a.  Fuel system malfunctions/fuel balancing (plan to draw the fuel system schematic on the chalk board prior to brief)

        1)  Engine-driven or electric (standby) fuel boost pump failure

            The engine-driven primary fuel pump will sustain engine operation after failure of the engine-driven boost pump and the electric-driven standby fuel pump.  In normal operations, the standby fuel pump is OFF, so illumination of the FUEL PRESS annunciator and MASTER CAUTION light indicates probable failure of the engine-driven boost pump.  Illumination of the FUEL PRESS annunciator and MASTER CAUTION light may also indicate failure of the engine oil scavenge system.  If the engine oil scavenge system has failed, engine failure because of cessation of lubricating oil circulation will occur, and the pilot should be prepared to land as soon as possible.

        2)  FUEL PRESS and MASTER CAUTION annunciator illuminated

            a) PEL - EXECUTE

            b) Standby fuel pump switch - ON
 
            If lights remain illuminated:
            c) Descend below 15,000 feet, and avoid high power settings.

NOTE - Log time of illuminated FUEL PRESS light as solitary operation of the engine-driven primary pump.  The max is 10 hours.

        3)  Fuel leaks or siphoning

            If fuel leakage or siphoning from the wing fuel tanks is detected, proceed as follows:

            a) PEL - EXECUTE
 
            Time permitting:
            b) Secure the switches and circuit breakers that control power to the wing.
               (1) Switches:  landing/navigation/strobe lights, pitot heat.
               (2) Circuit breakers:  RMI COMP, LOW FUEL, LDG GEAR POSN and
                   WARN, FUEL QTY LEFT and/or RIGHT, AOA INST PWR

WARNING - Do not activate the flaps or landing gear electrically whether fumes in the cockpit or not; electrical arcing may cause an explosion.

            If fuel fumes are present in the cockpit:
            c) Accomplish the SMOKE OR FUME ELIMINATION procedure “ORCA”
               (1) Oxygen - 100 PERCENT
               (2) Reduce airspeed to minimize possible spread of fire
               (3) Cockpit environmental control - FRESH AIR INCREASE
               (4) Aft cockpit outside air - PULL ON
               (5) If smoke or fumes cannot be eliminated and so restrict
                   vision that a safe landing cannot be made or excessive heat
                   buildup requires more ventilation, EMERGENCY OPEN (<250
                   kts) the canopy.
 
 

        3)  Fuel quantity indicator failure

            Normal flight may be continued, but plan the landing with a calculated conservative fuel reserve.  With a fuel quantity indicator failure, if a FUEL LOW annunciator should illuminate, land as soon as possible using PEL procedures because less than 90 lbs of fuel remains in the respective fuel tank.

        4)  Fuel quantity imbalance

            The  importance of close, continuous monitoring of fuel flow and fuel quantity during flight cannot be overemphasized, since an active and judicious monitoring schedule will alert the pilot quickly to any fuel feed difficulties.  Sound in flight procedures dictate that it is prudent to maintain a balanced fuel load.  However, should a fuel split on the order of 100 pounds develop, attempt to balance the fuel load as follows using the wing-low method:

            a) Use rudder trim as necessary to establish a slip so that the balance ball is displaced towards the lower quantity wing tanks (i.e., trim the balance ball into the tank containing the least amount of fuel)

            b) Use aileron as necessary to maintain heading.

            c) If normal fuel balance is restored, continue flight

            d) Land as soon as possible using PEL procedures if either of the following imbalance conditions develop during level, balanced flight:
               (1) If the fuel load cannot be brought into balance and the split exceeds 100 pounds with either tank indicating less than 200 lbs.
               (2) If the fuel load cannot be brought into balance and the split exceeds 200 lbs.

WARNING - If unable to transfer any noticeable fuel from the wing tank or if unable to balance the fuel load, discontinue the wing-low balancing procedure as failure to do so may result in engine failure because of fuel starvation.

    b.  Crosswind takeoff/approach/landing

        1)  Crosswind takeoff

            The technique used during the initial takeoff roll in a crosswind is the same as used in a normal takeoff, except that aileron control must be held INTO the wind.  This raises the aileron on the upwind wing to counteract the lifting force of the crosswind.
 
            a) As the aircraft is taxied into takeoff position, mentally note the winds to anticipate crosswind.
 
            b) Aileron should be held into the wind as the takeoff roll is started.
 
            c) As the airspeed increases and the ailerons become more effective, adjust the aileron inputs to maintain the wings level.
 
 
 
 

            d) While keeping the wings level with aileron, directional control will be maintained with rudder.  Normally, a crosswind takeoff will require downwind rudder pressure, since the aircraft will tend to weathervane into the wind.  Torque or P-factor which yaws the aircraft to the left, may be sufficient to counteract the weathervaning tendency caused by a crosswind from the right.

        2)  Crosswind approach

            This procedure compensates for crosswinds in the landing approach with power and AOB to maintain the normal track over the ground.  There are two methods of accomplishing a crosswind approach and landing - the crab method, and the wing-low method.  Only the wing-low method will be utilized during your landings in the T-34C.  Follow the procedures outlined below:

            a) Maintain proper ¾ wingtip distance downwind with crab into the wind.  When adjusting your AOB through the approach, use the 90 degree position as a reference.
 
            b) Adjust power and AOB to fly a normal approach.

               (1) Overshooting crosswind
                   (a) Power reductions through the approach have to be greater to achieve the proper rate of descent relative to the rate of closure to the landing line.
                   (b) AOB will be shallow during the first part of approach and will steepen approaching the 90 degree position.  Adjust AOB as necessary (30 degree AOB max) to intercept landing line.
 
               (2) Undershooting crosswind
                   (a) Power reductions through the approach have to made at a slower rate to achieve the proper rate of descent relative to the rate of closure to the landing line.
                   (b) AOB will be steeper during the first part of approach and will shallow approaching the 90 degree position.  Adjust AOB as necessary (30 degree AOB max) to intercept landing line.

        3)  Crosswind landing

            These procedures allow you to compensate for crosswinds and land smoothly on the main mount at the intended point of landing pointing down the runway.  There are several ways of executing a crosswind landing.  However, only one is utilized in the primary flight training program - the wing low, top rudder, or slip method.

            a) Maintain crosswind correction through the landing transition.

            b) Increase aileron pressure as necessary to land the aircraft with zero side motion.  Since the airspeed decreases as the flare progresses, the flight controls gradually become less effective; thus, gradually increase the deflection of the rudder and ailerons to correct.
 
            c) The degree to which the upwind wing is lowered and the amount of opposite rudder pressure applied are governed by the amount of wind present.  Landing will be made on the upwind mount first.  Think of flaring on wheel.

            d) Maintain crosswind corrections to minimize weathercocking and lower the nose gently to the runway.  Use rudder to maintain directional control.

            e) Full stop landings may require increased corrections as the aircraft decelerates.  As the aircraft decelerates, more and more aileron will be required until you eventually have a full aileron deflection toward the wind.

            f) For touch-and-go landings:

               (1) Hold in crosswind controls throughout ground roll.  Hold aileron to remain wings-level.
               (2) Firmly rotate the aircraft to the takeoff attitude to avoid side slipping.  On climbout, it will be necessary to crab the aircraft into the wind to maintain runway heading.

    c.  Ballooning and porpoise landings

        If you misjudge the apparent upward movement of the ground and think it is coming faster than it actually is, you may raise the nose too rapidly and cause the aircraft not only to stop descending, but actually to start climbing.  This is known as ballooning.  Anytime you balloon excessively, apply full power and waveoff.  You’ll porpoise if you correct improperly.  In fact, the severity of your porpoise will increase with corrections.
        This also happens in CABT when backstick is applied before it's actually needed.

2.  Demonstrate:

    a.  Crosswind approach/landing

        Refer to 1.b above for the gouge.

    b.  Approach turn stall (ATS)

        The purpose of this maneuver is to stall the aircraft while simulating a landing approach and recover safely with a minimum loss of altitude.  It can happen when a pilot concentrates on reaching a runway and continues to raise the nose to reach the field, rather than adding power to make the runway.  Procedures are outlined below:
 
        1)  Give an IGP report.
 
        2)  CONFIGURATION.  Position the aircraft at or above 6500’ AGL, 90 kts, wings level, gear and flaps down, landing lights on (landing approach configuration).  BASTARDIZED LEVEL SPEED CHANGE.

        3)  CHECKLIST.  “BILGES CLEAR OF LOOSE OBJECTS, CONTROL LOCK STOWED (in two places), SEAT BELT AND SHOULDER HARNESS LOCKED AND TIGHT, AUTOIGNITION ON AUTOIGNITION LIGHT ON, ENGINE INSTRUMENTS CHECKED, STALL CHECKLIST COMPLETE.

        4)  CLEAR.  Roll into a 30 degree AOB clearing turn (in either direction for a minimum of 180 degrees (or two 90 degree turns) maintaining airspeed and altitude.
 
        5)  Roll out of the clearing turn, reduce power to 300 ft-lbs, and set the 90 kt descending attitude (horizon 2/3 way up the canopy).  Trim left and up for pwr reduction.
 
        6)  When comfortably established, smoothly roll into 30 degree AOB simulating an approach turn (turn in the same direction as last 90 deg).
 
        7)  When comfortably established, raise the nose, placing the lower exhaust stack on the horizon (12-15 deg) and simultaneously reduce the power to 200 ft-lbs.

        8)  Hold until the aircraft stalls.

        9)  Recovery
 
            a) LAX.  Relax backstick pressure (do not “release” backstick pressure) slightly to decrease the angle of attack (nose no lower than horizon bisecting the windscreen).  We want to preserve altitude.
 
            b) MAX.  LEVEL.  Simultaneously, roll wings level, power to max allowable, add right rudder as necessary to counter torque (DO NOT cycle the rudders in an attempt to maintain balanced flight).

            c) BALL.  STOP.  Wings level, raise the nose to positive climbing attitude; cowl seam just above the horizon, so as to stop the loss of altitude.  Check the torque for 1,015 ft-lbs and the ball centered.

            d) Maintain that nose attitude until the airspeed stops accelerating.  When it does, lower the nose slightly to continue the acceleration to 90 kts.  Retrim.

            e) Once established at 90 kts, leveloff at the next 500 foot interval.

            f) Maintain 90 kts (approx 600 ft-lbs) and level flight.  Retrim.

            g) Return to normal/fast cruise when directed by your instructor, utilizing max allowable power.  Turn landing lights off and autoignition off.

3.  Introduce:

    a.  POS
    b.  OFE
    c.  Landing pattern
    d.  Full flap landings
    e.  Waveoff
    f.  OFD

4.  Practice:

    a.  Ground procedures
    b.  Takeoff/departure
    c.  Course rules/COMM/IFF
    d.  TP
    e.  LSC
    f.  HFE

5.  Optional:

    a.  GPU start