TM  55-1510-221-10 8. Touchdown  -  On  safe  main  gear  first. NOTE Fly  a  normal  approach  to  touchdown. After  landing,  accomplish  the  following: 9. Power levers (runway assured) - IDLE. 10. Condition  levers  -  FUEL  CUTOFF. 11. Fire pull handle - Pull. 12. Master switch - OFF. f. 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. 9-25.   LANDING   WITH   INOPERATIVE   WING FLAPS (UP). The aircraft does not exhibit any unusual char- acteristics when landing with the wing flaps up. The approach angle will be shallow and the touchdown speed  will  be  higher  resulting  in  a  longer  landing roll. 9-26. 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: 1. Descend to below 25,000 feet. 2. Cabin Pressure - Reset pressure differ- ential  to  4  PSI  or  less  within  10  min- utes. 9-27.   CRACKED   CABIN   WINDOW   (OUTER PANEL). If a cabin window outer panel crack occurs, per- form the following: 1. Descend to below 25,000  feet. 2. Cabin pressure - 4.6 PSI  maximum. 3. Do  not  operate  more  than  20  flight  hours. NOTE Treat outer panel cracks which are linear (not  circular)  or  cracks  that  touch  the frame, as an inner panel crack. 9-28.  CRACKED CABIN  WINDOW  (INNER PANEL). If a cabin window inner panel crack occurs, per- form the following: 1. Oxygen - As required. 2.  Cabin  pressure  -  Depressurize. 3.  Descend  -  As  required. 9-29.  DITCHING. If a decision to ditch is made, immediately alert all  crewmembers  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 mini- mum rate descent (power on or off, as the situation dictates,  airspeed  -  (110-120  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  on  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 air- craft  hits  the  water.  After  the  aircraft  is  at  rest, supervise evacuation of passengers and exit the air- craft 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 away from any damaged sur- faces which 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. Refer to figure 9-3 for body positions  during  ditching.  Figure  9-4  shows  wind swell   information.   Perform   the   following   proce- dures: 9-14