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Lateral guidance managed by the FM and vertical guidance selected by the crew using NAV-FPA modes. This strategy may be used for approach with minima defined as a minimum descent altitude (MDA), and shall be used for approaches which are conducted when the temperature is below the approved limit.

NAVIGATION ALERTS General
A managed approach can be continued following a NAV ACCUR DOWNGRAD if raw data indicates that the guidance is satisfactory.
RNAV and GPS Approach
Both GPSs must be available and GPS PRIMARY displayed on both MCDUs prior to commencing the approach. However once the approach has commenced, note that a single failure, such as NAV GPS 1 FAULT, will not cause the loss of GPS PRIMARY, since the remaining GPS will update both FMGS. If GPS PRIMARY LOST is displayed on the ND(s), it will be accompanied by a triple-click aural alert, even though NAV ACCURACY HIGH may still be displayed.
Crew procedures following a NAV FM/GPS POSITION DISAGREE caution, or if GPS PRIMARY LOST is displayed on one or both NDs, depends on whether the approach is standalone, or in overlay to a radio navaid procedure. FCOM
3.03.19 and QRH refer.

A330/A340 6.50.5 Non-precision Approach
FCTM REV 1 (6 JUN 05)
F-PLN CROSSCHECK
The approach in the navigation database must be validated by scrupulous comparison between the database profile and the published procedure.
The following graphics show a particular case in which the final descent approach path is equal to zero and the MAP is beyond the runway threshold. This approach may not be flown in managed vertical modes. FCOM 3.03.19 refers.

6.50.6

A330/A340 Holding And Approach
REV 1 (6 JUN 05)
FCTM Non-precision Approach

A330/A340 6.50.7 Non-precision Approach
FCTM REV 1 (6 JUN 05)
Some charts provide a table of DME versus altitude. On those charts which do not have this table, an expected FPA for the final approach can be calculated by dividing the first 2 digits of the height at the FAF by the distance to go, e.g. 2000 ft at 6 nm equates to a 3.3. approach path. When using this method ensure that the FAF crossing height is used, i.e. the figure in brackets on the chart and not the FAF crossing altitude.
INITIAL APPROACH Navigation Accuracy
Confirm GPS PRIMARY.
For RNAV and GPS approaches, 2 FMGS and 2 GPS are required to commence the approach. The GPS MONITOR page must display NAV for both GPSs. Both FMGS must be in GPS PRIMARY.
For non-precision approaches referenced to ground based radio aids, if GPS PRIMARY is not available, check the navigation accuracy to confirm that the planned approach strategy remains valid. If managed guidance does not correspond with raw data, the use of selected guidance is mandatory. FCOM
3.03.19 refers.
Flying Reference
The FPV/FPD shall be used for all non-precision approaches.
INTERMEDIATE APPROACH Approach Phase Activation
Normal approach stability requirements apply to non-precision approaches. However, as non-precision approaches are rarely flown, consider inserting a speed constraint of VAPP at the FAF to ensure a timely deceleration.
Final Course Interception
Do not modify the MCDU F-PLN, either laterally or vertically, from the final approach course fix to the runway threshold or missed approach point.
For RNAV and GPS approach, ensure that the RNP automatically sequences to the approach value. Typically, this occurs approximately 5 nm prior to the intermediate approach fix (IF). The RNP approach value is 0.30 nm for a DCDU equipped aircraft, and 0.37 nm for a non-DCDU equipped aircraft. If the RNP does not automatically sequence, then the approach may be continued provided the relevant RNP is manually entered.
6.50.8

A330/A340 Holding And Approach REV 1 (6 JUN 05)
FCTM Non-precision Approach
Ensure that the aircraft is laterally stabilised on the final approach course before reaching the final approach fix (FAF). It acceptable to go direct to the approach fixes or use the RADIAL IN function, provided the inbound course is closely aligned with the final approach course and the resulting change to aircraft course at the FAF is small.
　
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