Narrative:

I was the pilot flying on this flight; the third leg of the day. Because of increasing fog; with surface visibilities hovering around 1/4 SM; the captain and I had planned for a CAT III autoland; with the captain taking over pilot flying duties descending through 10;000 MSL. The approach had been thoroughly briefed; and I was fully aware of my responsibilities during the CAT III approach and landing. The approach was stable and uneventful with no turbulence. However; an aircraft was cleared for takeoff when we were approximately 2 NM from the runway. All call-outs were made; 'land' was enunciated in green at 400 AGL; and 'flare' was enunciated at 40 AGL as expected. Suddenly; approximately one or two seconds before touchdown; the 'autoland' red enunciator on the glare shield illuminated. I saw the light; but touchdown occurred almost immediately afterwards; so my attention was turned toward my after-landing tasks. However; it became immediately clear that the autopilot was not going to keep the aircraft on the runway; as we almost immediately began to drift towards the right side of the runway. Frankly; in that brief instant I was convinced that we were about to exit the runway; but the captain announced 'go-around' and advanced the thrust levers to the toga setting. The plane became airborne before we exited the runway. The go-around was successful; and the subsequent landing was uneventful. However; because of the previously botched autoland; and because the weather was just barely above CAT I minimums; the captain landed the plane manually on the second attempt. I cannot prove this; but I am convinced that jet-blast from the preceding departing aircraft caused the autoland to malfunction. We were not cleared to land until approximately 1.8 NM from the runway. The preceding aircraft was cleared for takeoff when we were approximately 2 NM from the runway. The entire approach had been smooth; with no turbulence. At approximately 40 ft; as the autopilot entered the flare mode; we encountered a bit of turbulence; presumably from the jet-blast of the departing aircraft. The chain of events that followed happened so quickly that I was essentially useless in alerting the captain to the failure of the autoland. The turbulence quickly led to the 'autoland' red light; which was immediately followed by touchdown; which was immediately followed by our rapid turn towards the right side of the runway. I credit the captain for quickly recognizing the need to go-around and executing a successful balked landing. I am still new to the airbus; having completed training approximately seven months ago; and flying only 40 hours or so per month. I am still learning about the airplane every day. When the red 'autland' light illuminated I was expected to immediately announce a go-around. However; because the approach had been so uneventful; the light was completely unexpected. Though I carefully monitored the autopilot as required; the rapid succession of events that led to a near runway excursion caught me by surprise. Admittedly; the sudden changed of our situation from normal to critical caused me to lose focus. I have never been in a situation quite like this where I went from 'green' to 'red' in an instant. I credit the captain for his quick reaction; as I was not much help at that point. I have flown a handful of autoland approaches in my short career; but now I have a new respect for the red 'autoland' light; and the importance of immediately making the captain aware if it illuminates.

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Original NASA ASRS Text

Title: A321 First Officer experiences an autoland failure annunciation during the flare on a CAT III autoland approach; but does not announce the warning to the Captain and the aircraft veers to the right on touchdown. The Captain initiates a go-around successfully and the next approach is manually flown to landing. The First Officer believes that jet blast from the previous departure caused the autoland failure.

Narrative: I was the pilot flying on this flight; the third leg of the day. Because of increasing fog; with surface visibilities hovering around 1/4 SM; the captain and I had planned for a CAT III autoland; with the captain taking over pilot flying duties descending through 10;000 MSL. The approach had been thoroughly briefed; and I was fully aware of my responsibilities during the CAT III approach and landing. The approach was stable and uneventful with no turbulence. However; an aircraft was cleared for takeoff when we were approximately 2 NM from the runway. All call-outs were made; 'LAND' was enunciated in green at 400 AGL; and 'FLARE' was enunciated at 40 AGL as expected. Suddenly; approximately one or two seconds before touchdown; the 'AUTOLAND' red enunciator on the glare shield illuminated. I saw the light; but touchdown occurred almost immediately afterwards; so my attention was turned toward my after-landing tasks. However; it became immediately clear that the autopilot was not going to keep the aircraft on the runway; as we almost immediately began to drift towards the right side of the runway. Frankly; in that brief instant I was convinced that we were about to exit the runway; but the Captain announced 'go-around' and advanced the thrust levers to the TOGA setting. The plane became airborne before we exited the runway. The go-around was successful; and the subsequent landing was uneventful. However; because of the previously botched autoland; and because the weather was just barely above CAT I minimums; the Captain landed the plane manually on the second attempt. I cannot prove this; but I am convinced that jet-blast from the preceding departing aircraft caused the autoland to malfunction. We were not cleared to land until approximately 1.8 NM from the runway. The preceding aircraft was cleared for takeoff when we were approximately 2 NM from the runway. The entire approach had been smooth; with no turbulence. At approximately 40 FT; as the autopilot entered the FLARE mode; we encountered a bit of turbulence; presumably from the jet-blast of the departing aircraft. The chain of events that followed happened so quickly that I was essentially useless in alerting the captain to the failure of the autoland. The turbulence quickly led to the 'AUTOLAND' red light; which was immediately followed by touchdown; which was immediately followed by our rapid turn towards the right side of the runway. I credit the captain for quickly recognizing the need to go-around and executing a successful balked landing. I am still new to the Airbus; having completed training approximately seven months ago; and flying only 40 hours or so per month. I am still learning about the airplane every day. When the red 'AUTLAND' light illuminated I was expected to immediately announce a go-around. However; because the approach had been so uneventful; the light was completely unexpected. Though I carefully monitored the autopilot as required; the rapid succession of events that led to a near runway excursion caught me by surprise. Admittedly; the sudden changed of our situation from normal to critical caused me to lose focus. I have never been in a situation quite like this where I went from 'green' to 'red' in an instant. I credit the Captain for his quick reaction; as I was not much help at that point. I have flown a handful of autoland approaches in my short career; but now I have a new respect for the red 'AUTOLAND' light; and the importance of immediately making the Captain aware if it illuminates.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.