Discuss Items:

Smoke or Fume Elimination - If fuel fumes are present in the cockpit:

1. 100% Oxygen DON
2. Airspeed REDUCE (minimize possible spread of fire)
3. Cockpit environmental control, Aft cockpit outside air - FRESH AIR INCREASE / ON
4. Canopy - OPEN, EMERGENCY OPEN as required (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 (<240 kts open, 250 kts Emerg open)

   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.

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

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 * sq. root of 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

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).

1. ATC - communicate intentions/request. If at a tower controlled field, contact tower prior to entering the Airport Traffic Area.
   "____Approach/Tower, Ranger _____, Pt. Shamrock inbound [extended base leg / straight-in approach] for full-stop"
2. Fast cruise (170 kts) at altitude to position 2-3 miles from runway on extended runway centerline.
3. Transition LAC by slowing to 150 kts. Gear, Landing Chk no later than one-mile final. Lower/hold flaps as appropriate.
4. Radio calls to the tower or RDO (Report 2 mile final) as required.
5. If at a tower controlled field, obtain landing clearance prior to landing. Check the winds.
6. Intercept a standard glideslope at 85/95 kts, 1200-1500 feet of straightaway and 100-150’ AGL, wings level.
7. Continue approach & 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.

New Maneuvers for this event:

none

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