a.  Night preflight

        The night preflight will include all items checked on day preflights with the following additions:

        1)  Check operation of all interior lights in both cockpits during the cockpit safety check by checking the following switches ON (both cockpits) prior to turning the battery ON.

            a) Instrument lights - RHEOSTATS FULL CLOCKWISE

            b) Console and flood lights - RHEOSTATS FULL CLOCKWISE

            c) Utility light - RHEOSTAT FULL CLOCKWISE.

NOTE - The utility light will be positioned in the forward receptacle just aft of the emergency canopy open handle.

            d) Circuit breaker panel light switch - ON

        2)  With the battery ON, complete a check of all exterior lights by turning ON the following switches:

            a) Landing lights
            b) Navigation lights (BRIGHT and DIM position)
            c) Strobe lights
            d) External landing gear indicator lights (peanut lights)(will automatically activate with battery on).

        Conduct a walk-around of the aircraft to ensure operation of all exterior lights.  Ensure any discrepancies are corrected prior to flight.  A clear lens flashlight shall be used during night preflight inspections.

    b.  Oxygen use

        The pilots receive oxygen from the diluter-demand oxygen supply system that mixes the proper ratio of oxygen and cockpit air for a given altitude.  Under normal operations, the Oxygen Regulator Panel is set to ON, NORMAL, and NORMAL.  When not in use set the diluter control lever to 100% to prevent system contamination.

        EMERGENCY/NORMAL/TEST LEVER (RED):
        Emergency  - causes 100% oxygen to be delivered at positive pressure.
        Normal     - allows delivery of normal or 100% depending upon the
                     diluter control lever.
        Test       - 100% oxygen at positive pressure to check hose and mask.

        DILUTER CONTROL LEVER (WHITE):
        100%       - delivers undiluted 100% O2 to your mask.
        Normal     - combines ambient air with 100% O2 to your mask.

        SUPPLY CONTROL LEVER (GREEN):
        On         - supplies oxygen to your regulator
        Off        - secures oxygen to your regulator

        Whenever oxygen is inhaled, a blinker vane slides into view within flow indicator window, showing that oxygen is being released.  During the exhale process, the blinker vane vanishes from view.  Outside temperature lowers as an aircraft ascends to higher altitudes, and oxygen cylinders thus cooled by temperature change will show a pressure drop.  This type of pressure drop will rise again upon returning to a lower or warmer altitude.

WARNING - If any symptoms occur suggestive of the onset of hypoxia, immediately set the emergency pressure control lever to the EMERGENCY position and descend below 10,000 feet.  Whenever carbon monoxide or other noxious gas is present or suspected, set the diluter control lever to 100% OXYGEN and continue breathing undiluted oxygen until the danger is past.

        System Characteristics:

        1)  There are 3 2000 psi Supply Pressure Gauges.  One in each cockpit and one behind the oxygen service panel.  Normal range is 1000-1850 psi.
 
        2)  Oxygen cylinder has a 76 cubic-foot capacity.  It is located beneath the floor in the aft cockpit.

        3)  The pressure regulator reduces the cylinder pressure to a working pressure of 70 psi before delivery to the oxygen panel in the cockpits.

        4)  The oxygen blowout disk dumps the entire oxygen supply overboard in the event the pressure exceeds 2775 psi.

    c.  Hypoxia and Hyperventilation

        1)  Hypoxia

            A reduction in the level of oxygen available to the body and its cells causes the physiological condition of hypoxia.  Mechanically speaking, it is caused by a leaking oxygen system, an inoperative mask, or a faulty regulator.

            Symptoms of:
 
            a) Pale and blue tinge (cyanosis) of the fingernail beds and face
            b) Numbness
            c) Tingling sensations
            d) A feeling of euphoria
            e) May lead to hyperventilation

        2)  Hyperventilation

            Defined in layman’s terms, it is simply breathing too quickly, too deeply, or both.  If can occur at any altitude, with or without a supply of supplemental oxygen.  Hyperventilation results from exhaling too rapidly, thus upsetting the carbon dioxide balance in the blood.  It is most likely to occur in stress situations that tend to produce anxiety and/or apprehension.  As your body purges the CO2, your breathing mechanism is disrupted/irregular.
 

            Symptoms of:

            a) tingling in the fingers and toes that will progressively get worse until spasms occur in these areas.

            b) extreme tensing of all muscles

            c) followed shortly thereafter by loss of consciousness

        3)  Treatment for both hypoxia and hyperventilation (S-T-S-D-C):

            a)  Select the diluter control to 100% and pressure control to EMERGENCY.
            b)  Talk.  Tell your instructor.
            c)  Slow breathing rate by counting to 4 or 5 between breaths.
            d)  Descend to 10,000 feet or below.
            e)  Check oxygen equipment.

    d.  Instrument checklist

        Prior to each flight, it is essential that all instruments and equipment be checked for proper operation.  Prior to the runup area, the student will have completed the instrument checklist below and will report to the instructor:

        ICS “Instrument checklist complete, oxygen 100%, blinker operating
            normally, altimeter error less (or more) than 75 feet.  Radios and
            navaids tuned and set.”

        Bring any difficulty in completing the checklist to your instructor’s attention at once.

        1)  Hood installed and operating properly.
        2)  Rudder pedals and seat adjusted.
        3)  Airspeed indicator reading zero.
        4)  Altimeter set (alignment knob set to white tick)
        5)  RMI aligned with magnetic compass.
        6)  Clock set and running.
        7)  Attitude gyro erect and adjusted.
        8)  Vertical-speed indicator reading zero.
        9)  Oxygen equipment checked and blinker operating.
       10)  Battery switch ON.
       11)  Inverter switch to #1 inverter.
       12)  Attitude gyro remains erect in turns.
       13)  RMI tracking properly in turns.
       14)  Turn needle indicating turn in proper direction.
       15)  Balance ball moving freely; liquid damping fluid full.
       16)  Radios and navaids turned on and set.  Conduct the systems test of
            both TACAN and VOR.

    e.  Instrument comparison check

        After completion of the ICA, the instructor will take the controls and establish it on a base altitude, heading, and normal cruise (150 kts).  The student will then read to the instructor the following instrument indications in his cockpit:

        1)  Attitude gyro
        2)  RMI
        3)  Airspeed indicator
        4)  Altimeter
        5)  VSI
        6)  Turn needle/Balance ball
        7)  Torque
        8)  Slave the clock sweep second hand (once slaved, report the first 5
            and 10 second interval).

        Deviations in cockpit instrument readings will be taken into account during maneuver evaluations.

    f.  Rear cockpit bailout
 
        In the event of a severe emergency in which a forced landing cannot be accomplished safely, bailout procedures should be initiated as soon as possible.  The recommended bailout airspeed range is 90-120 KIAS; above 200 KIAS, survivability is marginal as air velocity tends to hold a body against the aircraft.  During a spin or OCF (out-of-control flight), bailout opposite the direction of the turn needle to minimize the danger of being struck by the aircraft.  Minimum recommended altitudes for bailout are as follows:

        1)  Day VMC - 1200 ft AGL
        2)  Day IMC - 2000 ft AGL
        3)  Night VMC/IMC - 2000 ft AGL
        4)  OCF - 5000 ft AGL
 

        1)  IMMEDIATELY STOW THE INSTRUMENT HOOD!!
        2)  Notify crewmember - “BAILOUT, BAILOUT, BAILOUT, I dive left, you
            dive right” (or something to that nature).
        3)  Canopy - EMERGENCY OPEN

NOTE - The canopy will open 2 inches less when operated pneumatically and may take as long as 4 seconds to reach the opened position.

        4) Radio cords and oxygen hose or mask - DISCONNECT
        5) Harness - RELEASE
        6) Get into a crouched position
        7) DIVE toward the trailing edge of either wing

        When clear of the aircraft
        8) PULL parachute D-ring
 
        Options to be completed before bailout if time and aircraft controllability permit:
        1)  SLOWER.  Airspeed - SLOW TO 90 TO 120 KIAS
        2)  LOWER.  Seat - LOWER PRIOR TO OPENING CANOPY
        3)  TALK-N-SQUAWK.  Broadcast - MAYDAY (UHF); 7700 XPOND
        4)  SHUTDOWN ENGINE.  Condition lever - FUEL OFF
        5)  SHUTDOWN ENGINE.  Emergency fuel shutoff handle - PULL
        6)  TURN.  Turn toward an unpopulated area

MNEMONIC:  HOOD, CREW, CANOPY, CORDS, HARNESS, CROUCH, DIVE, PULL

    g.  Scan/use of peripheral vision

    h.  Flight characteristics above 10,000 feet

        The T-34C weighs the same at sea level as it does at altitude and requires the same amount of lift regardless of where it is at.  However, since density has decreased, velocity must increase to maintain enough lift to keep the T-34 at altitude.  As altitude increases, the power required increases.

        Maximum engine output decreases with a reduction in air density.  Thus, power available decreases at higher altitudes.  Excess power will also decreases as altitude increases because power available decreases and power required increases.

        Additionally, as you go up in altitude, ambient temperatures rapidly begin to fall off (to -51.6 C at FL360) making turbine engines more fuel efficient, thus requiring less fuel for a given amount of power.  Although the pilot physically increases the PCL setting as altitude increases, fuel flow DECREASES.  Since the aircraft is burning less fuel to remain airborne, maximum endurance performance increases with an increase in altitude.

        An airplane at a higher altitude will fly at a greater TAS while burning less fuel.  Since the fuel consumed per mile flown has decreased, an increase in altitude increases maximum range performance as well.  On the flipside, propeller efficiency (the props ability to convert shaft horsepower to thrust horsepower) decreases with an increase in altitude.

    i.  Sinus block

        The paranasal sinuses are air-filled cavities in the bones of the face.  We have four pairs of such sinuses: frontal, which lie above and between the eyes; ethmoid, between the nasal cavity and the eyes; sphenoid, situated behind the nose; and maxillary, located in the cheekbones.  Normally they are open, however, if mucus builds up in the cavities, an increase in altitude will cause the matter to expand.  A very painful experience results.
 

2.  Demonstrate:

    a.  Vertigo (R/C unhooded)
 
        Vertigo can be defined simply as a body sensation which tells the aviator that his aircraft is in a particular attitude, when the aircraft is actually in an entirely different position relative to the horizon.  This false sensation is derived from a number of sources:  the inner ear and vestibular stimulation for example.  Vertigo or the disorientation sensation is and always will be a factor in aviation, but is dangerous only when the pilot believes and flies his senses instead of the reliable instruments.  Fatigue, turbulence, dim lighting and IFR conditions all contribute to the onset of vertigo.

        The vertigo demo will emphasize the following 3 facts:
        1)  A pilot’s attitude sensations are generally unreliable.
        2)  Sensations being unreliable, the pilot cannot recover to straight and level flight using these sensations.
        3)  The instruments are the only reliable way to recognize and recover from any unusual attitude.

        Procedures:

        1)  The instructor will ask me to close my eyes while he flies the aircraft through a series of smooth, easy maneuvers (unhooded).  I will give a running commentary of my sensations over the ICS.  The demo will emphasize the unreliability of body feelings.

        2)  The maneuvers or recovery procedures from them will not be graded.  They are in no way being evaluated.  (thank goodness).

3.  Introduce:

    a.  ICA
    b.  GCA maneuver
    c.  Approach pattern
    d.  Penetration maneuver
    e.  BAC maneuver
    f.  Partial panel (PP)

4.  Practice:

    a.  Straight and level
    b.  CRC/D
    c.  CRT

5.  Non-graded:
 
    a.  UA-FP