ADR/IR  2/2  2/2  3/3 
NOT FMGS MONITORED FOR FMA LDG CAPABILITY AP DISCONNECT PB   2  2  2 
“AP OFF” ECAM WARNING  1  1  2 
“AUTOLAND” LIGHT  1  1  1 
RUDDER TRAVEL LIMIT SYSTEM  1 required for autoland crosswind higher than 12kt  with 
WINDSHIELD HEAT (L or R windshield)    1 for PF 
WINDSHIELD WIPERS OR RAIN REPELLENT (if activated)   1 for PF 
ND  1  2  2 
AUTO CALLOUT FUNCTION  one is requires for autoland  1  1 
ATTITUDE INDICATION (STBY)  1  1  1 
DH INDICATION  1 FOR PNF 

* For Automatic rollout one is required. For autoland without
automatic rollout, none is require. 
NOTE: 1) Flight crews are not expected to check the equipment
list before approach. When an ECAM or local caution occurs,
the crew should use the list to confirm the landing capability.
2) On ground, the equipment list determines which approach
category the aircraft will be able to perform at the next landing.
3) Electrical power supply split: This ensures that each FMGC
is powered by an independent electrical source (AC and DC).
4) Failure of antiskid and/or nosewheel steering mechanical
parts are not monitored for landing capability. 
5) The DH will be displayed on the FMA, and the “Hundred
Above” and Minimum” auto callouts will be announced
provided that the DH value has been entered on the MCDU.

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The following Weather Phenomenon caused poor visibility for longer duration and affects the vision of the pilot and approach path of the flight:
13.1. Fog.
The most serious problem with fog stems the abundance of cues available at the start of the approach. The pilot may see approach lighting system and possibly even some of the runway environment lighting during early stages of an approach. As the fog layer is entered, most or all of the cues may be lost.  If the pilot is not flying on instruments, he may become confused and disoriented. On entering into a fog layer visual reference diminishes rapidly. In extreme cases it reduces from full length of runway and approach lighting to a very small segment of approach lights giving an optical illusion of aircraft pitched nose up, which may induce a pilot to correct and result in aircraft to pitch nose down attitude. In such a sequence the risk of striking ground at a high rate of descent, could be very real. Glare caused by diffuse reflection of sunlight from top of a layer of fog or haze can reduce visibility considerably. A combination of factors can reduce visibility considerably. A combination of factors can occasionally make it possible for a pilot to see the aerodrome clearly from 3000 ft. height or so, yet he may temporarily loose sight on approach through fog or smoke. At night if the strobe lights are on, they may produce a blinding effect. Landing lights may also cause the same. Pilots should not rely entirely on visual cues for guidance. Instruments scan must be maintained until visual cues are perceived and can be kept in view, till the runway environment provides positive reference for alignment and touchdown.
　
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