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approach and NAV database validation” and the FMGS Pilot’s guide (Refer to 99 Duref
Cible FCOM and Refer to 99 Duref Cible FCOM).
�� For RNAV approach WITH GPS PRIMARY:
Unless an instrument approach procedure, not requiring GPS PRIMARY, is available at
destination or destination alternate (and at required takeoff alternate, and enroute alternate),
the GPS PRIMARY availability must be verified before flight.
RAIM is available worldwide, if 24 or more GPS satellites are operative.
If the number of GPS satellites is 23 or less, check RAIM availability, using the approved
version of the Honeywell ground-based prediction software.
If the GPS PRIMARY availability cannot be verified before flight, RAIM availability can be
checked in flight, using the PREDICTIVE GPS MCDU page.
Note: For RNP AR (SAAAR, or equivalent), before flight, the flight crew must check that
the GPS Primary is predicted available for the ETA. This prediction should take into
account the terrain environment.
Before starting the approach, check that GPS PRIMARY is available on both MCDUs.
If the GPS PRIMARY LOST indication appears on the ND during the approach, discontinue
the approach, unless:
‐ GPS is not required and navigation accuracy is confirmed against the radio NAVAID raw
data, or
‐ For RNAV approach not requiring GPS, HIGH accuracy appears on the MCDU with the
appropriate RNP value.
‐ If GPS PRIMARY is lost on only one FMGC, the approach can be continued, using the
AP/FD associated to the other FMGC.
If the FM/GPS POS DISAGREE ECAM caution is triggered during the approach, discontinue
the approach.
If the FMS1/FMS2 POS DIFF message is triggered during the approach, discontinue the
approach, unless radio navaid raw data is available and indicates correct navigation to
continue the approach by using the AP/FD associated to the non-affected FMGC side.
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
NORMAL PROCEDURES
STANDARD OPERATING PROCEDURES - NON PRECISION APPROACH
A330/A340 FLEET PRO-NOR-SOP-19 P 9/24
FCOM 19 AUG 10
�� For RNAV approach without GPS PRIMARY (Not applicable for RNP AR (SAAAR or
equivalent)::
Before starting the approach, check FM position accuracy with radio NAVAID raw data.
Check, in addition, that HIGH accuracy is displayed on the MCDU with the specified RNP
value.
If HIGH accuracy is lost on one FMGC, the approach can be continued with AP/FD associated
to the other FMGC.
If HIGH accuracy is lost on both FMGCs, discontinue the approach.
If the FMS1/FMS2 POS DIFF message is triggered during the approach, discontinue the
approach, unless radio NAVAID raw data is available and indicates correct navigation to
continue the approach by using the AP/FD associated to the non-affected FMGC side.
Applicable to: ALL
GUIDANCE FOR LOC NON PRECISION APPROACHES
The Standard Operating Procedure of this section can be used for flying LOC or LOC B/C
approaches, provided the following approach guidance items are observed. The FM NAV mode
can be used down to LOC or LOC B/C interception.
For LOC or LOC B/C intermediate and final approach, use the LOC or LOC B/C AP/FD mode for
lateral navigation, associated with the FPA (or V/S) for vertical navigation. Vertical navigation must
be monitored using raw data (altimeter, distance to the runway given by radio-navaid).
Applicable to: ALL
APPROACH SPEED TECHNIQUE
In all cases, the crew should use managed speed.
The standard speed technique is to make a stabilized approach using AP/FD and A/THR:
The aircraft intercepts the final descent path in landing configuration, and at VAPP. For this
purpose, the flight crew should insert VAPP as a speed constraint at the FAF
If the operator adopts a decelerated approach technique and the crew uses managed guidance,
the aircraft should intercept the final descent path at S speed in CONF 1.
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 final descent path).
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
A330/A340 FLIGHT CREW
OPERATING MANUAL
PROCEDURES
NORMAL PROCEDURES
STANDARD OPERATING PROCEDURES - NON PRECISION APPROACH
A330/A340 FLEET PRO-NOR-SOP-19 P 10/24
FCOM 19 AUG 10
‐ The thrust is stabilized, usually above idle, to maintain the target approach speed along the
　
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