Some questions about setting minimums in the iniBuilds A310-300:
On the glareshield display, for normal ILS landings, are minimums set using radio altimeter or is baro used?
What about for autoland prodecures? Are actual baro or radio used or should this be set to “zero” for autoland?
Which number should be entered in the FMS field, baro or radio?
In general:
CAT I - Baro
CAT II - III Radio
It can depend on if the 310 is Fail Operational or Fail Passive in the case of which CAT III you can fly. The 320 is Fail Operational, but it’s newer. The 737 is Fail Passive.
Assuming the iniBuilds A310-300 is Fail Passive because it is older than the A320, how does that affect the choice for Baro vs. Radio? I don’t fully understand you comment.
The PMDG 737 allows the choice of either Fail Passive or fail Operational. I’ll check their manual for a hint as well.
Thank you so much for your help!
Sorry, I was trying to keep it short, but wound up being confusing instead! 
CAT I approaches are almost always Baro, and use a Decision Altitude.
CAT II approaches are mostly Radio, and use a Decision Height.
The reason I qualify those is because the FAA leaves words like “typically” in their documentation and I seem to recall at least a CAT II that used Baro…though I don’t recall where.
CAT III, AFAIK, are always Radio with either a Decision Height or an Alert Height.
Again, generally speaking, it goes like this:
CAT III with a Fail Passive autopilot is allowed a DH, usually 50ft, where the pilot must see the landing environment to land.
CAT III with a Fail Operational autopilot is allowed an AH, usually 100ft, where the pilot must only verify electronically that the aircraft is set to land in the landing zone.
That’s a very basic description with a lot of “ifs” and “provideds” in there. 
BTW, the 320 only requires you to enter the AH/DH/DA on the Perf page (I think it is, the 320 has prog stuff on the perf page and vice versa, it’s easier to find than describe!) in either the BARO or RADIO fields.
It sounds like you need to manually set some of this stuff in the 310.
Thank you for setting me on the track to revisit the topic of DA vs DH which, it turns out, is the elementary topic that leads to understanding more about Cat I vs Cat II, etc. etc. Now I understand that the MDA field in the A310 FMS is the same as DA and calls for BARO altitude when applicablle to the type of approach. And, the DH field requires a RADIO altitude when applicable to the type of approach (or just enter it anyway since the aircraft is so equipped). I think I read somewhere that if you are executing an autoland the DH shouild be set to “zero”?
And, yes, the 737 is easier for me in the sense I can choose either BARO or RADIO (depending on the type of approach) at one entry point in the FMS.
Thank you again for the time you have taken to help me learn more.
You’re very welcome. It’s an interesting topic and the weather you can land in in CAT III is fairly amazing!
It’s difficult to say on any given aircraft what programing steps are necessary, because they do have differences.
But, it would be interesting if you did set it to zero. Even in an autoland, there is a decision point and it comes close to the ground in a CAT III.
For the 310 Autoland to function properly you need both APs engaged and the DH set to zero.
There you have it. Thanks @HansOffHelmut!
Interestingly, as I was going through my 320 notes, I had forgotten that my company recently changed the AH setting to 0, which used to be 100ft. The DH is still set at 50ft when appropriate.
I haven’t had the opportunity to do an autoland since the recent change, but it’s another good example of why “always” is usually wrong in aviation!
That’s what I have been doing for autoland: DH at zero. Thanks for confirming. So for “normal” approaches DH is set to Radio altitiude minimum and DA (or MDA) is set to Baro minimum per the approach charts? And would this not be true for other airliners?