user`s manual - Raj Hamsa Ultralight
Contents
1. a e ad nk standard version 410 kg AUW at seal level 55 km 50 km 140 K m h 90 Km 0 PNY Pp 90 10 50 Km h 45 km h 3 2 m sec 10 0 to 1 60 m Km h 230 m 100 m 230 m 3000 m 2 sec 12 l h 3 h approx 300 Km approx 10 000 ft KAKKKK 16 Annex 4 CONTROLS LAYOUT 1 Rudder cables 2 Ailerons cables 3 Adjusting cables tension When pressing gently in A deflexion of the cable should be about 1 avoid excessive tension on cables as well as excessive slack 4 Elevator push pull rods Adjustment provided 3 holes in B for comfortable pilot s arm reach No other adjustment possible2. heck the left wing he wing struts stainless steel tangs at the axle he wing struts till the upper tangs on the wing he compression struts at both ends open velcro flap he jury struts and remove the ASI venturi cover he battens properly positioned and the look of the sail he wing tip secure heck he base of the front fuselage tube amp attachement at the engine frame You are back at the nose your tour is complete and you may now fly with peace of mind tactqteteetet tae E O ct 3 Instruments verify ASI functioning and set altimeter verify the proper functionning of all installed instruments before take off for a cross country flight the reading of the compass must be checked against a known reference runway markings for example IV STARTING THE ENGINE Jabiru If you respect the following procedure you will avoid problems while starting your engine a Cold engine 1 Check throttle closed 2 Prime the carburetors by mean of electric pump 3 Keep ignition off and choke open 4 Press starter button amp rotate the propeller for a few seconds 5 Choke full closed down Throttle closed 6 Switch both ignitions on 7 Check for CLEAR PROP 8 Press the self starter button the engine should start at once 9 As soon as started open throttle up to 1300 RPM and reduce progressively the choke till full open 10 Warm up the engine for 3
3. 300 rpm In normal conditions both mags should be ON while flying 5 instruments check 6 choke closed 7 fuel quantity check do NOT take off with less than 10 liters in the tank 8 flaps lowered in take off position first notch 10 degrees 8 no aircraft in approach 9 line up Everything in order you may take off VI TAKE OFF WARNING PILOT QUALIFICATION It is clear that the following advices are not a flying course and that you are supposed to have passed with success the theoretical and practical tests under an authorised Instructor as required in your Country Furthermore we wish to warn conventional aeroplane pilots that a few hours of conversion to the type is necessary before flying solo The particular behaviour of a microlight related to its comparatively low wing loading demands a bit of acclimatation Well progressive progressive control At forward to Km h up to is about 3 n The breeze is gentle The aircraft is lined up Push ly the throttle to full open and graduall y release the pressure on the front wheel At 50 Km h IAS pull back y on the stick maintaining your heading by foot 55 Km h indicated you are rotating ease the stick level off and increase your speed then climb at 70 100 meters 300 ft full thrott the rate of climb neters per
4. at any load and speed within the spective permitted ranges refer to aircraft limitations nnex 1 f course it is clearly understood that 1 The luggage boot behind the seats has not been conceived to OMh KA carry gold bars 20 kg max please 2 The volume of fuselage behind the boot and the fuel tanks is NOT a cargo bay The cockpit rear partition is there to remind everyone that NOTHING should be stored behind a further complication being the possible interference with the control push pull rods and cables When flown at lower weights solo for example be prepared for a short take off and steep rate of climb while landing you should avoid any abrupt flare to prevent the aircraft from ballooning remember that an important characteristic of a microlight is its low wing loading XIV EMERGENCY PROCEDURES amp FORCED LANDINGS a Emergency Procedures Before attempting a forced landing Stay cool relax there is nothing to fear it s NORMAL Pick the largest field available aligned with the wind Fasten seat belts full tight except over water Lower the flaps 2 notches 25 Switch both ignitions OFF More important than anything else WATCH YOUR AIRSPEED amp LAND INTO WIND After touch down keep nose wheel up if you can avoid braking immediately If the field is ploughed do land alon
5. fiddling with ailerons but rather using rudder if you have to correct the course at the last moment This method is the safest for landing on unprepared fields A speed reserve will allow you to keep clear of non visible F obstacles such as fences wires big rocks etc and it will also be your guarantee against turbulence and wind gradient A shallow angle powered approach should be used only for landing on full fledge aerodromes with a clear and safe approach After touch down maintain your stick up till your front wheel naturally touches the ground This is a way to protect your front wheel from hitting roughly a stone or a clod of earth In case of a small field with obstructions a side slip may come handy GUMNAM is perfectly fit for this maneuver at the condition again that you watch your airspeed 70 km h and no less ADVICE If you feel that your final is a mess don t hesitate to overshoot and start a fresh circuit XII FLYING IN CROSS WIND Don t fly in cross winds in excess of 20 Km h unless you have a good experience of your aircraft Take off is not a problem just keep a bit of stick into the wind While landing do a crabwise final and first touch the ground with the wheel in the wind then rectify your heading putting the second wheel on the ground Keep nose wheel up and steer with rudder for as long as possible till your speed h
6. has not been designed in view of performing aerobatics and furthermore aerobatic maneuvers are forbidden with an ultralight aircraft VIII FLYING IN TURBULENCE Thanks to the dihedral the sweep back and the washout induced in the wing design GUMNAM is self stable and when disturbed from its course will return to a normal attitude on its own therefore it is important for the pilot to understand that tension is not necessary just let the aircraft fly and do the least possible corrections In strong wind conditions never forget the gradient effect which may induce unexpected stalls at low altitude while landing particularly in the last turn misjudment of gradient is a too frequent cause of accident in light aircraft so beware avoid steep banks and at low height do fly at 70 Km h or more IX STALL To understand perfectly the flight envelope of your machine you must perform a few stalls To do so climb at 1000 ft AGL and begin with stalls engine idle At about 50 Km h the aircraft clean becomes less responsive If you pull the stick further backwards the aircraft will execute a gentle stall break Open throttle and push stick forward the aircraft will recover with less than 20m altitude loss At full power the high nose attitude will be more impressive and the break rougher the maximum altitude loss will be 30 mete
7. P Remove lower surface battens Remove upper surface battens proceeding Disconnect the ailerons control cables Disconnect the jury struts on top only Have a helper holding the wing level at the tip remove the ins from the wing struts and take the struts away Disconnect the pins connecting leading edge to keel as well trailing edge to keel and take away the wing Keep all pins respective places on struts and brackets Proceed identically with the other wing 9 To disassemble the wing further you may separate the aileron and disconnect the two compression bars on the trailing edge as well as the cable on the trailing edge Extract gently the sail from the structure and fold it carefully 10 All components in aluminium should be handled with care and wrapped in plastic or cloth for transport Salient fittings should be further protected with foam ae rom tip to center tHe ovo NDT A OBWNDY E NOTE It is a well known fact that careless transportation generates more wear and tear than lots of flying hours 11 B Reassembling Follow exactly the same procedure in the reverse Enter the structure of the wing in the sail connect the wing to the keel assemble wing struts and jury struts reconnect ailerons and ailerons control cables enter all battens from root to tip reconnect both wings with belts cover the root and proceed with a careful and complete preflight
8. X AIR Series F Aircraft designed amp manufactured by RAJ HAMSA ULTRALIGHTS PVT LTD INDIA Aircraft denomination X air F France Europe X air F Gumnam India X air Falcon UK USA Canada Australia USER S MANUAL AND MAINTENANCE MANUAL For AIRFRAME amp ENGINE JABIRU 2200 SUMMARY PAGE Description and usage List of controls instruments and equipment III Pre Flight Check IV Starting the engine V Taxiing and the vital actions VI Take off VII Turn and evolutions VIII Flying in turbulence IX Stall X Flying at high speed XI Approach and landing XII Flying in cross wind XIII Behaviour of the aircraft with respect to weight XIV Emergency procedures forced landings XV Dismantling for transport XVI Maintenance XVII Conclusion Annex 1 Aircraft limitations Annex 2 Technical Data amp Performance Annex 3 Maintenance Schedul Annex 4 Controls layout Oo O O H A O UAW I ODWWNE O Raj Hamsa Ultralights Pvt Ltd 40 Goshala Road Mahadevpura P O BANGALORE 560048 Tel 91 0 80 56965835 Fax 91 0 80 8518485 Web site http x air in RAJ HAMSA ULTRALIGHTS PRIVATE LIMITED X AIR Series F USER S MANUAL AND MAINTENANCE MANUAL revised January 2012 I DESCRIPTION amp USAGE GUMNAM is a fixed wing ultralight aircraft two seater side by side front engine mounted high wing tricyc
9. amp 12 7x 1 2 riveted Tail surfaces gt 25 x 1 5 mm Seat Upholstered bucket seats with adjustable head rest and Paral 4 points safety harness Nose and main wheels Aluminium cast alloy 8 Tyres lt 4 plys 3 50 x 8 Landing gear Hydraulic suspension front amp rear Brake Drum brakes on main landing gear Controls Type 3 Axis conventional Rudder pedals double acting on front wheel through connecting rods and on rudder through cables Stick double between legs Throttle Stick to elevator connectio Stick to aileron connection Miscellaneous Bolts Fitting tangs Paint Structural stress resistance at 400 Kg all up weight Maximum load on controls 14 doubl Hi ce High Stain Epoxy 6G Rudde Eleva Ailer Weight and size characteristics Empty weight Empty weight to power ratio Total weight to power ratio Maximum All Up Weight Length Overall height Wing span Chord at the root Wing area Dihedral angle Sweep back angle Washout angle Vertical stabiliser area Rudder area Horizontal stabiliser area Elevator area Aspect ratio Wheel base Wheel track C G Load Displacement Ref Engine Brand Type Cooling Power Maximum At Duration maximum Capacity Type of fuel Fuel tank capacity Self starter Ignitio
10. as dropped so much that the wheel will drop on its own Taxi with stick towards the wind In any event relax since GUMNAM s behaviour in cross wind is examplary and in many cases thanks to the short rolling distance required you will be able to take off and land head wind eventually across a runway Also stronger the wind shorter the rolling distance IMPORTANT ADVICE Never forget that an ultralight aircraft due to its very concept has a lower engine reliability than a certified aircraft and may be submitted to unexpected engine failure Therefore maintain sufficient altitude to have the choice of a safe emergency landing field Never fly over a congested area or a hostile area at a low height particularly over city or hills Make it a rule to be always within gliding distance of a safe field as it was customary in the old days of Aviation XIII BEHAVIOUR OF THE AIRCRAFT WITH RESPECT TO WEIGHT By the very concept of the aircraft it is impossible to locate any load out of the C G range and which cannot be taken care of by the trim However there is a slight tendency towards tail heaviness in creasing with load to be aware of although the C G remains always well within limits Refer to the Weight and Balance Schedule of your aircraft The elevator trim a standard feature is there to take care of these small variations and llow you to fly hands off
11. check as described in para III XVI MAINTENANCE We cannot insist enough on the importance of the maintenance of your aircraft only a strict maintenance discipline applied to both engine and airframe will give you peace of mind in ELAGAC sx In addition to the daily inspection schedule Preflight Check para III you will find in annex 3 a comprehensive maintenance schedule for both engine and airframe this schedule is based on our long standing experience of flying under tropical conditions observing scrupulously this shedule will give you the best possible garantie of trouble free operation You may also refer to the ROTAX engine manual for more details specific to your engine It is also important that you maintain an up to date AIRCRAFT MAINTENANCE LOG BOOK where you will record any problem work modification etc related to your aircraft This is a mandatory DGCA requirement You will have to comply with the maintenance schedule of annex 3 then sign amp date the sheets in the bottom box after having executed and ticked the respective operations ATTENTION At the time of renewal of your PERMIT TO FLY you will have to provide an up to date Journey Log Book and an up to date Maintenance Log Book along with the duly filled Maintenance Shedule sheets ann 3 e The in between 100 hours operations of maintenance are very simp
12. elevator pitch and ailerons roll Rudder pedals 2 pairs controls rudder yaw and nose wheel steering Throttle lever 2 Nos left hand controls power push for power Toe brakes differential on left hand side rudder pedals only control 1 brake on each main undercarriage wheel Trim handle between pilot and passenger controls elevator trim forward aircraft nose down Flaps control lever on cabin ceiling lever down flaps down Two engine ignition switches dual electronic ignition toggle up on Master switch key operated turn clockwise on Self starter switch press to start fuel pump switch toggle up on Choke lever lever up choke open Please note that all the controls are strictly conventional Effects of controls Action on controls Effect obtained Press right foot aircraft yaws to the right Press left foot aircraft yaws to the left Stick to the right aircraft banks to the right Stick to the left aircraft banks to the left Stick forward aircraft nosedown Stick back aircraft nose up Throttle forward increase power Throttle back reduce power 2 Instruments Standard ASI air speed indicator Altimeter Ball Compas Tachometer RPM CHT oil temperature Charge indicator Options Intercom EGT and other engine monitoring instruments GPS etc 3 Fuel tanks Standard capacity 55 l
13. g the furrows b On Corns and Crops Bring the aircraft in final at the lowest possible speed and stall when your wheels are almost to touch the corns or crops 10 This will protect you from a violent braking effect due to whatever the plantation c On Water Altitude over water is difficult to judge Release your safety belt Face the wind Make a mental preparation for your landing and try to figure out the best direction to swim away Touch the water as slow as you can slightly nose up Once in the water don t panic leave the aircraft without haste and don t try to take anything with you d In the Trees If possible select preferably low and dense trees fasten your safety belt full tight Keep good speed in final the air is often turbulent on trees As soon as you hear the first leaves brushing your wheels pull the nose up full stick back to cut the speed and good luck XV DISMANTLING FOR LAND TRANSPORT We suggest to operate on grass or a soft surface to avoid damaging tubes or spoiling the sail A Dismantling The rudder and the tail plane will remain in place or the horizontal surfaces may be folded upwards in any case the mobile surfaces will be held with bungees to prevent shaking during transport Removal of the wings 1 Remove upper and lower root covers as well as the 8 straps connecting the 2 wings
14. in ma le speed and try to land ahead Avoid steep banks which Do not fiddle with the ace the wind and keep erfect E forget to y maneuvrable an air speed of at least 80 Km h lready been retracted Do not lower lides For If they the flaps to whic for short la nding h is a primordial cons ideration However it is good to keep in mind that your engine reliability will be fairly high if you scr upul ous ly observe the maintenance schedule given by the manufact UEST p VII TURNS amp EVOLUTIONS GUMNAM responds neatly to any stick input in roll Be very g Keep the banked attitude as back to neut coordinating the maneuver with To begin w ntle with th ral ith than 10 to the horizon e stick t you he effect is immed ease refer to annex 3 iate r feet long as you need then simply come limit yourself to a gentle bank of not more Watch the ball and seek for perfection Never forget that while banking the stall speed of the aircraft increases with the angle From a mere 50 Km h in horizontal flight it shoots up to 70 Km h in a 60 bank You will quickly enjoy the superb maneuvrability of GUMNAM but never forget that in spite of the fact that the aircraft may eventually endure the loads applied while executing drastic maneuvres it
15. iters in 2 FRP tanks located behind seats Drain on each Breather on each Tank transparency ensures visual fuel level check 4 Other features cockpit doors luggage boot behind seats and wheel pants are standard III PRE FLIGHT CHECK A good pre flight is the foundation of safe flying We suggest that you go through the following checks before each flight session 1 Engine Stand in front of the engine and check the propeller and its bolts the reduction gear no oil leak th ngine supporting frame ensure that the rubber foundations are in good condition the cooling system radiator full of coolant and no leaks in the hose connections radiator rubber mountings in good conditions aspect of the ignition units and adjoining leads spark plug caps properly fitted the exhaust fittings and the exhaust rubber foundations no cracks developing in the exhaust throttle and choke cables for fray or misadjustment carburetors and air filters properly secured An aircraft engine should always be spotless clean 2 Airframe Start from left looking at the aircraft from front and check the following attachments top of the front fuselage tube base of the same tube plus check the bolts at the main axle assembly the wing struts at the stainless steel tangs and pins safety K H a Q n Rect oct ch ect ict ch eE CE Ohh 0 AA c
16. le and anybody with a sense of cleanliness and method can do it On the other hand We recommand that you send your engine to us EVERY 1000 HOURS FOR OVERHAUL We have th xpertise for decarbonising and overhaul and it is easy enough for you to remove th ngine and crate it to us the work will be done quickly and safely at a reasonnable fee To make our task easier we request you to send your Maintenance Log Book along with the engine MOST IMPORTANT Sailcloth deterioration takes place with UV exposure and we would like to stress the importance of keeping your aircraft 12 under shade hangar when parked Furthermore the SAFE LIFE OF A SAIL IS LIMITED IT IS MANDATORY TO PROCEED WITH A COMPLETE AIRCRAFT COVERING SAILCLOTH REPLACEMENT EVERY 1000 HOURS OF ESTIMATED SUN EXPOSURE XVII CONCLUSION We have tried to give a maximum of usefull informations in this manual however it is possible that in the course of your flying activities some questions will raise in your mind When in doubt do not hesitate to contact us at the phone numbers given at the beginning of this manual Always remember that in our sport mistakes may be heavy in consequences so check and recheck your aircraft till you are fully satisfied YOU are responsible no one else for your maintenance your aircraft airworthiness your flying This axiome is the foundation of Ultralight Aviation So neve
17. le undercarriage fitted with conventional 3 axis controls ailerons elevator and rudder In its standard version equipped with complete dual controls GUMNAM can be used for recreational flying as well as for instruction th xcellent behaviour of this aircraft in terms of responsiveness docility forgiveness slow landing speed make it idealy suitable for this activity GUMNAM is an inexpensive aircraft in terms of capital investment and cost of operation However the controls layout and the feeling in flight are even more similar to those of a light aircraft example Cessna 152 than its predecessor our X AIR from which it has evolved GUMNAM sporting a smaller wing area a better streamlined fuselage and very effective FLAPS although it fits by all criteria in the MICROLIGHT CATEGORY has nothing to envy from a regular aeroplane and as such offers an undisputed alternative for imparting flight training within the constraint of limited budgets GUMNAM is fitted in option with the JABIRU 2200 4 STROKE engine the outstanding rate of climb at take off with 10 degrees of flaps brings an added safety in routine circuits and there will be that comfortable feeling of always having extra power at one s finger tips if required II LIST OF CONTROLS INSTRUMENTS amp EQUIPMENT 1 Controls Control stick 2 Nos controls
18. minutes at 1300 RPM WARNING Never forget to open the choke failing which your power will be drastically affected in flight Never forget to switch off the electric PUMpP a pump permanently on increases fuel o consumption by 30 This pump is a primer or else a back up to be used only in the 2 following cases 1 emergencies due to engine misbehaviour related to fuel starvation whatever the cause 2 as a preventive mesure in case of marginal take off in hostile surroundings for a brief duration say 1 minute b Warm engine throttle idle position pressing the starter is sufficient to restart V TAXIING amp THE VITAL ACTIONS Before anything you should have investigated your aircraft limitations Please refer to annex 1 You are now sitting on board you have tightened your shoulder harness The front wheel control is coupled with the rudder Push the left pedal to turn left the right pedal to turn right On rough surface we recommend to taxi faster with front wheel up Steering control with the rudder becomes efficient from 15 Km h onwards At the end of the taxiway and before take off you are invited to perform the vital actions 1 open doors and VISUALLY check for free and correct directional movement of all control surfaces 2 doors locked 3 no obstructions loose objects in the cockpit which could interfer with the controls 4 mag check maximum drop permitted
19. n Carburetor brand and number Reduction gear type Propeller Type Maximum power Du aircr e at left hand By push pull rod By cables dia 3 mm tensile grade 8 8 quality less steel 3 mm thickness and r EGE on 36 1380 NEWTON 1480 NEWTON 1300 NEWTON 242 kg 3 7 Kg hp 6 9 Kg hp 450 kg 5 7 m 2 53 m 9 38 m 1 95 m 14 32 m lras 8 1 9 0 73 0 63 irons 0 88 6 rudder top m2 m2 m2 m2 1 5 m lateral 1 5 m longitudinal e to the concept of the aft it is impossible to _ locat limit ble 1 e any load out of the CG s There is only one possi oad configuration Weight amp Balance Report provided with the aircraft JABIRU 2200 A J air cooled 55 5 bhp 3150 RPM no limit 2200 cc automotive petrol 55s el Electric Double electronic BING direct drive mm Two blades 100 bhp Carbon DUC Performances Minimum speed level flight flaps up flaps down Maximum speed level flight Turbulent air best speed Economic cruise speed Stall speed flaps up laps down Maximum climb rate Glide ratio engine off Take off roll without wind Take off distance to clear 15 meter obstacl anding roll with brakes Landing distance to clear a 15 meter obstacl Useful cealing bank 30 to 30 Fuel consumption at full lo endurance with 60 1 fuel ta range a as
20. r take anything for granted do not underestimate situations keep your judgement sharp at all time and above all NEVER SHOW OFF We wish you many happy landings KKKKK 13 Annex 1 AIRCRAFT LIMITATIONS Maximum all up weight permitted 450 kg Maximum load in luggage compartment 20 kg VNE 160 km h IAS Maximum speed for flaps 1st notch 10 100 km h Maximum speed for flaps 2nd notch 25 90 km h Maximum engine revs 3300 rpm Maximum revs in constant utilisation 3300 rpm CG range refer to weight amp balance schedule Maximum cross wind component 25 km h ALL AEROBATIC MANEUVERS ARE PROHIBITED ON THIS AIRCRAFT NO INTENTIONAL SPIN KkKKKK Annex 2 TECHNICAL DATA amp PERFORMANCE Winga Leading edge 64 x 2 mm sleeved with 60 x 2 Trailing edge 50 x 2 mm sleeved with 45 x 1 5 Compression struts x 3 8 x l5 mm Thrust drag cables 3 mm Wing tip gt 25 x 1 5 mm Wing struts special Raj Hamsa aerofoil tube Profile 25 ribs per wing 12 7 x 1 2 mm T 24 ribs per wing 12 7 x 1 2 mm D Sail fabric for all Dacron Polyester 185 gr sq m Ailerons amp flaps Leading edge 38 x 1 5 mm Trailing edge se D207 Se Toe2 mim Profile ribs 10 x 1 mm riveted Fuselage and tail surfaces Fuselage keel 64 x 2 mm sleeved with 60 x 2 mm Fuselage tubes 25 x 1 5 mm
21. rs in a fully loaded two seater An assymmetrical stall generates a larger loss of altitude recovery comes with stick forward followed by opposite aileron By design GUMNAM is extremely reluctant to enter into spin X FLYING AT HIGH SPEED Beyond 100 Km h IAS the back pressure on the stick due to the longitudinal self stability will force you to maintain a forward pressure on the stick to maintain level flight or to make use of the elevator trim in order to cancel the nose up tendency please note that the trim is capable of taking care of all the longitudinal situations in the flight enveloppe However high speeds are not fuel efficient and submit your engine to unneces sary stress Do avoid them XI APPROACH amp LANDING To begin the descent reduce throttle and set 70 to 80 Km h indicated air speed in the final Remember that you adjust the speed with the stick and the approach angle with the throttle If the aircraft tends to overshoot reduce throttle and vice versa if you undershoot but in both cases do maintain your airspeed constant It is airspeed which will give you protection against turbulence and gradient while landing Maintain a safe altitude before the threshold of the runway then come in with flaps down second notch 25 throttle reduced at 1500 RPM no less to keep a clean airflow on the tail surfaces and execute a neat rounding off avoiding
22. second with passenger Note The no the range of 3000 to 3300 reaching at least 3000 rpm OFF and inve When you reach the altitude of reduce throt rmal engi stigate the tle keeping e at full ne RPMs in the take off run should be in In the event of your engine not throttle YOU MUST ABORT TAKE cause of 100 at 60 Kn titude of 300 m AGL ulent air meters 1000 ft reducing throttle to 2800 rpm lack of power retract t n h airspeed and climb gradually he flaps Ab t an his altitude d aining an economy cruise speed of 90 100 Km h IAS air speed is also the best handling speed and s hould be keep in mind that you are using a NON CERTIFIED up to the safe al you may level off maint This given preference in turb Not Pleas ENGINE therefore tr 200 m 600 ft is just f In the case of loss of power take off neuvrab will increase your loss of a engine but concentrate on your landing ly an eye on your ASI help you to relax if you remember that GUMNAM g constant It will 1 top height circuits are not recommended ine FF and n O very w safety have a 2nd notch 2 do maintain gin E 5 in inal or worst ltitude of engine failure during F remains p push immediately the stick forward to mainta
23. t ch ick ch Oo Choc ct 0 heck the right wing he sail condition at the leading edge he wing tip tube fully secured he sail condition at the trailing edge attens properly positioned he wing struts from bottom tang to wing tang he compression struts at both ends he jury struts he root attachements of the trailing edge and leading edge heck ailerons attachments and safety rings heck flaps attachements heck ailerons cables fittings turnbuckles and pulleys ollow the fuselage up to the tail and check the following hments he elevator hinges he elevator struts on top and bottom he elevator control plates he elevator leading edge connection to the keel he upper part of the rudder amp its general aspect he lower part of the rudder he rudder cables connection with the rudder plates he trim tab connections ook into the cockpit and check he sticks and corresponding pulleys cables he rudder cables condition especially between the seats and make sure that they are crossed in the fuselage ref annex 4 T E the ailerons friction free control cables assembly the throttle cable and choke cable connections in the cockpit are free moving and exempt of fray or damage the fuel tanks air breather are free fuel cap is closed and the content is sufficient for the flight the fuel filter condition the fuel line connections
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