(generic indications that will vary depending on equipment supplier and aircraft manufacturer). If part of the system is in error, then an indication such as "APPROACH ONLY" would be presented to inform the flight crew that a CAT III landing is not possible. If the system is properly in the ARM mode, when the ILS receiver detects the localizer, then the autoland system mode will change to "LOCALIZER CAPTURE". The flight control computer will turn the aircraft into the localizer and fly along the localizer. A typical approach will have the aircraft come in "below the glideslope" (vertical guidance) so the airplane will fly along the localizer (aligned to the runway centerline) until the glideslope is detected. At this point the autoland mode will change to CAT III and the aircraft will be flown by the flight control computer along the localizer and glideslope beams. The antennas for these systems are not at the runway touch down point, with the localizer being some distance beyond the runway. At a predefined distance above the ground the aircraft will initiate the flare maneuver, maintain the same heading, and settle onto the runway within the designated touch down zone. If the autoland system loses redundancy prior to the decision height, then an "AUTOLAND FAULT" error message will be displayed to the flight crew at which point the crew can elect to continue as a CAT II approach or if this is not possible because of weather conditions, then the crew would need to initiate a go-around and proceed to an alternative airport. If a single failure occurs below decision height, "AUTOLAND FAULT" will be displayed; at that point the aircraft is committed to landing and the autoland system will remain engaged, controlling the aircraft on only two systems until the pilot completes the rollout and brings the aircraft to a full stop on the runway or turns off the runway onto a taxiway. This is termed "fail-active." In this state the autoland system is "one fault away" from disengaging so the "AUTOLAND FAULT" indication should inform the flight crew to monitor the system behavior very carefully and be ready to take control immediately. The system is still fail-active and is still performing all necessary cross-checks so that if one of the flight control computers decides that the right thing to do is order a full deflection of a control surface, the other computer