a.  Smoke or fume elimination (O.R.C.A BLOW)

CAUTION - Prior to accomplishing any procedure that will create a draft in the cockpit, determine the source of smoke.  A sudden draft may cause a smoldering fire to burst into flame.

        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)  BLOW.  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 the canopy.

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

    b.  Aborting/landing on wet runway

        Hydroplaning causes the airplane’s tires to skim atop a thin layer of water on a runway.  If there is standing water in excess of 0.1 inches, hydroplaning may occur.  Deeper tread or “channels” that allow water to escape while the tire contacts the runway may require as much as 2 inches of water before hydroplaning occurs.  The speed for normal dynamic hydroplaning can be found using the following formula:

        Vhydroplane = 9 times the square root of the tire pressure

        Weight as no effect on the velocity that an airplane will hydroplane, but a heavier airplane must takeoff and land at higher speeds which increases the possibility of hydroplaning.
        If you suspect hydroplaning, you must avoid the use of frictional brakes, since their use may cause you to lose directional control.  Beta settings should be used as much as possible to slow or stop.

        T-34C Hydroplaning speeds:

        NOSEWHEEL__________   MAIN LANDING GEAR__
        Pressure    Vhydroplane   Pressure    Vhydroplane
             70 psi      75 kts             90 psi      85 kts

    c.  VFR wide or straight-in approaches

        This type of approach may be used at both military and civilian airfields when use of the “break” (or “overhead at civil fields) would be precluded or impractical due to weather, traffic, or local procedures.  They may also be used in conjunction with certain emergencies (i.e., inflight damage).
 

        Procedures:

        1)  Establish contact with ATC to communicate your request and/or intentions.  If at a tower controlled field, contact tower when instructed to by approach control or prior to entering the Airport Traffic Area.

        2)  Fly the aircraft in fast cruise (170 kts) at an appropriate altitude to a position approximately 2-3 miles from the runway on an extended runway centerline or extended base leg.

        3)  Transition to the landing approach configuration by slowing below 150 kts, lower the gear, and completing the landing checklist.  This should be done no later than base leg (if used) or a one-mile final.  Lower/hold flaps as appropriate.

        4)  If requested, make the appropriate radio call to the tower or RDO (i.e., Report 2 mile final).  If at a tower controlled field, obtain landing clearance prior to landing.  Check the winds!!

        5)  Fly to intercept a standard glideslope at 85/95 kts, 1200-1500 feet of straightaway and 100-150’ AGL, wings level.

        6)  Continue the approach and landing using normal procedures.

        Common errors:

        1)  Not establishing radio contact with ATC soon enough.
        2)  Transitioning to the landing configuration too late.
        3)  Not making requested report to the tower.
        4)  Landing without a clearance.

2.  Introduce:

    a.  Donning O2 mask
    b.  VFR wide or straight-in approach (non-graded)

3.  Practice:

    a.  ATS
    b.  Spin
    c.  HAPL
    d.  LAPL
    e.  PPEL
    f.  Landing pattern
    g.  Full flap landings
    h.  No flap landings
    i.  Waveoff
    j.  PPEL(P)
    k.  LAPL(P)

4.  Non-graded:

    a.  Ground procedures

    b.  Takeoff/departure

    c.  Course rules/COMM/IFF/HFE

    d.  TP

    e.  OFO