(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.
 
NORMAL OPERATIONS
PRECISION APPROACH
 
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 lower than intended, the visual segment is further reduced by the cut-off angle of the glareshield or nose. As a rule of thumb, an incorrect seating position which reduces the cut-off angle by 1° reduces the visual segment by approximately 10 m (30 ft).
USE OF LANDING LIGHTS
The use of landing lights at night in low visibility can be detrimental to the acquisition of visual reference. Reflected lights from water droplets or snow may actually reduce visibility. The landing lights would, therefore, not normally be used in CAT II/III weather conditions.
　
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本文鏈接地址：A330/A340 機組訓練手冊 FCTM Flight Crew Training Manual 2(4)