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© AIRBUS 2005 S.A.S. All rights reserved. Confidential and proprietary document.
Airbus RNP Operations 25 Implementing RNP, October 4-5 2005
International standardisation - Current situation and perspectives
􀁺 Area where EASA-FAA harmonisation is urgently needed:
􀀗Understanding of the overall safety objectives
– ED75/DO236 Airworthiness Criteria
– Use of operational mitigation means to reach the required
objective
􀀗Clarification on the line of demarcation between the
airworthiness approval and operational approval
􀀗Methods for the assessment of operational mitigation means
􀀗Demonstration methods for Flight Technical Error assessment
– How the engine failure needs to be taken into account in the
performance demonstration
© AIRBUS 2005 S.A.S. All rights reserved. Confidential and proprietary document.
Airbus RNP Operations 26 Implementing RNP, October 4-5 2005
Conclusions
􀀹 A large part of the Airbus fleet has the capacity to benefit
from cost-effective RNAV(GNSS) or RNP RNAV approach
implementation
􀀹 Airbus is already involved in RNP SAAAR projects with
several Airlines
􀀹 Airbus will anticipate the future developments of RNP RNAV
Operations, and other approach and landing means, to
optimize the Airbus aircraft capabilities through R&T projects
such as Optimal (www.optimal.isdefe.es)
© AIRBUS 2005 S.A.S. All rights reserved. Confidential and proprietary document.
Airbus RNP Operations 27 Implementing RNP, October 4-5 2005
Conclusions
􀀹 Deploy in priority P-RNAV and RNAV(GNSS) or RNP 0.3
RNAV straight-in (PAN OPS)
􀀹 RNP SAAAR (or equivalent) to be used only when an
operational benefit can be achieved
􀀹 Develop ICAO standards similar to SAAAR, harmonized with
FAA “Public” SAAAR
􀀹 Harmonize regulations between Europe and USA
For authorities and airspace administrations:
© AIRBUS 2005 S.A.S. All rights reserved. Confidential and proprietary document.
Airbus RNP Operations 28 Implementing RNP, October 4-5 2005
Questions ?
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its content. This document shall not be reproduced or
disclosed to a third party without the express written consent
of AIRBUS S.A.S. This document and its content shall not be
used for any purpose other than that for which it is supplied.
The statements made herein do not constitute an offer. They
are based on the mentioned assumptions and are expressed
in good faith. Where the supporting grounds for these
statements are not shown, AIRBUS S.A.S. will be pleased to
explain the basis thereof.
AN EADS JOINT COMPANY
WITH BAE SYSTEMS

1
Airbus A321-211, G-SMTJ and Boeing 737-2E7, EI-CJI
AAIB Bulletin No: 11/2004 Ref: EW/C2004/02/05 Category: 1.1
1.1
INCIDENT
Aircraft Type and
Registration:
1) Airbus A321-211, G-SMTJ
2) Boeing 737-2E7, EI-CJI
No & Type of Engines: 1) 2 CFM56-5B3/P turbofan engines
2) 2 Pratt & Whitney JT8D-17 turbofan
engines
Year of Manufacture: 1) 2003
2) 1982
Date & Time (UTC): 29 February 2004 at 1038 hrs
Location: Manchester Airport
Type of Flight: 1) Public Transport (Passenger)
2) Public Transport (Passenger)
Persons on Board: 1) Crew - 8
2) Crew - 5
Passengers - 220
Passengers - 122
Injuries: 1) Crew - None
2) Crew - None
Passengers - None
Passengers - None
Nature of Damage: Nil
Commanders' Licence: 1) Airline Transport Pilot's Licence
2) Airline Transport Pilot's Licence
Commanders' Age: 1) 43 years
2) 44 years
Commanders' Flying
Experience:
1) 11,500 hours
(of which 2,600 were on type)
Last 90 days - 155 hours
Last 28 days - 58 hours
2) 12,400 hours
(of which 6,000 were on type)
Last 90 days - 180 hours
Last 28 days - 80 hours
Information Source: AAIB Field Investigation
Synopsis
The incident occurred when G-SMTJ was accelerating for takeoff on Runway 06 Left (L) and EI-CJI
taxied across the runway ahead of it; both aircraft had been cleared by Air Traffic Control to execute
their respective manoeuvres. The flight crew of G-SMTJ rejected their takeoff thus averting the risk
of a collision. The ATC procedures at Manchester and other airports controlled by National Air
Traffic Services controllers are being reviewed with a view to increasing standardisation.
　
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