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The Airbus 319/320/321 requires that CAT 3 Dual be annunciated in the FMA
before AH is used. When entering Radar Altimeter information in the FMGC on
the Approach page use 100’ in the DH window for the AH. Autocallouts will be
made at 100 above and Minimums as DH is being selected on the Approach
page. This will allow the pilot to have a reminder at 100’ AGL but the approach
may be continued as long as all indications are normal and the reported RVR
remains at or above the minimum for the approach. This means it is possible that
the runway may not be seen by the pilots before minimums. When shooting a
CAT II or III approach the PF must make callout of CAT 3 dual (or single) or CAT
2 based on FMA information when armed for approach. NOTE: Above 8,200’
AGL (max valid radar altimeter range) FMA will show CAT 1, confirm FMA below
5,000’ AGL.
If CAT 3 Dual is not shown in the FMA (for example CAT 3 Single or CAT 2) then
DH must be used if doing a CAT II or III and runway must be seen. Dual will be
shown when both autopilots are in use, and Single when only one autopilot is in
use or loss of some other required redundant system. Engine-out approaches
limited to CAT IIIA (CAT 3 Single, requires 50’ DH). Captain retards throttles on
the 10’ “Retard” callout, disconnect autopilot by 60 kts. on runway.
The autoland fail light will flash red if the following conditions occur below 200’
while in LAND mode (PH 14.1.6):
 Both AP’s off below 200’ RA
 Excessive LOC (¼ dot – above 15’ RA) or GLIDE (1 dot – above 100’ RA)
deviation – LOC and GLIDE scales flash
 Loss of LOC (below 15’) or GLIDE (below 100’) signal
 Difference between radar Altimeters is greater than 15’ (FD bars flash)
US Airways Airbus A319, A320, A321 Notes
94
LAND green on FMA below 400 ft. indicates that the autopilot is “locked in” and
will “ignore” inputs on the FMU (autopilot panel). Basically at this point it is only
looking for a TOGA selection or to complete the landing.
CAT II/III Go-Around Mandatory if –
 No LAND GREEN below 350 ft.
 Autoland warning light comes on
 FMA does not show FLARE at about 40 ft.
Note: If autoland capability degrades above 1000’ the pilots have the option of
changing the minimums on the PERF APPROACH page if this is done before
500’ AGL and the captain understands the new minimums are a decision height
(not an electronic alert height AH). The existing visibility must also meet or
exceed the new approach minimums.
If auto callouts are not available the F/O (PM) will need to make the 100 Above
and Minimums callouts.
Autopilot should be disconnected on ground before 60 kts. Remember that the
autopilot will be steering the aircraft through nosewheel steering until
disconnected.
Autobrakes should be used for CAT II/III approaches.
Low visibility taxi systems (SMGCS) will be activated when RVR is below 1200.
Practice autoland approaches may be done on CAT I runways only if (PH
18.6.11) runway is listed as approved for autolands in Airport Advisory pages
and approach is done in CAT I or better weather conditions with CAT I mins.
Note: when doing autoland during CAT I or better weather the ILS hold line is not
being protected and signal may be poor. ATC has a long checklist to run before
CAT II/III is actually flown and this will not be done during CAT I weather.
Engine-out autoland authorized for CONFIG 3 or FULL (except A320 is CONFIG
FULL only) (PH 1.10.2).
Max elevation for Auto Land:
A319 9200 MSL
A320 Tails 663-680 6500 MSL
A320 all others 2500 MSL
A321 5750 MSL
US Airways Airbus A319, A320, A321 Notes
95
PRM Approaches
Precision Radar Monitoring approaches allow closer than normal spacing
between parallel runways and simultaneous approaches. This allows higher
traffic flow during IFR periods for airports with closely spaced parallel runways.
Since there is obviously reduced margin for error procedures have been put in
place to ensure quick response to any loss of separation. PRM approaches will
be flown either with ILS or LDA facilities. All procedures for ILS and LDA are the
same except an offset LDA will be flown to a MAP followed by a visual segment.
 Captain is always the PF for PRM approaches
 Review procedure on Jepp chart. Every PRM has both generic and
approach specific information that must be reviewed every approach.
 Must use autopilot, flight directors and if available autothrust
 Put TCAS in TA/RA, if RA is received during approach follow the RA
　
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