A330/A340 机组训练手册 FCTM Flight Crew Training Manual(50)

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Due to the reflection from water droplets or snow, do not use landing and/or nose lights during low visibility approaches. This will ensure the greatest possibility.of.achieving.the.required.visual.reference.at.minima.
Alert.Height
The alert height is a specified radio height based on the characteristics of the aircraft and its fail-operational landing system. If a failure of a required redundant operational system occurs above this height, the approach must be discontinued unless a reversion to a higher DH is possible. If a failure of a required redundant operational system occurs below the alert height, the approach may be continued. In this context, the alert height concept is relevant when CAT 3 DUAL is displayed on the FMA and the aircraft systems are fail operational. The alert height.is.200.ft.RA.
Cat.3.Dual
CAT 3 DUAL is annunciated on the FMA when the aircraft systems are fail-operational, which means that in the case of a single failure, the AP will continue to guide the aircraft on the flight path and the autoland system will operate as a fail-passive system. In the event of a failure below the alert height, the approach, flare and landing can be completed by the remaining part of the fail-passive autoland system. In that case, no landing capability degradation is annunciated.on.the.FMA.
6.40.8

A330/A340 Holding.And.Approach REV.1.(6.JUN.05)
FCTM ILS.Approach
Cat.3.Single
CAT 3 SINGLE is annunciated on the FMA when the aircraft systems are fail-passive, which means that a single failure will lead to AP disconnect without any significant out of trim condition or deviation from the flight path or attitude. However,.manual.flight.is.then.required.
System.Faults.And.Failures
The failures that may affect the aircraft’s CAT 2/3 capability are listed in the QRH. Most of the systems required for the different autoland capabilities are monitored by the FMGS. If a failure of a monitored system is detected after the APPR pb is pressed, but above the alert height, a new approach capability will be displayed on the FMA along with a “triple click” audio warning. In this case, the reduced approach category will not be displayed on the Status page. In addition, reduced approach capabilities displayed on the Status page are removed and transferred to the FMA when the APPR pb is pushed. The approach capabilities that can be displayed on the FMA are CAT 1, CAT 2, CAT 3 SINGLE or CAT 3 DUAL. There are also a number of failures which affect the aircraft’s landing capability that are not monitored by the FMGS and are consequently.not.reflected.on.the.FMA.
Following any failure that does not incur a landing capability downgrade on ECAM STATUS or FMA, refer to the "Landing Capability Equipment Required" table.in.the.QRH.to.establish.the.actual.landing.capability.
Should a failure occur above 1000 ft RA, all ECAM actions, including DH amendment if required, should be completed before reaching 1000 ft RA. If this is not possible, initiate a go-around. An alert generated below 1000 ft (and down to the Alert Height in CAT 3 DUAL) should normally lead to a go-around and a reassessment of the system capability, unless the required visual reference has been acquired. Below 1000 ft, there is generally insufficient time to properly analyse the consequences of the fault, perform the necessary ECAM actions, check system configuration and any limitations, then carry out a re-briefing. The decision.to.continue.the.approach.must.be.based.on.sound.judgement.
AUTOLAND.OPERATIONS.ON.RUNWAYS.NOT.APPROVED.FOR LWMO,.OR.WHEN.LVP.ARE.NOT.IN.FORCE
Automatic landings may be practised in CAT 1 or better weather conditions for training purposes. Fluctuations of the LOC and/or G/S might occur due to the fact that protection of ILS sensitive areas, which applies during LVP, will not necessarily be in force. It is essential that the PF be prepared to take over manually at any time during a practice approach and rollout, should the performance.of.the.AP.become.unsatisfactory.
　
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