ESCALA DE CABOS Y GUARDIAS

Then reset the landing gear system. Accomplish this by moving the landing gear handle down, then up, and then back to the down position. When accomplishing an alternate extension, lower the flaps, as required, before lowering the gear IAW the flight manual.

3.19. Abnormal Procedures:

3.19.1. Alternate Gear Extension. Under conditions requiring alternate gear extension, the front cockpit pilot must be prepared to lower the landing gear with the alternate gear release handle. With- out intercom, the rear seat occupant may signal the need to use the alternate gear release system by lowering the landing gear handle.

3.19.2. Hypoxia and Hyperventilation:

3.19.2.1. A conscientious preflight of oxygen equipment—both personal and aircraft—and thor- ough in-flight oxygen checks are the best safeguards against hypoxia.

3.19.2.2. If you are dual and experiencing symptoms of hypoxia or hyperventilation, gang-load the regulator and inform the other crewmember.

3.19.2.3. When you land, a flight surgeon and qualified maintenance personnel should meet you at the aircraft. Maintenance personnel will inspect the aircraft oxygen system and your personal equipment. Unless you know or suspect the oxygen system is contaminated, remain connected to it until cleared to disconnect by the flight surgeon.

3.19.3. Horizontal Situation Indicator (HSI) Failure. In the T-38, using a magnetic compass as the sole heading reference is an emergency procedure. If the HSI heading is unreliable, attempt to use the magnetic compass for timed turns to headings. If only the slaving function of the HSI is inoperative, try to use the direct gyro position. In this situation, determine headings with the magnetic compass when straight and level and use the HSI to turn the desired number of degrees.

3.19.4. Airspeed Indicator Malfunction. With a known or suspected airspeed indicator malfunc- tion, ensure the pitot heat is on and establish a known power setting and/or fuel flow for the desired cruise airspeed. If possible, use a chase aircraft for recovery. If one is not available, use known power settings and/or fuel flows in combination with the AOA system to approximate desired airspeeds. (A 0.3 AOA equals 230 + gas; a 0.5 AOA usually indicates a safe gear-lowering speed.) You can use the AOA system to safely recover the aircraft because it is independent of the pitot static system.

3.19.5. Bird Strike. A bird strike poses a hazard to low-altitude operations, particularly in the traffic pattern and on low-level navigation routes. The two most serious forms of damage from bird strikes

are engine failure and cockpit penetration. Due to the critical nature of cockpit penetration, thoroughly brief procedures for transfer of aircraft control and reestablishment of intercockpit communications. 3.19.6. Go/No-Go Decisions From a Touch-and-Go Landing. Although TOLD for touch-and-go landings is impractical, the following rules of thumb are useful:

3.19.6.1. Normally, at or near the point of touchdown, both an abort and a takeoff are safe options, even with a single-engine failure.

3.19.6.2. The abort is possible because the aircraft is lighter than on initial takeoff. This is also true for a no-flap landing because the fuel weight will be below 2,500 pounds. Barring a cata- strophic, compound problem, the takeoff is equally safe. At touchdown, the aircraft is no more than 25 knots below final approach speed with most of the runway remaining. In most cases, either option will work, provided you stick to your original decision and correctly apply the procedures. 3.19.6.3. The go/no-go decision is largely a matter of pilot preference, but one common technique is to consider the throttle position. That is, if the throttles are in idle when the problem occurs, leave them there because you are psychologically prepared to land. However, if you have advanced the throttles and/or they have stabilized in MIL power, consider continuing the takeoff. Another technique you can use when a BAK-15 barrier is available is to use the takeoff speed (main gear liftoff) for a go/no-go speed. In either case, apply the appropriate boldface for the selected decision.

3.19.6.4. As with other emergency situations, you should weigh all factors, including the runway remaining, runway condition, configuration, aircraft weight, weather, barrier type, and obstacles on departure. In any case, two fundamental questions will serve you well—Is a safe abort possi- ble? and Is a safe takeoff possible? Take the time to answer these questions on the ground—before you fly. This discussion highlights why we emphasize landing onspeed in the desired landing zone—to provide maximum runway remaining to stop (or go) during an emergency.

3.19.7. After-Landing Procedures With an Emergency. If you need assistance from fire depart- ment or maintenance personnel following an emergency landing, hold the brakes and raise both hands. This signals to the ground crew that they are clear to inspect the aircraft. Do not actuate switches without visual coordination with the ground crew.

Chapter 4 CONTACT Section 4A—General Methods and Procedures

4.1. Introduction. Contact flying in the T-38 incorporates areas of training in which pilots learn and practice the basics, including takeoffs, landings, and a wide variety of area work. Contact training is flown single ship, with an emphasis on using primarily outside, visual references—the horizon, ground, runway, etc. The basic objective of contact flying in the T-38 is to build a solid feel for the aircraft’s performance capabilities through a large portion of its flight envelope, including stalls, aerobatics, advanced handling characteristics, and normal and emergency traffic patterns.

4.2. Area Orientation. Maintain area orientation using all available means (ground references and navi-