Cat Ii - Cat Iii

Single Aisle
TECHNICAL TRAINING MANUAL

M35 LINE MECHANICS (IAE V2500) (Lvl 2&3)
CAT II/ CAT III
This document must be used for training purposes only
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Single Aisle TECHNICAL TRAINING MANUAL
CAT II/ CAT III
U8108431 - U1N35T0
Introduction to CAT II / CAT III . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

Part 1 - CAT II/III Concepts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Part 2 - CAT II/III Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
Part 3 - CAT II/III Aircraft Release . . . . . . . . . . . . . . . . . . . . . . . . . .70

CAT II/ CAT III
TABLE OF CONTENTS
Oct 25, 2008

Page 1
INTRODUCTION TO CAT II / CAT III

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- COURSE OBJECTIVES.
- ECONOMIC ASPECTS.
- CAT II/ III DEFINITION, ALL WEATHER OPERATIONS (AWO).

CAT II/ CAT III
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CAT II/ CAT III
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COURSE OBJECTIVES
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Understand CAT II/III operations and mastering of the aircraft dispatch

related to this matter, is the main objective of this course.

CAT II/ CAT III
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COURSE OBJECTIVES
CAT II/ CAT III
Oct 24, 2008

Page 5

ECONOMIC ASPECTS
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CAT II / CAT III certification represents a significant cost for an airline.

However, it is the only way to keep in-line services during the whole
year without any diversion.
Real CAT II or CAT III weather conditions may occur at any airfield
during some periods of the year. Diversions are expensive for an airline:
directly by passenger compensation costs, but also by the resulting bad
"image".
For these reasons, getting operational approval for CAT II and CAT III
approaches may be considered as necessary.

CAT II/ CAT III
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ECONOMIC ASPECTS
CAT II/ CAT III
Oct 24, 2008

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CAT II/III DEFINITION, ALL WEATHER OPERATIONS
(AWO) (CAT I/II/III, LVTO, LV TAXI)
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CAT 1/2/3 are considered as precision instrument approaches as per

JAR-OPS 1 Subpart E definitions.

CAT II/ CAT III
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CAT II/III DEFINITION, ALL WEATHER OPERATIONS (AWO) (CAT I/II/III, LVTO, LV TAXI)
CAT II/ CAT III
Oct 24, 2008

Page 9
PART 1 - CAT II/III CONCEPTS

GENERAL: LANDING CATEGORIES
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CATEGORY 1 AND 2: minima give sufficient visual references at

Decision Height (DH) to do a manual landing or a missed approach (it
does not mean that the landing must be made manually).
CATEGORY 3: minima do not give sufficient visual references to let a
manual landing be made. The minima only let the pilot decide if the
aircraft will land in the touch-down zone (basically CAT3 A) and to make
sure that the roll -out safety is respected (basically CAT3 B, and with
even reduced RVR: CAT 3 C).
Therefore an automatic landing system (Autoland) is mandatory to do
category 3 operations.
AIRBUS aircraft AUTOLAND function is not CAT 1 certified, but CAT
1 ILS autolands are possible with precautionary measures (due to
non-protected ILS beams). This explains why the CAT 1 category is not
covered in most of the following chapters of this course.

CAT II/ CAT III
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GENERAL: LANDING CATEGORIES

CAT II/ CAT III
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GENERAL: CATEGORY CAPABILITY
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The operators will be cleared for category II/III precision approaches as

long as they satisfy specific requirements linked to the CAT II/III
capability of:
1.The flight crew.
2.The aircraft.
3.The airport facilities.

CAT II/ CAT III
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GENERAL: CATEGORY CAPABILITY

CAT II/ CAT III
Oct 24, 2008

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ACTUAL CAT II/III WEATHER CONDITIONS: RVR
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This distance can be expressed in meters or feet.

The RVR measurements are given by a system of calibrated
transmissometers installed along the runway. The RVR measurements
can be done at three different locations on the runway (touch-down zone
(TDZ), mid-runway (MID), and roll out or stop end) depending on the
CAT II/III category.
The RVR values measured by the airport authorities are broadcasted to
the flight crew via the Airport Terminal Information System (ATIS), or
directly by the Air Traffic Control (ATC) if the airport does not have an
ATIS.

CAT II/ CAT III
Oct 24, 2008

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ACTUAL CAT II/III WEATHER CONDITIONS: RVR

CAT II/ CAT III
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ACTUAL CAT II/III WEATHER CONDITIONS: SVR
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The Slant Visual Range (SVR) is the range over which a pilot of an
aircraft in the final stages of approach can see the runway surface
markings, or the lights delineating the runway, or can identify the
centerline.
This distance can be expressed in meters or feet.
The SVR is not measured, it is purely a pilot concept: the SVR as seen
by the pilots during final approach is always lower than the RVR.

CAT II/ CAT III
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ACTUAL CAT II/III WEATHER CONDITIONS: SVR

CAT II/ CAT III
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OPERATIONAL: MDA
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A Minimum Descent Altitude (MDA) is a barometric decision altitude,

which is only used during a CAT 1 precision approach, or during a
Non-Precision Approach (NPA: an approach which is not using a guidance
system such as an Instrument Landing System (ILS), Micro-waves
Landing System (MLS) or a Precision Approach Radar (PAR)).
VOR or NDB approaches for example are NPA.
As such MDA is not used during CAT II/III precision approaches.
MDA is a barometric altitude (and not a radio altitude) expressed in feet.

CAT II/ CAT III
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OPERATIONAL: MDA
CAT II/ CAT III
Oct 24, 2008

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OPERATIONAL: DH
Decision Height (DH) definition: the Decision Height is a height at which
the missed approach must be executed if the visual references are not
acquired.
DH is a radio altitude expressed in feet, which is used during a Precision
Approach. It is not a fixed value as DH depends for example on the
autoland category, weather, A/C status, crew capability, and airport.
DH is the height where an action is done. This means that the captain has
already made his mind at DH.
The decision/action that the pilot makes is not a commitment to land. It
is a decision to continue the approach based on visual references.
The DH concept for a CAT II approach assumes an autopilot(AP)
disconnection at DH followed by a manual landing. That explains why
the minimum RVR is significantly greater in CAT II.
The DH concept for CAT IIIa or CAT IIIb is based on an automatic
approach followed by an automatic landing. That means that the crew
will not take over manually at DH but will either continue the autoland,
or do an automatic missed approach.
For A320/A330/A340 families, the DH must be entered in the Flight
Management System (FMS) via the appropriate field of the Multipurpose
Control & Display Unit (MCDU) APPRoach page.
In case of CAT III autoland with no DH, < NO> must be entered in the
FMS.
For A310/A300-600 families, the DH must be selected on the EFIS
CONTROL PANELS.
In case of CAT III autoland with no DH, < - 5> must be selected on the
EFIS CONTROL PANELS.

CAT II/ CAT III
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OPERATIONAL: DH
CAT II/ CAT III
Oct 24, 2008

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OPERATIONAL: MABH
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MINIMUM APPROACH BREAK-OFF HEIGHT(MABH) (USED ON

A310 & A300-600)
ALTITUDE LOSS DURING AUTOMATIC GO-AROUND (A320
family and A330/A340 family)
= A WAY TO DETERMINE THE MINIMUM DECISION HEIGHT
IN CAT III WITH DH OPERATIONS.
The Minimum Approach Break-off Height (MABH) is the lowest height
above the ground measured by radio-altimeter such that, if a missed
approach is initiated without external references, the aircraft does not
touch the ground during the Procedure.
Below 50 feet, Airbus recommends to use the MABH concept to select
the DH (when published) or the table giving the altitude loss during an
automatic go-around.

CAT II/ CAT III
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OPERATIONAL: MABH
CAT II/ CAT III
Oct 24, 2008

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OPERATIONAL: ALTITUDE LOSS AT GA
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ALTITUDE LOSS DURING AUTOMATIC GO-AROUND (A320

family and A330/A340 family)
= A WAY TO DETERMINE THE MINIMUM DECISION HEIGHT
IN CAT III WITH DH OPERATIONS.
The Altitude loss during automatic go-around is the radio altitude lost
from the point a go-around has been initiated, down to the point where
positive climb is re-established.
The MABH or the altitude loss during automatic go around can be used
by the airlines to determine the minimum DH in CAT III with DH
operations.
Altitude loss during automatic GA table can be found in the Flight Manual
(FM) chapter 4.03.00 for each type (airframe + engine).

CAT II/ CAT III
Oct 24, 2008

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OPERATIONAL: ALTITUDE LOSS AT GA

CAT II/ CAT III
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OPERATIONAL: AH
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Alert Height (AH) definition: it is the height above the runway, based on
aircraft characteristics and a fail operational system, above which a CAT
III approach must be discontinued if a failure occurs in one of the
redundant parts of the automatic landing system. C'est un peu long!!!
If a failure occurs below the AH, it will be transparent (land capability
wise) for the flight crew, and the approach and landing may be continued.
The FMA autoland capability is frozen below the AH (In other words, a
failure occurring below AH does not cause any capability downgrading).
Alert Height is only linked to a fail operational system (cat III dual). It
is the alternative parameter to DH in CAT III.
- Each aircraft type has a specific AH specified in its Flight Manual (FM):
- 100 feet for A320 family and A310/A300-600 family.
- 200 feet for A330/A340 family.
Airlines may use lower AH than certified but not higher.

CAT II/ CAT III
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OPERATIONAL: AH
CAT II/ CAT III
Oct 24, 2008

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OPERATIONAL: CAT I / CAT II / CAT III DEFINITIONS

ACCORDING TO EASA, ICAO AND FAA
European Aviation Safety Agency (EASA) definitions.
PRECISION APPROACHES ARE SPLIT IN THREE MAIN
CATEGORIES: CAT 1 / CAT 2 / CAT 3.
CAT 1 BEING THE CATEGORY WITH THE HIGHEST MINIMA,
CAT 3 THE CATEGORY WITH THE LOWEST MINIMA.
- A category I operation is a precision instrument approach and landing
using ILS, MLS or PAR with a decision height not lower than 200 ft and
with a Runway Visual Range not less than 1800 ft (550m). AIRBUS
aircraft autoland function is not CAT I certified, but CAT I ILS or CAT
II/III without Low Visibility ATC Procedure (LVP) autolands are possible
with precautionary measures (e.g. due to non-protected ILS beams in
CAT I ).
Note that a barometric altitude and not a radio altitude is used by the
flight crew for the CAT I approach, therefore we will talk about Minimum
Descent Altitude (MDA) instead of Decision Height (DH) for that kind
of precision approach.
- A category II operation is a precision instrument approach and landing
using ILS or MLS with a DH below 200 ft but not lower than 100 ft and
a Runway Visual Range of not less than 1000 ft (300m).
- A category III operation is a precision approach and landing using ILS
or MLS. The following minima apply to the different CAT III
sub-categories:
CAT III A DH lower than 100 ft but not lower than 50 ft and a Runway
Visual Range (RVR) not less than 700 ft (200m).
CAT III B DH lower than 50ft, or no decision height, and a RVR lower
than 700 ft but not less than 250ft (75m).
CAT III C no DH and no RVR limitation. This sub-category is not
recognized by EASA (only ICAO and FAA mention it).

CAT II/ CAT III
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OPERATIONAL: CAT I / CAT II / CAT III DEFINITIONS ACCORDING TO EASA, ICAO AND FAA
CAT II/ CAT III
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AIRCRAFT SYSTEMS: AUTOLAND CAPABILITY
INDICATOR
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Each Primary Flight Display (PFD) has a Flight Mode Annunciator

(FMA) on the upper part of its screen.
On A320/A330/A340 series, each Flight Management and Guidance
Computer (FMGC) for Single Aisle aircrafts (SA), or each Flight
Management Guidance and Envelope Computer (FMGEC) for Long
Range aircrafts (LR), computes its own landing category: CAT 1, CAT2,
CAT3 SINGLE, and CAT3 DUAL and displays the corresponding landing
category on the FMAs if the APPR mode is engaged.
On A310/A300-600, each Flight Control Computer (FCC) computes its
own landing category: CAT1, CAT2, and CAT3, and displays the
corresponding landing category on the FMAs if the LAND mode is
engaged. Note that CAT 3 SINGLE does not exist for this family (CAT3,
when displayed, is equivalent to CAT3 DUAL).
Each category depends upon the availability of aircraft systems and
functions.
When the landing category downgrades, a TRIPLE CLIC aural warning
is generated by the Flight Warning Computers (FWCs) and broadcasted
through the loudspeakers in the cockpit.

CAT II/ CAT III
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AIRCRAFT SYSTEMS: AUTOLAND CAPABILITY INDICATOR

CAT II/ CAT III
Oct 24, 2008

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AIRCRAFT SYSTEMS: FAIL-PASSIVE /
FAIL-OPERATIONAL AUTOLAND SYTEM
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An automatic landing system is fail-passive if in the event of a failure,

there is no significant out-of-trim condition or deviation of approach
flight path or attitude but the landing is not completed automatically (pilot
must disconnect the AP and land manually). For a fail-passive automatic
landing system the pilot assumes the control of the aircraft after a failure.
In case of a further failure of an AUTOLAND related system, the only
AP in command may quit the approach mode and revert to basic AP/FD
modes which are V/S-HDG / FPA-TRACK.
-An automatic landing system is fail-operational if in the event of a failure
below Alert Height, the approach, the flare and landing can be completed
by the remaining part of the automatic system.
In the event of a failure, the automatic landing system will operate as a
fail-passive system.

CAT II/ CAT III
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AIRCRAFT SYSTEMS: FAIL-PASSIVE / FAIL-OPERATIONAL AUTOLAND SYTEM

CAT II/ CAT III
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AIRCRAFT SYSTEMS: FAIL-PASSIVE AUTOMATIC
LANDING SYSTEM
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On the A320/A330/A340 series, fail-passive capability is announced by

the display of CAT 3 SINGLE on the PFD.
Note that CAT 3 SINGLE displayed on the FMA does not necessarily
mean that only one AP is engaged: you can have two APs engaged and
the FMA displaying a fail passive autoland status (CAT 3 SINGLE)
because of an autoland related system failure (e.g. FWC failure).
However one can say that without any system failure, with only one AP
engaged, the FMA would display the maximum landing capability of
CAT 3 SINGLE.
On the A310-300 and A300-600, fail-passive capability is announced by
the display of CAT 2 on the PFD (CAT 3 SINGLE does not exist on
these types). Note that CAT 2 displayed on the FMA does not necessarily
mean that only one AP is engaged: you can have two APs engaged and
the FMA displaying a fail passive autoland status (CAT 2) because of an
autoland related system failure (e.g. FWC failure).
However one can say that without any system failure, with only one AP
engaged, the FMA would display the maximum landing capability of
CAT 2.

CAT II/ CAT III
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AIRCRAFT SYSTEMS: FAIL-PASSIVE AUTOMATIC LANDING SYSTEM

CAT II/ CAT III
Oct 24, 2008

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AIRCRAFT SYSTEMS: FAIL-OPERATIONAL AUTOMATIC
LANDING SYSTEM
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A fail operational system is a dual function automatic system: one AP

channel is in command while another AP channel is synchronizing / hot
stand-by (redundancy). In case of a failure, the AP in hot stand-by would
automatically take-over and may complete the automatic landing alone.
Because of this redundancy, but also due to the very low probability of
having a second failure between AH and touch-down, the pilot is
authorized to continue the approach and automatic landing if a second
single failure occurs below Alert Height.
On the A320/A330/A340/A380 series, fail-operational capability is
announced by the display of CAT 3 DUAL on the PFD.
On the A310-300 and A300-600, fail-operational capability is announced
by the display of CAT 3 on the PFD.

CAT II/ CAT III
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AIRCRAFT SYSTEMS: FAIL-OPERATIONAL AUTOMATIC LANDING SYSTEM

CAT II/ CAT III
Oct 24, 2008

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NORMAL AUTOLAND: STANDARD ILS AUTOMATIC
APPROACH
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This figure summarizes all major events during a normal ILS approach.
Single aisle/ Long range PFD is shown, but the different approach steps
are identical on Single aisle, long range, or wide body aircraft.

CAT II/ CAT III
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NORMAL AUTOLAND: STANDARD ILS AUTOMATIC APPROACH

CAT II/ CAT III
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A NORMAL AUTOLAND (A330)

A NORMAL AUTOLAND - CAT III DUAL WITH NO DH /
DURATION: 07' 49"
- Video starts at 4000 ft, AP 1 is engaged in ALT HOLD/ HDG modes,
G/S and LOC armed (blue), CAT 3 SINGLE, aircraft heading to 280
degrees bound to intercept the localizer (QFU 329 degrees).
No Decision height has been entered in the FMS (<NO> entered in the
appropriate field of the MCDU).
Note that, only for A310/A300-600, < - 5 > must be selected on the EFIS
CONTROL PANELS for a no DH autoland.
ILS frequency for the runway in use: 110.10 MHZ / station code: IANR
/ distance to the runway: 15.5 NM (displayed on the lower LH corner of
the PFD).
- HDG select changed to 298 degrees.
- AP 1+2 engaged CAT 3 DUAL on FMA.
- LOC* captured and later on.... LOC track.
- G/S* captured and later on...G/S track.
- At 4.5 nm from IANR (ILS beacon) : OM (Outer Marker) displayed on
PFD.
- At 700 ft AGL the ILS frequency in use is frozen within the ILS RCVR
(A310/A300-600) or MMR (A320/A330/A340).
- At 400 ft AGL the LAND track mode engages: most of the FCU
commands disabled, and RA value displayed with bigger figures.
Because no DH selected, the RA value figures are displayed in amber
color at this stage.
- FLARE mode engages.
- ROLL OUT mode engages.

CAT II/ CAT III
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A NORMAL AUTOLAND (A330)

CAT II/ CAT III
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A NORMAL AUTOLAND: ILS FREQ IS FROZEN BELOW
700 FT (A330)
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A NORMAL AUTOLAND - UNABLE TO CHANGE ILS FREQUENCY

BELOW 700 FT AGL / DURATION: 0' 20"
- Video starts at 1320 ft baro altitude, 510 ft AGL, APPR mode engaged,
G/S track and LOC track, AP 1+2 engaged, ILS freq. 110.10 (IANR) and
CRS 329.
- We are below 700 feet AGL, pilot tries to change the ILS in use via the
MCDU (modification of the actual IANR station code to ANL (freq.
109.30)).
- Result of this, below 700 ft AGL, the MCDU displays the new ILS
station, but since ILS frequency and course are frozen within the MMR
(ILS RCVR), the ILS station (IANR) data are still displayed on the LH
lower corner of the PFD.

CAT II/ CAT III
Oct 24, 2008

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A NORMAL AUTOLAND: ILS FREQ IS FROZEN BELOW 700 FT (A330)

CAT II/ CAT III
Oct 24, 2008

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A NORMAL AUTOLAND: GA AT DH100 DUE TO NO
VISIBILITY(A330)
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A NORMAL CAT 2 AUTOLAND WITH GA AT DH100 DUE TO NO

VISIBILITY / DURATION: 4' 21"
G/S capture and LOC track, AP 1 engaged, CAT 2 displayed on FMA
(most probably because of a system failure: e.g one RA inop), selected
DH 100ft.
- The approach continues with no further event in a normal way, until
reaching the DH at 100 ft AGL. At this height, without sufficient visual
references, the pilot initiates a go-around (GA) by pushing the thrust
levers fully forward.
- MAN TOGA mode of the autothrust engages.
- SRS (speed reference system) mode of the AP vertical channel (PITCH)
engages.
- GA TRK mode of the AP lateral channel (ROLL) engages.

CAT II/ CAT III
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A NORMAL AUTOLAND: GA AT DH100 DUE TO NO VISIBILITY(A330)

CAT II/ CAT III
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FAILURE CASES: <CHECK ATT> DISCREPANCY (A330)

AUTOLAND CAT 3 DUAL WITH <CHECK ATT> DISCREPANCY
/ DURATION: 0' 48"
Ref. FM 4.02.00 p.19 / FM 4.03.00 p.08 / FCOM 4.06.40 p.01 / FCOM
4.05.70 p.16
G/S track and LOC track, AP 1+2 engaged, CAT 3 DUAL displayed on
FMA, no DH selected.
- At 870 ft AGL, due to one ADIRU system failure, the shown PFD pitch
indication is drifting away (up) from the other PFD indication (not shown).
- At 810 ft AGL, the <CHECK ATT > amber warning message is
displayed on both PFDs.
- At 810 ft AGL the pilot must do a go-around using the stand-by horizon
indicator as an attitude reference, unless he has sufficient visual references
to land manually. The reason for this is that the event happened below
1000 ft AGL: no switching allowed below 1000 ft AGL.
-Note that if the same warning appears below the Alert Height (AH), i.e
200 ft, the pilot can continue the approach because of the fail operational
status of the autoland system.
-Note that if the same warning appears above 1000 ft AGL, there is
sufficient time for the pilot to compare both PFD pitch indications versus
the Stand-by horizon and to do the ATT HDG switching accordingly
before flying through 1000 ft AGL. After switching he has to assess the
new autoland category i.e CAT 3 SINGLE if the warning disappears,
CAT 2 if not.).

CAT II/ CAT III
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FAILURE CASES: <CHECK ATT> DISCREPANCY (A330)

CAT II/ CAT III
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FAILURE CASES: LOC & G/S RECEIVERS FAIL (A330)

AUTOLAND CAT 3 DUAL WITH LOC & G/S RCVRS FAILURE /
DURATION: 1' 15"
4.05.70 p.15 & 16
FMA, DH 20ft selected.
- At 860 ft AGL, due to dual ILS receivers system failure, the PFD and
ND (rose ILS mode) display LOC & G/S red flags, and the LOC and G/S
scales disappear from the PFD.
Because at least one AP/FD was engaged and the LOC and G/S modes
were also engaged prior to the failure, the APs will disengage and the
FD will revert to its HDG-V/S or TRK-FPA modes.
- At 860 ft AGL the pilot must do a Go-Around because of the "AP OFF"
WARNING, unless he has sufficient visual references to land manually.
-Note that if the same warning appears below the Alert Height (AH), i.e
200 ft for an A330, the pilot cannot continue the approach and must do
a go-around, unless he has sufficient visual references to land manually.
This is because the red AUTOLAND WARNING would have been
triggered due to APs disconnection (only below 200ft).
sufficient time for the pilot to try to recover the ILS signals; if impossible,
he must revert to the available capability (in this case he can no longer
use the Autopilot approach mode, and therefore will have to do a
non-precision approach).

CAT II/ CAT III
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FAILURE CASES: LOC & G/S RECEIVERS FAIL (A330)

CAT II/ CAT III
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FAILURE CASES: ILS TRANSMITTER FAIL (A330)

AUTOLAND CAT 3 SINGLE - ILS TRANSMITTER FAILURE /
DURATION: 2' 30"
Ref. FM 4.02.00 p.18 / FCOM 4.06.40 p.01 / FCOM 4.05.70 p.15a & 18
G/S track and LOC track, AP1 engaged, CAT 3 SINGLE displayed on
FMA, DH 50ft selected.
- At 860 ft AGL, due to ILS transmitter failure, the LOC & G/S indexes
disappear, and at 830 ft AGL the LOC and G/S scales start flashing.
were also engaged prior to the failure, the AP will disengage and the FD
will revert to its HDG-V/S or TRK-FPA modes.
- At 710 ft AGL the pilot must do a go-around because of the "AP OFF"
WARNING, unless he has sufficient visual references to land manually.
-Note that if the same warning appears in CAT 3 DUAL below the Alert
Height (AH), i.e 200 ft for an A330, the pilot cannot continue the approach
and must do a go-around, unless he has sufficient visual references to
land manually. This is because the red AUTOLAND WARNING would
have been triggered due to AP disconnection (only below 200ft).
sufficient time for the pilot to try to recover the ILS signals; if impossible,

CAT II/ CAT III
Oct 24, 2008

Page 50
U8108431 - U1N35T0 - XM22O2PART10001
FAILURE CASES: ILS TRANSMITTER FAIL (A330)

CAT II/ CAT III
Oct 24, 2008

Page 51
U8108431 - U1N35T0 - XM22O2PART10001
FAILURE CASES: LOC EXCESSIVE DEVIATION (A330)

AUTOLAND CAT 3 DUAL - LOC EXCESSIVE DEVIATION /
DURATION: 1' 49"
Ref. FM 4.02.00 p.19 / FCOM 4.05.70 p.15
FMA, no DH selected.
- At 120 ft AGL, due to ILS receiver system or ILS transmitter failure,
the LOC index on the PFD starts drifting to the left until reaching 1/4
dot, which is the LOC EXCESSIVE DEVIATION threshold. At this
point the PFD LOC scale starts flashing.
The autopilots will stay engaged but the AUTOLAND WARNING
LIGHT flashes.
- At 80 ft AGL the pilot must do a go-around because of the
"AUTOLAND WARNING LIGHT ", except if he has sufficient visual
references to land manually.
- Note that if the same LOC drift appears below 1000 ft AGL but above
the AUTOLAND WARNING LIGHT threshold, i.e 200 ft, the pilot can
continue the approach and must permanently monitor the ILS tracking.
- Note that if the same LOC drift appears above 1000 ft AGL, the pilot
can continue the approach and must permanently monitor the ILS tracking.

CAT II/ CAT III
Oct 24, 2008

Page 52
U8108431 - U1N35T0 - XM22O2PART10001
FAILURE CASES: LOC EXCESSIVE DEVIATION (A330)

CAT II/ CAT III
Oct 24, 2008

Page 53

FAILURE CASES: CAT 3 SINGLE DUE TO EO (engine out)
(A330)
U8108431 - U1N35T0 - XM22O2PART10001
AUTOLAND CAT 3 SINGLE DUE TO EO (engine out) / DURATION:

2' 10"
Ref. FM 4.02.00 p.18 / FCOM 4.05.70 p.16
G/S track and LOC track, AP 1+2 engaged, CAT 3 SINGLE displayed
on FMA, DH 50 ft selected.
Engine #1 failed above 1000 ft AGL, pilot did the ECAM procedure
accordingly before flying through this 1000 ft radio altitude, the result
being a FLAPS CONF 3 setting, the other engine thrust lever sets in MCT
detent, and the CAT 3 SINGLE displayed on FMA due to the loss of the
FMGECs split electrical power supply configuration.
- With this configuration, the aircraft will do a fail passive autoland with
a DH of 50 ft (minimum DH=50 ft for CAT III fail passive).
- At 50 feet AGL, due to insufficient visual references at DH, the pilot
does a go-around.

CAT II/ CAT III
Oct 24, 2008

Page 54
U8108431 - U1N35T0 - XM22O2PART10001
FAILURE CASES: CAT 3 SINGLE DUE TO EO (ENGINE OUT) (A330)

CAT II/ CAT III
Oct 24, 2008

Page 55
U8108431 - U1N35T0 - XM22O2PART10001
FAILURE CASES: RA RED FLAG (both RAs failed) (A330)

AUTOLAND CAT 2- RA RED FLAG (both RAs failed) / DURATION:
0' 57"
4.05.70 p.15 & 16
G/S track and LOC track, AP 1+2 engaged, CAT 2 displayed on FMA
because one of the RADIO ALTIMETER failed, DH 100ft selected.
- At 1160 ft AGL, both RAs readings on PFDs start drifting up very
quickly (the remaining RADIO ALTIMETER is failing).
"RA " red flags in view on both PFDs confirm RA1+RA2 failures.
were also engaged prior failure, the APs will disengage and the FD will
revert to its HDG-V/S or TRK-FPA modes.
CAT 2, previously displayed on FMA, disappears.
- At 1000 ft AGL the pilot does a go-around because he does not have
sufficient visual references to land manually.
- Note that if the same warning appears in CAT 3 DUAL below the Alert
Height (AH), i.e 200 ft for an A330, the pilot cannot continue the approach
and must do a go-around, unless he has sufficient visual references to
land manually. This is because the red AUTOLAND WARNING would
have been triggered due to APs disconnection (only below 200ft).
- Note that if the same warning appears above 1000 ft AGL, there is
sufficient time for the pilot to try to recover the RAs signals; if impossible,

CAT II/ CAT III
Oct 24, 2008

Page 56
U8108431 - U1N35T0 - XM22O2PART10001
FAILURE CASES: RA RED FLAG (BOTH RAS FAILED) (A330)

CAT II/ CAT III
Oct 24, 2008

Page 57
PART 2 - CAT II/III REQUIREMENTS

INTRODUCTION
U8108431 - U1N35T0 - XM22O3PART20001
Due to the very low visibility related to CAT II / III operations, the
authorities strictly regulate all aspects of this type of operation in order
to maintain the general level of safety in air transportation.
Basically, four elements are strictly regulated:
1. The aircraft.
2. The airfield.
3. The operator.
4. The flight crew.

CAT II/ CAT III
Oct 24, 2008

Page 58
U8108431 - U1N35T0 - XM22O3PART20001
INTRODUCTION
CAT II/ CAT III
Oct 24, 2008

Page 59

AIRCRAFT
U8108431 - U1N35T0 - XM22O3PART20001
First subject for the Operator CAT II/III certification: the aircraft.

CAT II/ CAT III
Oct 24, 2008

Page 60
U8108431 - U1N35T0 - XM22O3PART20001
AIRCRAFT
CAT II/ CAT III
Oct 24, 2008

Page 61

AIRFIELD
U8108431 - U1N35T0 - XM22O3PART20001
Second subject for the Operator CAT II/III certification: the airfield.

CAT II/ CAT III
Oct 24, 2008

Page 62
U8108431 - U1N35T0 - XM22O3PART20001
AIRFIELD
CAT II/ CAT III
Oct 24, 2008

Page 63

OPERATOR: FLIGHT OPERATIONS
U8108431 - U1N35T0 - XM22O3PART20001
Third subject for the Operator CAT II/III certification: the flight
operations.
Note that both pilots must be qualified to do a CAT II/III approach.
FLIGHT CREW TRAINING:
-In-flight training (actual or simulated).
-Ground training.
-Regulations, procedures.
-Aircraft systems related to CAT II/ III.
-Initial qualification.
-Recurrent proficiency check.
FLIGHT CREW PROCEDURES:
-Tasks sharing, approach monitoring, decision making, handling of
failures and GA.
AFM is used to develop the Operator's Operations Manual.
CAT II/III OPERATIONAL DEMONSTRATION:
-Prove to the NAA the ability to make precision approaches with an
appropriate approach success rate and level of safety, in view of obtaining
the CAT II/ III approval.
-Continuous in-service monitoring.

CAT II/ CAT III
Oct 24, 2008

Page 64
U8108431 - U1N35T0 - XM22O3PART20001
OPERATOR: FLIGHT OPERATIONS

CAT II/ CAT III
Oct 24, 2008

Page 65

OPERATOR: MAINTENANCE PROGRAMME FOR CAT
II/III
U8108431 - U1N35T0 - XM22O3PART20001
The maintenance program to be established will mainly concern the

equipment, which is required to be operational for precision approaches,
as detailed in the following document:
<MINIMUM EQUIPMENT REQUIRED FOR CAT II AND CAT III
APPROACH AND LANDING>
This doument can be found in the FM 4.03.00 for SA & LR aircraft, and
FM 6.01.03 for WB aircraft.
The maintenance requirements approved by manufacturer Airworthiness
Authorities are given in the MRB and no additional scheduled
maintenance tasks are required in this document for CAT 3 automatic
landing operation.
No additional scheduled maintenance task and no specific MTBF/MTBUR
figures are required for LRUs of the AFS or peripheral systems.
Any scheduled or unscheduled maintenance task required due to
operational, maintenance, and/or being called up by the authorities should
follow the procedure and test laid down in the relevant chapter of the
AMM (or as specified to maintain system integrity).

CAT II/ CAT III
Oct 24, 2008

Page 66
U8108431 - U1N35T0 - XM22O3PART20001
OPERATOR: MAINTENANCE PROGRAMME FOR CAT II/III

CAT II/ CAT III
Oct 24, 2008

Page 67

OPERATOR: MAINTENANCE PROCEDURES FOR CAT
II/III
U8108431 - U1N35T0 - XM22O3PART20001
A reliability program should be developed/extended to monitor, track

and control the CAT III operational status of the aircraft and to achieve
at least 95% successful CAT III landings in real and/or simulated
conditions.

CAT II/ CAT III
Oct 24, 2008

Page 68
U8108431 - U1N35T0 - XM22O3PART20001
OPERATOR: MAINTENANCE PROCEDURES FOR CAT II/III

CAT II/ CAT III
Oct 24, 2008

Page 69
PART 3 - CAT II/III AIRCRAFT RELEASE

FAULT ISOLATION: WHAT COULD GO WRONG ???
U8108431 - U1N35T0 - XM22O4PART30001
This slide lists possible malfunctions of the Auto Flight Systems (AFS)
and its peripherals on the ground or in flight, prohibiting carrying out or
continuation of a CAT 3 automatic landing.
If one or several of these malfunctions are reported, a troubleshooting
action must be initiated.
The next step will be to identify a Trouble Shooting Manual (TSM) entry
point, also called fault symptom, in order to be able to select a TSM fault
isolation task.

CAT II/ CAT III
Oct 24, 2008

Page 70
U8108431 - U1N35T0 - XM22O4PART30001
FAULT ISOLATION: WHAT COULD GO WRONG ???

CAT II/ CAT III
Oct 24, 2008

Page 71

FAULT ISOLATION: TSM ENTRY POINTS (FAULT
SYMPTOMS)
As an example, for <CAT 3 DUAL> listed under ECAM inop systems
there are more than 500 possible fault causes and more than 600 related
TSM procedures !!!!! DO NOT PRACTICE SHOTGUN
TROUBLESHOOTING, TSM PROCEDURES MUST ALWAYS BE
FOLLOWED.
U8108431 - U1N35T0 - XM22O4PART30001
NOTE: Note that an AUTOLAND downgrading event, following a

system failure, is never listed as such on the Post Flight Report
(PFR). Only the primary cause which triggered the downgrade
is listed on the PFR:< FWC 1 FAULT> for example.

CAT II/ CAT III
Oct 24, 2008

Page 72
U8108431 - U1N35T0 - XM22O4PART30001
FAULT ISOLATION: TSM ENTRY POINTS (FAULT SYMPTOMS)

CAT II/ CAT III
Oct 24, 2008

Page 73

FAULT ISOLATION: TSM USE
U8108431 - U1N35T0 - XM22O4PART30001
You will do CAT II/III systems troubleshooting exactly the same way
you learned for all other systems. It is however even more important to
read/adhere to the A/C documentation. For example, after a CAT II/III
LRU replacement, the AMM will guide you through all required AMM
tests to keep your aircraft status at the full autoland capability (if
applicable to your airline operations).

CAT II/ CAT III
Oct 24, 2008

Page 74
U8108431 - U1N35T0 - XM22O4PART30001
FAULT ISOLATION: TSM USE

CAT II/ CAT III
Oct 24, 2008

Page 75

FAULT ISOLATION: EXAMPLE SA / LR slide 1/2
U8108431 - U1N35T0 - XM22O4PART30001
INITIAL CONDITIONS:
A330 IN APPROACH MODE BELOW 1000 FEET.
- FAILURE EVENT:
TRIPLE CLIC BROADCASTED THROUGH THE COCKPIT
LOUDSPEAKERS.
CAT 3 SINGLE DISPLAYED ON CAPT & F/O FMAs.
ECAM WARNING: < FWS FWC 2 FAULT>
INOP SYS (SYSTEM DISPLAY (SD)) : <CAT 3 DUAL> + <FWC 2>
- FAULT REPORTING:
FLIGHT CREW TECH LOG ENTRY: <During approach FWC 2
FAULT>.
- PFR ON GROUND:
COCKPIT EFFECTS: FWS FWC 2 FAULT
FAULTS: ATA 315334 /CLASS 1/ HARD / FWC2(1WW2) / SOURCE
AFS.
- MAINTENANCE ACTIONS:
See logic (slide 2/2)

CAT II/ CAT III
Oct 24, 2008

Page 76
U8108431 - U1N35T0 - XM22O4PART30001
FAULT ISOLATION: EXAMPLE SA / LR SLIDE 1/2

CAT II/ CAT III
Oct 24, 2008

Page 77

FAULT ISOLATION: EXAMPLE SA / LR slide 2/2
U8108431 - U1N35T0 - XM22O4PART30001
If the failed LRU is a NO GO according to the MEL, consider the

possibility of swapping #1 and #2 computers to overcome this limitation
(If authorized by the TSM).

CAT II/ CAT III
Oct 24, 2008

Page 78
U8108431 - U1N35T0 - XM22O4PART30001
FAULT ISOLATION: EXAMPLE SA / LR SLIDE 2/2

CAT II/ CAT III
Oct 24, 2008

Page 79

FAULT ISOLATION: EXAMPLE WIDE BODY slide 1/2
U8108431 - U1N35T0 - XM22O4PART30001
- INITIAL CONDITIONS:
A300-600 IN APPROACH MODE BELOW 1000 FEET.
- FAILURE EVENT:
TRIPLE CLIC BROADCASTED THROUGH THE COCKPIT
LOUDSPEAKERS.
CAT 2 DISPLAYED ON CAPT & F/O FMAs.
ECAM WARNING: < FWS AMBER FAULT.........MONITOR
SYSTEM>
L ECAM DU : <LAND 3 INOP>
- FAULT REPORTING:
FLIGHT CREW TECH LOG ENTRY: <During approach FWS AMBER
FAULT.........MONITOR SYSTEM >.
- MAINTENANCE ACTIONS:
See logic (slide 2/2)

CAT II/ CAT III
Oct 24, 2008

Page 80
U8108431 - U1N35T0 - XM22O4PART30001
FAULT ISOLATION: EXAMPLE WIDE BODY SLIDE 1/2

CAT II/ CAT III
Oct 24, 2008

Page 81

FAULT ISOLATION: EXAMPLE WIDE BODY slide 2/2
U8108431 - U1N35T0 - XM22O4PART30001
If the failed LRU is a NO GO according to the MEL, consider the

possibility of swapping #1 and #2 computers to overcome this limitation
(If authorized by the TSM).

CAT II/ CAT III
Oct 24, 2008

Page 82
U8108431 - U1N35T0 - XM22O4PART30001
FAULT ISOLATION: EXAMPLE WIDE BODY SLIDE 2/2

CAT II/ CAT III
Oct 24, 2008

Page 83

LISTS OF REQUIRED EQUIPMENT FOR CAT II/III: FM,
QRH
U8108431 - U1N35T0 - XM22O4PART30001
The Flight Manual (FM) and the Quick Reference Hand-book (QRH)
list the required equipment for CAT II and CAT III operations. This is
valid for all Airbus aircraft types.
Note that some equipment is linked to the Auto Flight System (AFS) and
therefore directly monitored by the FMG(E)Cs.
Other equipment/components are operationally linked to CAT 3, but not
monitored by the AFS: wipers, rain repellent, DH indication, windshield
heating...
Whatever the case, they are all listed in the MEL in order to determine
the AUTOLAND status of the aircraft.

CAT II/ CAT III
Oct 24, 2008

Page 84
U8108431 - U1N35T0 - XM22O4PART30001
LISTS OF REQUIRED EQUIPMENT FOR CAT II/III: FM, QRH

CAT II/ CAT III
Oct 24, 2008

Page 85

LISTS OF REQUIRED EQUIPMENT FOR CAT II/III: FCOM
U8108431 - U1N35T0 - XM22O4PART30001
The A310 and A300-600 Flight Crew Operating Manual (FCOM) also
lists the required equipment for CAT II and CAT III operations, on top
of the Flight Manual and QRH lists.

CAT II/ CAT III
Oct 24, 2008

Page 86
U8108431 - U1N35T0 - XM22O4PART30001
LISTS OF REQUIRED EQUIPMENT FOR CAT II/III: FCOM

CAT II/ CAT III
Oct 24, 2008

Page 87
U8108431 - U1N35T0 - XM22O4PART30001
MEL: SOURCE DOCUMENTS & OPERATIONAL USAGE

MMEL is the Airbus dispatch document, which constitutes a reference
for the Operator to create his own MEL used in operations.
The Operator MEL is the reference document to be used when checking
an aircraft CAT II/III status following an equipment failure.
Depending on Airbus aircraft families the CAT II/III limitations can be
listed or not in the MMEL:
- A310/A300-600/A330/A340-200/A340-300: CAT II/III limitations are
not listed in MMEL.
- A318/A319/A320/A321/A340-500/A340-600: CAT II/III limitations
are listed in MMEL based on the Flight Manual info.
An Operator, when writing his own MEL, may want to include all CAT
II/III limitations if he intends to operate under CAT II/III conditions.
If CAT II/III limitations are not listed in the MMEL, it will be up to the
Operator to build his "CATII/III MEL" based on the aircraft Flight Manual
(List of required Cat II/III equipment).
If the Operator decides to include CAT II/III limitations he has several
options, for example:
- Write only <precision approaches affected> in the "remarks" column
of MEL section 1, in front of each concerned equipment, and details the
CAT II/III limitation in the OPERATIONAL PROCEDURE chapter of
the MEL.
- Write only (O) in the "remarks" column of MEL section 1, in front of
each concerned equipment, and details the applicable CAT II/III limitation
in the OPERATIONAL PROCEDURE chapter of the MEL.
- Other Operator configurations also possible IF APPROVED BY NAA...

CAT II/ CAT III
Oct 24, 2008

Page 88
U8108431 - U1N35T0 - XM22O4PART30001
MEL: SOURCE DOCUMENTS & OPERATIONAL USAGE

CAT II/ CAT III
Oct 24, 2008

Page 89

MEL: TYPICAL AUTOLAND CAPABILITY ON MMEL
U8108431 - U1N35T0 - XM22O4PART30001
On Single Aisle (SA) and A340-500/-600 aircraft MMEL includes CAT

II/III limitations in the operational procedures.
For other types, Wide Body(WB), A330, A340-200/-300 aircraft, MMEL
does not include CAT II/III limitations in the operational procedures.
Appropriate CAT II/III limitations can be found in the Flight Manual(FM)
or in the Quick Reference Hand-book (QRH).

CAT II/ CAT III
Oct 24, 2008

Page 90
U8108431 - U1N35T0 - XM22O4PART30001
MEL: TYPICAL AUTOLAND CAPABILITY ON MMEL

CAT II/ CAT III
Oct 24, 2008

Page 91

AUTOLAND TESTS: TESTS Vs FAILURES
(A320/A330/A340)
U8108431 - U1N35T0 - XM22O4PART30001
The logic shows you which tests must be done depending on the
component/equipment that has been suspected and/or replaced, in order
to make sure that an Airbus SA/LR aircraft is LAND CAT 3 capable.
A list of FMG(E)C and non-FMG(E)C monitored equipment can be found
in the Quick Reference Hand-book(QRH) chapter 5.04

CAT II/ CAT III
Oct 24, 2008

Page 92
U8108431 - U1N35T0 - XM22O4PART30001
AUTOLAND TESTS: TESTS VS FAILURES (A320/A330/A340)

CAT II/ CAT III
Oct 24, 2008

Page 93

AUTOLAND TESTS: LAND CAPABILITY
TEST(A320;A330;A340)
U8108431 - U1N35T0 - XM22O4PART30001
The function of the Land CAT III capability test is:

- To check the capability of the involved systems to do a CAT 3 DUAL
fail-operational automatic landing.
- To make sure that the APPR mode operates correctly, and to put the
aircraft back to CAT III capability.
- To check the takeover pushbutton switches, the A/THR instinctive
disconnect pushbutton switches, and the warnings related to the automatic
landing.
CAUTION: NOTE: the Land CAT III capability test does not check
some mandatory CAT II/III equipments like the wipers,
windshield heating, ....if they fail or undergo scheduled
replacement, those equipments/systems must be tested
through the specific ATA chapters of the AMM.
The LAND TEST function is mainly done in the FIDS and takes
advantage of FG failure detection (snapshot, analysis and reporting).
Instructions are given to the operator through the MCDU pages all along
the test (guided test). The principle is to trigger a BITE analysis if the
operator has pushed the line key adjacent to the NO indication and then
to build a report and display it (MCDU page: LAND TEST failure report).
The LAND TEST activation is possible without specific tools, on ground,
engines stopped, hydraulics pressurized, after selection on the MCDU
of the line keys adjacent to the following indications: -CMS -SYSTEM
REPORT/TEST -AFS -LAND TEST (AMM 22-97-00 PB501).
NOTE: ALL THREE HYDRAULICS ARE MANDATORY AND
NECESSARY IN ORDER TO GUARANTEE THE 98%
OPERATIONAL CAPABILITY OF THE TEST WHEN
SUCCESSFULLY COMPLETED..
CAT II/ CAT III
Oct 24, 2008

Page 94
U8108431 - U1N35T0 - XM22O4PART30001
AUTOLAND TESTS: LAND CAPABILITY TEST(A320;A330;A340)

CAT II/ CAT III
Oct 24, 2008

Page 95

AUTOLAND TESTS: TESTS Vs FAILURES (A310 &
A300-600)
U8108431 - U1N35T0 - XM22O4PART30001
The slide shows you which tests must be done, depending on the
component/equipment that has been suspected and/or replaced, in order
to make sure that an Airbus WB aircraft is LAND CAT 3 capable.
A list of FCCs monitored equipment can be found in the Flight Crew
Operating Manual (FCOM) chapter 2.02.03 page 11

CAT II/ CAT III
Oct 24, 2008

Page 96
U8108431 - U1N35T0 - XM22O4PART30001
AUTOLAND TESTS: TESTS VS FAILURES (A310 & A300-600)

CAT II/ CAT III
Oct 24, 2008

Page 97
U8108431 - U1N35T0 - XM22O4PART30001
AUTOLAND TESTS: AFS TEST FOLLOWED BY LAND

TEST (A310 & A300-600)
The Automatic Flight System (AFS) maintenance is based on the use of
a Fault Isolation and Detection System (FIDS) integrated into the FACS,
FCCS and TCCS. This system is controlled from the Maintenance Test
Panel (MTP) located on the rear panel in the flight compartment.
The FIDS carries out the following functions:
- AFS TEST: after replacement of a unit this test is done on the ground
by ground maintenance personnel in order to check correct operation of
a system after replacement of a unit. It is inhibited in flight.
- LAND TEST: This test is done to check availability of CAT 3 capability.
If the aircraft is operated in actual CAT 3, this test is recommended after
removal/installation of the following components: FCC, FAC, TCC, FCU
(Ref. SIL 22-020).
The LAND TEST activation is possible without specific tools, on ground
only, engines stopped, hydraulics pressurized, after appropriate selection
on the Maintenance Test Panel (MTP).
Access to the LAND TEST is displayed on the MTP at the end of the
AFS TEST (if successful).
- Fault isolation: data are accessible in flight and on the ground by
pressing the DISPLAY pushbutton switch on the Maintenance Test Panel
(MTP). It is to be noted that this pushbutton switch is the only one whose
function is active in flight.
- Complex fault isolation: this function is activated on the ground in the
event of complex failure detection. It is inhibited in flight.
CAUTION: NOTE: the AFS TEST & Land TEST do not check some
mandatory CAT II/III equipment like the wipers, windshield
heating, DH indication ....if they fail or undergo scheduled
replacement, they must be tested through the specific ATA
chapters of the AMM.
CAT II/ CAT III
Oct 24, 2008

Page 98
U8108431 - U1N35T0 - XM22O4PART30001
AUTOLAND TESTS: AFS TEST FOLLOWED BY LAND TEST (A310 & A300-600)
CAT II/ CAT III
Oct 24, 2008

Page 99
U8108431 - U1N35T0 - XM22O4PART30001
DOWNGRADING / UPGRADING AIRCRAFT CAT II/III

STATUS
DOWNGRADING: following a CATII/III component or system failure,
the operator MEL must be consulted in order to determine the CAT II/III
status of the aircraft. If a downgrading is necessary, the Maintenance
staff/team will have to follow the Operator downgrading procedure which
means in most cases: a technical logbook entry, communicate the new
downgraded CAT II/III status to the Maintenance Control Center (MCC)
or, if MCC not existing, communicating the information directly to the
Flight Operations.
UPGRADING: following repair of a CAT II/III component or system,
and after having carried out the required AMM tests, the Maintenance
staff/team will have to follow the Operator upgrading procedure which
means in most cases: a technical logbook entry, communicate the new
upgraded CAT II/III status to the Maintenance Control Center (MCC)
or, if MCC not existing, communicating the information directly to the
Flight Operations.
Communication in this matter is very important since it will influence
the operational decisions of the Operator to a great extent!
Note that cockpit placard (CAT status) is not necessary on Airbus aircraft
due to the Flight Mode Annunciator (FMA). However, the operator may
choose to install an additional flip-over placard in the cockpit.

CAT II/ CAT III
Oct 24, 2008

Page 100
U8108431 - U1N35T0 - XM22O4PART30001
DOWNGRADING / UPGRADING AIRCRAFT CAT II/III STATUS

CAT II/ CAT III
Oct 24, 2008

Page 101
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE U8108431
OCTOBER 2008
PRINTED IN FRANCE
AIRBUS S.A.S. 2008
ALL RIGHTS RESERVED
AN EADS COMPANY

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Single Aisle

TECHNICAL TRAINING MANUAL

This document must be used for training purposes only

Under no circumstances should this document be used as a reference

It will not be updated.

All rights reserved

AIRBUS Environmental Recommendation

Single Aisle TECHNICAL TRAINING MANUAL

CAT II/ CAT III

Introduction to CAT II / CAT III . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

M35 LINE MECHANICS (IAE V2500) (Lvl 2&3)

Oct 25, 2008

Single Aisle TECHNICAL TRAINING MANUAL

INTRODUCTION TO CAT II / CAT III

U8108431 - U1N35T0 - XM22O1INTRO0001

M35 LINE MECHANICS (IAE V2500) (Lvl 2&3)

INTRODUCTION TO CAT II / CAT III

Oct 24, 2008

U8108431 - U1N35T0 - XM22O1INTRO0001

Single Aisle TECHNICAL TRAINING MANUAL

INTRODUCTION TO CAT II / CAT III

INTRODUCTION TO CAT II / CAT III

Oct 24, 2008

Single Aisle TECHNICAL TRAINING MANUAL

INTRODUCTION TO CAT II / CAT III

U8108431 - U1N35T0 - XM22O1INTRO0001

Understand CAT II/III operations and mastering of the aircraft dispatch

M35 LINE MECHANICS (IAE V2500) (Lvl 2&3)

INTRODUCTION TO CAT II / CAT III

Oct 24, 2008

U8108431 - U1N35T0 - XM22O1INTRO0001

Single Aisle TECHNICAL TRAINING MANUAL

INTRODUCTION TO CAT II / CAT III

Oct 24, 2008

Single Aisle TECHNICAL TRAINING MANUAL

INTRODUCTION TO CAT II / CAT III

U8108431 - U1N35T0 - XM22O1INTRO0001

CAT II / CAT III certification represents a significant cost for an airline.

M35 LINE MECHANICS (IAE V2500) (Lvl 2&3)

INTRODUCTION TO CAT II / CAT III

Oct 24, 2008

U8108431 - U1N35T0 - XM22O1INTRO0001

Single Aisle TECHNICAL TRAINING MANUAL

INTRODUCTION TO CAT II / CAT III

Oct 24, 2008

Single Aisle TECHNICAL TRAINING MANUAL

INTRODUCTION TO CAT II / CAT III

U8108431 - U1N35T0 - XM22O1INTRO0001

CAT 1/2/3 are considered as precision instrument approaches as per

M35 LINE MECHANICS (IAE V2500) (Lvl 2&3)

INTRODUCTION TO CAT II / CAT III

Oct 24, 2008

U8108431 - U1N35T0 - XM22O1INTRO0001

Single Aisle TECHNICAL TRAINING MANUAL

INTRODUCTION TO CAT II / CAT III

Oct 24, 2008

Single Aisle TECHNICAL TRAINING MANUAL

PART 1 - CAT II/III CONCEPTS

U8108431 - U1N35T0 - XM22O2PART10001

CATEGORY 1 AND 2: minima give sufficient visual references at

M35 LINE MECHANICS (IAE V2500) (Lvl 2&3)

PART 1 - CAT II/III CONCEPTS

Oct 24, 2008