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and landing safely. The DH is based on RA.
ALERT HEIGHT
The Alert Height (AH) is the height above the runway, based on the characteristics of the
aeroplane and its fail-operational automatic landing system, above which a CAT III approach
would be discontinued and 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.
In others AH definition, 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 CAT3 DUAL is displayed on FMA.
For the A330 and A340, the AH = 200 ft.
CAT 3 SINGLE
CAT 3 SINGLE is announced when the airborne systems are fail passive which means that a
single failure will lead to the AP disconnection without any significant out of trim condition or
deviation of the flight path or attitude. Manual flight is then required. This minimum DH is 50 ft.
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
PRECISION APPROACH
A330/A340 FLEET NO-150 P 2/8
FCTM 17 JUN 09
CAT 3 DUAL
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 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.
CAT II OR CAT III APPROACHES
ICAO FAA JAA
CAT II DH 100 ft≤DH<200 ft 100 ft≤DH<200 ft 100 ft≤DH<200 ft
RVR RVR ≥350 m
RVR≥1 200 ft
350 m≤RVR<800 m
1 200 ft≤RVR<2 400 ft
RVR>≥300 m
RVR≥1 000 ft
CAT IIIA DH No DH or DH<100 ft No DH or DH<100 ft DH<100 ft (1)
RVR RVR ≥200 m
RVR≥ 700 ft
RVR ≥200 m
RVR≥ 700 ft
RVR ≥200 m
RVR≥ 700 ft
CAT IIIB DH No DH or DH<50 ft No DH or DH<50 ft No DH or DH<50 ft
RVR 50 m≤RVR<200 m
150 ft≤RVR<700 ft
50 m≤RVR<200 m
150 ft≤RVR<700 ft
75 m≤RVR<200 m
250 ft≤RVR<700 ft
(1) DH≥50 ft if fail passive
FLIGHT PREPARATION
Applicable to: ALL
In addition to the normal flight preparation, the following preparation must be performed when CAT II
or CAT III approach is planned:
• Ensure that destination airport meets CATII or CATIII requirements
• Check aircraft required equipment for CAT II or CAT III in QRH
• Check that crew qualification is current
• Consider extra fuel for possible approach delay
• Consider weather at alternate
APPROACH PREPARATION
Applicable to: ALL
LIMITATIONS
• The crew will check that tower wind remains within the limit for CAT II or CAT III approaches
(Refer to FCOM/99 Duref Cible FCOM)
• The autoland maximum altitude must be observed.
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
PRECISION APPROACH
A330/A340 FLEET NO-150 P 3/8
FCTM 17 JUN 09
AIRCRAFT CAPABILITY
The failures that may affect the aircraft's CAT 2/3 capability are listed in the QRH. Most of these
failures are monitored by the FMGS and the landing capability will be displayed on the FMA once
the APPR pb is pressed, i.e. CAT 2, CAT 3 SINGLE, CAT 3 DUAL. However, there are a number
of failures which affect the aircraft's landing capability which are not monitored by the FMGS and,
consequently, not reflected on the FMA. It is very important, therefore, that the crew refer to the
QRH to establish the actual landing capability if some equipment are listed inoperative.
AIRPORT FACILITIES
The airport authorities are responsible for establishing and maintaining the equipment required
for CAT II/III approach and landing. The airport authorities will activate the LVP procedures as
the need arises based on RVR. The airport authorities will activate the LVP procedures as the
need arises based on RVR. Prior performing a CAT II/III approach, the crew must ensure that LVP
procedures are in force.
CREW QUALIFICATION
The captain must ensure that both crew members are qualified and that their qualification is
current for the planned approach.
SEATING POSITION
The crew must realise the importance of eye position during low visibility approaches and landing.
A too low seat position may greatly reduce the visual segment. When the eye reference position is
　
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