Cat 2-3 app A320
Thread Starter
Join Date: Oct 2012
Location: Gagarin
Age: 44
Posts: 35
Likes: 0
Received 0 Likes
on
0 Posts
Cat 2-3 app A320
Hi,all
the question is:
Let's assume that we are below 1000 feet during cat 2 or 3 approach. When passing, for example 800 feet, a standby horizon has failed. No ECAM caution, just red flag on it. Should we perform go around maneuver or continue the approach.
Thanks
the question is:
Let's assume that we are below 1000 feet during cat 2 or 3 approach. When passing, for example 800 feet, a standby horizon has failed. No ECAM caution, just red flag on it. Should we perform go around maneuver or continue the approach.
Thanks
Join Date: Feb 2007
Location: Poznan - Poland
Posts: 21
Likes: 0
Received 0 Likes
on
0 Posts
According the QRH, for cat 2/3 approaches you need 1 standby attitude indicator. The "standard" is that any malfunction should be fixed before passing 1000 ft AAL. When this can't be done, a go around should be executed and a setup for another approach should be done. This either after fixing the problem, or taking into consideration the failed equipment.
Of course, if you know the weather is below cat 1 you might not have noticed the failure until you landed. This depends on how much you want to go home, how much you want to please your company to be "on time" etc.
Good airmanship would be the first option and perform a cat 1 landing (somewhere).
Of course, if you know the weather is below cat 1 you might not have noticed the failure until you landed. This depends on how much you want to go home, how much you want to please your company to be "on time" etc.
Good airmanship would be the first option and perform a cat 1 landing (somewhere).
Join Date: Dec 2010
Location: MC80 Home One type Star Cruiser
Posts: 192
Likes: 0
Received 0 Likes
on
0 Posts
According the A320 QRH you need a standby attitude indicator for CAT II and CAT III approaches.
So if it fails, you are limited to CAT I.
But no indication of landing capability will be given in the Status.
Normally you have to go-around below 1000ft.
(Unless you are below the alert height during a No DH CAT IIIB approach)
Edit: a320_richie was faster!
So if it fails, you are limited to CAT I.
But no indication of landing capability will be given in the Status.
Normally you have to go-around below 1000ft.
(Unless you are below the alert height during a No DH CAT IIIB approach)
Edit: a320_richie was faster!
Last edited by Bus Driver Man; 23rd Oct 2012 at 19:38.
Join Date: Mar 2012
Location: Europe
Posts: 4
Likes: 0
Received 0 Likes
on
0 Posts
Guys,
You are not expected to check the QRH during the approach especially below 1000 ft. and in LVO. Also you are not expected to know the required equipment for cat II/III approaches stated in the QRH by hearth. So it's definetally continue. Below 1000 ft down to alert height you should go around for the following things:
alpha floor activation
any amber caution
autopilot failure
tripple click
engine out
P.S. Appologise for bad spelling
You are not expected to check the QRH during the approach especially below 1000 ft. and in LVO. Also you are not expected to know the required equipment for cat II/III approaches stated in the QRH by hearth. So it's definetally continue. Below 1000 ft down to alert height you should go around for the following things:
alpha floor activation
any amber caution
autopilot failure
tripple click
engine out
P.S. Appologise for bad spelling
Join Date: Jun 2005
Location: London
Posts: 390
Likes: 0
Received 0 Likes
on
0 Posts
FCOM 4.5.70 Failures and associated actions below 1000':
The requirement to go around below 1000' is for downgrades announced on the FMA, not the ones listed in the QRH.
Continue.
Go-around if insufficient visual references in case of:
Alpha Floor activation
AP Off
Loss of Cat 3
Amber caution (single chime)
Engine failure
Alpha Floor activation
AP Off
Loss of Cat 3
Amber caution (single chime)
Engine failure
Continue.
Join Date: Dec 2006
Location: Athens
Posts: 32
Likes: 0
Received 0 Likes
on
0 Posts
In which case you most probably need your sby horizon ??? To continue your landing in cat II/III conditions Or to go around in case of PFD / IR / elec failure (leading to a PDF failure) ??? 
certainly not the 1st one .... Maybe it's legally required to have an operative sby horizon to commence a CAT II/III APP ... But does it make sense to stop an approach of an autoland capable airplane In order to start a go around maneuver as long as your PFDs are operative and knowing that your sby horizon will be u/s during this maneuver ???
certainly not the 1st one .... Maybe it's legally required to have an operative sby horizon to commence a CAT II/III APP ... But does it make sense to stop an approach of an autoland capable airplane In order to start a go around maneuver as long as your PFDs are operative and knowing that your sby horizon will be u/s during this maneuver ???
