RNAV-GNSS

Flight Operations Support & Services

N NE
NW

E
W

SE

SW S

BARO-
Wide Area Augmentation
System’s (WAAS):
getting to grips with
VNAV In 2003 WAAS was made

. RNP APCH operations

Required
RNP AR
available to aviation,
We benefit
Navigation from RNAV
Performance
correspond to (Area Navigation)
RNAV(GNSS) or with Autorization Required GPS
(Global Positioning
RNAV(GPS) operations. FEBRUARY 2009
System)
For these operations, the
LESLIE MANCHANDA JUNE 2015
 TECHNICAL GUIDELINES O1 PBN EDITION N°2 4
Guidelines for RNP APCH operations also known as RNAV (GNSS)

OPERATIONAL CRITERIA

3 OPERATIONAL CRITERIA
An RNAV(GNSS) approach covers three possible types of approach procedure:

Non-precision approach Identified on the IAC chart by the minima line LNAV - MDA/MDH

APV BaroVNAV approach Identified on the IAC chart by the minima line LNAV/VNAV - DA/DH

APV SBAS approach Identified on the IAC chart by the minima line LPV - DA/DH

When published on the same RNAV(GNSS) chart, these three final approaches have an initial and intermediate
approach, as well as a common missed approach.

a) non-precision approach - RNAV(GNSS) LNAV

RNAV(GNSS) LNAV approaches are not associated with a vertical track in space.

- Lateral guidance is by means of the RNAV/GNSS system and is based on GNSS positioning
Non-Precision
- Approach
Vertical flight - RNAV(GNSS)
management APV BaroVNAV
is exactly the same as for non-precision approaches–(VOR/DME,
RNAV(GNSS) NDB,LNAV/
etc.), using
LNAVeither the V/S (vertical speed) or the FPA (flight path angle),
VNAVor the (baro) VNAV function, depending on the
operator's choice and the capability of the aircraft. In accordance with EU OPS, non-precision approaches
RNAV(GNSS) meeting CDFA LNAVcriteria must beare
approaches carried
not out using the CDFA technique. See CDFA
Lateral appendix
guidance is by on this subject.
means of the
PROCEDURES
associated with a vertical
For a non-precision RNAV(GNSS)
track in space. RNAV/GNSS system and
/ LNAV minima approach: The operator must comply with the
is based on
SPECIAL OPERATIONS
 Lateral guidance
requirements
A320 of is by means
EASA of the(chapter
AMC 20-27 RNAV/ 10 and appendix 4) GNSS positioning
GNSS FLIGHTsystem
CREW and is basedREQUIRED
on NAVIGATION PERFORMANCE (RNP)
GNSS
OPERATING MANUAL
positioning
b) APV BaroVNAV – RNAV(GNSS) LNAV/VNAV
-  Vertical guidance uses the (baro)
GENERAL
VNAV function, 

-Vertical
Applicable to: ALL
Lateral guidance
flight management is by meansis of the the
exactly RNAV/GNSS system and is based on GNSS positioning
Ident.: PRO-SPO-51-A-00015857.0001001 / 09 SEP 14

GENERAL - same as
Vertical for non-precision
guidance uses the (baro)approaches
VNAV function, for which the certification criteria are included in EASA AMC
(VOR/DME,
20-27. NDB, etc.), using either
The Performance Based Navigation (PBN) concept implies that the aircraft follows the defined
track with athe V/Snavigation
requested (vertical speed)TheorPBN
performance. the FPARNAV and RNP operations.
includes
For an APV BaroVNAV (LNAV/VNAV minima) approach: the operator must comply with the requirements of
Contrary to(flight
RNAV operations,
path angle), 
 require that the aircraft system monitors the
RNP operations
EASAperformance
navigation AMC 20-27 (chapter
and alerts 10if and
the flight crew appendix
the requested 4):
navigation performance is no
longer achieved.
For RNAV and RNP operations, an operational approval from the airline's national authorities may
c) APV SBAS – RNAV(GNSS) LPV
-be
 required.
The AFM provides regulatory compliances associated with PBN operations.
- Lateral and vertical guidance use the RNAV/GNSS system and are based on GNSS positioning using the GPS
Ident.: PRO-SPO-51-A-00015858.0001001 / 09 SEP 14
signal and the SBAS. The system certification criteria for this type of approachRNP
REQUIRED are included
APCHinEQUIPMENT
EASA AMC 20-28.
PBN NAMING VS. CHARTS NAMING
This is for example the WAAS in the United States and EGNOS in Europe.
To carry out an APV SBAS approach and benefit from LPV The minimum
minima, equipment
the operator mustrequired
conform to
to the
requirements of EASA AMC 20-28 NPA 2009-04 (chapter 10 andperform
appendixRNP
3): APCH operations is: -
OneFMS

- OneGPS

- OneMCDU
- OneFD
-One PFD on the PF side
- One ND on the PF side
- Two FCU channels
 Ident.: LIM-22-10-00001917.0051001 / 18 MAR 11
Applicable to: A6-ANA, A6-ANB, A6-ANE, A6-ANF, A6-ANG, A6-ANH, A6-ANI, A6-ANL, A6-ANM, A6-ANN, A6-ANO, A6-ANP, A6-ANQ,
A6-ANR, A6-ANS, A6-ANT, A6-ANU, A6-ANV, A6-ANW, A6-ANX, A6-ANY, A6-ANZ, A6-AOA, A6-AOB, A6-AOC, A6-AOD, A6-AOE,
LIMITATIONS
A6-AOF, A6-AOH, A6-AOI, A6-AOJ, D-AXAE

FMGS lateral and vertical navigation has been certified for after takeoff, en route, and terminal area
RNPoperations,
accuracyforwith
instrument
GPS approach
PRIMARY, procedures (except
or radio ILS, LOC,
updating, LOC-BC,
has beenLDA, SDF and MLS),
demonstrated to be:
and for missed approach procedures.
RNP accuracy with GPS PRIMARY, or radio updating, has been demonstrated to be:
With AP OFF and
With AP ON in NAV With AP OFF and FD OFF
FD ON in NAV
En route 1 nm 1 nm 1.1 nm
In terminal area 0.5 nm 0.51 nm 0.51 nm
In approach 0.3 nm 0.3 nm Not authorized

Without GPS PRIMARY (or GPS deselected or inoperative), the accuracy has been demonstrated,
provided
Without GPSthePRIMARY
appropriate(orRNPGPSvaluedeselected
is checked ororentered on the MCDU,
inoperative), and HIGH accuracy
the accuracy has been is
displayed. provided the appropriate RNP value is checked or entered on the MCDU, and
demonstrated,
HIGH The aircraft is is
accuracy capable of conducting RNP AR/SAAAR operations to a minimum RNP accuracy value
displayed.

The of 0.3 when
aircraft operated inofaccordance
is capable conducting withRNP
the recommendations provided intothea Aibus
AR/SAAAR operations Airworthiness
minimum RNP accuracy
valueCompliance
of 0.3 when Document (ACD)inreference
operated SA34D0929625
accordance rev 1 or higher, Flight Crew
with the recommendations Operating
provided in the Aibus
Manual (FCOM)
Airworthiness and bulletins.
Compliance Document (ACD) reference SA34D0929625 rev 1 or higher, Flight
Crew Operating Manual (FCOM) and bulletins.
RNP 0.3 has been demonstrated in normal and non normal conditions, based on the operational
RNPassumptions
0.3 has been of thedemonstrated
ACD for the following modes:
in normal and non normal conditions, based on the
‐ Departure in NAV mode,
operational assumptions of the ACD for the following modes:

‐ Initial approach
- Departure in NAVinmode,

NAV or APP NAV modes,
‐ Final
- Initial approachininNAV
approach FINALorAPP
APP mode,
NAV modes,
‐ Missed approach in NAV mode.
- Final approach
Note: in FINAL
Use of AP for RNPAPP mode, -isMissed
AR operations approach
recommended in NAV mode.
(see ACD).
Note:The
UseFMGS is also
of AP for certified
RNP AR foroperations
navigation within BRNAV, PRNAV, RNP-4 and RNP-10 airspace. RNP
is recommended
10 oceanic/remote area operations are approved with GPS PRIMARY, or without GPS PRIMARY
(or GPS
Obstacle deselectedand
clearance or inoperative),
adherenceprovided time limitations
to airspace in IRSremains
constraints only navigation (acceptable
the flight crew'sto
operational authorities),
responsibility. Fuel, time are established.
predictions/performance information is provided for advisory
FMGS only.
purposes approval is based on the assumption that the navigation database has been validated for
intended use.
NAVObstacle
mode may be used
clearance after takeoff,
and adherence provided
to airspace FMGS
constraints runway
remains theupdating
flight crew'shas been checked.
responsibility.
Fuel, time predictions/performance information is provided for advisory purposes only.
NAV, or NAV and FINAL APP mode may be used for VOR, VOR/DME, NDB, NDB/DME or
NAV mode may be used after takeoff, provided FMGS runway updating has been checked.
RNAV (including GPS) approach, but not for ILS, LOC, LOC-BC, LDA, SDF, or MLS final
approach.

FINAL APP mode guidance capability with GPS PRIMARY has been demonstrated
ABY A320 FLEET
down to
LIM-22-10 P 3/6
MDH/DH (barometric) 250 ft.
FCOM ←C 18 MAR 15
. For GPS approach, GPS PRIMARY must be available.

RNAV approach without GPS PRIMARY may be performed only if the radio NAVAID
coverage supports the RNP value and HIGH accuracy is displayed on the MCDU with
the specified RNP, and operational approval is obtained. 

RNP APPROACH -RNAV GNSS -SOP’s

FLIGHT PREPARATION

Use a prediction tool to check the GPS PRIMARY availability for the estimated time of
operation. It ensures that the RNP criteria will be met during approach. This prediction should
take into account the terrain environment.

DESCENT PREPARATION DESCENT

WEATHER AND LANDING GPS PRIMARY ON BOTH FMS...............CHECK

INFORMATION……………….…OBTAIN
- For RNAV(RNP) approaches, GPS PRIMARY
must be available on both FMS (GPS PRIMARY
- The FMS vertical profile does not LOST not displayed on NDs).
take into account the effect of low
OAT. Therefore, vertical managed GPS 1+2.........................CHECK both in NAV
guidance:
- Both GPS must be in NAV on the GPS
• Must not be used when the MONITOR Page. 

actual OAT is below the
minimum temperature
- Both GPS and both FMS must
indicated on the approach
available before the IAF. Thus, if one
chart or defined by the FMS is inoperative or if one 

Operator, or 
 GPS is not in NAV before the IAF,
• May not be used when RNAV(RNP) is not allowed.
temperature corrections are
required (FINAL APP mode TERR on ND...................................AS RQRD 

may not engage). 

- Verify that wind is within
limits. 

- Use of QNH from a remote
station is prohibited. 

GPS PRIMARY AVAILABILITY

NAVAID…………..…… DESELECT For RNP operations requiring RAIM/AIME

check:
- Deselect all NAVAIDS on DATA/POSITION RAIM and AIME are available
MONITOR/SEL NAVAIDS.
 worldwide, if 24 GPS satellites or
PROG page.............................COMPLETE more are operative.

- Insert the reference waypoint or If the number of GPS satellites is 23 or less,

RWY threshold in the BRG/DIST field check RAIM/AIME availability using the
for position monitoring during approved
approach. 

RAIM availability may be checked using the
- Check/insert the RNP value in the
PREDICTIVE GPS MCDU page
6L field.
GO AROUND STRATEGY..........
REVIEW

- The briefing should include a review of the

 RNP APPROACH -RNAV GNSS -SOP’s

. GENERAL 

RNP APCH operations correspond to RNAV(GNSS) or RNAV(GPS)
operations. For these operations, the GPS is required to support the RNP
value of 0.3 nm. 


DESCENT PREPARATION
INITIAL/INTERMEDIATE/FINAL APPROACH
WEATHER AND LANDING
POSITION.......................................... MONITOR
INFORMATION........................................OBTAI
N
- Check that ATC clearances allow the aircraft to
fly through the capture area of vertical profile.
- The FMS vertical profile does not take
After a radar vectoring, consider a DIR TO RDL
into account the effect of low OAT.
IN to sequence the F/PLN.
Therefore, vertical managed guidance:
• Must not be used when the actual
APPR pb on FCU ....................................PRESS
OAT is below the minimum temperature
APP NAV.............CHECK ARMED or
indicated on the approach chart or
ENGAGED
defined by the Operator, or 

FINAL.......................................CHECK ARMED
• May not be used when
temperature corrections are required - Check that the V/DEV scale is displayed on
(FINAL APP mode may not engage). 
 the PFD. 

- For RNAV (GNSS) approach with - At the Final Descent Point, a blue arrow on
LNAV VNAV minima, use of QNH from a ND indicates that FINAL APP engagement 

remote station is prohibited. conditions are met. 


F-PLN A page............................ CHECK 


- 0.1 degree of difference
between the MCDU and the charted final
vertical path is acceptable 

- 1 degree of difference between the . At the Final Descent Point :
MCDU and the charted final lateral track
is acceptable 
 FINAL APP..........................CHECK
- 3 degree of difference between the
MCDU and the charted final lateral track GO AROUNDALTITUDE...........................
is acceptable for 

conventional radio NAVAID approach. SET

PROG page.....................COMPLETE 
 FLIGHT PARAMETERS...............MONITOR 


- Insert the reference RWY threshold in - Monitor XTK error on ND. 

the BRG/DIST field for position - Monitor V/DEV on PFD. 

monitoring during approach.
- Crosscheck distances versus
QRC……………………………REVIEW
 altitudes as published on the charts. -
If approaching on a conventional
radio NAVAID procedure, monitor the
lateral and vertical guidance using
raw data.
The PM calls out
if excessive deviation occurs: • XTK >
0.1 nm

• V/DEV > 1⁄2 dot 

On the vertical scale, one dot
corresponds to 100 ft. Thus 1⁄2 dot is
50 ft. 




SOP’s

. AT ENTERED MINIMUM +100 FT
 MANAGEMENT OF DEGRADED

NAVIGATION

ONE HUNDRED ABOVE..............MONITOR OR - Use the appropriate remaining AP/

ANNOUNCE .
 FD in the following cases: • GPS
Below minimum, the visual references
must be the primary reference until PRIMARY LOST on one ND

landing. 
 • NAV ACCUR DOWNGRADE on
one FMGS.

. ︎ If visual references are sufficient: - Discontinue the approach in the

CONTINUE...........................ANNOUNCE following cases, if external visual
AP................................................. OFF 
 references are not sufficient to
- At minimum -50 ft, if the AP is still
proceed visually:

engaged, the message DISCONNECT
AP FOR LDG pulses on the FMA to • GPS PRIMARY LOST on both NDs

remind the flight crew that automatic • XTK > 0.3 nm 

landing is not available. 
 • NAV FM/GPS POS DISAGREE on
FD................................................ OFF 
 ECAM

- The PF orders the PM to set FDs OFF. 
 • NAV ACCUR DOWNGRADE on
TRK FPA................................... SELECT both FMGS. 

RUNWAYTRACK.................CHECK/SET 

- If needed, the PF orders the PM to set
the runway track. 

︎ If visual references are not sufficient:
 ︎ For RNAV(GNSS) approaches with
GO AROUND...................ANNOUNCE 
 LNAV/VNAV minima:
- Initiate a go around. 

- Discontinue the approach in the case of
deviation of 75 ft below the vertical path (V/

 DEV>3⁄4 dot).

FLIGHT PARAMETERS..............MONITOR Following PM flight parameter

- The PF announces any FMA
modification.
- The PM calls out, if: 
 • Acknowledge the PM callout, for proper
• The speed goes lower than the
speed target -5 kt , or greater than
the speed target +10 kt •
The pitch attitude goes lower than -2.5
°, or greater than +10 ° nose up


• The bank angle becomes greater
than 7 °
exceedance callout, the suitable PF
response will be:
crew coordination purposes

• Take immediate corrective action to control
the exceeded parameter back into the
defined 

stabilized conditions

• Assess whether stabilized conditions will be
recovered early enough prior to landing, 

otherwise initiate a go-around. 




• The descent rate becomes greater
than 1 000 ft/min 

DEFINITIONS

1) Aircraft-based augmentation system 7) Receiver autonomous integrity monitoring

(AB)AS (RAIM)

A system which augments and/or integrates

the information obtained from the other GNSS
elements with information available on board
the aircraft. The most common form of ABAS
is the receiver autonomous integrity
monitoring (RAIM).
2) Area navigation (RNAV)
A technique used in a GPS receiver/processor to
determine the integrity of its navigation signals,
using only GPS signals or GPS signals enhanced
with barometric altitude data. This determination
is achieved by a consistency check between
redundant pseudo-range measurements. At least
one additional available satellite is required with
respect to the number of satellites that are
needed for the navigation solution.

A navigation method that allows aircraft to operate

on any desired flight path within the coverage of
ground- or space-based navigation aids, or within
the limits of the capability of self-contained aids,
or a combination of both methods.
3)Flight technical error (FTE)
8)Total system error (TSE)
The difference between the true position and the
desired position. This error is equal to the sum of
the vectors of the path definition error (PDE), the
flight technical error (FTE), and the navigation
system error (NSE).

The FTE is the accuracy with which an aircraft is 9)Fly-by way-point -

controlled as measured by the indicated aircraft
position with respect to the indicated command or
desired position. It does not include blunder
errors.
A way-point which requires turn anticipation to
allow tangential interception of the next segment
of a route or procedure.

4)Required Navigation Performance (RNP)

Area navigation specification that includes the
performance control and alerting requirement,
designated by the prefix RNP; e.g., RNP 4, RNP
APCH, RNP AR APCH.
10)Fly over way-point
Area navigation specification that includes th A
way-point at which a turn is initiated in order to
join the next segment of a route or procedure.

5)Area Navigation (RNAV)

Area navigation specification that does not

include the performance control and alerting
requirement, designated by the prefix RNAV; e.g.,
RNAV 5, RNAV 2, RNAV 1.

6)Performance-based navigation (PBN)

The FTE is the accuracy with which an aircraft i

Performance-based area navigation requirements
applicable to aircraft conducting operations on an
ATS route, on an instrument approach procedure,
or in a designated airspace.
 BARO VNAV PRECAUTIONS

TECHNICAL GUIDELINES O1 PBN EDITION N°2

22
BARO VNAV – ASSOCIATED RISKS, PRECAUTIONS FOR USE
Guidelines for RNP APCH operations also known as RNAV (GNSS)

There are two possible situations for using the (Baro) VNAV function:
7.5 USE OF BARO VNAV – ASSOCIATED RISKS, PRECAUTIONS FOR USE
1. Either to manage the vertical plane of non-precision approaches (to help with CDFA)
There are two possible situations for using the (Baro) VNAV function:
2. Or to carry out an APV BaroVNAV (required function)
1. Either to manage the vertical plane of non-precision approaches (to help with CDFA)
2. Intoboth
Or carrycases, theBaroVNAV
out an APV pilots must takefunction)
(required the usual precautions:
In both cases, the pilots must take the usual precautions:
Altimeter setting
7.5.1 Altimeter setting
The pilots must know that the vertical flight path in Baro VNAV is influenced by altimeter
The pilots must know that the vertical flight path in Baro VNAV is influenced by altimeter setting errors. These
setting
errors errors.
may notThese errors
be detected by may not be detected
a cross-check by altimeter
between the a cross-check between
reading and the given
the values altimeter
on the
reading
approachand the
chart values
(altitude given on
– distance the approach chart (altitude – distance verification).
verification).

RNAV(GNSS) LNAV/VNAV
RNAV(GNSS) LNAV/VNAV approaches
approaches are not authorised
are not authorised if there
if there is no local is no
altimeter local
setting altimeter
(local QNH). setting
(local QNH).

Display error of 10 HPa (e.g.: 996 HPa instead

of 1006 HPa) glide slope offset 300 ft upwards:
300ft
risk of approach destabilisation on transition to
visual flight

300 ft QNH correct (e.g.

1006 HPa)

Display error of 10 HPa (e.g. 1016

HPa instead of 1006 HPa) glide slope
offset 300 ft downwards: risk of CFIT

It is also important for the pilot to have recent altimeter setting information. The crew should thus request
confirmation of the altimeter setting before passing the FAF.
 BARO VNAV PRECAUTIONS

Effect of temperature
If TECHNICAL GUIDELINES
the temperature O1 PBN
is significantly different from the ISA value, the Baro VNAV EDITION N°2
23
vertical plane will be different from the nominal plane of the procedure, with no
Guidelines for RNP APCH operations also known as RNAV (GNSS)
effect on the information presented to the pilot. Thus a vertical slope based on the
altimeter information will be shallower in cold weather and steeper in hot weather
7.5.2 without
Effect of temperature
there being any vertical deviation displayed on the pilot's vertical deviation
indicator
If the temperature is significantly different from the ISA value, the Baro VNAV vertical plane will be different from
the nominal plane of the procedure, with no effect on the information presented to the pilot. Thus a vertical slope
based on the altimeter information will be shallower in cold weather and steeper in hot weather without there
being any vertical deviation displayed on the pilot's vertical deviation indicator. (see diagram)

at ISA +15°c, VPA = 3.2°

at ISA, VPA = 3°

at ISA - 30°c, VPA = 2.6°

Example of the effect of temperature on a BaroVNAV vertical profile for an aerodrome situated at sea
level. For a nominal slope (black line) of 3°, the actual slope will be 2.6° for ISA -30 (red line) and
therefore closer to any obstacles, and will be 3.2° for ISA+15°(blue line) and thus steeper.

7.5.3 Temperature correction

On certain avionics equipment, it is possible to enter the temperature at the airport, so that the system can
correct the vertical profile in Baro VNAV.
 NDB-DME
Ident.: PRO-NOR-SOP-18-A-00014489.0004001 / 29 MAY 13
Applicable to: A6-ANA, A6-ANB, A6-ANE,
(1)  The FINAL APP is the recommended A6-ANF, A6-ANG, A6-ANH, A6-ANI, A6-ANL, A6-ANM, A6-ANN, A6-ANO, A6-ANP, A6-ANQ,
guidance mode for this type of approach.
A6-ANR, A6-ANS, A6-ANT, A6-ANU, A6-ANV, A6-ANW, A6-ANX, A6-ANY, A6-ANZ, A6-AOA, A6-AOB, A6-AOC, A6-AOD, A6-AOE,
A6-AOF, A6-AOH, A6-AOI, A6-AOJ, D-AXAE

ThisCircling
For table provides Guidance
Approach, Refer toModes
GUIDANCE
For Visual Approach, Refer to Visual Approach
thatApproach
Circling may be used depending on the Approach Types.
Guidance Modes per Approach Types
LOC G/S CROSS-REFERENCE
FINAL APP TABLE
LOC FPA NAV FPA TRK FPA
Ident.:ILS / MLS
PRO-NOR-SOP-18-A-00014489.0004001
Refer to APPR/ 29 MAY 13
Applicable to: A6-ANA, A6-ANB, A6-ANE, N/A N/A N/A N/A
/ GLS using LOCA6-ANF,
G/S A6-ANG, A6-ANH, A6-ANI, A6-ANL, A6-ANM, A6-ANN, A6-ANO, A6-ANP, A6-ANQ,
A6-ANR, A6-ANS, A6-ANT, A6-ANU, A6-ANV, A6-ANW, A6-ANX, A6-ANY, A6-ANZ, A6-AOA, A6-AOB, A6-AOC, A6-AOD, A6-AOE,
Refer to APPR
A6-AOF, LOC ONLY
A6-AOH, A6-AOI, A6-AOJ, D-AXAE
N/A N/A using FPA N/A N/A
ILStable
This G/S provides
OUT Guidance Modes that may be used depending
Guidance on the Approach Types.
Refer to APPR
LOC B/C N/A
Guidance
N/A
Modes N/A
per Approach Types
N/A using FPA
LOC G/S FINAL APP LOC FPA NAV FPA TRK FPA
Guidance
ILS / MLS
RNAV(GNSS) Refer to APPR
ReferN/A
to APPR N/A N/A N/A
with/ LNAV/VNAV
GLS using N/A
LOC G/S
using FINAL APP
N/A Not Authorized Not Authorized
LOCminima
ONLY Refer to APPR
N/A Refer to N/A using FPA
Refer to APPR N/A N/A
ILS G/S OUTwith
RNAV(GNSS) Guidance
N/A APPR using N/A
using FPA Not Authorized
LNAV minima FINAL APP (1) Guidance Refer to APPR
LOC B/C
RNAV(GNSS) N/A N/A N/A N/A using FPA
N/A Not Authorized N/A Not Authorized NotGuidance
Authorized
with LPV minima
RNAV(GNSS)
On the RNAV(GNSS) approach charts Continued on the following page
Referfor which there is an APV BaroVNAV
to APPR approach
with LNAV/VNAV N/A
(presence of LNAV/VNAV minima),using a minimum N/A Not Authorized
FINAL APPtemperature use is published.
Not Authorized
minima
AsRNAV(GNSS)
a general rule, Refer
thetoFMS (Baro)VNAV function
Refer to when
APPR the temperature is
withpilots should not use
ABY A320
below the FLEET N/Apublished
temperature limit APPR
on using
the approachN/Achart. using FPA Not Authorized
PRO-NOR-SOP-18-A P 2/6
LNAV minima FINAL APP (1) Guidance
FCOM ←B→ 18 MAR 15
TheRNAV(GNSS)
associated non-precision approach (LNAV) can be performed but management of the
with LPV
vertical should useN/A
minima
plane Not Authorized
another flight N/A speed
technique (vertical Not(V/S)
Authorized Notpath
or flight Authorized
angle
(FPA). Continued on the following page

Pilots should then apply the cold temperature corrections necessary to comply with the
different published minimum altitudes, i.e.:
ABY A320 FLEET
-  The PRO-NOR-SOP-18-A
altitude heights for the final segment (FAF, SDF, altitude/distance table); 
P 2/6
FCOM ←B→ 18 MAR 15

-  The MDA/H; and 


-  The V/S and/or FPA values. 


1. If temperature variations cannot be compensated for by avionics system, APV
BaroVNAV approach is not allowed when temperature transmitted to the crew is lower
than limit temperature published on the approach chart. 

2. If temperature variations can be compensated for by avionics system, APV
Baro VNAV approach is allowed but pilots must then apply cold temperature
corrections required to comply with DA/DH. 

 RNAV(GNSS) CHART

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ACFT MAX 65/7

REFERS TO AIRCRAFT
WITH A WING SPAN OF
MORE THAN 65 m OR A VNAV MINIMA
VERTICAL DISTANCE TO BE USED FOR
BETWEEN FLIGHT PATH OF
THE LANDING GEAR & RNAV(GNSS)
GLIDE PATH ANTENNA OF APPROACHES .
MORE THAN 7m.