CAT II & CAT III LANDINGS

Airbus 320
 CAT II WEATHER MINIMA ARE
ESTABLISHED TO PROVIDE
SUFFICIENT VISUAL REFERENCES  AT
DH TO PERMIT A MANUAL LANDING.
 Although the Standing Operating
Procedure is to use the autoland
capability, CAT II automatic
approaches can be followed by a manual
landing
 CAT-IIIA / IIIB weather
minima do not provide
sufficient visual references to Therefore, an automatic
allow a manual landing to be landing system is mandatory to
made. The minima only perform Category-IIIA/B
permits the pilot to decide if operations.
the aircraft will land in the
Touch-down Zone.
 A precision
instrument approach
and landing with:
(a)  A decision
height lower than
200 ft, but not
lower than 100 ft
CATEGORY II  OPERATION and
(b)  A runway visual
range not less than
300 m. (RVR 350 M
for manual landing )
 
 CAT III OPERATIONS

CAT III A OPERATION CAT III B OPERATION

A precision instrument approach and landing A precision instrument approach and landing
with: with:

  A decision height lower than 100 ft or no  A decision height lower than 50 ft, or no
decision height; and decision height; and

  A runway visual range not less than 175   A runway visual range less than 175 m but
m. not less than 50 m.
 CAT I - TDZ RVR
RVR
REQUIREMENTS
CAT II - TDZ & MID

CAT III – TDZ, MID &

ROLL OUT
 In all cases, RVR of touchdown zone will always
be controlling.

 However if any other RVR is reported and is

relevant, it also becomes controlling.
Where decision height (DH) and runway
visual range (RVR) fall into different
categories of operation, the instrument
approach and landing operation would be
conducted in accordance with the requirements
of the most demanding category.
 EXAMPLES:

DH in the range of DH in the range of

CAT III A but with an CAT II but with an
RVR in the range of RVR in the range of
CAT III B would be CAT I would be
considered a CAT III B considered a CAT II
operation operation
VISUAL REFERENCES

The visual references required at DH in CAT II operations to continue

the approach may be any one of the following:-

-    a segment of the approach light system

-    the runway threshold

-    the touchdown zone

 INFORMATION THAT MUST BE PASSED TO THE ARRIVING AIRCRAFT

The current Touch Down RVR, and

(i) For CAT II Operations - If TDZ RVR is below 550m then MID RVR shall also be
passed. TDZ and MID RVR shall be available.
(ii) For CAT IIIA  Operations - If TDZ RVR is below 300m, then MID & END RVR
readings shall also be Passed. TDZ, MID & END RVR shall be available.
(iii) For CAT III B Operations - If TDZ RVR is below 175m, then MID & END RVR
readings shall also be passed. TDZ, MID & END RVR shall be available.
 
CAT III A - Visual reference containing a segment of at least 3
consecutive lights being the centre line of the approach lights, or
touchdown zone lights, or runway centre line lights, or runway edge
lights, or a combination of these should be attained and maintained.

CAT III B without DH: Visual reference is not a specific requirement.

CAT III B with DH (less than 50 ft): Visual reference containing at least

one centreline light is attained and can be maintained.
 
 Any failure or degrading conditions
below 1000 ft AGL to DH (Or Alert
Height, if applicable) requires a GO-
DO NOT MAKE ANY
AROUND, unless visual reference
SWITCHING BELOW 1000 ft
has been established. A failure
pressure altitude.
below Alert Height, the Pilot may
continue to DH except in case of
“AUTOLAND” light flashing.
AUTOLAND OR MANUAL LAND
(NOTE: APs OFF not lower than 80 ft. RA – In
case of CAT II). 
For CAT IIIA/B auto land is mandatory.
DOWNGRADING CONDITIONS from CAT III to CAT II above
1000 ft
Downgrading from CAT III to CAT II is permitted only if:
 ECAM actions are completed.
 RVR is at least equal to CAT II minima.
 Briefing is amended to include CAT II procedure and DH.
 Decision to downgrade is completed above 1000 ft AGL.
DOWNGRADING CONDITIONS from CAT II to CAT I
above 1000 ft
Downgrading from CAT II to CAT I permitted only if:
 ECAM actions are completed.
 At least one FD is available.
 RVR is at least equal to CAT 1 minima.
 Briefing is amended to include CAT 1 procedure and DH.
 The decision to downgrade is completed above 1000 ft AGL.
 there are insufficient visual cues at DH to
continue to a safe landing except for CAT-IIIB
without DH.
INITIATE loss of visual cues occurs at or after DH.

THE GO-
the localizer deviation is greater than 2/3 of
the expanded scale.

AROUND, the glide-slope deviation is greater than 1/2

dot.

BELOW 1000 the rate of descent exceeds 1000'/min.

RVR falls below minima [recommended to
FT A.A.L. continue if below DH (CAT-II / IIIA) or AH
(CAT-IIIB)]
WHEN Engine failure - An auto-land may be
accomplished as long as the quality of the
approach is satisfactory.
 Auto thrust fails – A go around will need to
be carried out by using TOGA and Manual
Thrust control (CAT-III A/B) 
Note:- If change occurs in the Autoland
Status Annunciator, a Go-around will be
required in III B only.
 Below 1000 ft - ALPHA FLOOR activation.
and above DH
(for CAT 2 or - Loss of AP (cavalry charge).
CAT 3 SINGLE)
or above AH (for - Downgrading of capability (clic, clic,
CAT 3 DUAL) a clic).
Go around must
- Amber caution (single chime).
be performed in
case of:
- Engine failure.
Any change in Auto Land annunciation or system fault above Alert
Height that requires higher minimums, time permitting and at
Captain's discretion ascertain latest RVR and possibility to downgrade
the approach from CAT- III B to CAT- III A, CAT- III A to CAT II, or
CAT II to CAT I, reset appropriate minimums and continue the
approach. In case time not permitting, at Captain's discretion
approach should discontinued and carry out a missed approach.
 
 FAIL- An automatic landing system is fail-operational
if, in the event of a failure below alert height, the
OPERATIONA remaining part of the automatic system allows
L the aircraft to complete the approach, flare, and
AUTOMATIC landing. A CAT 3 DUAL system is a fail-
operational automatic landing system.
LANDING
SYSTEM Note: In the event of a failure, the automatic
landing system operates as a fail-passive system.
 An automatic landing system is fail-passive if, in
the event of a failure, there is no significant out-
FAIL- of-trim condition or deviation of flight path or
attitude, but the landing is not completed
PASSIVE automatically. A CAT III Single system is a fail-
AUTOMATI passive automatic landing system.
Note: With a fail-passive automatic landing
C LANDING system the pilot assumes control of the aircraft
SYSTEM after a failure. Below 100 ft (RA), the FMGS
freezes the landing capability until LAND mode
is disengaged or both APs are off. Therefore a
failure occurring below 100 ft does not change the
category of the system.
 CAT 3 SINGLE is announced
when the airborne systems are
Fail-Passive which means that a
CAT 3 single failure will lead to the AP
disconnection without any
SINGLE significant out of trim condition or
deviation of the flight path or
attitude.
Manual flight is then required.
The minimum DH is 50 ft.
 CAT 3 DUAL is announced when the
airborne systems are fail-operational.
In case of a single failure, the AP will
continue to guide the aircraft on the
flight path and the automatic landing
system will operate as a fail-passive
CAT 3 DUAL system. In the event of a failure below
the AH, the approach, flare and
landing can be completed by the
remaining part of the automatic
system. In that case, no capability
degradation is indicated. Such a
redundancy allows CAT III
operations with or without DH.
 The Alert Height (AH) is the height
above the runway, based on the
characteristics of the aeroplane and
its fail-operational automatic landing
ALERT system, above which a CAT III
approach would be discontinued and
HEIGHT a missed approach initiated if a
failure occurred in one of the
redundant parts of the automatic
landing system, or in the relevant
ground equipment.
It is generally stated that if a failure affecting the fail-operational
criteria occurs below the AH, it would be ignored, and the
approach continued (except if AUTOLAND warning is
triggered). The AH concept is relevant when CAT 3 DUAL is
displayed on FMA. On single aisle Airbus family, the AH =100 ft.
If a failure occurs prior to reaching the Alert Height a go-around
will be made.  A go-around must nevertheless be performed if the
Autoland warning is triggered
 
 Above AH, a missed approach must be initiated, if a failure
affects the fail operational automatic landing system. The list
of these failures is mentioned in AFM.

 Below AH, if such a failure occurs, the flare, touchdown and

roll out may be accomplished using the remaining automatic
system. (Except when AUTOLAND Warning is triggered).
 Scenario 1: At a height ABOVE our alert height we
have a failure that has downgraded our approach
capability to CAT 2. (e.g 1autopilot failure). We are
Say we are visually ‘Alerted’ about this via a change on the FMA
conducting a CAT showing CAT 2. We are no longer capable of CAT III A,
so we go around or if we are sufficiently above the
III A approach, runway, and have the required RVR, we can revert to a
CAT II approach and continue.
and our Alert
Height is 100’. Our Scenario 2: At a height BELOW our alert height the
same failure happens. The aircraft will not ‘alert’ us of
FMA is indicating the failure. we are left ignorant of the fact that the
system redundancy has downgraded. The aircraft can
that we are CAT still conduct an automatic landing and considering the
few seconds left in the approach, another failure that
III capable. will render the system unable to autoland is highly
improbable. Just in case a failure of that nature does
occur though, we get an Autoland warning light. No real
time to analyze the failure, so the system only flashes
one important red light in your face should the
improbable occur.. If you’re still in the soup, Go around.
AUTO LAND WARNING

With “LAND” or “FLARE” green on the FMA and at least one AP engaged,
the AUTOLAND red light appears on the glareshield when the aircraft is
below 200 ft RA and one of the following events occurs:
‐ The autopilots are lost, or
‐ The aircraft gets too far off the beam (LOC or G/S flash on PFD), or
‐ Loss of LOC signal above 15 ft, or loss of glide signal above 100 ft
(transmitter or receivers).
‐ The difference between both Radio Altimeter indications is greater than
15ft.
 WARNING OF EXCESSIVE BEAM
DEVIATION
This warning is a flashing of the LOC and G/S scales on the PFD
and ND ROSE ILS. It occurs whenever:

‐ G/S deviation is greater than 1 dot (above 100 ft RA).

‐ LOC deviation is greater than 1/4 dot (above 15 ft RA).

WARNING ASSOCIATED WITH ILS
"LANDING CAPABILITY"

Any downgrading in the

aircraft's capability for
automatic approach and
landing sounds a triple-
click aural warning.
 FAILURE OF BOTH LOCALIZER AND GLIDE SLOPE RECEIVERS

The PFD and ND (rose ILS mode) display red LOC

and G/S flags (if the ILS pushbutton has been
pressed green). LOC and G/S scales disappear from
the PFD. If LOC or G/S modes are engaged and at
least one AP/FD is engaged.
‐ The AP disengages.
‐ The FD reverts to its HDG-V/S or TRK-FPA modes.
 
 FAILURE OF LOCALIZER OR GLIDE SLOPE
TRANSMITTER (WHEN CAPTURED)

 The corresponding index is lost.

 The LOC and G/S scales flash.
 The corresponding FD bar flashes.

Above 200 ft RA, if the transmitter failure lasts less than 7s, the FMA retains the LOC and G/S modes (or the LAND mode) and the
APs are able to regain these modes. If the failure lasts longer than 7s, the AP disengages, and the FD reverts to its basic modes.
Below 200 ft RA, if the transmitter failure occurs, the AUTOLAND warning appears, indicating that the crew must perform a GO
AROUND (if insufficient visual references) with one or 2 APs engaged.
 
Approach Lights
Approach lights are mandatory for a CAT- II runway and recommendatory for a
CAT- III runway.
(a) The basic approach lighting system comprises a line of white lights, wherever
possible 900 m (3000 ft) long, on the extended centreline of the runway, together
with additional rows of white lights arranged symmetrically at 150 m (500 ft)
intervals and at right angles to the centreline to form crossbars. Two rows of red
barrettes run from the  300 m (1000 ft) crossbar to the threshold, parallel to the
approach lights and lined up with the touchdown zone lights.
(b) The two sets of parallel red barrettes will alert the pilot to the imminence of the
threshold and will warn the crew that they are not yet over the runway.
 
 THE LAST 300 M OF APPROACH LIGHTS FOR CAT- II/III OPS ARE
A PATTERN OF CENTRE LINE BARRETTES, SIDE ROW
BARRETTES AND TWO CROSS BARS – ONE AT 150 M AND THE
OTHER AT 300 M FROM THRESHOLD. THE CENTRE LINE
BARRETTES ARE 4 M OF LENGTH HAVING LIGHTS OF VARIABLE
WHITE COLOUR. THE SIDE ROW BARRETTES ARE RED IN
COLOUR AND OF SAME LENGTH AS TOUCHDOWN ZONE
BARRETTES AND ARE PLACED IN LINE WITH THE TOUCHDOWN
ZONE BARRETTES ON EITHER SIDE OF CENTRE LINE. THE
ROWS EACH CONSISTING A CENTRE LINE BARRETTE AND A
PAIR OF SIDE ROW BARRETTES ARE SPACED AT 30 M INTERVAL
STARTING FROM THE THRESHOLD TO 270 M FROM THE
THRESHOLD. AT 150 M FROM THRESHOLD A SHORT CROSS BAR
FILLS THE GAP BETWEEN THE TWO RED SIDE ROW
BARRETTES WITH WHITE LIGHTS. AT 300 M FROM THRESHOLD
THE CROSS BAR EXTENDS TO 15 M EITHER SIDE OF CENTRE
LINE AND COMPRISES ALL WHITE LIGHTS.
At RA 150 ft. the full white cross bar (at 300 m to threshold)
would appear ahead of nose and soon would disappear under
the aircraft.
At RA 100 ft. the short cross bar between two red side row
barrettes would appear ahead of nose and would disappear
under the aircraft.
At RA 50 ft. the touchdown zone just ahead of threshold would
appear.
 
RUNWAY CENTERLINE LIGHTS ARE INSTALLED
TO MARK THE CENTERLINE OF THE RUNWAY
FROM THE THRESHOLD TO THE FAR END AT A
UNIFORM LONGITUDINAL SPACING OF 30 M
(100 FT) FOR CAT II AND 7.5 M OR 15 M FOR CAT
III.
  IN ORDER TO WARN THE PILOT THAT HE IS
APPROACHING THE END OF THE RUNWAY IN
POOR VISIBILITY, THE LAST 3000 FT ARE
CODED BY USING ALTERNATE RED AND WHITE
LIGHTS FOR THE INITIAL 2000 FT AND FOR THE
LAST 1000 FT RED LIGHTS ONLY. THIS CAN BE
USEFUL FOR ‘DISTANCE TO-GO’ INDICATION
DURING LANDING ROLL/REJECT TAKE OFF IN
LOW VISIBILITY CONDITION.
Touchdown zone lights are installed on each side of the
runway centreline within the first 3000 ft of the runway.
The pattern is formed by a number of barrette consisting of
3-4 lights. The colour of the lights is white.
 Taxiway Lighting
Taxiway edge lights are blue. Stop bars can either be
omni or unidirectional and are red in colour.
Clearance bars are unidirectional yellow /amber
lights.
Taxiway centerline lights on a taxiway other than an
exit taxiway are fixed lights showing green with beam
dimensions such that the light is visible only from
aeroplanes on or in the vicinity of the taxiway.  The
spacing is reduced to half along curved portions at
turning points.
Taxiway centerline lights on an exit taxiway are fixed
lights.  Alternate taxiway centerline lights will show
green and yellow from their beginning near the
runway centerline to the perimeter of ILS
critical/sensitive area or the lower edge of the inner
transitional surface, whichever is farthest from the
runway; and thereafter all lights will show green. 
The light nearest to the perimeter will always show
yellow.  The lights are bi-directional where the
taxiway is used in both directions.
 
 Engine Out
 Applicable to A320-214/ A320-231
CAT II and CAT III fail passive autoland are only approved in
configuration FULL, and if engine-out procedures are completed
before reaching 1000 ft in approach.
 
 Applicable to A319/ A321
CAT II and CAT III fail passive autoland are approved in
configuration 3 and FULL, and if engine-out procedures are
completed before reaching 1000 ft in approach.
Autoland
CHECK that the FMA displays the aircraft capability (CAT 2 or CAT 3) for the intended ILS approach. MONITOR the
radio automatic callout.
 At 350 ft RA:
CHECK that “LAND” is displayed on the FMA. CHECK ILS course. If LAND is not displayed or if the ILS course is
not correct, do not perform an autoland. The flight crew should perform a go-around, if visual references are not
sufficient. If conditions permit, a CAT II approach with AP disconnection not later than 80 feet may be performed.
At 40 ft RA:
CHECK that “FLARE” is displayed on the FMA. If ‘FLARE’ does not come up on FMA a Go-Around must be
performed. If visual references are sufficient and a manual landing is possible, the PF may decide to continue the
landing.
At 30 ft RA:
CHECK that “IDLE” is displayed on the FMA, and that auto-thrust starts to reduce thrust toward IDLE.
At 10 ft, “RETARD” callout comes up: MOVE the thrust levers to IDLE. Auto-thrust disconnects.
At touchdown: CHECK that “ROLL OUT” appears on the FMA.
If no ‘ROLLOUT’ or automatic rollout is not satisfactory, disconnect AP and take manual control.
Some System Particulars

 Below 700 ft RA, data coming from the FMS is frozen

e.g.: ILS tune inhibit.
 Below 400 ft RA, the FCU is frozen.
 At 350 ft, LAND must be displayed on FMA. This
ensures correct final approach guidance.
Below 200 ft, the AUTOLAND red light illuminates if:
 Both APs trip off
 Excessive beam deviation is sensed
 Localizer or glide slope transmitter or receiver fails
 A RA discrepancy of at least 15 ft is sensed
 
Required Conditions to Continue

 With DH: In CAT II operations, the conditions required at DH to continue the approach are that
the visual references should be appropriate to monitor the continued approach and landing and
that the flight path should be acceptable. If both these conditions are not satisfied, it is mandatory
to initiate a go-around.
 In CAT III operations, the condition required at DH is that there should be visual references which
confirm that the aircraft is over the touch down zone. Go-around is mandatory if the visual
references do not confirm this.
 Without DH: The decision to continue does not depend on visual references, even though a
minimum RVR is specified. The decision depends only on the operational status of the aircraft
and ground equipment. If a failure occurs prior to reaching the AH, a go-around will be initiated.
A go-around must nevertheless be performed if AUTOLAND warning is triggered below AH.
However, it is good airmanship for the PF to acquire visual cues during flare and to monitor the
roll out.
Loss of Visual Reference

 With DH before touch down: If decision to continue has been made by DH and the
visual references subsequently become inappropriate a go-around must be initiated. A
late go-around may result in ground contact. If touch down occurs after TOGA is
engaged, the AP remains engaged in that mode and A/THR remains in TOGA. The
ground spoilers and auto-brake are inhibited.

 With DH or without DH after touch down: If visual references are lost after touch
down, a go-around should not be attempted. The roll-out should be continued with AP
in ROLL OUT mode down to taxi speed.
At the End of Roll Out

Disconnect the Autopilot. If the flight crew does not disconnect the AP at the end of the
rollout, and uses the nosewheel steering handwheel to taxi the aircraft off the runway,
the following will occur:
 The AP will try to steer the aircraft back to the runway centerline, if the nose wheel
steering handwheel is released and the aircraft heading is less than 20 degrees off
the runway centerline.
 The AP will automatically disconnect, if the aircraft heading is 20 degrees or more
off the runway centerline.
If no ROLLOUT or automatic rollout is not
satisfactory disconnect autopilot and take manual
control.
In case of anti-skid or nose wheel steering failure,
disconnect AP and take manual control.
After landing advice ATC "Runway ______ vacated" only
after the aircraft is clear of the CAT II/III protected area
(CAT- II/III Taxi holding line, CAT- II/III boards, end of
alternate Green & Yellow taxiway lights to all Green, etc.)
Crew Incapacitation

Once established on ILS, in case of crew

incapacitation below 1500 ft AGL, the active crew
should continue the approach and land. If above 1500
ft AGL, Go Around.