f6e56403146812cdccc3ba3ce044d2a2bb9c292438d2f20c850fcbd60105f85d Section "After Take Off" item count differs between passes (5 vs 4); verify nothing was dropped. Section "Airborne Restart" item count differs between passes (6 vs 4); verify nothing was dropped. Section "Airframe Fire" item count differs between passes (4 vs 3); verify nothing was dropped. Section "Electrical Overload" item count differs between passes (3 vs 2); verify nothing was dropped. Section "External Checks" item count differs between passes (64 vs 55); verify nothing was dropped. Section "Limitations" item count differs between passes (46 vs 30); verify nothing was dropped. Section "Post Start" item count differs between passes (14 vs 13); verify nothing was dropped. Section "Power Checks" item count differs between passes (15 vs 13); verify nothing was dropped. Section "Shut Down" item count differs between passes (15 vs 13); verify nothing was dropped. Section "Take Off" item count differs between passes (5 vs 4); verify nothing was dropped.

General position Clear of other aircraft Wheels chocked (if required) Room to taxy At the Cockpit Magnetos OFF Flying controls Locks removed Air pressure 50kgf/cm² min both If normal system air pressure is low ie 20 kgf/cm² or more, a start may be attempted and the pressure built up on the compressor before taxy. Otherwise, the system must be charged via the external connector, as must the emergency system. Port Mainplane Upper surface Condition Flap Condition Aileron Condition, lock removed freedom of movement hinges and push rod secure, drain holes clear Leading edge & under surface Condition Pressure head Cover removed, security and cleanliness Stall warner (if fitted) Freedom of movement Fuel tank cap and cover plate Security, visual contents check Access panels Security Port Undercarriage General Condition and security Oleo extension 205mm Wheel — Tyre for cuts and creep Check Wheel — Tyre pressure 3-3.5 bar (40-45 psi in USA) Front Fuselage and Engine Air system water trap Drain, ensure shut Cowlings Condition and security Gills Condition and security Propeller Condition and security, check prop alignment marks, no leaks, hub split pin in place If the engine is cold or for the first run of the day turn the engine by hand through at least nine blades to check for hydraulic locking. If a quantity of oil drains from the exhaust, pull through 36 blades before attempting to start the engine. Exhaust pipes Condition and security Carb air inlet Condition and security Oil tank Visual contents check, cap and dipstick secure. Litres: 8 min; 10 aeros; 16 max Nose Undercarriage General Condition and security Oleo extension 131mm Wheel — Tyre for cuts and creep Check Wheel — Tyre pressure 3-3.5 bar (40-45 psi in USA) Starboard Undercarriage General Condition and security Oleo extension 205mm Wheel — Tyre for cuts and creep Check Wheel — Tyre pressure 3-3.5 bar (40-45 psi in USA) Starboard Mainplane Upper surface Condition Flap Condition Aileron Condition, lock removed freedom of movement hinges and push rod secure, drain holes clear Leading edge and under surface Condition Oil cooler Condition, matrix clean. Winter baffle plate secure Fuel tank cap and cover plate Security, visual contents check Access panels Security External Checks (cont'd) — Starboard Fuselage General Condition Aerial Condition and security Tail Unit General Condition Rudder Freedom of movement hinges and cables secure Elevators Freedom of movement hinges and cables secure Trim tab Condition and security Port Fuselage General Condition Gnd Pwr socket cover Secure if not used Pneu charge cover Security Cockpit Glazing Condition, ensure clean

Ensure no loose articles Check Flap selector Neutral Magnetos 1 + 2 (ON) see note U/C selector Neutral, safety gate in Ignition control switch Cabin 1 (UP) Starter button Shielded Fault simulation switches OFF Harness Secure if solo Canopy Close and lock if solo The rear magneto switch should remain OFF until priming has been completed but must be placed to 1+2 (ON) before attempting to start. On British registered aircraft the flap and undercarriage selectors in the rear cockpit are locked in Neutral.

Air On, 50kgf/cm² min both Brakes On, parking catch engaged Primer As required (see note) Battery Master (or External power if required) ON, check 24V Generator switch ON, check gen fail light on Ignition switch ON U/C indication ON, check 3 greens Engine instruments switch ON Lamp test Operate, check lights Fuel gauge Check readings, test lights Radio As required Intercom As required Throttle Set 2 open Starter Operate (3-5 secs) Magnetos 1+2 (on) after 3-5 blades Priming: Cold = 8 pumps set to CYL with the propeller pulled through one blade per pump. 2 pumps set to CARB. Hot = Up to 4 pumps on CYL. A warm engine must not be pulled through. All pulling through must be in the direction of rotation.

Throttle 38-41% Oil pressure 1 kgf/cm² within 20 secs Primer Secure in neutral Throttle 41-44% until oil temp rise Throttle 41-48% for warm up The engine is considered sufficiently warm when the oil temperature = 40ºC and CHT = 120ºC. External power (if used) Disconnect, master sw ON Radio ON, tune, vol/sq adjusted Intercom ON LH switch bank All ON DI Light out, compare to S'by compass Instruments Check Controls Full and free movement Radio call As reqd; set QFE/QNH

Ensure no loose articles Check Rudder pedals Adjusted, feet in stirrups Parachute (if worn) Adjusted and secure Harness Adjusted and secure Canopy As required LH switch bank All OFF Flap selector UP (Neutral if air press. low) Trim Neutral Throttle friction As required Throttle Full and free operation, set closed Propeller control Set max rpm (fwd) Fire cock/Fuel cock Full and free operation, set open (fwd) Magnetos OFF U/C selector DOWN, safety gate in Instruments Condition, readings, art. AI. start knob pressed Emergency air valve Ensure closed Carb heat Full and free operation, set cold (fwd) RH friction lever As required Oil cooler control Full and free operation, set CLOSED (rear) Cowling gills control Full and free operation, set CLOSED (rear) Inst. panel switch bank All OFF Cabin heater control COLD Headset/helmet Plug in, loose cable secure Accelerometer Reset

Ensure all clear around aircraft Check Chocks Removed Brakes Test Instruments Test whilst taxying

Clear area selected Check Parking brake ON Ts and Ps Check Cowl flaps Open fully Oil cooler shutter As required Throttle 58% Generator Test, voltage check 27-29V, warning light out Propeller Fully fine Throttle 70%, Brakes holding Magnetos Test, max drop 3% Carb heat Test Propeller Coarse, rpm drop to 53% Propeller Fine, rpm recovery Feathering cycle Repeat 3 times Throttle Idle - 28-32% (max 5 mins) 42-47%

T — Trim Neutral T — Throttle Adjust friction Propeller Fully fine Oil cooler As required M — Magnetos ON M — Master switch ON P — Pitot heat As required P — Primer Neutral F — Fuel On, sufficient for flight F — Flaps UP G — Gauges Checked and set, gyros, altimeter, Ts and Ps G — Gills Open H — Hatches Closed and locked H — Harness Secure C — Carb heat Cold C — Controls Full and free movement

Throttle Fully OPEN Takeoff power Check manifold pressure, Ts and Ps, airspeed rising Rotate 90km/h (49kt) Lift off 110km/h (60kt) Climb 160 km/h (86kt)

Undercarriage Retract by 200km/h (108 kt) Engine Set climb power 'Nominal 1' Ts and Ps Check Radio Set, clearances as required Altimeter QFE or QNH as required

H — Height Sufficient to recover by 3000ft (900M) AGL A — Airframe Flaps and landing gear UP S — Security Hatches closed and locked, harnesses secure, no loose articles E — Engine Ts and Ps, fuel, carb heat, throttle and pitch as required L — Location Clear of controlled airspace cloud and built-up areas L — Lookout Clearing turn

F — Fuel ON and sufficient, diversion airfield selected R — Radio ON, frequency and volume set, call as required E — Engine Ts and Ps, carb heat D — DI Check, instrument serviceability, sync. light out A — Altimeter QFE/QNH as required

B — Brakes OFF U — U/C (below 200km/h) DOWN - 3 greens and mechanical indication F — Fuel ON, sufficient for go-around F — Flaps (below 170km/h) As required P — Pitch Fine I — Instruments Ts and Ps, altimeter set C — Carb heat Checked, then COLD H — Hatches As required H — Harness Secure

P — Pitch Fine U — U/C DOWN, 3 greens and mechanical indication F — Flaps DOWN (Vfe 170km/h/92kt) A — Altimeter Setting

Throttle OPEN fully P — Pitch Fine U — U/C UP F — Flaps Retract by 170km/h (92kt) A — Altimeter Setting

Vacate active runway and stop Check Carb heat COLD Flaps UP Trim NEUTRAL Friction As required Electrics Non essential OFF

Position As req. nosewheel straight Parking brake ON Radio OFF Electrics Non essential OFF Cowl flaps OPEN Oil shutter As required Throttle 28-34% until CHT = 140-150ºC Throttle 65-68% for 20-30 sec Throttle 28-34% for 15 sec Magnetos OFF All switches OFF Air Off (clockwise) Cowl flaps CLOSED Oil shutter CLOSED Vacate aircraft, fitting control locks as appropriate. Drain the air system water trap after each flight. If a/c is to be left overnight, consider fitting covers.

Maximum Height As no oxygen system is fitted, the aircraft is limited to a maximum height of 10,000ft. Maximum Speed Vne 420km/h (226kt) Manoeuvring 360km/h (194kt) Level flight 300km/h (162kt) Canopy open 250km/h (135kt) Landing gear extended 200km/h (108kt) Flaps extended 170km/h (91kt) Stalling Speeds Normal 105km/h (57kt) Inverted 140km/h (76kt) Flaps extended 100km/h (54kt) Maximum Weight Maximum weight for all flight regimes 1315kg (2899 lb) Aerobatics All aerobatic manoeuvres are permitted. Aerobatics are not to be attempted with landing gear or flaps extended. Both canopies must be closed and locked. Load Factors Max positive +7.0g Max negative -5.0g Inverted Flight 2 minutes maximum with 3 minutes erect before next period of inverted flight. Crosswind Maximum crosswind component 6m/sec (12kt) Engine Limitations Take-off power is limited to a maximum of 5 minutes Maximum RPM is limited to a maximum of 1 minute Oil Temperature Minimum 40ºC Normal 50-65ºC Maximum 75ºC max continuous Maximum 85ºC full power Oil Pressure Minimum 1.0kgf/cm² Normal 4.6kgf/cm² Fuel Pressure Minimum 0.15kgf/cm² Normal 0.2-0.5kgf/cm² Cylinder Head Temperature Minimum 120ºC Normal 140-190ºC Maximum 240ºC Carburettor Intake Temperature Ideal range 10-45ºC Maximum Endurance Maximum flight range at a height of 1640ft (500m) and an airspeed of 210-215km/h (113-116kt) at 1315kg AUW (119 litres fuel) with 10% unusable fuel supply in 'Cruise 2' engine running condition is 510km (275nm). In this case the flight duration is approximately 2 hours 45 minutes

No engine fire extinguisher is fitted Throttle CLOSED Fuel cock OFF Airspeed/r.p.m Reduce by raising nose Magnetos OFF when engine cuts Sideslip Try to keep flames away from the cockpit

Throttle CLOSED Magnetos OFF Fuel cock OFF Parking brake Release to enable the aircraft to be pushed away from burning fuel on the ground

If fire/smoke has occurred shortly after an electrical switch has been moved Reselect the particular switch to former position If fire/smoke persists: All non essential electrics OFF. If visible signs of fire: Land as soon as possible or, if parachutes are worn, abandon the aircraft.

Aircraft attitude Dive and sideslip to keep the flames away from the cockpit Master switch OFF If the fire goes out land as soon as possible at the nearest airfield; be prepared for a higher stalling speed if the aircraft skin is damaged. If the fire persists, land as soon as possible or, if parachutes are worn, abandon the aircraft.

Fuel cock Check ON and quantity Carburettor air Hot Magnetos Both ON Engine Check indications If possible maintain a speed of not less than 160km/h and lower the flaps as required. If time permits before landing, turn off the fuel and switch off the ignition. Tighten the harness and open the canopy.

Proceed as for engine failure on take-off. The best gliding speed is 160km/h with the flaps up. Fuel OFF Magnetos OFF Harness Tight Make the initial approach at 160km/h with flaps up; open the canopy at 50m. Lower the flaps only when certain of getting into the selected landing area, and aim to cross the boundary at 160km/h with full flap or with flaps up. At low speeds the rate of descent is very high.

Throttle SHUT Fuel cock OFF Magnetos OFF Airspeed 110-120km/h Flaps UP Canopy Open Mic/Tel leads Disconnect Seat Harness Release. Ensure parachute harness not released The pilot should bale out first, the rear seat occupant following once the pilot is clear of the aircraft. When baling out, endeavour to dive downwards and away from the aircraft to try to avoid hitting the tailplane. The aeroplane may be abandoned to either side or inverted.

No ditching experience has been obtained for this aircraft, but the following is a general guide. Harness Tight Canopy Shut Undercarriage UP Approach Normal Touch down Tail first at as low an air speed as possible

Frequency Correct frequency selected Volume Maximum Squelch Set Mic/Tel plug Securely inserted

Master switch OFF Master switch Reselect ON briefly to permit use of the radio and electrical circuits for limited period Land as soon as possible.

Pitch Coarse Manifold Pressure Reduce Land as soon as possible

Oil Temperature Monitor Land as soon as possible

Primer CARB, operate to maintain fuel pressure Land as soon as possible.

Throttle Idle, advance slowly, if rough running remains set 72% to clear plugs Land as soon as possible

Airspeed 160-220km/h Throttle 2 Open Primer CARB, operate If engine starts Throttle Max power for 1-2 secs Throttle Reset

Emergency air pressure Check, 40-50kgf/cm² U/C selector NEUTRAL U/C emergency tap Operate U/C position Verify DOWN, three greens and mech. indication If the undercarriage fails to lower on the emergency system or insufficient air pressure is available the a/c must be landed wheels UP. Do NOT retract the U/C after lowering on the emergency system. Do not close the emerg. air tap until after the engine shut down on landing.

A flapless approach and landing must be carried out. The approach speed being 160-170 km/h. The flare and the landing roll will be correspondingly longer.

If the “Borings in Oil” light illuminates in flight consideration must be given to landing as soon as possible, as this could mean the engine oil contaminated with metallic particles and a potential engine failure.