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was then given take-off clearance and the crew commenced their normal procedures including
standard calls between the two pilots. With G-SMTJ accelerating, the commander then heard a
clearance for EI-CJI to cross Runway 06L. His impression was that the aircraft accelerated very
rapidly past 'DZ1' and onto the runway. As EI-CJI entered the runway, G-SMTJ was at a speed of
greater than 100 kt and the commander made the decision to abort the takeoff and carried out the
Airbus A321-211, G-SMTJ and Boeing 737-2E7, EI-CJI
6
appropriate actions. G-SMTJ had stopped before Taxiway 'D' and was then given clearance to vacate
the runway at 'F'. When asked, the commander stated that the aircraft's external lights were switched
on.
EI-CJI
On approach to Runway 06R, the crew were advised that, after landing, they could roll to the end of
the runway and vacate at 'Tango'. On landing, the crew saw a preceding Boeing 737, which had
vacated the runway, taxiing on 'Victor'. They were instructed to keep up their speed to get in front of
that aircraft. Once clear of Runway 06R, EI-CJI was instructed to proceed to 'DZ1' and was
transferred to 'Air 1'. On the new frequency, the crew were instructed to cross Runway 06L and hold
at 'D1'. The crew did not hear any reference to a take-off clearance on that frequency, although the
commander was aware of transmissions before he checked-in. The commander's recollection was that
he had looked to his left along the runway to confirm that it was clear as he approached the entry
point. However, as EI-CJI entered the runway, both flight crew looked to the left and saw an aircraft
approaching from their left with the spoilers deployed. The commander stated that the oncoming
aircraft did not have any external lights switched on.
ATC displays
Surface Movement Radar
The SMR was recorded and available for replay. This indicated that the separation distance between
G-SMTJ and EI-CJI was 873 metres when EI-CJI entered Runway 06L and 600 metres away when
EI-CJI vacated the runway. As EI-CJI approached the runway, the RIM function activated. The point
at which G-SMTJ initiated his stopping manoeuvre could not be determined. Calculations indicated
that EI-CJI had an average ground speed of 33 kt between clearing Runway 06R to entering Runway
06L.
Runway Incursion Monitoring (RIM)
The RIM function checks whether the runway is clear for arriving and departing traffic. It applies
only to Runway 06L/ 24R. A RIM confliction alarm will occur when:
1 An aircraft approaching the runway is within 1,000 metres of the threshold and the
runway is not clear in 'normal' visibility.
2 An aircraft approaching the runway is within 2 nm of the threshold and the runway is not
clear in 'low' visibility.
NB. The visibility mode is set to 'low' when 'Low Visibility Procedures' are in use,
otherwise it is set to 'normal'.
3 A departing aircraft's speed exceeds 40 kt and the runway is not clear ahead of its roll.
When a RIM conflict occurs, the controller is alerted by the labels of the tracks involved turning to the
alarm colour (default red). The labels of the conflicting tracks keep the alarm colour until the conflict
situation is no longer present. There is no audible alert.
MATS Part 2 requires that RIM shall be enabled at the Air Controller displays at all times except with
the permission of the Tower Supervisor. Discussions with ATC personnel at Manchester indicated
that the system is susceptible to spurious alerts. Nevertheless, the system was enabled during the
incident and activated under the parameters of Para 3 above. However, neither 'Air 1' nor 'Air 2' was
aware that the alert had activated.
Airbus A321-211, G-SMTJ and Boeing 737-2E7, EI-CJI
7
Voice recordings
ATC
A full recording was available of the RTF frequencies for both 'Air 1' and 'Air 2'. This confirmed that
EI-CJI was given landing clearance at 1036:10 hrs, together with a clearance to roll to the end of the
runway. Subsequently, at 1037:23 hrs, EI-CJI was cleared to "Keep your speed up you'll overtake the
Turkish on your left taxi Delta Zulu One hold short of Zero Six Left", and at 1037:34 hrs was
transferred to 'Air 1'. These ATC instructions were correctly acknowledged by EI-CJI.
G-SMTJ checked in on the 'Air 1' frequency at 1035:50 hrs. The aircraft was subsequently cleared to
line-up on Runway 06L at 1037:20 hrs and was cleared for takeoff at 1037:46 hrs. G-SMTJ
acknowledged this instruction and, one second later EI-CJI checked in with his clearance to 'DZ1'.
'Air 1' initially replied at 1038:02 hrs with a response to a different aircraft but then transmitted to EICJI
"Thank you and er you may as well er cross Runway Zero Six Left now hold behind the European
　
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