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A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
NORMAL PROCEDURES
STANDARD OPERATING PROCEDURES - ILS APPROACH
A330/A340 FLEET PRO-NOR-SOP-18 P 3/12
FCOM 19 AUG 10
Applicable to:
NAVIGATION ACCURACY
NAV ACCURACY...............................................................................................................MONITOR
When GPS PRIMARY is available, no NAV ACCURACY ‐ monitoring is required.
‐ When GPS PRIMARY is lost check on PROG page that the required navigation accuracy is
appropriate to the phase of flight. Monitor NAV accuracy and be prepared to change approach
strategy. If NAV ACCUR DOWNGRAD occurs, use raw data to check navigation accuracy.
‐ The navigation accuracy determines which autopilot modes the flight crew should use, and the
type of displays to be shown on the ND, as well as the use of EGPWS.
NAVIGATION ACCURACY ND
GPS PRIMARY PF PNF AP/FD mode TERR pb
NAV ACCUR HIGH
NAV ACCUR LOW
and NAV ACCURACY
check ≤ 1 nm
ARC or ROSE NAV with NAVAID raw data NAV ON
GPS PRIMARY LOST
and NAV ACCUR
LOW and NAV
ACCURACY check > 1 nm
GPS PRIMARY LOST
and Aircraft flying
within unreliable
radio NAVAID area
ROSE ILS
ARC or ROSE NAV
or ROSE ILS with
NAVAID raw data
HDG or TRK OFF
Applicable to: ALL
APPROACH CHECKLIST
APPROACH CHECKLIST............................................................................................PERFORMED
INTERMEDIATE/FINAL APPROACH (ILS APPROACH ENTERED IN F-PLN)
Applicable to: ,
GENERAL
The objective is to be stabilized on the final descent path at VAPP in the landing configuration, at
1 000 ft above airfield elevation (in instrument conditions, or at 500 ft above airfield elevation in
visual conditions, after continuous deceleration on the glide slope).
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
NORMAL PROCEDURES
STANDARD OPERATING PROCEDURES - ILS APPROACH
A330/A340 FLEET PRO-NOR-SOP-18 P 4/12
FCOM 19 AUG 10
To be stabilized, all of the following conditions must be achieved prior to, or upon reaching this
stabilization height:
The aircraft is on the correct ‐ lateral and vertical flight path
‐ The aircraft is in the desired landing configuration
‐ The thrust is stabilized, usually above idle, to maintain the target approach speed along the
desired glide path
‐ No excessive flight parameter deviation.
If the aircraft is not stabilized on the approach path in landing configuration, at 1 000 ft above
airfield elevation in instrument conditions, or at 500 ft above airfield elevation in visual conditions,
or as restricted by Operator policy/regulations, the flight crew must initiate a go-around, unless
they think that only small corrections are necessary to rectify minor deviations from stabilized
conditions due, amongst others, to external perturbations.
Applicable to:
GENERAL
The objective is to be stabilized on the final descent path at VAPP in the landing configuration, at
1 000 ft above airfield elevation (in instrument conditions, or at 500 ft above airfield elevation in
visual conditions, after continuous deceleration on the glide slope).
To be stabilized, all of the following conditions must be achieved prior to, or upon reaching this
stabilization height:
‐ The aircraft is on the correct lateral and vertical flight path
‐ The aircraft is in the desired landing configuration
‐ The thrust is stabilized, usually above idle, to maintain the target approach speed along the
desired glide path
‐ No excessive flight parameter deviation.
If the aircraft is not stabilized on the approach path in landing configuration, at 1 000 ft above
airfield elevation in instrument conditions, or at 500 ft above airfield elevation in visual conditions,
or as restricted by Operator policy/regulations, the flight crew must initiate a go-around, unless
they think that only small corrections are necessary to rectify minor deviations from stabilized
conditions due, amongst others, to external perturbations.
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
NORMAL PROCEDURES
STANDARD OPERATING PROCEDURES - ILS APPROACH
A330/A340 FLEET PRO-NOR-SOP-18 P 5/12
FCOM 19 AUG 10
Note: ICAO defines the envelope where the quality of the G/S signal ensures a normal capture,
this envelope is within 10 nm , +/– 8 ° of the centerline of the ILS glide path and up to
1.75 rad and down to 0.3 rad (teta being the nominal glide path angle). When arming the
approach well outside of the normal G/S capture envelope, a spurious G/S* engagement
may occur due to a wrong G/S deviation signal. This spurious G/S capture will order a
　
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