0f28b1a9f2d5130aba7a6dcd55653cced8366193b967dd41ac34fcfede2fdddb Section "Circuit and Approach" item count differs between passes (5 vs 4); verify nothing was dropped. Section "Engine Start" item count differs between passes (3 vs 4); verify nothing was dropped. Section "Landing" item count differs between passes (4 vs 3); verify nothing was dropped.

Climb onto wing using knee, then other leg, while holding canopy rail Walk only on anti-skid strip adjacent to fuselage

Check front cockpit wall chart for priming duration Check air reservoir pressure Air reservoir is good for 12 start attempts before re-charging.

Start using pneumatic system Starting procedure varies with outside air temperature, time since last run, and oil dilution. When warm, the Ivchenko starts with the simplicity of a typical Continental or Lycoming.

Check compressor re-charges air bottle after start

Use rudder bars for gentle turns Use burst of power to energize rudder when needed For tighter turns, use full rudder plus stick-mounted brake lever for differential braking With rudders neutral, braking is equal to both main wheels. Take care not to reach excessive taxi speed; allow engine temperature to stabilize.

Magnetos check Exercise RPM control to verify propeller governor operation Complete pre-takeoff vital actions using checklist Max power (ceaseless engine function duration) is 5 minutes. Throttle-engine lag (racing capacity) is 3 seconds max. Max overspeed when operating throttle rapidly is 109 per cent. Maximum allowed airspeed in level flight is conditioned by avoidance of sudden spin: 130 km/h normal flight, 170 km/h inverted. Author suspects max/min are reversed. Aerobatics forbidden with less than 4.5 gallons of fuel remaining.

Apply full throttle Expect to push on the 'wrong' foot due to engine rotation direction Rotate 120 km/h (65 kt) Take-off roll in ISA conditions is 590 ft at maximum weight.

Raise gear BELOW 200 km/h (108 kt) After selecting gear up, hold lever until 'three reds', then return lever to neutral

Lower gear AT 200 km/h (108 kt) After selecting gear down, hold lever until 'three greens', then return lever to neutral Extend flaps AT/OR BELOW 170 km/h (92 kt) Fly approach 170 km/h (92 kt) slowing to 120 km/h (65 kt) at threshold Without flaps, forward view from rear seat is virtually nil; a curved approach is needed.

Keep the canopy lock pin in place in the rail hole Lower nose after touchdown High wing-loading means no tendency to float. With practice, landing roll can be as short as 300 m (985 ft).

Leave gear retracted for dead-stick landing Standard drill is to leave gear retracted to flatten the descent profile. Brakes remain usable with gear up. With gear up, the undercarriage remains partially exposed to minimize damage in a wheels-up landing.

Performance: climb to 3,000 ft in 98 seconds; cruise 140-145 kt at 75 per cent power; fuel burn just over 13 US gal/hr at 140 kt cruise. Endurance in excess of 2 hours with 45 minutes reserve; maximum range 275 nm at slightly reduced cruise speed. G limits: unlimited aerobatics certified at max takeoff weight 1,305 kg. Engine: Ivchenko M-14P 9-cylinder radial, 360 hp. Pneumatic system used for engine starting, flaps, gear, and brakes. RPM gauge is calibrated in percent of maximum rather than RPM. Artificial horizon is inverted in presentation: top half of ball is brown, bottom half is blue. Rear cockpit has controls to deliberately fail certain systems in the front cockpit. Gear lever is pneumatic and returns to central neutral position when not required. Brakes are operated by a stick-mounted lever; pneumatic brake noise resembles a bus/lorry stopping.