BEFORE INSPECTION

1. 1IgnitionsOFF
2. 2Ignition keyREMOVE
3. 3Inspection sequenceFOLLOW WALK-AROUND
4. 4Aircraft mass / CGVERIFY ACTUAL LOADING

All preflight inspection steps are required before each flight. Loading verification is an added planning reminder.

Source: p. 20; loading check pp. 16-17

1 / FRONT FUSELAGE - LEFT

1. 1Nose wheel axleFIXED / TIGHT
2. 2Tyre-to-cover clearanceSUFFICIENT
3. 3Tyre inflation / creep marksCHECK / ALIGNED
4. 4Nose leg nuts / split pins / damperCHECK
5. 5Cowling camlocksFIXED / CHECK
6. 6Cowling damage / cracksCHECK
7. 7Oil / fuel leakageCHECK
8. 8Fuel cap condition / tightnessCHECK / SECURE

Source: p. 21

2 / PROPELLER

1. 1Spinner cracks / clearanceCHECK
2. 2Spinner screwsTIGHT
3. 3Propeller bladesNO DAMAGE
4. 4Propeller attachment screwsFIXED / CHECK

Source: p. 21

3 / FRONT FUSELAGE - RIGHT

1. 1Cowling camlocksCHECK
2. 2Cowling damage / cracksCHECK
3. 3Oil / fuel leakageCHECK
4. 4Engine mounts / mounting rubbersCHECK
5. 5Spark-plug cable fixingCHECK
6. 6Air filter cleanlinessCHECK
7. 7Exhaust damageCHECK
8. 8Springs / screwsSECURE
9. 9Engine cables / choke controlCHECK

Source: p. 21

4 / RIGHT WING - FRONT

1. 1Skin / leading edge damageCHECK
2. 2Leading edge dirt / waterREMOVE / CLEAN
3. 3Wing / strut screws / bolts / coverCHECK
4. 4Fastenings / spar fittingsCHECK
5. 5RivetsINSPECT
6. 6Control drive connectionsCONNECTED / FIXED

Source: p. 22

5 / RIGHT WING - REAR

1. 1Edge / surface / deformationCHECK
2. 2Aileron / flap deformationCHECK
3. 3Rivet fastening cracksNONE
4. 4Control pivot / drive axisFIXED
5. 5Up / down movementFREE / SMOOTH

The repeated drive-axis check in the source is represented once; its requirement is retained.

Source: p. 22

6 / RIGHT MAIN UNDERCARRIAGE

1. 1Leg cracks / surface breaksNONE
2. 2Leg general state / deformationCHECK
3. 3Wheel axle location / securingCHECK
4. 4Wheel rimCHECK
5. 5Tyre inflation / damageCHECK
6. 6Rim / tyre creep marksCHECK
7. 7Tyre-to-cover clearanceSUFFICIENT
8. 8Wheel rotation axisCHECK
9. 9Brake axis / free run / damageCHECK
10. 10Brake cable securing / torsionCHECK / NO TWIST
11. 11Brake tubingCHECK

Source: pp. 22-23

7 / TAIL UNIT

1. 1Fin leading edge / deformationNO DAMAGE
2. 2Rudder skin / deformation / rivetsCHECK
3. 3Rudder hinges / clearanceCHECK
4. 4Rudder hinges corrosion / securingCHECK
5. 5Rudder free movementCHECK AS IN MANUAL
6. 6Rudder cable fixingCHECK
7. 7Rudder control location / corrosionCHECK / SECURE
8. 8Elevator leading edge / skin / rivetsCHECK
9. 9Elevator two attachment screwsFIXED / SECURED
10. 10Elevator hinge clearance / corrosionCHECK
11. 11Elevator movementCHECK
12. 12Elevator controls corrosionNONE
13. 13Trim-tab position / hingeCHECK

The source describes checking rudder freedom with the tail depressed and nosewheel raised. Confirm the supported-aircraft inspection method with the instructor; this is not a nose-linkage check.

Source: p. 23

8-10 / LEFT GEAR, WING & PITOT

1. 1Left main gear / wheel / brakeALL SECTION 6 CHECKS
2. 2Left rear wing / aileron / flapALL SECTION 5 CHECKS
3. 3Left front wing / strut / fasteningsALL SECTION 4 CHECKS
4. 4Pitot coverREMOVE / STOW
5. 5Static / dynamic pressure hosesCONNECTED
6. 6Stall-warning inletCHECK
7. 7Static inletsCHECK

Source: pp. 23-24

11 / CABIN - PANEL & CONTROLS

1. 1Panel fusesCHECK
2. 2Instrument condition / altimeterCHECK / ADJUST
3. 3Ignition-key test / green lightVERIFY LIGHT ON
4. 4Fuel gaugeCHECK QUANTITY
5. 5Stick movementFREE / SMOOTH
6. 6Control-rod seatingCHECK
7. 7Pedals deformationNONE
8. 8Nose leg / rudder / pedal adjustmentCHECK
9. 9Throttle / choke / brake / trimFREE / SMOOTH
10. 10Bowden cablesCHECK
11. 11Centre-section / welded jointsNO DAMAGE
12. 12Harness condition / fuselage fixingCHECK

Key/green-light test is the cabin instrument check, after the ignition-off exterior inspection; no magneto-ON instruction is added.

Source: p. 24

11 / CABIN - DOORS & SYSTEMS

1. 1Doors / glazing / scratchesCHECK / CLEAN
2. 2Door attachment to centre-sectionCHECK
3. 3Door closing systemFUNCTIONAL
4. 4Flap-drive cover / baggageCHECK
5. 5Rescue system, if fittedREADINESS CHECK
6. 6Unplanned rescue deploymentSECURING CHECK
7. 7Fuselage shell / damage / cracksINSPECT

Source: p. 25

12 / FUEL TANK DRAINING

1. 1Aircraft positionHORIZONTAL SURFACE
2. 2Tank drain plugLOOSEN
3. 3Fuel sample / transparent cupDRAIN 120 cc
4. 4Fuel water / impurities / qualityCHECK
5. 5Drain plugTIGHTEN
6. 6Fuel cap tightnessCHECK

Source: p. 25

REFUELLING

1. 1Engine / all electrical equipmentOFF
2. 2Smoking / uncovered flameNONE WITHIN 20 m
3. 3Filtering funnel / storage vesselsCLEAN / USE FILTER
4. 4Fuel conditionFRESH / GOOD QUALITY
5. 5Earthing cable, left gearCHECK
6. 6100 hp Rotax fuel labelPREMIUM UNLEADED

Use the fuel grade approved for the installed engine. The source gives "premium unleaded" but no numeric octane rating. Fuel volume 55 L is not identified as usable fuel.

Source: pp. 25, 31

BEFORE START / AIRCRAFT STAND

1. 1Flight-manual inspectionCOMPLETE
2. 2Seat positionADJUST
3. 3Both occupants / harnessesADJUST / FASTEN
4. 4Both cockpit doorsCLOSED / CHECK
5. 5Fuel cockOPEN
6. 6Rescue system, if fittedUNLOCK
7. 7Parking brakeON
8. 8Main switchON
9. 9Fuel quantityCHECK
10. 10Cold engine choke onlyOPEN
11. 11Fuel pump / fuel pressureON / MIN 0.15 bar
12. 12StrobesON

Engine values reproduced from the source require confirmation against the installed Rotax 912 ULS manual.

Source: pp. 25-26

ENGINE START & WARM-UP

1. 1Aircraft restraint / first startSECURE / CHOCK
2. 2Fuel into carburettor / first startPRIME BY PUMP
3. 3Ignition keyPOSITION 1
4. 4MagnetosON
5. 5Propeller area / surroundingsCLEAR
6. 6Starter keyPOSITION 2
7. 7Warm-up RPM2000-2500 RPM
8. 8Oil pressureMIN 0.8 bar
9. 9ChokeCLOSE SLOWLY
10. 10Throttle during choke closureKEEP 2000-2500 RPM
11. 11Fuel pumpOFF
12. 12Fuel pressure with pump OFFMIN 0.15 bar
13. 13Radio / intercomON
14. 14TransponderON / STANDBY
15. 15Horizon arrestment, if fittedCHECK / SWITCH ON
16. 16Taxi lightON
17. 17CHT before taxi, per sourceMIN 50 C

First-start paragraph additionally specifies restraint/chocks and priming by hand or electric pump. Engine warm-up and test follow the engine manufacturer. The source calls the taxi threshold CHT, not oil temperature; validate the sensor and limit before use.

Source: pp. 26-27

TAXI

1. 1Taxi speed / terrainWALKING PACE / ADAPT
2. 2Control stickFULLY AFT
3. 3Crosswind aileron correctionINTO WIND
4. 4Cockpit doorsCLOSED

The manual gives a fully-aft stick instruction to reduce nosewheel load, plus into-wind aileron correction. Confirm the aircraft wind-handling SOP.

Source: pp. 18, 27

HOLDING POINT

1. 1Both cockpit doorsCLOSED / LOCKED
2. 2Both occupants / harness tightnessCHECK
3. 3ChokeCLOSED
4. 4Rescue system, if fittedUNLOCKED
5. 5Fuel cockOPEN
6. 6Elevator trimTAKE-OFF / GREEN LINE
7. 7Flaps main switchON
8. 8Flaps take-off No. 1EXTEND / VISUAL CHECK
9. 9Electric fuel pumpON
10. 10Magneto check4000 RPM
11. 11Max. allowed RPM drop (p. 27)200-300 RPM
12. 12AltimeterSET
13. 13TransponderSET / ASSIGNED CODE
14. 14Artificial horizon, if fittedCHECK
15. 15Engine instrumentsCHECK
16. 16Flight controlsCHECK MOVEMENT
17. 17Base-leg trafficCHECK
18. 18Wing lightsON
19. 19Brake / line-upRELEASE / LINE UP

Source: pp. 27-28

ENGINE INSTRUMENTS / SOURCE VALUES

These are the airframe manual figures, not confirmed Rotax 912 ULS limits. The source expressly defers engine limits to the engine manufacturer.

Source: pp. 27-28

RUNWAY THRESHOLD / TAKE-OFF

1. 1Runway / centrelineCLEAR / ALIGN
2. 2Horizon, if fittedUNLOCK
3. 3ThrottleMAXIMUM POWER
4. 4Engine RPM / oil / fuel pressureCHECK
5. 5Take-off speed at 380 / 520 kg32 / 38 KIAS
6. 6At take-off speed / stickSLIGHTLY AFT
7. 7Initial flight close above runwayLEVEL / ACCELERATE
8. 8Climb speed60 KIAS
9. 9Climb at that speedTO SAFE ALTITUDE
10. 10Flaps after reaching 100 ft0 / CRUISE

This is the source sequence; validate the low-level acceleration and flap-retraction procedure with the aircraft instructor/SOP.

Source: pp. 28-29

DO NOT TAKE OFF

1. 1Engine rough / ignition dropNO TAKE-OFF
2. 2Either ignition drop >200 RPMNO TAKE-OFF / p. 28
3. 3Readouts outside applicable limitsNO TAKE-OFF
4. 4Runway occupiedNO TAKE-OFF
5. 5Local operating rules not metNO TAKE-OFF

The 200 RPM item is retained alongside, not silently substituted for, the conflicting p. 27 figure.

Source: p. 28

FLIGHT / TURBULENCE / RAIN

1. 1Recommended flight speedsOBSERVE
2. 2Strong turbulence speedABOUT 55-65 kt
3. 3Turbulence turns / bankMAX 20 deg
4. 4Take-off in rainNOT RECOMMENDED
5. 5Rain encountered in flightMAINTAIN ABOVE 65 kt
6. 6Landing approach in rain65 kt / SOURCE
7. 7Wet-wing stall / landing speedHIGHER / ALLOW FOR

Rain advice is separate from the dry 60 KIAS approach. The source does not give a flap configuration for 65 kt rain approach. VFE remains 60 kt: never extend flaps above VFE; resolve the wet-weather procedure with the instructor.

Source: pp. 28-29

APPROACH & LANDING

1. 1Approach at 380 / 520 kg60 / 60 KIAS
2. 2Extended-flap speed limitMAX 60 KIAS
3. 3At 200 ft AGL / flapsPOSITION 2 / LANDING
4. 4At approximately 2 ftTHROTTLE MINIMUM
5. 5Control stickSLIGHTLY AFT / SLOW
6. 6Touchdown described by sourceABOUT 35-37 kt

Normal dry-wing procedure. Touchdown speed is descriptive, not an approach target. The source specifies flap extension at 200 ft; review against the aircraft stabilized-approach SOP.

Source: p. 29; VFE pp. 14-15

AFTER LANDING & SHUTDOWN

1. 1Flaps0 / CRUISE
2. 2Taxi speedAS RECOMMENDED
3. 3Engine cooling before stopENGINE MANUAL
4. 4All electrical equipmentOFF BEFORE ENGINE STOP
5. 5Aircraft / engineSTOP / SHUT DOWN
6. 6Movement in windSECURE
7. 7Ignition keyREMOVE
8. 8Long parkingANCHOR

Use the installed-engine shutdown sequence; the airframe source gives no detailed switch sequence beyond this.

Source: p. 29

OUTDOOR ANCHORING

1. 1Aircraft headingNOSE INTO WIND
2. 2Wing-end / nosewheel tie pointsTIE DOWN
3. 3Rear fuselage, if necessarySECURE
4. 4Control stick / gust movementTIE / LOCK PER MANUAL
5. 5Cockpit / windscreenCANOPY COVER
6. 6WheelsCHOCK
7. 7All attachmentsAVOID DAMAGE
8. 8Rain / condensation before next flightWASHING-SECTION CHECKS

After wet parking, refer to p. 34: check for water in wings, tail, engine compartment and pressure-system inlets; dry/remove water as specified.

Source: p. 33

PERFORMANCE AND RECOMMENDED SPEEDS

No 100 hp climb rate is supplied. Flight-test conditions: 19 June 2002, Pisek-Krasovice, elevation 1351 ft, OAT +27 C. Other conditions change the values.

Source: pp. 29-30

STALL / 520 kg / LEVEL / ENGINE IDLE

p. 31 Vs0 35 kt matches CAS, not the 37 kt stall IAS. Keep IAS/CAS distinct.

Source: p. 15

LIMITING SPEEDS

VNE: 118 kt on pp. 14-15, 32; 120 kt on p. 31. Verify approved aircraft data.

Source: pp. 14-15

TAKE-OFF / MTOW 520 kg

100 m is labelled "take-off distance", not explicitly ground roll. Obstacle entries are separate, without stated surface/slope or their own test conditions. Higher temperature/elevation increase distance; no correction chart or safety factor is supplied.

Source: p. 30

GLIDE / CRUISE / FUEL

Glide/descent values are reproduced as published and are not a computed glide-performance model. Fuel flow is not specifically identified as 912S data. Endurance is not a dispatch/reserve calculation. No landing-distance table is supplied.

Source: p. 30

MASS / WEATHER / FUEL / TYRES

Aircraft-specific record states MTOW 450 kg and historical empty mass 281 kg. Confirm current approved limits and post-engine-change weighing. Generic 520 kg performance tables are source reference only and do not establish this aircraft's MTOW or performance. Do not add 10 kg baggage on top of the useful-load allowance. Tank volume is not stated usable fuel.

Source: pp. 12-18

AIRSPEED INDICATOR MARKING / IAS

White-arc lower edge 35 kt differs from the p. 15 full-flap stall IAS of 37 kt. Verify installed markings; do not treat the white-arc bottom as a validated stall IAS.

Source: p. 32

FLAPS / POSITION & DEFLECTION

Source: p. 14

STALL ALTITUDE LOSS / IDLE

Reference test results, not minimum safe heights. Left-to-right bank reversal at 30 deg is stated as 1.5-2 seconds; this is a handling test result, not an operating instruction.

Source: p. 30

ENGINE FAILURE / LOW ALTITUDE

1. 1Stick / aircraft attitudeFORWARD / GLIDE PATH
2. 2Landing directionORIGINAL FLIGHT DIRECTION
3. 3FlapsLANDING POSITION

The source first introduces failure below 500 ft AGL, then gives "At a low altitude" and "At a high altitude" subheadings without defining the dividing height. Do not infer a turn-back height.

Source: p. 18

ENGINE FAILURE / HIGHER-ALTITUDE TEXT

1. 1Stick / aircraft attitudeFORWARD / GLIDE PATH
2. 2IgnitionOFF
3. 3ThrottleFULLY BACK
4. 4Safety harnessTIGHTEN
5. 5Flaps near 100 ft AGLLANDING POSITION
6. 6Landing areaCLEAR / INTO WIND IF POSSIBLE

This is the source "At a high altitude" continuation under its less-than-500-ft heading. Preserve that ambiguity for instructor review; no separate altitude threshold is supplied.

Source: pp. 18-19

ENGINE FAILURE / MORE THAN 500 ft AGL

1. 1Stick / aircraft attitudeFORWARD / GLIDE PATH
2. 2Ignition / throttle / fuel gaugeCHECK
3. 3Engine restartTRY PER SOURCE
4. 4ThenFOLLOW <=500 ft PROCEDURE

The source does not supply a restart switch sequence, best-glide speed or minimum restart altitude. Use the applicable aircraft/engine emergency procedure.

Source: p. 19

FIRE / SOURCE PROCEDURE

1. 1Fuel supplyOFF
2. 2ThrottleFULLY FORWARD
3. 3Engine / remaining fuelWAIT UNTIL FUEL RUNS OUT
4. 4IgnitionOFF
5. 5Engine restartDO NOT ATTEMPT
6. 6LandingIMMEDIATE / EMERGENCY

This is the sequence printed in the supplied 2004 airframe manual. It does not distinguish a ground-start fire from an airborne fire; validate the applicable 912 ULS aircraft fire procedure before use.

Source: p. 19

EXCESSIVE VIBRATION

1. 1Engine RPMADJUST TO MINIMISE
2. 2LandingEMERGENCY LANDING
3. 3If vibration increases / engineOFF
4. 4ThenENGINE-OFF EMERGENCY LANDING

Source: p. 19

RESCUE SYSTEM / IF FITTED

1. 1Definitive loss of controlSOURCE DEPLOYMENT CASE
2. 2IgnitionOFF
3. 3Fuel supplyOFF
4. 4Safety harnessTIGHTEN
5. 5Rescue systemACTIVATE
6. 6Further source instruction / ignitionOFF
7. 7Parachute manufacturer instructionsFOLLOW
8. 8Leaving aircraftAVOID PROP / AIRFRAME

The source also discusses deployment to slow an imminent obstacle impact in a very confined emergency-landing area; it warns that damage is likely. Deployment envelope, handle procedure and egress must follow the installed rescue-system manufacturer.

Source: pp. 19-20

U-V95 / AIRFRAME SERIAL RECORD

Transcribed from aircraft-specific manual p. 6. Component numbers identify the supplied record; verify against installed components.

CURRENT ENGINE / REPLACEMENT

Source: supplied engine log book p. 1, dated 17/06/05. Owner confirms replacement installation. Old R912 UL S/N 440 45 12 (2001) is historical, not the current engine.

AIRFRAME DIMENSIONS / RECORD

Source: aircraft-specific Main Specifications, Pr. No. 01-1001. Pressure-unit printing is inconsistent in this record; retain the separate manual reference and verify installed tyre requirements.

CONTROL DEFLECTIONS / RECORD

PROPELLER / HISTORICAL RECORD

Recorded with the old engine in aircraft manual p. 6. Current propeller installation is not confirmed by the replacement-engine log photo.

WEIGHT & BALANCE / SUPPLIED RECORD

Historical record, not confirmed after the engine change. Empty-case 22% and handwritten pilot-case 26% describe different cases. Pilot mass/configuration is not specified. Do not use these as a current loading release.

PAYLOAD NOTES / HISTORICAL RECORD

Handwritten values transcribed as shown; fuel mass/basis and current configuration require confirmation. The 30-minute label is historical, not a fuel-planning allowance.

EQUIPMENT / RECORDED IDENTIFICATION

Other serial fields were blank. Equipment and current weighing must be checked after the engine replacement. Maintenance-page entry (2021 / 362 h) is historical and is not current engine time.