- 
2 MCDU

- 
2 FD

- 1 AP, but 2 AP if RNP < 0.3 for approach, or RNP < 1.0 in go around or departure, is required
- EFIS DU with 2 L/DEV and 2 V/DEV displays and RNP P/B (if installed)
- 2 GPS (MMR) (2 GPS required for RNAV approach)
- 3 ADIRS (2 ADIRS for a departure)
- EGPWS
- FCU with both channels
7. RNP AR Operations and Training

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This list should be used to update the airline MEL if RNP AR capability is predicated for the
intended operation.
During the preparation of a flight where RNP AR procedure will be flown, the flight crew must
verify that none of the above equipment is reported inoperative.

7.2.1.2      GPS PRIMARY AVAILABILITY
GPS PRIMARY availability should be verified using if required a dedicated prediction software and GPS NOTAM (refer to §5.1.1).
7.2.2  RNP AR DEPARTURE
The following information is to be considered in addition to the SOP.
7.2.2.1 COCKPIT PREPARATION
-TOW and takeoff speed appropriate for RNP AR departures.
-SID and EOSID F-PLN verifications
-THR RED altitude and ACC altitude or waypoint, ENG OUT ACC altitude or waypoint
-RNP value insertion and radio navaids deselection
The takeoff performance must be determined with airport data corresponding to the RNP AR departure. Sometimes the airline may produce different sets of performance data, one for a conventional departure, one for a departure in VMC and one for the RNP AR departure. Different obstacles are taken into considerations. The crew must therefore verify that the appropriate set of data are used to determine the takeoff weight and the associated speeds.
The RNP AR departure will be loaded in the FMS F-PLN and checked with the departure chart. The flight crew will check the speed constraints that may be mandatory to fly some RF legs. If the speed constraints are not coded in the NDB the flight crew may have to use selected speed. If an EOSID different from the SID is defined, the EOSID loaded in the FMS F-PLN must also be checked. The flight crew must be aware on the way the EOSID will be activated, using the EOSID automatic function or by activation of the SEC F-PLN.  In both cases, it is essential that the SID/EOSID diversion waypoint is clearly identified on the F-PLN. The requirement to INSERT the EOSID or ACTIVATE SEC F-PLN before the diversion point must be briefed. In case of engine failure, as this selection is not reversible, both crew members must crosscheck before selection.
The flight crew will check or enter the THR RED, ACC and ENG OUT ACC altitudes on MCDU. For some departure the ENG OUT acceleration will have to take place at or above an altitude but not before a given waypoint. The airline documentation should highlight this kind of special procedures, which should also be part of the flight crew takeoff briefing.
　
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