Date: 201208
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Central Warning/Master Caution
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Confusion; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We had a normal pushback and start but upon reaching the runway with both engines running; short of the runway; we got an ECAM for AIR - Right Wing Leak. It was above 100 degrees at the time and the flaps had been up when we arrived at the aircraft. We called Maintenance and coordinated clearing that issue. Shortly after that we departed without event; normal climb out. We reached cruise altitude of I believe FL330. Reaching one of our en route fixes; doing a time and fuel check; I noticed we had a status (STS) box on the upper ECAM. I figured it was some normal indication on the status page; such as the center fuel pumps turning off (forgetting for the moment that we were in an A321); but I checked the status page to be sure. On the status page; we had messages I had not seen before. On the left side; it stated 'When Slats Out'; then underneath that 'ENG 2 AT idle'; then under that 'ON GND ENG2 MAX PWR: IDLE'. Under INOP SYS; we had 'REVERSER 2' and 'ENG 2 THR'. We had never gotten any fault message or ECAM caution or warning. Pressing RECALL showed a message of 'Normal'. On the CFDS [Centralized Fault Display System] pages for Current Leg; there were no faults pertaining to this status message. We checked the QRH to begin to try to find a fault that matched what we were seeing on the status page. It looked like a Thrust Lever Fault to us. We consulted the ECAM Supplemental book and found a couple of reasonable possibilities. It looked like Thrust Lever Fault as well as possibly Thrust Lever Disagree. We decided that using the satphone would be more productive than using ACARS to describe our issue to Maintenance Control; so the Captain went 'Off' radios and I assumed flying duties; while he talked to Maintenance.There were a couple of disconnections using the phone and we ended up using ACARS after all to finish diagnosing the issue. Maintenance seemed to think it was a false status message since we never got an ECAM. After much back and forth; we decided it was most likely a fault described by the ECAM supplemental; the Thrust Lever Fault. We also concurred that we fell under Footnote 2 on that page 'Enhanced IAE'. That did away with the 'LAND ASAP' on that page for footnote 1. Also; there was no 'LAND ASAP' on our status page. I should note here that the tail numbers listed throughout the ECAM Supplemental for these issues were a bit confusing and we were left to assume we fell under the descriptive of 'Enhanced' or 'Enhanced IAE' where listed. Maintenance was also confused by this and at one point was suggesting our issue was something it clearly wasn't (flex temp not set...or something like that) solely because our tail number series was mentioned in the header for the fault. The Captain and I discussed our situation; agreed that there appeared to be no current issue with the flying ability of the aircraft and no reason not to continue to destination. We determined that if indeed we did have the fault indicated by the status page; we wouldn't know until we put the slats out on approach; so that may as well be on approach to destination. We monitored the issue throughout the flight and saw no change; positive or negative. We briefed multiple scenarios over the next couple of hours; brainstorming about what we might see if we did have a THR LVR FAULT. Our understanding of the fault was that when slats are extended; the affected (#2) engine would go to idle thrust and remain there even through a go-around. Questions we did not have a good answer to were: In the event of a go-around; would we have two engine Speed Reference System (SRS) or one-engine SRS with #2 running but at idle? We briefed watching for that and monitoring pitch of about 12 1/2 degrees on basically a single engine go-around. We decided that shutting it down didn't make sense unless just having it running at idle became a hindrance somehow versus having the aircraft in a true single engine configuration. Also; upon cleanup after a go-around; when the slats we e retracted; would #2 come back to life? We briefed the need to declare an emergency if #2 went to idle on approach and describing our issue to ATC. We briefed the flight attendants about our condition and that; regardless of faults; we expected a normal landing and taxi-in. We had a normal descent and entrance to the traffic pattern. We slowed to 210 KTS on downwind; advising ATC of our speed. We prepared ourselves and extended flaps to '1'. Nothing abnormal happened at all. We called the flight attendants quickly just to advise them that all was normal. The remainder of the approach and landing was absolutely normal; including use of both reversers. The same status message remained all the way in until shutdown of the number 2 engine during taxi. The status page then showed normal indications for our condition. We parked at the gate and the Captain called Maintenance to let them know what we saw and to write up the false status message.The ECAM Supplemental book needs to be clearer regarding the A321 aircraft series tail numbers. Much time was spent discussing which page we needed to use as our tail number wasn't mentioned; when seemingly EVERY other tail number was represented. I don't recall learning or seeing what happens during a go-around with both engines running; but one stuck at idle; in regards to SRS; etc. This; I believe; would be a good talking point at least; if not demonstrated in the simulator. I also don't recall seeing the Thrust Lever Fault/Disagree problems ever discussed or presented in the simulator. These seem to be unique situations that require a significant briefing and understanding of what will happen. For certain tail numbers; the DISAGREE calls for you to shut down the engine on final; or perform an autoland. Again; I think these faults are worth being talking points or demonstrated in the simulator. I had never seen a status message for a fault that we didn't actually have. I'm not sure what the issue ended up being with the aircraft; but I imagine a problem with the Flight Warning Computer. Would it be reasonable to assume; with caution; that if a status shows up for something that serious; without ever triggering an ECAM caution/warning; that it is more than likely a false message?




Synopsis: A321 First Officer describes a false status message indicating a thrust lever fault along with some of the ramifications of the fault. None of the possible anomalies described occur during approach and landing; and the status message disappears upon engine shut down.