cabin view

CABIN VIEW C208(clik ganbar)

Type of engine(Clik pd Gambar)

MEMERIKSA CABLE

MEMERIKSA CABLE

1. Cable merupakan sebahagian daripada alat ganti kepada flight control system pesawat yang kritikal dan perlu diperiksa sebaik mungkin mengikut kaedah yang ditetapkan dalam manual pesawat.

2. Tanda-tanda kerosakan seperti kehausan atau cable putus , selalu terjadi apabila cable melepasi pulley atau fair-lead.

3. Kesan kehausan atau berkerat merupakan dua masaalah utama yang dihadapi oleh cable.

4. Meggunakan cebisan kain( cotton rag) dan di urut sepanjang cable merupakan kaedah bagi mengesan cebisan cable yang putus. Gerakkan control cable dan buat pemeriksaan pada pulley sejauh yang boleh.

5. Jika terdapat kesan karat, cable hendaklah di buka dari system dan kaedah bend into the loop di gunakan. Dengan kaedah ini cebisan cable yang putus akan pop out.

6. Bagi pesawat yang menggunakan cable dari jenis besi tahan karat menyapu cable dengan wax grease (par-al-ketone)adalah langkah pencegahan yang baik.

SISTEM CABLE PESAWAT (Jeppesen Airfreme Text Book)

1. Kabel kawalan pesawat(Aircraft control cable) di perbuat daripada dua jenis besi iaitu besi tahan karat(corrosion resistant steel dan besi karbon(carbon steel).

2. Cable yang di perbuat dari besi tahan karat ini mempunyai nilai tinggi dan mahal tetapi sedikit rendah dari segi kekuatan. Cable jenis ini mempunyai jangka hayat yang panjang dan sesuai untuk pesawat yang direka untuk menerima keadaan seperti itu.( contoh :- Agricultural aircraft/seaplanes).

BENAAN CABLE PESAWAT.

1. Terdapat tiga jenis steel cable yang digunakan pada aircraft control cable iaitu :-

· Nonflexible

· Flexible

· Extra-flexible.

2. Nonflexible cable - terdapat dalam bentuk 1 x 7 atau 1x 19. Rekaan(1 x 7 ) ini bermaksud 7 cable yang di pintal /disatukan menjadi satu atau (1 x 19) bermaksud 19 cable yang di pintal/disatukan menjadi satu. Cable jenis ini digunakan untuk satu perjalanan cable yang lurus dimana cable tidak melalui mana-mana pulleys.

3. Flexible cable – terdapat dalam bentuk 7 x 7. Rekaan ini bermaksud 7 cable yang di simpul menjadi satu dan di satu bersama 7 simpulan cable yang lain, untuk membentuk satu kumpulan yang besar. Digunakan apabila cable melalui perjalanan yang lurus atau melalui pulley yang bersaiz besar.

4. Extra-flexible cable – terdapat dalam bentuk 7 x 19. Rekaan ini bermaksud 19 cable yang di simpul menjadi satu dan di satu bersama 7 simpulan cable yang lain, untuk di pintal membentuk satu kumpulan cable yang besar. Digunakan semasa keadaan dimana cable perlu menukar arah perjalanan dan melalui pulley yang bersaiz kecil. Cable perlu dipintalkan bagi mengelakan cable spring out apabila terpotong.Cable

5. Terdapat beberapa saiz diameter cable yang biasa di gunakan pada pesawat . Antaranya contoh 7 x 19 (1/4, 3/16, 5/32, 1/8, ) 7x7 ( 3/32, 1/16 )

MEMERIKSA TEKANAN TAYAR.C208 (Chapter 12-13-01 page 302)

1. Pemeriksaan tekanan tayar hendaklah dibuat ketika tayar dalam keadaan sejuk(Tire is cold)sekurang-kurangnya 2 hingga 3 jam selepas penerbangan.

2. Hendaklah menggunakan gauge yang sesuai dan telah di kalibrasi. Pemeriksaan tekanan tayar hendaklah di buat sebelum sesuatu penerbangan berlaku.

TUJUAN

Untuk memastikan tekanan pada setiap tayar mempunyai bacaan yang betul seperti yang dinyatakan di dalam maintenance manual pesawat tersebut.

APAKAH KEPENTINGANNYA.

Tekanan tayar yang kurang akan mengakibatkan
• Kehausan Bunga yang tidak sama(uneven tread wear)
• Memendekkan jangka hayat tayar( shorten tire life)
• Geseran yang mengakibatkan terbentuk haba berlebihan (Excessive flex heat)

APA YANG PERLU DI PERHATIKAN JUGA SEMASA MEMERIKSA TEKANAN TAYAR.

Semasa pemeriksaan beberapa perkara perlu juga di perhatikan sebagai langkah awal bagi mengesan kerosakan pada tayar atau tyre assy itu sendiri. Antaranya :
• Perhatikan kehausan tayar(Tire for wear)

• Kesan-kesan torehan/potongan(cuts)

• Kesan-kesan berbekas(bruises)

• Dan pada masa yang sama buang kesan –kesan minyak, grease atau lumpur menggunakan sabun dan air.

• Perhatikan juga jika ada kebocoran pada system brake.

TEKANAN TAYAR DAN LANGKAH-LANGKAH YANG PERLU DIAMBIL

1.Tekanan kurang 95 peratus dari tekanan sepatutnya.(Specified Service Pressure)-SSP
Isi semula tekanan ke tekanan yang sepatutnya.

2.Tekanan kurang 85 – 95 peratus daripada tekanan sepatutnya.(SSP)
i) Isi semula tekanan dan rekod dalam log Book.

ii) Jika tekanan kurang 5 % daripada service pressure dan ianya berlaku dalam tempoh 24 jam, remove tayar dan cari puncanya.

3.Tekanan 85 peratus kebawah. Remove tayar daripada kapal terbang dan service. -BACA Note

Note-( MANA-MANA TAYAR YANG DITANGGALKAN ATAS ALASAN TEKANAN TAYAR RENDAH( Low inflation Pressure) HENDAKLAH DI PERIKSA BAGI MEMASTIKAN KEKURANGAN TEKANAN BUKAN DI SEBABKAN PENGURANGAN DARI DALAM SECARA PERLAHAN OLEH CASING (the casing is not sustained internal degradation) .JIKA BERLAKU, TAYAR HENDAKLAH DI GANTI) .

LAIN-LAIN PEMERHATIAN PADA TAYAR

1. Pemasangan tayar bertiub – Tayar yang mempunyai tiub dan baru saja di pasang semula (reassemble) hendaklah di pantau secara dekat pada minggu pertama tayar ini di gunakan. Jika boleh setiap kali penerbangan. Udara yang terperangkap di antara tayar dan tiub semasa pemasangan akan menyusup keluar melalui ‘beard’ tayar dan keluar melalui ‘side wall vent’ atau ‘valve stem’ ini menyebabkan tekanan pada tayar akan kurang.

2. Tayar Meregang(tire stretch) – Pada peringkat awal tayar yang meregang (stretch) atau membesar (growth) akan menghasilkan penurunan tekanan selepas pemasangan (reassemble) . Sebaiknya tayar yang baru di pasang (reassemble) tidak terus digunakan .Tayar hendaklah dibiar selama 12 jam dahulu dan dipantau tekana tayar dari masa kesemasa sebelum digunakan pada pesawat.

BAGAI MANA UNTUK CX ENGINE OIL

BAGAI MANA UNTUK CX ENGINE OIL. (AMM Chapter 72-00-00 page 302).

1. Tujuan untuk Engine Oil check ini adalah untuk mengetahui berapa kurangnya engine Oil pada ketika itu.

2. Marking yang ada pada oil dipstick 1 ,2 , 3 , 4 , dan 5 menunjukan berapa kekurangan engine oil pada ketika ia di periksa. Contoh jika oil level menunjuk kan pada 2 , ini bermakna engine oil pada ketika itu kurang 1 u.s Quart. Dan memerlukan 1 tin untuk ditambah ke level max cold.

3. Engine oil hendaklah diperiksa ketika engine sejuk .(Max Cold)

4. Ketika engine panas , hendaklah 30 minit selepas engine shut down. Ideal nya adalah 15 ke 20 minit. (Max hot)

5. Jika engine oil check dibuat selepas 30 minit dan tanda bacaan pada oil dipstick menunjukan oil perlu di tambah (Jangan top up dahulu) Run engine selama 5 minit pada ground-idle dan buat pemeriksaan sepeti dibawah :

· Remove oil dipstick.

· Lap dengan kain/tisu bersih.

· Install oil dipstick dan lock

· Remove semula dan ambil bacaan oil level ( Max Hot).· Buat Top-up oil jika perlu.

Ketika membuat engine oil check ,tiada pergerakan dibenarkan pada pesawat dan Oil dipstick hendaklah ditutup rapat dan di kunci sebelum dibuka

semula untuk mendapatkan bacaan.

SEBUTAN BACAAN (MAKLUMAN UNTUK BHG PENERBANGAN)

1. Panggilan pada bacaan ini bertujuan memudahkan pindahan makluman dari bahagian kita ke bhg penerbangan. Sebutan bacaan ini tidak diperolahi daripada mana-manamanualpesawat.Ianya merupakan standard practice bhg penerbangan sahaja.

2. Walau bagaimana pun ianya berguna bagi kita, untuk memantau kekurangan engine oil secara lebih terperinci dari masa kesemasa(Hrs by Hrs).

3. Sebutan bacaan ini menggunakan kaedah sebutan ¼ (One Quarter), ½ (Haft), ¾ (Three Quarter) dan di ikuti “Below Max cold”.

4. Atau ¼ (One Quarter), ½ (Haft), ¾ (Three Quarter) dan di ikuti “Below two or Below Max Hot.”.

Standard practice yang kita amal kan engine oil hanya akan di tambah bila bacaan pada dipstick ialah pada level 2 , bermakna kita perlu tambah 1 tin ( 1 us quart)untuk mendapat semula bacaan Max cold.

CMR
Mcar reg 28 – all aircraft register in Malaysian respect of certificate if airworthiness either transport or aerial work category cannot fly unless it be maintenance by approve maintenance manual and certificate maintenance review (cmr) are issued and valid.

Cmr is a review of current maintenance status, to say that at the date of issued the aircraft have been maintence as per approved maintenance schedule. All mandatory modification and inspection as been complete. All the technical log defect as been rectified or differ and All crs, crs-smi are issued and valid. A person who can sign the cmr is licenses aircraft engineer with two categorize except x (compass) or person have approvals from DCA or Person authorized from approved organization. A validation of cmr for aircraft with <2730kg in transport and aerial work categorized is 4 mounth and 1 year for other aircraft.

VARIABLE PITCH PROPELLER /CX AFTER PROPELLER CHANGED

WITH ENGINE STOP :-
•ENSURE CORRECT PROP OIL LEVEL.
•ENSURE ALL LINKAGES/CABLE/BOLT/NUT AND CORRECTLY SECURED AND
ENOUGH CLEARANCE FROM ADJACENT STRUC.
•MANUALLY MOVE CONDITION LEVER AND TROTTLE LEVER CX FOR FULL AND FREE
MOVEMENT.
•ENSURE THE SERVICEABILITY OF ALL ANUNCIATOR LIGHT RELATED TO PROP.
•USING ELEC. PUMP, CX THAT PITCH CHANGE MECHANISM ARE PROPERLY OPERATE.

WITH ENGINE RUNNING:-
•CX. VIBRATION.
•CX. CONSTANT SPEED OPERATION.
•CX. BLADE TRAVEL, TROUGH OUT IT OPERATING RANGE.
•CX. FEATHERING SYSTEM OPERATION.
•CX. SYNCRONISATION WITH OTHER PROP.
•CX. THE OPERATION OF INDICATING AND WARNING SYSTEM.
•CX.RPM/TORQUE/FUEL FLOW.

AFTER ENGINE STOP :-
•CX. SIGN OF FLUID LEAK / RECHECK THE SECURITY OF ATTACHMENT/SIGN OF CONTROL
LINKAGES, CABLES RUBBING.

Name the types of fuel pumps and explain one of them.

(1) Gear type :

Gear type pump is a positive displacement pump which takes in inlet fuel and
rotates in a direction which allows fuel to move between the gear teeth and pump
inlet case until fuel is deposited in the outlet.

(2) Multi-Plunger/swash plate type :

(a) It is a variable displacement pump, driven by the engine gear train.
(b) Output depends on rotational speed and also pistons.
(c) Rotor assembly fitted with several plungers.
(d) Ends of plungers bear onto non-rotating cam plate and biased by spring to give full stroke position of plungers.
(e) Servo pistons subjected to pump delivery pressure on one side and spring end servo pressure on the other.
(f) Variation in pressure difference across the servo piston causes it to move with corresponding variation in cam plate angle therefore piston stroke.


2. Explain crack inspection on turbine blades.

1. Visually inspect for stress rupture cracks on turbine blades leading/trailing edge.
2. Minute hairline cracks at right angles to the blade length.
3. Check for turbine blade creep.
4. Check for nipping of the trailing edge.
5. Check for pitting, metal deposits, erosion and heat damage.
6. Check for signs of gas leaks across shroud indicated by streaks.
7. With a strong spotlight and viewing equipment e.g. magnifying glass access hole through a strategic position through which a boroscope or intrascope inspection can be carried out.


3. Describe the checks necessary on engine power controls after installation.

1. Check for proper cable routing and tensioning.
2. Check for security/safety of attachments.
3. Check for full and free movements.
4. Check for correct sense of operation of controls with respect to the lever movement.
5. Check for spring back, smoothness and static friction.
6. Check that clearance of stops are within limits at extreme travel of controls.
7. Under static condition, check the throttle stagger.
8. Carry out engine ground run.
9. Check for correct operation of system, proper indication.
10. Parameters normal, record result/adjustments.
11. Of satisfactory, carry out duplicate inspection.

DOCUMEN TO BE CARRIED ON BOARD
MCAR schedule 10 required aircraft register in Malaysia must carried document as a follow BEFORE ANY OPERATION:-
 CERTIFICATE OF AIRWORTHINESS
 CERTIFICATE OF REGISTRATION
 CERTIFICATE MAINTENANCE REVIEW
 FLIGHT MANUAL
 OPERATION MANUAL
 CREW LICENCES
 RADIO STATION LICENC
 LOAD SHEED
 TECHNICAL LOG

Assey vol 1

PURPOSE OF MAINTENACE SCHADULE/ WHO OROGINATES/ HOW IS IT AMMENDED

PURPOSE : It is minimum standard for maintenance to ensure, that the aircraft operates in an airworthy condition. It give period of check related to time in service ETC.. inspection, adjustment, test , and replacement are to be carried out on the aircraft all of its system and equipment. This maintenance schedule compiled by operator and approved by DCA

Ammenments:-
A - Mandatory – by DCA
B - Required by operator and approved by DCA
C - Required by operator and approved by OAM

HOW DO YOU KNOW THAT ALL MANDATORY MOD HAVE BEEN CARRIED OUT PRIOR TO ISSUING A CMR.

-Axcess to the civil mod record book
-Cross check with aircraft log bookto make sure the relevan mods have been
carried out.
-Also ensure that the logbook entries are sufficiently detail as per mods
carried outand crs has been issued.

CHICAGO CONVENTION

Kerja sama diantara negara-negara bersekutu semasa perang dunia kedua telah membuahkan pemikiran dimana perlu nya ada kerja sama diantara mereka bagi memudahkan urusan dan pentdbiran dalam memandu arah kemudahan udara sesama mereka.Pengankutan udara pada ketika itu amat penting lagi menjimatkan.Walau bagaimana pun perbezaan peraturan dan perkhidmatan telah membataskan kerja sama ini.
Pada tahun 1943 USA telah membuat kajian berkenaan masa depan industri penerbangan awam ini. Terlalu banyak halangan dari segi politik dan teknikal yang perlu diperbaiki demi masa depan industri penerbangan demi untuk kebaikan dunia keseluruhannya.Perlu ada satu kaedah yang standard, yang mana boleh diguna pakai oleh semua negara didunia.

CHICAGO CONVENTION
Pada November 1944, negara USA telah menjemput 54 negara hadir didalam satu convention yang diadakan di Chicago. Convention ini bertujuan untuk mestandardize civil aviation' ke seluruh negara yang terlibat dan dunia amnya. Hasil dari perjumpaan Negara-negara yang terlibat dengan Chicago Convention telah bersetuju untuk menubuhkan “international civil aviation organization” (ICAO) dimana mereka telah bersepakat Mewujudkan satu system navigasi udara dan system pengankutan udara secara bersama. Ianya melibatkan undang-undang penerbangan udara, kemudahan navigasi udara dan mengadakan satu system yang standard untuk semua negara. Pada 7 Desember 1944, convention ini telah di persetujui dan ditanda tangan oleh 52 negara dan convention ini di kenali sebagai "CHICAGO CONVENTION"

Beberapa perkara telah di bincangkan bagi kebaikan industri penerbangan awam, dimana perkara berkenaan keselamatan dan susun atur pada dasar prinsip dan peraturan telah di perkenalkan Convention ini telah menetapkan 96 articles dan telah di bahagikan kepada 4 bahagian :
a. Part I Air Navigation ( Articlec 1 hingga 42)
b. Part II The Internasional Civil Aviation Organisation(Articlec 43 hingga 66)
c. Part III International Air Transport(Articlec 67 hingga 79)
d. Part IV Final Provisions(Articlec 80 hingga 96)
Chicago Convention ini telah di sahkan dengan resmi nya beroperasi pada 4 April 1947.

PANGGILAN KEPADA NEGARA TELIBAT

Signatory Countries - (Negara-negara terlibat semasa menanda- tangan Chicago
Convention)
Adherence Countries - (Negara-negara yang turun sama selepas Chicago Convention)
Countracting State - (Negara-negara yang menguat kuasakan Chicago Convention)
Malaysia - 7 April 1958

CERTIFICATE MAINTENANCE REVIEW

CMR
Mcar reg 28 – all aircraft register in Malaysian respect of certificate if airworthiness either transport or aerial work category cannot fly unless it be maintenance by approve maintenance manual and certificate maintenance review (cmr) are issued and valid.

Cmr is a review of current maintenance status, to say that at the date of issued the aircraft have been maintence as per approved maintenance schedule. All mandatory modification and inspection as been complete. All the technical log defect as been rectified or differ and All crs, crs-smi are issued and valid. A person who can sign the cmr is licenses aircraft engineer with two categorize except x (compass) or person have approvals from DCA or Person authorized from approved organization. A validation of cmr for aircraft with <2730kg in transport and aerial work categorized is 4 mounth and 1 year for other aircraft.

Aircraft Towing Procedur-CAAIP

PUSHING AIRCRAFT MANUALY.

1. ON AIRCRAFT HAVING A NOSE WHEEL LANDING GEAR, A STERING ARM SHOULD BE FITTED TO THE NOSE WHEEL TO GUIDE THE AIRCRAFT AND FORCE SHOULD BE APPLIED ONLY AT HARD SURFACE WHICH IS DESIGN TO ACCEPT IT.

2. FORCE NOT TO BE APPLIED TO TRAILING EDGES OF WING OR CONTROL SURFACE OR TO AREAS WHICH ARE MARKED TO PROHABIT THE APPLICATION OF FORCE. PROPELLER ALSO SHOULD NOT BE USED TO PUSH OR PULL THE AIRCRAFT.

3. GENERALLY IT IS BETTER TO PUSH AN AIRCRAFT BACK WARDS RATHER THAN FORWARDS, SINCE THE LEADING EDGES OF THE WINGS AND TAILPLANE ARE STRONGER THAN THE TRAILING ADGES.

4. FOR SOME AIRCRAFT, THE STRUT AND UNDERCARRIAGE ARE SUITABLE FOR PUSHING THE AIRCRAFT FORWARDS.

5. THE FLAT OF THE HAND SHOULD BE USED WHEN PUSHING , SO AS TO SPREAD THE LOAD OVER THE LARGERS AREA.

6. WHEN PUSHING ON STRUT OR UNDERCARRIAGES THE FORCE SHOULD BE APPLIED AS NEAR TO THE AND FITTING AS POSSIBLE.

TOWING AIRCRAFT WITH TOW TRUCK.

1. THE CORRECT TOW BAR SHOULD BE CONNECT BETWEEN THE TOWING ATTACHMENT AT THE BASE OF THE NOSE UNDERCARRIAGE LEG AND TRACTOR

2. A PERSON FAMILIAR WITH THE AIRCRAFT BRAKE SYSTEM SHOULD BE SEATED IN THE COCKPIT/CABINTO OPERAT THE BRAKE IN AN EMERGENCY.

3. ONCE THE BAR IS CONNECTED, THE BRAKE AND THE RUDDER LOCK MAY BE REALESED AND THE AIRCRAFT TOWED FORWARD AT THE SAFE SPEED. DEPEDING ON CONDITION IN THE VICINITY.

4. If In congested areas, wing wALKer and tail walker around airplane to ensure adequate CLEARANCE BETWEEN airplane and adjacent EQUIPMENT OR structures.

5. CARE SHOULD BE TAKEN WHEN NEGOTIATING BENDS, TO PREVENT THE LIMITS OF NOSE-WHEEL MOVEMENT BEING EXCEEDED.

TOWING LARGE AIRCRAFT.

1. LARGE MULTI ENGINE AIRCRAFT ARE USUALLY MOVED BY TOWING WITH TOW-BAR WITH A TOW-BAR ATTACHED TO THE NOSE LANDING GEAR .THE TOW BAR IS FITTED WITH A SHEAR-PIN OR BOLT, WHICH WILL SHEAR AT A PREDETERMINED LOAD TO PREVENT AXCESSIVE LOAD BEING APPLIED TO THE NOSE UNDERCARRIAGE.

2. THE CENTRE OG GRAVITY ( C OF G) OF THE AIRCRAFT MUST BE DETERMINED BEFORE TOWING, TO ENSURE THAT THERE IS SUFFICIENT WEIGHT ON THE NOSE WHEEL.

3. ADVERT FUEL DISTRIBUTION AND THE AIRCRAFT BEING IN A NON-STANDART CONDITION( E.G : WITH ENGINE REMOVE) , COULD EFFECT C OF G POSITION.

4. BALLAST MAY SOMETIMES BE REQUIRED TO ACHIEVE A SAFE C OF G POSITION, BUT MAST NOT EXCEED A MAXIMUM TOWING WEIGHT .

5. BEFORE TOWING :

i. IS COMMENCED THE UNDERCARRIAGE GROUND LOCK SHOULD BE INSTALLED.

ii. THE STEERING SHOULD BE DISCONNECTED.

iii. THE NOSE UNDERCARRIAGE SHOCK ABSORBER SHOULD BE CHECKED FOR NORMAL EXTENSIONS.

iv. TEST BRAKE SYSTEM FOR SERVICEABLLTY.

6. A PERSON FAMILIAR WITH THE AIRCRAFT BRAKE SYSTEM SHOULD BE SEATED IN THE COCKPIT/CABINTO OPERAT THE BRAKE IN AN EMERGENCY.THESE PERSON SHOULD BE IN TELEPHONIC COMMUNICATION WITH THE OUT SIDE GROUND CREW AND THE TRACTOR DRIVER.

7. If In congested areas, wing wALKer and tail walker around airplane to ensure adequate CLEARANCE BETWEEN airplane and adjacent EQUIPMENT OR structures.ONE PERSON SHOULD BE IN OVERALL CONTROL OF THE OPERATION.

8. THE AIRCRAFT BRAKE SHOULD BE RELEASED BEFORE THE TRACTOR MOVES OFF ANAD TOWING- SPEED SHOULD BE KEPT DOWN TO SAFE SPEED.

9. THE RADIUS OF TURN SHOULD BE KEEP AS LARGE AS POSSIBLE, TO MINIMISE TYRE SCRUBBING AND TWISTING LOADS ON THE MAIN UNDERCARRIAGE LEGS.

10. BEFORE STOPING,THE AIRCRAFT SHOULD BE TOWED IN A STRAIGHT LINE FOR A SHORT DISTANCE IN ORDER TO REMOVE ANY TYRE STRESES IMPOSED BY TURNING.

IN AN EMERGENCY AIRCRAFT ON RUNWAY.

1) IN AN EMERGENCY IT MAY BE NECESSARY TO MOVE AN AIRCRAFT FROM A RUNWAY WHILE IT HAS ONE OR MORE DEFLATED TYRES.PROVIDED THAT IS ONE SOUND TYRE ON AN AXLE ,THE AIRCRAFT MAY BE TOWED TO THE MAINTENANCE AREA. BUT SHARP TURN SHOULD BE AVOIDED, TOWING SPEED TO BE KEPT TO AN ABSOLUTE MINIMUM AND BRAKE SHOULD BE APLLIED VERY CAREFULLY.

2) IF AN AXLE IS NOT SUPPORTED BY A SOUND TYRE, HOWEVER THE AIRCRAFT MAY ONLY BE MOVED THE SHORTEST DISTANCE NECESSARY TO CLEAR THE ACTIVE RUNWAY.THE WHEEL WITH DEFLATED TYRE MUST BE REMOVED AND SERVICEABLE COMPONENS FITTED BEFORE TOWING IS CONTINUED.

3) AFTER ANY TYRE FAILURE , THE ASSOCIATED WHEEL MUST BE INSPECTED AND IT MAY ALSO BE NECESSARY THE WHEELS AND TYRE WHICH HAVE NOT FAILED IF THE AIRCRAFT HAS LANDED OR TOWED A DEFLATED TYRE.