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that airport conditions are fulfilled.
Airport met report : for destination airport, check RVR (TDZ and MID as per state regulation)
against approach charts. Also check wind and pressure altitude limits.
For alternate airport check weather above CAT 1 minimum. Check minimum diversion fuel.
USE OF APPROACH CHARTS
Specific CAT 2/3.
Aircraft category =C
Check minima on Airline En Route Manual if necessary.
APPROACH BRIEFING
The approach briefing should include the normal items as for any IFR arrival and in addition
the following subjects should be covered prior to the first approach.
· Crew/FMGS/airplane/airport capabilities
· Failure cases and procedures - above and below 1000 ft AAL
· Navigation equipment set-up (check ILS course)
· Standby horizon flag monitoring
· Task sharing in approach phase
· Check RVRs and that an approach is permitted.
· Seat position
· Use of autobrake
· Use of landing lights not recommended
· Callouts for parameter exceedance e.g. "Speed"
· Consider fuel remaining with regard to holding, missed approach and diversion to alternate
TASK SHARING
Be aware of specific division of workload in low visibility operations. CM1 duties are
supervision and decision making. CM2 monitors Auto Flight System (AFS), FMA, standard
calls and is "go-around minded".
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.02.21 Page 2
REV 21 MAY 98
NORMAL OPERATION BRIEFINGS
PRECISION APPROACHES
CAT II - CAT III
CHAP02\21
05 - TRAINEES’ ACTIONS (END)
FAILURE AND ASSOCIATED ACTIONS
These are specific to the category of operation. In general, there are three possible
responses to system failure :
· GO AROUND - reassess the situation following the go-around
· REVERT to higher minima
· CONTINUE to original minima
In practice, it is useful to consider failures above and below 1000 ft AAL. Above 1000 ft AAL,
sufficient time may be available for autopilot switching and so forth. Below 1000 ft AAL, a
go-around should be considered in the event of any significant failure.
NOTES
· For full capability, both engine driven generators must be available. The APU generator will
not satisfy this requirement.
· In the event of A/THR fail when using one autopilot, try engaging the other autopilot and its
associated A/THR channel.
· For antiskid and nosewheel failures, disconnect autopilot after touchdown and perform
manual roll-out.
· ILS course must be correct as the autopilot uses this as the reference when correcting drift
in the flare.
· No switching is permitted below 1000 ft AAL.
· Category II and III approaches are only permitted with CONF FULL and not permitted with
flaps and/or slats in abnormal config.
· Automatic landing whilst over MLW is not permitted.
· Be aware of the possibility of a manual go-around using the standby horizon (CHECK ATT
warning case).
· Remember to disconnect autopilot at end of landing roll to vacate runway.
· With fail operational capability an automatic landing can be made in the event of a failure
below alert height. This is Cat III Dual.
· With fail passive capability, a failure below DH will leave aircraft in trim, with no significant
deviation of flight path or attitude. A landing is then completed manually - the pilot must
assume control. This is Cat III Single.
· Below 100 ft Radio Height, no single failure will cause a capability downgrade.
· Be prepared to disconnect autopilot after landing if excessive nose-up pitch is experienced
(due to spoiler deployment). Maintain directional control with rudder pedals.
06 - COMPLETION STANDARDS
· Demonstrates correct application of standard procedures.
· Takes safe, correct action in case of failure during the approach.
· Makes the correct decision to land or go around.
· Applies proper technique during landing and roll out.
· Ensures strict application of specific task-sharing requirements and ensures good crew
communication.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.02.21 Page 3
REV 21 MAY 98
NORMAL OPERATION BRIEFINGS
PRECISION APPROACHES
CAT II - CAT III
CHAP02\21
07 - COMMON ERRORS
· Specific task sharing not briefed.
· Action in case of failure not briefed.
· Incorrect decision in case of failure.
· Stand by horizon flag not monitored.
· Not considering use of autobrake.
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