before the aircraft accelerates excessively. There is no taxi detent.
3. Set take-off thrust: Move both levers to FLX/MCT when a valid FLEX temperature has been entered, or to TOGA for full thrust. Confirm MAN FLX or MAN TOGA on the Flight Mode Annunciator rather than relying only on the lever animation.
4. Select climb thrust: At thrust-reduction altitude, the display normally prompts LVR CLB. Move both levers back to the CL detent; A/THR then controls the actual engine thrust within the permitted range.
5. Leave the levers at CL: During normal climb, cruise, descent and managed-speed approach, the stationary levers are expected. Moving them to chase engine indications interferes with the Airbus autothrust logic.
6. Retard for landing: During the flare, move both levers to IDLE when the aircraft calls RETARD. After touchdown, lift or pull the reverse handles and move into the reverse range. Confirm that reverse has deployed before relying on it for deceleration, then stow it before taxiing.
7. Use TOGA for a missed approach: Move the levers positively to TOGA and follow the displayed modes. The subsequent lever transition is covered in our A320 simulator go-around procedure.
8. Shut down: With the thrust levers at IDLE, move the ENG MASTER switches to OFF at the appropriate point in the parking procedure.

For the surrounding autopilot, configuration and navigation actions, follow our complete simulated A320 flight sequence rather than treating the thrust levers as an isolated control.

Why do the A320 thrust levers not move with autothrust?

Stationary thrust levers are normal on the A320 because autothrust changes the commanded engine output electronically instead of driving the physical levers.

The lever position defines the available thrust limit, while A/THR selects the required thrust inside that range. At CL, for example, the engines may reduce towards idle during descent even though both levers remain firmly in the climb detent.

Watch the A/THR status, thrust mode and lever prompts on the Flight Mode Annunciator. If A/THR will not engage, repeatedly disconnects or refuses to leave LVR CLB, use our A320 autothrust calibration and fault checks.

How should a hardware throttle be calibrated for the A320?

A hardware throttle should be calibrated so that its physical idle, CL, FLX/MCT, TOGA and reverse positions match the virtual levers consistently.

1. Remove duplicate assignments: Check every connected controller and clear any unwanted throttle-axis bindings. A gamepad, joystick slider or second quadrant can silently send conflicting inputs.
2. Assign the correct axes: Use separate engine-one and engine-two throttle axes when the hardware has two levers. A combined throttle works, but it cannot reproduce asymmetric control properly.
3. Choose a reverse method: Use an on-axis reverse range when the hardware provides one and the aircraft supports it. Otherwise bind a reverse button or latch that operates only from idle.
4. Calibrate the detents: Where the simulated aircraft provides its own calibration facility, record full reverse, idle, CL, FLX/MCT and TOGA there. The exact interface differs between simulators and A320 add-ons.
5. Add small detent dead zones: A narrow tolerance prevents minor sensor noise from moving the virtual lever out of CL. Excessive dead zone removes useful manual-thrust resolution.
6. Test each mode: Move the levers slowly through their range while parked and verify both the cockpit animation and Flight Mode Annunciator. The two engines should enter each detent together.

What are the most common throttle-quadrant problems?

Most A320 throttle problems in flight simulators come from missed detents, axis noise, conflicting bindings or an incorrectly configured reverse range.

Mouse and keyboard control can operate the quadrant, but selecting narrow detents reliably is harder than with a calibrated axis. Whatever input method is used, trust the Flight Mode Annunciator rather than the visual lever position alone. Exact engine-start, engine-out and reverse-thrust procedures vary by aircraft standard and operator, so simulator practice should not replace approved real-aircraft documentation or training.