LAND AND HOLD SHORT PROCEDURES

1
LAND AND HOLD SHORT PROCEDURES

• LAHSO

2
IMPLEMENTATION

• On April 11, 1997, the FAA expanded and replaced,
  Simultaneous Operations on Intersecting Runways
  (SOIR) with LAHSO.
• The LAHSO procedures presented in this program
  became effective on April 15, 1999.

3
DEFINITIONS

• LAND AND HOLD SHORT Is the practice of
  conducting simultaneous operations on two
  intersecting runways. LAHSO includes landing
  operations to hold short of an intersecting
  runway, taxiway, predetermined point, or an
  approach or departure path.

4
DEFINITIONS

• AVAILABLE LANDING DISTANCE Is that portion of
  the runway available for landing and rollout for
  an aircraft cleared to Land and Hold Short. This
  distance is measured from the landing threshold
  to the hold-short point. ATC is required to
  provide ALD on the ATIS, and when requested.

5
DEFINITIONS

• DRY RUNWAY A dry runway has no visible moisture
  on the runway surface, to include standing water,
  ice, snow, slush, or frost in any form. LAHSO is
  not authorized on wet runway surfaces.

6
DEFINITIONS

• REJECTED LANDING A rejected landing is when the
  PIC elects to go-around having determined that a
  full stop landing at the hold short point is not
  assured due to an emergency situation, unsafe
  condition on the runway, or the aircraft is not
  properly configured to complete a stop in the ALD.

7
DEFINITIONS

• REJECTED LANDING PROCEDURE. A rejected landing
  procedure is a published, predetermined heading
  and/or altitude assignment to be used in the
  event of a rejected landing. Pilots are expected
  to execute the standardized procedure for
  protection from conflicts.

8
DEFINITIONS

• STABILIZED APPROACH CONCEPT. This concept is
  based on the pilots ability to maintain a stable
  speed, descent rate, vertical flightpath, and
• aircraft configuration
• during the final
• approach.

9
GA SPECIAL REQUIREMENTS

• Student pilots conducting solo operations shall
  not participate in LAHSO.
• Experimental aircraft for which no Certificated
  landing data is available shall not participate
  in LAHSO.

10
PLANNING

• Preflight planning - PIC shall become familiar
  with LAHSO information for each airport of
  intended landing.
• Inflight planning - PIC shall determine LAHSO
  capability as soon as possible after notification.

11
PLANNING

• When ATIS is acknowledged, PIC will advise ATC if
  LAHSO cannot be accepted.
• A LAHSO clearance shall not be accepted if
  provided after the aircraft has descended below
  1000 AGL on final.

12
PLANNING

• The PIC has the final authority to accept or
  decline any Land and Hold Short clearance. The
  safety and operation of the aircraft remain the
  responsibility of the pilot. The PIC is expected
  to decline a LAHSO clearance if he or she
  determines it will compromise safety.

13
WEATHER MINIMUMS

• For Part 91 operations, the weather minima for
  LAHSO are
• Ceiling not less than 1000
• Visibility not less than 3 sm
• Not authorized if windshear has been reported
  within previous 20 minutes
• LAHSO will not be conducted to any runway where a
  tailwind exists.

14
REQUIRED LANDING DISTANCES FOR LAHSO

• The PIC is responsible for determining the
  required distance for LAHSO and that it does not
  exceed the ALD.
• The landing distance will be the FAA approved
  AFM/POH landing distance over a 50 obstacle,
  plus 1000 for the configuration, environment,
  and actual weight.

15
VISUAL AIDS

• LAHSO will only be conducted to runways that meet
  the following
• 5,6, or 7 in-pavement, pulsing, white lights at
  the LAHSO hold-short point.
• Improved system consisting of 6 in-pavement
  continuously illuminated white lights, and 6
  pulsing lights at an alert point 1,000 prior to
  the LAHSO hold point.

16
VISUAL AIDS

• Markings and signs published in the AIM.
• Note During mixed operations when full runway
  lengths will be periodically available,
  in-pavement hold short lights will be ON at all
  times.

17
MEL CONSIDERATIONS

• LAHSO is prohibited if the airplane is subject to
  any minimum equipment list item that affect the
  stopping capability of the airplane.

18
REJECTED LANDINGS

• Once accepted, a LAHSO clearance must be complied
  with, unless the PIC determines the need for a
  rejected landing. In the event of a rejected
  landing, the pilot should maintain safe
  separation from other aircraft and should
  promptly notify ATC.

19
REJECTED LANDINGS

• Pilots operating aircraft of 6000 pounds payload
  and/or 20 seats or more, shall only accept a
  LAHSO clearance for which a Required Rejected
  Landing Procedure (RRLP) has been published.
  RRLPs will be published in FDC NOTAMS, NOS and
  Jeppesen charts.

20
REJECTED LANDINGS

• A rejected landing must be initiated within the
  first third of the ALD or 3,000 feet, whichever
  is less.
• Heading and/or altitude assignments must be flown
  as published until directed otherwise by ATC.

21
TRAINING

• FAR Part 91 operators shall become completely
  familiar with LAHSO procedures prior to accepting
  a LAHSO clearance.
• Inspectors, DPEs and CFIs, are responsible to
  ensure that applicants for practical tests have a
  basic knowledge of LAHSO procedures.

22
APPROACH AND LANDING ACCIDENTS (ALA)
23
PROBLEM STATEMENT

• Refers to situations where a pilot may have been
  able to land an aircraft safely, but did not.

24
TRENDS

• One of two primary causes of aviation fatalities.
• Over half of all accidents occur during this phase

25
TRENDS

• The following outcomes were involved in 76 of
  all occurrences
• Controlled flight into terrain (CFIT)
• Loss of control
• Landing overruns
• Runway incursions
• Nonstabilized approaches

26
CAUSE FACTORS

• Faulty decision-making
• Omission of or inappropriate actions
• CRM failures
• Lack of situatiional awareness

27
1 FAULTY DECISION-MAKING

• Not executing a missed approach.
• Pressure to complete the flight.
• Pressing on to the destination despite
  deteriorating weather conditions.
• Acceptance of demanding ATC clearance.

28
2 OMISSION OF OR INAPPROPRIATE ACTION

• Omission / Inadequate approach briefing.
• Omission of standard speed and altitude callouts.
• Failure to check radar altimeter.
• Failure to call out runway in sight / no
  contact at DH.

29
OMISSION OF OR INAPPROPRIATE ACTION

• Not requesting updated weather information.
• Omission of checklist items.
• Drop off and pick-up usually results in returning
  2-3 actions beyond where the drop off occurred.

30
OMISSION OF OR INAPPROPRIATE ACTION

• Failure to verbalize / confirm actions.
• Deviation from published IFR approach procedures.

31
OMISSION OF OR INAPPROPRIATE ACTION

• Procedural deviations associated with
• Fatigue
• Job pressures
• Lack of proficiency
• High workload levels
• Overconfidence
• Complacency

32
3 CRM FAILURES

• Failure to cross-check and coordinate.
• Continuation of an approach in adverse
  conditions.
• Excessive airspeed and sink rate, glideslope
  deviation.
• Descent below MDA / DH.
• Failure to initiate a go-around.

33
CRM FAILURES

• No callouts from other crewmember.
• Absence of briefings.
• Failure to recognize deviation from standards.

34
CRM FAILURES

• Associated factors include
• Complacency or overconfidence.
• High workload situations.
• Lack of risk assessment.

35
4 LACK OF SITUATIONAL AWARENESS

• Vertical positional awareness.
• Failure to look outside.
• No one flying the aircraft.

36
LACK OF SITUATIONAL AWARENESS

• Disorientation or visual illusions.
• Example Thai Airbus A-320 crashed during third
  missed approach. Problamatic runway lighting and
  visibility problems increased difficulty of the
  approach.

37
5 PROFICIENCY ISSUES

• Proficiency in Aircraft type.
• Example Lear 35 pilot lost directional control
  during a simulated engine failure after reaching
  V1. Pilot had 387 hours in make and model - all
  of it SIC time.

38
RISK MANAGEMENT TECHNIQUES

• Cause factors can be addressed through the
  following measures
• Adequate policies and procedures
• Clear duties and responsibilities
• Proficiency.

39
POLICIES AND PROCEDURES

• Effective CRM
• Defined parameters for stabilized approach

• Intended flight path
• Speed
• Power Setting
• Altitude

• Sink rate
• Configuration
• Crew readiness

40
DUTIES AND RESPONSIBILITIES

• Management
• Crewmembers
• OPSPECs and SOPs
• Transfer of PF duties during operationally
  complex situations
• Automation management
• Non-precision approaches

41
CREW RESOURCE MANAGEMENT

• Error management
• Risk assessment
• Decision-making

42
LAND AND HOLD SHORT PROCEDURES

• LAHSO
• The End