SUPPLIMENTS Flashcards
Taxiing with Flat Tire
(1) If the airplane experiences a tire blowout or a flat on one tire on the runway, clear the
runway as soon as possible so as not to obstruct other traffic. Taxi as slowly as
possible, using the least amount of braking necessary to prevent heat build-up in the
affected gear. Sharp turns should be avoided.
(2) Taxiing completely clear of the runway is acceptable, provided only one tire per gear is
flat. In cases where both tires of a gear are flat, taxiing is not recommended except in
the interest of safety, because the airplane will then be rolling on the wheel rims.
NOTE The duration of taxiing with a flat or blown-out tire should be kept to a
minimum, since the remaining tire could also be a blow-out.
LIMITATIONS FOR LAHSO CLEARANCE
(1) For day operations an operative VASI (Visual Approach Slope Indicator) or PAPI (Precision
Approach Path Indicator is required, as well as the following:
NOTE PLASI (Pulsed Light Approach Slope Indicator) is NOT an approved vertical
guidance system.
(a) Ceiling of at least 1,000 feet and visibility of at least 3 statute miles
or
(b) If VASI or PAPI equipment is inoperative or not available, a ceiling of at least
1,500 feet and a visibility of at least 5 statute miles.
(2) For night operations, an operative PAPI or VASI system must be utilized.
NOTE The use of electronic vertical navigation as the primary source of vertical
navigation at night is prohibited.
(3) The Available Landing Distance (ALD) of the landing runway must not be contaminated
with standing water, slush, ice, snow or frost in any form.
(4) A tailwind of less than three knots on the intended landing runway.
(5) Windshear has not been reported by ATIS, ATC or by PIREP.
(6) The aircraft is greater than 1,000 feet above field elevation and greater than 5 miles
from the end of the runway when the clearance is accepted.
(7) Landing performance is included in the dispatch release.
(8) All LAHSO signs and markings must be operative and present.
(9) None of the following MELs may be present:
(a) Anti-Skid systems.
(b) Thrust Reversers.
(c) Spoilers and/or spoiler control systems.
(d) Flaps and/or flap systems.
(10) No emergency condition, or anticipation of an emergency condition.
(11) An abnormal condition/procedure that would increase landing field length.
(12) No runways that require an RLP (Rejected Landing Procedure) may be used for LAHSO
operations.
LIMITATIONS FOR LASHO SIMPLIFIED
PAPI/ VASI (MANDITORY AT NIGHT, IF DAY AND INOP 1500’ AND 5 MI REQD)
CEILING OF 1000’ AND 3MI
NO CONTAMINATED RWY
TAIL WIND MAX OF 3 KTS
NO REPORTS OF WINDSHEAR
A/C IS GREATER THAN 1000’ AND 5 MI FROM FIELD WHEN CLEARANCE IS GIVEN
LAHSO PERFORMANCE IS PRESENT
ALL LAHSO SIGNS ARE WORKING
NO MELS OF:
ANTI-SKID
THRUST REVERSERS
SPOILERS
OR FLAPS
THERE ARE NO EMERGENCY OR ABNORMAL PROCEDURES
NO RWYS REQUIRE A RJECTED LANDING PROCEDURE
WHEN LANDING WITH LAHSO CLEARANCE WHERE MUST WE TOUCH DOWN
THE AIRCRAFT MUST TOUCH DOWN IN THE FIRST 3,000 FEET OR ONETHIRD
OF THE AVAILABLE LANDING DISTANCE. FAILURE TO TOUCH
DOWN IN THIS SEGMENT OF THE RUNWAY REQUIRES A MANDATORY
GO-AROUND TO BE INITIATED.
Changing Waypoints from Fly-over to Fly-by; Fly-by to Fly-over
Using the keypad, add a “/0” (slash-zero) suffix to the waypoint identifier to disable
the fly-over attribute.
what are some common eicas messages that can be cleared via the supps section
RUD LIMIT FAULT status message Rudder Travel Limiter (RTL)
SPOILERONS or IB SPOILERONS caution message and OB FLT SPLRS or IB FLT SPLRS caution message Spoiler/Stabilizer Control
ICE DET 1 (2) FAIL
status message
SSCU 1 FAULT and/
or SSCU 2 FAULT
status message
L ENG BLEED or R
ENG BLEED caution
message
Erratic BTMS Indicator
STEERING INOP caution message
