TM 1-1510-218-10 9-16 13.   CONDITION levers – FUEL CUTOFF. 14.   FIRE PULL handle – Pull. 15.   MASTER SWITCH – OFF. h.  Landing  With  Flat  Tire(s).    If  aware  that  a main gear tire(s) is flat, a landing close to the edge of the runway opposite the flat tire will help avoid veering off  the  runway.    If  the   nose  wheel  tire   is   flat,   use minimum braking. 9-31.  LANDING  WITH  INOPERATIVE  WING  FLAPS (UP). The    aircraft    does    not    exhibit    any    unusual characteristics  when  landing  with  the  wings  flaps  up. The approach angle will be shallow and the touchdown speed will be higher resulting in a longer landing roll. 9-32.  CRACKED WINDSHIELD. a.   External  Crack.      If   an   external   windshield crack is noted, no action is required in flight. NOTE Heating   elements   may   be   inoperative   in areas of crack. b.  Internal  Crack.    If  an  internal  crack  occurs, perform the following procedure. 1.   Descend – Below 25,000 feet. 2.   Cabin Pressure – Reset pressure differential     to 4 psi or less within 10 minutes. 9-33.  CRACKED CABIN WINDOW. If   crack(s)   in   a   cabin   window   ply(s)   occurs, perform the following procedure. 1.   Crew  oxygen  masks  –  100%  and  on,  if above 10,000 feet. 2.   CABIN SIGNS switch – BOTH. 3.   Passenger  oxygen  –  ON  and  checked,  if above   10,000   feet.      The   copilot   should confirm  that  all  passengers  have  oxygen masks on and are receiving supplemental oxygen if required. 4.   Cabin pressure – Depressurize. 5.   Land as soon as practicable.  If both plys of a cabin window have developed cracks, the    aircraft    shall    not    be    flown,    once landed, without proper ferry flight authorization. NOTE Treat outer ply cracks which are linear, not circular, or cracks  that  touch  the  frame  as an inner ply crack. 9-34.  DITCHING. If  a  decision  to  ditch  is  made,  immediately  alert all    personnel    to    prepare    for    ditching.        Plan    the approach into the wind, if the wind is high and the seas are heavy.  If the swells are heavy but the wind is light, land  parallel  to  the  swells.    Set  up  a  minimum  rate descent   (power   on   or   off,   as   the   situation   dictates airspeed 110 to 120 KIAS).  Do not try to flare as in a normal  landing,  as  it  is  very  difficult  to  judge  altitude over water, particularly in a slick sea.  Leveling off too high may cause a nose low “drop in,” while having the tail too low in impact may result in the aircraft pitching forward   and   “digging   in.”      Expect   more   than   one impact  shock  and  several  skips  before  the  final  hard shock.    There  may  be  nothing  but  spray  visible  for several seconds while the aircraft is decelerating.  To prevent cartwheeling, it is important that the wings be level when the aircraft hits the water.  After the aircraft is at rest, supervise evacuation of passengers and exit the   aircraft   as   quickly   as   possible.      In   a   planned ditching,   the   life   raft   and   first-aid   kits   should   be secured close  to the cabin  emergency  hatch  for  easy access when evacuating; however, do not remove the raft  from  its  carrying  case  inside  the  aircraft.    After exiting  the  aircraft,  keep  the  raft  from  any  damaged surfaces  that  might  tear  or  puncture  the  fabric.    The length of time that the aircraft will float depends on the fuel level and the extent of aircraft damage caused by the   ditching.   Figure   9-3   illustrates   the   apppopriate body   positions   for   ditching,   Figure   9-4   shows   wind swell  information,  and  Table  9-1  lists  the  appropriate duties    for    crew    and    occupants    for    planned    and immediate ditchings. Perform the following procedures: