Page 23 - Volume 21 Number 11

One-tenth inch of water on a runway is all that is needed to induce dynamic hydroplaning.
appropriate crosswind control inputs. This is a basic requirement for passing the Private, Recreational and even Light Sport Pilot check ride, so it should be your routine for all landings, and then all your landings become good practice for landing on a wet runway.
• Touch down as close to the approach end of the runway as possible to maximize available landing distance. We normally aim for the touchdown zone markers, which are usually 1,000 feet from the runway threshold. But that reduces available stopping distance by 1,000 feet. In the case of Midway’s 31C that make it effectively a 4,141-foot runway, about 20 percent less stopping distance when hydroplaning is a risk.
• Plana“firm”butsmootharrival,toput the tires solidly against the pavement. Don’t try to “grease it on” if the runway is wet.
• Holdtheelevatoraftertouchdownto maximize aerodynamic braking. But when the nose does come down, don’t push the wheel down and cause the airplane to wheelbarrow, or induce a pilot-induced oscillation.
November 2017
• Avoid applying brakes at or above the NASA-critical speed for your airplane. Land at a speed and with remaining runway distance that permits coming to a stop with little or no braking. Once below hydroplaning speed for your airplane, brake firmly without causing the tires to skid. Treat a wet runway like you’d treat one with a film of ice.
• Execute an immediate go-around if you detect hydroplaning upon touchdown, unless you have a runway much longer than your computed landing distance with a very healthy margin.
• Divert to a more suitable airport if a wet runway is combined with a significant crosswind or component. You might hydroplane off the side or end of the runway.
control. Attempting to retract f laps during the landing roll is a common cause of inadvertent landing gear retraction in retractable gear airplanes. I recommend against this practice in retractable gear airplanes.
Hydroplaning is one of those thingswereadaboutbutwe•really can’t practice unless we’re doing it for real. Any time the runway is wet, think about the possibility of dynamic hydroplaning and adjust your technique to avoid the threat. T&T
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Some pilots advocate retracting f laps to put more weight on the wheels, increasing braking and directional
Fly the proper touchdown speed and aligned with the runway centerline with zero sideslip using appropriate crosswind control inputs. Plan a “firm” but smooth arrival, to put the tires solidly against the pavement.
Thomas P. Turner is an ATP CFII/MEI, holds a master's Degree in Aviation Safety, and was the 2010 National FAA Safety Team Representative of the Year. Subscribe to Tom’s free FLYING LESSONS Weekly e-newsletter at www.mastery-flight-training.com.
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TWIN & TURBINE • 21