DA 40 D AFM
Introduction
FOREWORD
We congratulate you on the acquisition of your new DIAMOND DA 40 D.
Skillful operation of an airplane increases both safety and the enjoyment of flying. Please
take the time therefore, to familiarize yourself with your new DIAMOND DA 40 D.
This airplane may only be operated in accordance with the procedures and operating
limitations of this Airplane Flight Manual.
Before this airplane is operated for the first time, the pilot must familiarize himself with
the complete contents of this Airplane Flight Manual.
In the event that you have obtained your DIAMOND DA 40 D second-hand, please let
us know your address, so that we can supply you with the publications necessary for
the safe operation of your airplane.
This document is protected by copyright. All associated rights, in particular those of
translation, reprinting, radio transmission, reproduction by photo-mechanical or similar
means and storing in data processing facilities, in whole or part, are reserved.
Copyright © by:
DIAMOND AIRCRAFT INDUSTRIES GMBH
N.A. Otto-Strasse 5
A-2700 Wiener Neustadt, Austria
Phone. : +43-2622-26700
Fax
: +43-2622-26780
E-Mail : office@diamond-air.at
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RECORD OF REVISIONS
All revisions of this manual, with the exception of • Temporary Revisions,
• updates of the modification level (Section 1.1),
• updated mass and balance information (Section 6.3),
• updates of the Equipment Inventory (Section 6.5), and
• updates of the List of Supplements (Section 9.2)
must be recorded in the following table. Revisions of approved Chapters require the
countersignature of Austro Control GmbH.
The new or amended text is indicated by a vertical black line at the left hand side of the
revised page, with the revision number and date appearing at the bottom of the page.
If pages are revised which contain information valid for your particular serial number
(modification level of the airplane, weighing data, Equipment Inventory, List of
Supplements), then this information must be transferred to the new pages in hand-writing.
Temporary Revisions, if applicable, are inserted behind the cover page of this manual.
Temporary Revisions are used to provide information on systems or equipment until the
next 'permanent' Revision of the Airplane Flight Manual. When a 'permanent' Revision
covers a Mandatory or Optional Design Change Advisory (MÄM or OÄM), then the
corresponding Temporary Revision is superseded. For example: Revision 5 covers OÄM
40-039, therefore the Temporary Revision TR-OÄM-40-039 is superseded by the
'permanent' Revision 5.
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DA 40 D AFM
0.3
Introduction
TABLE OF CONTENTS
Chapter
GENERAL
(a non-approved chapter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OPERATING LIMITATIONS
(an approved chapter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
EMERGENCY PROCEDURES
(a non-approved chapter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
NORMAL OPERATING PROCEDURES
(a non-approved chapter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A
ABNORMAL OPERATING PROCEDURES
(a non-approved chapter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B
PERFORMANCE
(a non-approved chapter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
MASS AND BALANCE / EQUIPMENT LIST
(a non-approved chapter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS
(a non-approved chapter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
AIRPLANE HANDLING, CARE AND MAINTENANCE
(a non-approved chapter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
SUPPLEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
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DA 40 D AFM
General
CHAPTER 1
GENERAL
Page
1.1
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
1.2
CERTIFICATION BASIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1.3
WARNINGS, CAUTIONS AND NOTES . . . . . . . . . . . . . . . . . . . . . 1-4
1.4
DIMENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
1.5
DEFINITIONS AND ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . 1-7
1.6
UNITS OF MEASUREMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
1.6.1 CONVERSION FACTORS . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
1.6.2 CONVERSION CHART LITERS / US GALLONS . . . . . . . . 1-18
1.7
THREE-VIEW DRAWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
1.8
SOURCE DOCUMENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20
1.8.1 ENGINE AND ENGINE INSTRUMENTS . . . . . . . . . . . . . . . 1-20
1.8.2 PROPELLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20
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DA 40 D AFM
1.1
General
INTRODUCTION
This Airplane Flight Manual has been prepared in order to provide pilots and instructors
with all the information required for the safe and efficient operation of the airplane.
The Airplane Flight Manual includes all the data which must be made available to the
pilot according to the JAR-23 requirement. Beyond this, it contains further data and
operating instructions which, in the manufacturer’s opinion, could be of value to the pilot.
This Airplane Flight Manual is valid for all serial numbers. Equipment and modification
level (design details) of the airplane may vary from serial number to serial number.
Therefore, some of the information contained in this manual is applicable depending on
the respective equipment and modification level. The exact equipment of your serial
number is recorded in the Equipment Inventory in Section 6.5. The modification level
is recorded in the following table (as far as necessary for this manual).
Modification
Source
Installed
%
Muffler
OÄM 40-096
9 yes
9 no
%
Long Range Tank
OÄM 40-130
9 yes
9 no
9 yes
9 no
9 yes
9 no
9 yes
9 no
9 yes
9 no
9 yes
9 no
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DA 40 D AFM
General
This Airplane Flight Manual must be kept on board the airplane at all times. Its designated
place is the side bag of the forward left seat.
CAUTION
The DA 40 D is a single engine airplane. When the operating
limitations and maintenance requirements are complied with,
it has the high degree of reliability which is required by the
certification basis. Nevertheless, an engine failure is not
completely impossible. For this reason, flights during the
night, on top, under instrument meteorological conditions
(IMC), or above terrain which is unsuitable for a landing,
constitute a risk. It is therefore highly recommended to select
flight times and flight routes such that this risk is minimized.
1.2
CERTIFICATION BASIS
This airplane has been type certified in accordance with the JAA JC/VP procedure. The
certification basis is JAR-23, published on 11-Mar-1994, including Amdt.1, and additional
requirements as laid down in CRI A-01.
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DA 40 D AFM
1.3
General
WARNINGS, CAUTIONS AND NOTES
Special statements in the Airplane Flight Manual concerning the safety or operation of
the airplane are highlighted by being prefixed by one of the following terms:
WARNING
means that the non-observation of the corresponding
procedure leads to an immediate or important degradation
in flight safety.
CAUTION
means that the non-observation of the corresponding
procedure leads to a minor or to a more or less long term
degradation in flight safety.
NOTE
draws the attention to any special item not directly related
to safety but which is important or unusual.
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1.4
General
DIMENSIONS
Overall dimensions
Span
:
appr. 11.94 m
appr. 39 ft 2 in
Length
:
appr. 8.06 m
appr. 26 ft 5 in
Height
:
appr. 1.97 m
appr. 6 ft 6 in
Airfoil
:
Wortmann FX 63-137/20 - W4
Wing Area
:
appr. 13.54 m²
appr. 145.7 sq.ft.
Mean aerodynamic
chord (MAC)
:
appr. 1.121 m
appr. 3 ft 8.1 in
Aspect ratio
:
appr. 10.53
Dihedral
:
appr. 5°
Leading edge sweep
:
appr. 1°
:
appr. 0.654 m²
appr. 7.0 sq.ft.
:
appr. 1.56 m²
appr. 16.8 sq.ft.
Area
:
appr. 2.34 m2
appr. 25.2 sq.ft.
Elevator area
:
appr. 0.665 m²
appr. 7.2 sq.ft.
Angle of incidence
:
appr. -3.0° relative to longitudinal axis of airplane
Wing
Aileron
Area (total, left + right)
Wing flaps
Area (total, left + right)
Horizontal tail
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General
Vertical tail
Area
:
appr. 1.60 m²
appr. 17.2 sq.ft.
Rudder area
:
appr. 0.47 m²
appr. 5.1 sq.ft.
Track
:
appr. 2.97 m
appr. 9 ft 9 in
Wheelbase
:
appr. 1.68 m
appr. 5 ft 6 in
Nose wheel
:
5.00-5; 6 PR, 120 mph
Main wheel
:
6.00-6; 6 PR, 120 mph
Landing gear
%
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1.5
General
DEFINITIONS AND ABBREVIATIONS
(a) Airspeeds
CAS:
Calibrated Airspeed. Indicated airspeed, corrected for installation and
instrument errors. CAS equals TAS at standard atmospheric conditions (ISA)
at MSL.
KCAS:
CAS in knots.
KIAS:
IAS in knots.
IAS:
Indicated Airspeed as shown on an airspeed indicator.
TAS:
True Airspeed. The speed of the airplane relative to the air. TAS is CAS
corrected for errors due to altitude and temperature.
vA:
Maneuvering Speed. Full or abrupt control surface movement is not
permissible above this speed.
% vC:
Design Cruising Speed. This speed may be exceeded only in smooth air, and
%
then only with caution.
vFE:
Maximum Flaps Extended Speed. This speed must not be exceeded with the
given flap setting.
vNE:
Never Exceed Speed in smooth air. This speed must not be exceeded in any
operation.
% vNO:
Maximum Structural Cruising Speed. This speed may be exceeded only in
%
smooth air, and then only with caution.
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DA 40 D AFM
vS:
General
Stalling Speed, or the minimum continuous speed at which the airplane is
still controllable in the given configuration.
vS0:
Stalling Speed, or the minimum continuous speed at which the airplane is
still controllable in the landing configuration.
vx:
Best Angle-of-Climb Speed.
vy:
Best Rate-of-Climb Speed.
(b) Meteorological terms
ISA:
International Standard Atmosphere. Conditions at which air is identified as
an ideal dry gas. The temperature at mean sea level is 15 °C (59 °F), air
pressure at MSL is 1013.25 hPa (29.92 inHg); the temperature gradient up
to the altitude at which the temperature reaches -56.5 °C (-69.7 °F) is
-0.0065 °C/m (-0.00357 °F/ft), and above this 0 °C/m (0 °F/ft).
MSL:
Mean Sea Level.
OAT:
Outside Air Temperature.
QNH:
Theoretical atmospheric pressure at MSL, calculated from the elevation of
the measuring point above MSL and the actual atmospheric pressure at the
measuring point.
Density Altitude:
Altitude in ISA conditions at which the air density is equal to the current air
density.
Indicated Pressure Altitude:
Altitude reading with altimeter set to 1013.25 hPa (29.92 inHg).
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DA 40 D AFM
General
Pressure Altitude:
Altitude above MSL, indicated by a barometric altimeter which is set to
1013.25 hPa (29.92 inHg). The Pressure Altitude is the Indicated Pressure
Altitude corrected for installation and instrument errors.
In this Airplane Flight Manual altimeter instrument errors are regarded as zero.
Wind:
The wind speeds which are shown as variables in the diagrams in this manual
should be regarded as headwind or tailwind components of the measured wind.
(c) Flight performance and flight planning
Demonstrated Crosswind Component:
The speed of the crosswind component at which adequate maneuverability
for take-off and landing has been demonstrated during type certification.
%
MET:
Weather, weather advice.
NAV:
Navigation, route planning.
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General
(d) Mass and balance
CG:
Center of Gravity, also called 'center of mass'. Imaginary point in which the
airplane mass is assumed to be concentrated for mass and balance
calculations. Its distance from the Datum Plane is equal to the Center of
Gravity Moment Arm.
Center of Gravity Moment Arm:
The Moment Arm which is obtained if one divides the sum of the individual
moments of the airplane by its total mass.
Center of Gravity Limits:
The Center of Gravity range within which the airplane, at a given mass, must
be operated.
DP:
Datum Plane; an imaginary vertical plane from which all horizontal distances
for center of gravity calculations are measured.
Empty Mass:
The mass of the airplane including unusable fuel, all operating consumables
and the maximum quantity of oil.
Maximum Take-off Mass:
The maximum permissible mass for take-off.
Maximum Landing Mass:
The highest mass for landing conditions at the maximum descent velocity.
This velocity was used in the strength calculations to determine the landing
gear loads during a particularly hard landing.
Moment Arm:
The horizontal distance from the Datum Plane to the Center of Gravity of a
component.
%
Doc. No. 6.01.05-E
Revision 1
03-Mar-2003
Page 1 - 10
DA 40 D AFM
General
Moment: The mass of a component multiplied by its moment arm.
Usable Fuel:
The quantity of fuel available for flight planning.
Unusable Fuel:
The quantity of fuel remaining in the tank which cannot be used for flight.
Useful Load:
The difference between take-off mass and empty mass.
(e) Engine
AED:
Auxiliary Engine Display
CED:
Compact Engine Display
CT:
Coolant Temperature
ECU:
Engine Control Unit
FADEC: Full Authority Digital Engine Control
%
GT:
Gearbox Temperature
LOAD:
Engine output power in percent of max. continuous power
OP:
Oil Pressure (oil pressure in the lubrication system of the engine)
OT:
Oil Temperature (oil temperature in the lubrication system of the engine)
RPM:
Revolutions per minute (rotational speed of the propeller)
Doc. No. 6.01.05-E
Revision 1
03-Mar-2003
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DA 40 D AFM
General
(f) Designation of the circuit breakers on the instrument panel
ESSENTIAL BUS:
ESS. AV.
Essential Avionic Bus
FLAPS
Flaps
HORIZON
Artificial Horizon (Attitude Gyro)
ANNUN
Annunciator Panel
INST.1
Engine Instrument
PITOT
Pitot Heating System
LANDING
Landing Light
FLOOD
Flood Light
ESS. TIE
Bus Interconnection
MASTER CONTROL
Master Control (Avionics Main Switch, Bus Connection,
Avionics Relais)
MAIN BUS:
%
PWR
Power
MAIN TIE
Bus Interconnection
FAN/OAT
Fan / Outside Air Temperature
T&B
Turn And Bank Indicator
DG
Directional Gyro
INST. LT
Instrument Lights
Doc. No. 6.01.05-E
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03-Mar-2003
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DA 40 D AFM
General
TAXI/MAP
Taxi Lights / Map Lights
POSITION
Position Lights
STROBE
Strobe Lights (=Anti Collision Lights, ACL)
START
Starter
XFER PUMP
Fuel Transfer Pump
AV. BUS
Avionics Bus
2. HORIZON
2nd Artificial Horizon (2nd Attitude Gyro)
%
%
MAIN AV. BUS:
GPS/NAV2
Global Positioning System and NAV
Receiver No. 2
COM2
COM Radio No. 2
AUTO PILOT
Auto Pilot System
ADF
Automatic Direction Finder
DME
Distance Measuring Equipment
ESSENTIAL AV. BUS:
%
COM1
COM Radio No. 1
GPS/NAV1
Global Positioning System and NAV Receiver No. 1
XPDR
Transponder
Doc. No. 6.01.05-E
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26-May-2003
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DA 40 D AFM
General
MAIN AV. BUS:
%
_____
Empty
_____
Empty
_____
Empty
Wx500
Stormscope
AUDIO
Audio Panel
ECU BUS:
ECU ALT
ECU Alternate power relay
ECU A
ECU A
ECU B
ECU B
(g) Equipment
ELT:
Emergency Locator Transmitter
(h) Design Change Advisories
MÄM:
Mandatory Design Change Advisory
OÄM:
Optional Design Change Advisory
(i) Miscellaneous
%
ACG:
Austro Control GmbH (formerly BAZ, Federal Office of Civil Aviation)
ATC:
Air Traffic Control
Doc. No. 6.01.05-E
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DA 40 D AFM
%
General
CFRP:
Carbon Fiber Reinforced Plastic
GFRP:
Glass Fiber Reinforced Plastic
JAR:
Joint Aviation Requirements
JC/VP:
Joint Certification/Validation Procedure
PCA:
Primary Certification Authority
Doc. No. 6.01.05-E
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03-Mar-2003
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DA 40 D AFM
1.6
General
UNITS OF MEASUREMENT
1.6.1 CONVERSION FACTORS
Dimension
SI-Units
US Units
Length
[mm] millimeters
[in]
inches
[mm] / 25.4 = [in]
[m]
meters
[ft]
feet
[m] / 0.3048 = [ft]
[km]
kilometers
[NM]
nautical
miles
[km] / 1.852 = [NM]
[l]
liters
[US gal] US gallons
[l] / 3.7854 = [US gal]
[qts]
US quarts
[l] / 0.9464 = [qts]
[kts]
knots
[km/h] / 1.852 = [kts]
[mph]
miles per
hour
[km/h] / 1.609 = [mph]
[fpm]
feet per
minute
Volume
Speed
[km/h] kilometers
per hour
[m/s] meters per
second
[m/s] x 196.85 = [fpm]
Speed of
rotation
[RPM] revolutions per minute
Mass
[kg]
kilograms
[lb]
pounds
[kg] x 2.2046 = [lb]
Force,
weight
[N]
newtons
[lbf]
pounds
force
[N] x 0.2248 = [lbf]
Pressure
[hPa] hectopascals
[inHg]
inches of
mercury
[hPa] = [mbar]
[mbar] millibars
[psi]
pounds per
square inch
[°F]
degrees
Fahrenheit
Temperature
%
Conversion
[bar]
bars
[°C]
degrees
Celsius
Doc. No. 6.01.05-E
Revision 1
--
03-Mar-2003
[hPa] / 33.86 = [inHg]
[bar] x 14.504 = [psi]
[°C]x1.8 + 32 = [°F]
([°F] - 32)/1.8 = [°C]
Page 1 - 16
DA 40 D AFM
%
General
Dimension
SI-Units
US Units
Intensity of
electric
current
[A]
ampères
Electric
charge
(battery
capacity)
[Ah]
ampère-hours
Electric
potential
[V]
Time
[sec] seconds
Conversion
--
--
Doc. No. 6.01.05-E
volts
Revision 1
---
03-Mar-2003
Page 1 - 17
DA 40 D AFM
General
1.6.2 CONVERSION CHART LITERS / US GALLONS
%
Liters
US Gallons
US Gallons
Liters
5
1.3
1
3.8
10
2.6
2
7.6
15
4.0
4
15.1
20
5.3
6
22.7
25
6.6
8
30.3
30
7.9
10
37.9
35
9.2
12
45.4
40
10.6
14
53.0
45
11.9
16
60.6
50
13.2
18
68.1
60
15.9
20
75.7
70
18.5
22
83.3
80
21.1
24
90.9
90
23.8
26
98.4
100
26.4
28
106.0
110
29.1
30
113.6
120
31.7
32
121.1
130
34.3
34
128.7
140
37.0
36
136.3
150
39.6
38
143.8
160
42.3
40
151.4
170
44.9
45
170.3
180
47.6
50
189.3
Doc. No. 6.01.05-E
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03-Mar-2003
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DA 40 D AFM
THREE-VIEW DRAWING
11940 mm (39 ft 2 in)
in)
8060 mm (26 ft 5
1.7
General
%
Doc. No. 6.01.05-E
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03-Mar-2003
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DA 40 D AFM
1.8
General
SOURCE DOCUMENTATION
This section lists documents, manuals and other literature that were used as sources
for the Airplane Flight Manual, and indicates the respective publisher. However, only
the information given in the Airplane Flight Manual is valid.
1.8.1 ENGINE AND ENGINE INSTRUMENTS
Address:
Thielert Aircraft Engines GmbH
Platanenstrasse 14
D-09350 LICHTENSTEIN
GERMANY
Phone:
+49-37204-696-90
Fax:
+49-37204-696-50
Documents:
TAE 125 Operation and Maintenance Manual
1.8.2 PROPELLER
Address:
mt-propeller
Airport Straubing Wallmühle
D-94348 ATTING
GERMANY
Phone:
+49-9429-9409-0
E-mail:
sales@mt-propeller.com
Internet:
www.mt-propeller.de
Documents:
E-124, Operation and Installation Manual
Hydraulically controlled variable pitch propeller
MTV -5, -6, -9, -11, -12, -14, -15, -16, -21, -22, -25
%
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DA 40 D AFM
Operating Limitations
CHAPTER 2
OPERATING LIMITATIONS
Page
2.1
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.2
AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2.3
AIRSPEED INDICATOR MARKINGS . . . . . . . . . . . . . . . . . . . . . . . 2-4
2.4
POWER-PLANT LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2.5
ENGINE INSTRUMENT MARKINGS . . . . . . . . . . . . . . . . . . . . . . . 2-7
2.6
WARNING, CAUTION AND STATUS LIGHTS . . . . . . . . . . . . . . . . 2-8
2.7
MASS (WEIGHT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
2.8
CENTER OF GRAVITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
2.9
APPROVED MANEUVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
2.10
MANEUVERING LOAD FACTORS . . . . . . . . . . . . . . . . . . . . . . . . 2-14
2.11
OPERATING ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
2.12
FLIGHT CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
2.13
KINDS OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
'
2.14
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
'
2.15
LIMITATION PLACARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
'
2.16
OTHER LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27
'
2.16.1 TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27
'
2.16.2 FUEL TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27
'
2.16.3 DOOR LOCKING DEVICE . . . . . . . . . . . . . . . . . . . . . . . . 2-27
'
2.16.4 ELECTRONIC EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . 2-27
'
2.16.5 SMOKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
'
2.16.6 EMERGENCY SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
'
2.16.7 ECU BACKUP BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
'
Doc. No. 6.01.05-E
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26-May-2003
Page 2 - 1
DA 40 D AFM
2.1
Operating Limitations
INTRODUCTION
Chapter 2 of this Airplane Flight Manual includes operating limitations, instrument
markings, and placards necessary for the safe operation of the airplane, its power-plant,
standard systems and standard equipment.
The limitations included in this Chapter are approved.
WARNING
Operation of the airplane outside of the approved operating
limitations is not permissible.
'
Doc. No. 6.01.05-E
Revision 1
03-Mar-2003
Page 2 - 2
DA 40 D AFM
2.2
Operating Limitations
AIRSPEED
Airspeed
vA
Maneuvering
speed
IAS
108 KIAS
above: 980 kg / 2161 lb
up to: 1150 kg / 2535 lb
Remarks
Do not make full or abrupt
control surface movement
above this speed.
94 KIAS
above: 780 kg / 1720 lb
up to: 980 kg / 2161 lb
vFE
'
'
'
'
Max. flaps extended speed
LDG: 91 KIAS
T/O: 108 KIAS
Do not exceed these
speeds with the given flap
setting.
vNO
=
vc
Max. structural
cruising speed
129 KIAS
Do not exceed this speed
except in smooth air, and
then only with caution.
vNE
Never exceed
speed in smooth
air
178 KIAS
Do not exceed this speed in
any operation.
Doc. No. 6.01.05-E
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03-Mar-2003
Page 2 - 3
DA 40 D AFM
2.3
Operating Limitations
AIRSPEED INDICATOR MARKINGS
Marking
IAS
Significance
White arc
49 KIAS - 91 KIAS
Operating range with flaps fully extended.
Green arc
52 KIAS - 129 KIAS
Normal operating range.
Yellow arc
129 KIAS - 178 KIAS
Red line
'
Doc. No. 6.01.05-E
178 KIAS
Revision 1
‘Caution’ range - “Only in smooth air”.
Maximum speed for all operations - vNE.
03-Mar-2003
Page 2 - 4
DA 40 D AFM
2.4
Operating Limitations
POWER-PLANT LIMITATIONS
a) Engine manufacturer
: Thielert Aircraft Engines
b) Engine designation
: TAE 125
c) RPM limitations (shown as propeller RPM)
Maximum
: 2500 RPM
d) Engine power
Max. take-off power
: 99 kW (135 DIN-hp) at 2300 RPM
Max. continuous power
: 99 kW (135 DIN-hp) at 2300 RPM
e) Oil pressure (indicated values are corrected for pressure altitude)
Minimum
: 1.2 bar
Maximum
: 6.5 bar
f) Oil quantity
Minimum
: 4.5 liters (appr. 4.8 US qts)
Maximum
: 6.0 liters (appr. 6.3 US qts)
Maximum oil consumption
: 0.1 liters/hr (appr. 0.1 US qts/hr)
g) Oil temperature
'
Minimum
:
Maximum
: 140 °C
Doc. No. 6.01.05-E
Revision 1
-32 °C
03-Mar-2003
Page 2 - 5
DA 40 D AFM
Operating Limitations
h) Gearbox temperature
Maximum
: 120 °C
i) Coolant temperature
Minimum
:
-32 °C
Maximum
: 105 °C
j) Propeller manufacturer
: mt-Propeller
k) Propeller designation
: MTV-6-A/187-129
l) Propeller diameter
: 187 cm (6 ft 2 in)
m) Propeller pitch angle (0.75 R)
: 12° to 28°
' n) Oil specification
: SHELL HELIX ULTRA 5W30 synthetic API SL/CF
o) Coolant
: Distilled water / Cooler protection (BASF
Glysantin Protect Plus/G48) 1/1. The freezing
point of the coolant is -36 °C (-32.8 °F)
p) Gearbox oil (propeller gearbox) : SHELL EP 75W90 API GL-4
CAUTION
If the coolant or gearbox oil level is low the reason must be
determined and the problem must be corrected by authorized
personnel.
q) Maximum restart altitude
'
Doc. No. 6.01.05-E
: 6500 ft
Revision 3
26-May-2003
Page 2 - 6
DA 40 D AFM
2.5
Operating Limitations
ENGINE INSTRUMENT MARKINGS
Engine instrument markings and their color code significance are shown in the table
below:
Green
arc/bar
=
normal
operating
range
Yellow
arc/bar
=
caution
range
Red
arc/bar
=
upper
prohibited
range
--
up to 2400
RPM
2400 to 2500
RPM
above
2500 RPM
below
1.2 bar
1.2 to 2.3 bar
2.3 to 5.2 bar
5.2 to 6.5 bar
above
6.5 bar
Oil
temp.
below
-32 °C
-32 to 60 °C
60 to 125 °C
125 to 140 °C
above
140 °C
Coolant
temp.
below
-32 °C
-32 to 60 °C
60 to 96 °C
96 to 105 °C
above
105 °C
Gearbox
temp.
--
--
up to 115 °C
115 to 120 °C
above
120 °C
Load
--
--
0 - 100 %
--
--
Fuel
temp.
below
-30 °C
-30 to -22 °C
-22 to 60 °C
60 to 65 °C
above
65 °C
--
--
up to 85 A
85 to 90 A
above
90 A
below
11 V
11 to 12.6 V
12.6 to 15.0 V
15.0 to 15.5 V
above
15.5 V
--
--
Red
arc/bar
=
lower
prohibited
range
Yellow
arc/bar
=
caution
range
--
Oil
pressure
Indication
RPM
Ammeter
Voltmeter
Fuel qty. below 0.45
US gal
'
Doc. No. 6.01.05-E
--
Revision 1
0.45 to 14
US gal
03-Mar-2003
Page 2 - 7
DA 40 D AFM
2.6
Operating Limitations
WARNING, CAUTION AND STATUS LIGHTS
The following tables show the color and significance of the warning, caution and status
lights on the annunciator panel.
'
NOTE
'
The ECU BACKUP UNSAFE warning light is located above
'
the airspeed indicator on the instrument panel.
NOTE
Section 7.10 includes a detailed description of the lights on
the annunciator panel.
Color and significance of the warning lights (red)
Warning light
(red)
'
'
'
'
Meaning
Cause
WARNING
Warning message
--
START
Starter
Operation of starter, or failure of the
starter motor to disengage from the
engine after starting
DOOR
Doors
Front canopy and/or rear door not
completely closed and locked
TRIM FAIL
Trim fail / autopilot
Failure in the automatic trim system of
the autopilot (if installed)
ECU BACKUP
UNSAFE
ECU Backup Battery
ECU Backup Battery has less than
70% electric charge.
Doc. No. 6.01.05-E
Revision 3
26-May-2003
Page 2 - 8
DA 40 D AFM
Operating Limitations
Color and significance of the caution lights (amber)
Caution light
(amber)
Meaning
Cause
CAUTION
Caution message
--
LOW VOLTS
Low voltage
On-board voltage below 12.6 V
(± 0.2 V)
ALTERNATOR
Generator
Generator failure
PITOT
Pitot heating
Pitot heating OFF or failure
LOW FUEL
Low fuel
MAIN tank, fuel low
ENGINE
Engine
Engine limit exceeded
ECU A
ECU A
Failure of engine control unit A
ECU B
ECU B
Failure of engine control unit B
Color and significance of the status lights (white)
Status light
Meaning
(white)
'
Cause
FUEL TRANS
Transfer pump
Transfer pump active / fuel transfer
from the AUX tank to the MAIN tank
GLOW
Glow plugs
Glow plugs active
Doc. No. 6.01.05-E
Revision 1
03-Mar-2003
Page 2 - 9
DA 40 D AFM
2.7
Operating Limitations
MASS (WEIGHT)
Maximum take-off mass (Normal Category) : 1150 kg
(2535 lb)
Maximum take-off mass (Utility Category)
:
980 kg
(2161 lb)
Maximum landing mass
: 1092 kg
(2407 lb)
Max. load in baggage compartment
:
30 kg
(66 lb)
WARNING
Exceeding the mass limits will lead to an overstressing of the
airplane as well as to a degradation of flight characteristics
and flight performance.
NOTE
The maximum landing mass is the highest mass for landing
conditions at the maximum descent velocity. This velocity was
used in the strength calculations to determine the landing
gear loads during a particularly hard landing.
'
Doc. No. 6.01.05-E
Revision 1
03-Mar-2003
Page 2 - 10
DA 40 D AFM
2.8
Operating Limitations
CENTER OF GRAVITY
Datum Plane
The Datum Plane (DP) is a plane which is normal to the airplane’s longitudinal axis and
in front of the airplane as seen from the direction of flight. The airplane’s longitudinal
axis is parallel with the upper surface of a 600:31 wedge which is placed on top of the
rear fuselage in front of the vertical stabilizer. When the upper surface of the wedge is
aligned horizontally, the Datum Plane is vertical. The Datum Plane is located 2.194 meters
(86.38 in) forward of the most forward point of the root rib on the stub wing.
Center of gravity limitations
The center of gravity (CG position) for flight conditions must be between the following
limits:
Most forward CG:
2.40 m (94.5 in) aft of DP from 780 kg to 980 kg (1720 lb to 2161 lb)
2.46 m (96.9 in) aft of DP at 1150 kg (2535 lb)
linear variation between these values
Most rearward CG:
' Standard tank:
'
2.59 m (102.0 in) aft of DP
' Long Range Tank:
'
2.55 m (100.4 in) aft of DP
WARNING
Exceeding the center of gravity limitations reduces the
controllability and stability of the airplane.
'
Doc. No. 6.01.05-E
Revision 2
30-Apr-2003
Page 2 - 11
DA 40 D AFM
2.9
Operating Limitations
APPROVED MANEUVERS
The airplane is certified in the Normal Category and in the Utility Category in accordance
with JAR-23.
Approved maneuvers
a) Normal Category:
1) all normal flight maneuvers;
2) stalling (with the exception of dynamic stalling); and
3) Lazy Eights, Chandelles, as well as steep turns and similar maneuvers, in which
an angle of bank of not more than 60° is attained.
CAUTION
Aerobatics, spinning, and flight maneuvers with more than
60° of bank are not permitted in the Normal Category.
'
Doc. No. 6.01.05-E
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03-Mar-2003
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DA 40 D AFM
Operating Limitations
b) Utility Category:
1) all normal flight maneuvers;
2) stalling (with the exception of dynamic stalling); and
3) Lazy Eights, Chandelles, as well as steep turns and similar maneuvers, in which
an angle of bank of not more than 90° is attained.
CAUTION
Aerobatics, spinning, and flight maneuvers with more than
90° of bank are not permitted in the Utility Category.
CAUTION
The accuracy of the attitude gyro (artificial horizon) and the
directional gyro is affected by the maneuvers approved under
item 3 if the bank angle exceeds 60°. Such maneuvers may
therefore only be flown when the above mentioned
instruments are not required for the present kind of operation.
'
Doc. No. 6.01.05-E
Revision 1
03-Mar-2003
Page 2 - 13
DA 40 D AFM
Operating Limitations
2.10 MANEUVERING LOAD FACTORS
Table of maximum structural load factors:
Normal Category
at vA
at vNE
with flaps in T/O
or LDG position
Positive
3.8
3.8
Negative
-1.52
0
at vA
at vNE
2.0
Utility Category
with flaps in T/O
or LDG position
Positive
4.4
4.4
Negative
-1.76
-1.0
2.0
WARNING
Exceeding the maximum load factors will lead to an
overstressing of the airplane.
'
Doc. No. 6.01.05-E
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03-Mar-2003
Page 2 - 14
DA 40 D AFM
Operating Limitations
2.11 OPERATING ALTITUDE
The maximum demonstrated operating altitude is 16400 ft (5000 m) pressure altitude.
2.12 FLIGHT CREW
Minimum crew
:
1 (one person)
Maximum number of occupants:
'
Normal Category :
4 (four persons)
Utility Category
:
Doc. No. 6.01.05-E
2 (two persons, both must sit in front)
Revision 1
03-Mar-2003
Page 2 - 15
DA 40 D AFM
Operating Limitations
2.13 KINDS OF OPERATION
Approved are :
'
*
flights according to Visual Flight Rules (VFR)
*
flights according to Night Visual Flight Rules (NVFR)
*
flights according to Instrument Flight Rules (IFR)
Flights into known or forecast icing conditions are prohibited.
Flights into known thunderstorms are prohibited.
Minimum operational equipment (serviceable)
The following table lists the minimum serviceable equipment required by JAR-23 and
operational requirements. Additional minimum equipment for the intended operation may
be required by national operating rules and also depends on the route to be flown.
'
Doc. No. 6.01.05-E
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DA 40 D AFM
for daytime VFR
flights
'
'
'
'
Operating Limitations
Flight
and
naviga'
tion
'
instru' ments
in addition
for night VFR flights
in addition
for IFR flights
*
airspeed
indicator
* vertical speed indicator
(VSI)
* second VHF radio
(COM)
*
altimeter
*
magnetic
compass
* attitude gyro (artificial
horizon)
* VOR-LOC-GS
receiver
* turn & bank indicator
* marker beacon
receiver
'
* directional gyro
* OAT indicator
* chronometer with
indication of hours,
minutes, and seconds
* VHF radio (COM)
* VOR receiver
* transponder (XPDR),
mode A and mode C
* 1 headset
'
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DA 40 D AFM
Operating Limitations
for daytime VFR
flights
'
'
engine
instruments
in addition
for night VFR flights
* fuel quantity
* ammeter
* oil pressure
* voltmeter
in addition
for IFR flights
* oil temperature
* coolant
temperature
* gear box
temperature
* load
* propeller RPM
* fuel temperature
left & right tank
* engine caution
light (on White
Wire)
lighting
* position lights
* strobe lights (anti
collision lights)
* landing light
* instrument lighting
* flood light
* flashlight
'
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DA 40 D AFM
'
'
'
'
'
'
'
'
'
Operating Limitations
for daytime VFR
flights
in addition
for night VFR flights
* stall warning
* Pitot heating system
other
system
opera* alternate static valve
tional
* fuel quantity
minimum
measuring device
equip(see 7.10 of the
ment
AFM)
in addition
for IFR flights
* emergency battery
for horizon/ flood
light
* ECU-Backup
Unsafe Warning
Light
* safety belts for
each occupied
seat
* airplane flight
manual
NOTE
A list of approved equipment can be found in Chapter 6.
'
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Operating Limitations
Intentionally left blank
'
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DA 40 D AFM
Operating Limitations
2.14 FUEL
Fuel grade
: JET A1 (ASTM 1655)
Standard tank:
Total fuel quantity
: 2 x 15.0 US gal (2 x 56.8 liters)
Usable fuel
: 2 x 14.0 US gal (2 x 53.0 liters)
Long Range Tank:
Total fuel quantity
: 2 x 20.5 US gal (2 x 77.6 liters)
Usable fuel
: 2 x 19.5 US gal (2 x 73.8 liters)
Max. indicated fuel quantity
: 15 US gal (56.8 liters) per tank
Max. permissible difference
between right and left tank
: 9 US gal (approx. 34 liters)
CAUTION
If an indicator shows 15 US gal, then 19.5 US gal must be
assumed for the calculation of the difference between right
and left tank.
'
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DA 40 D AFM
Operating Limitations
2.15 LIMITATION PLACARDS
All limitation placards are shown below. A list of all placards is included in the Airplane
Maintenance Manual (Doc. No. 6.02.01), Chapter 11.
On the instrument panel:
'
Maneuvering speed:
'
vA = 108 KIAS (above 980 up to 1150 kg / above 2161 up to 2535 lb)
'
vA = 94 KIAS (780 to 980 kg / 1720 to 2161 lb)
'
This airplane may only be operated in accordance with the Airplane Flight
'
Manual. It can be operated in the “Normal” and “Utility” categories in non-
'
icing conditions. Provided that national operational requirements are met
'
and the appropriate equipment is installed, this airplane is approved for the
'
following kinds of operation: day VFR, night VFR and IFR. All aerobatic
'
maneuvers including spinning are prohibited. For further operational
'
limitations refer to the Airplane Flight Manual.
'
No smoking.
'
'
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DA 40 D AFM
Operating Limitations
On the instrument panel, next to the fuel quantity indication:
Long Range Tank:
max. usable fuel: 2 x 19.5 US gal
*
Max. indicated fuel quantity: 2 x 15 US gal
*
Refer to AFM to use entire tank capacity
*
Max. difference LH/RH tank: 9 US gal
Next to each of the two fuel filler necks:
WARNING
USE ONLY JET FUEL
JET-A1
or see Airplane Flight Manual
'
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DA 40 D AFM
Operating Limitations
Next to the essential bus switch:
Ess. Bus NOT for normal operation. See AFM.
In the cowling, on the door for the oil filler neck:
OIL
Shell Helix Ultra
5W30 synth.
API SL/CF
'
or see Airplane Flight Manual
Next to the flap selector switch:
max.
108 KIAS
max.
91 KIAS
'
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DA 40 D AFM
Operating Limitations
On the emergency fuel valve:
EMERG. TRANSFER
NORMAL
CAUTION: Intermittent use only
(see AFM)
OFF
In the cockpit, on the left fuselage sidewall:
'
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DA 40 D AFM
Operating Limitations
Next to the baggage compartment:
max.
30 kg /
66 lbs
Beside the door locking device:
EMERGENCY EXIT:
The keylock must be
unlocked during flight
'
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DA 40 D AFM
Operating Limitations
2.16 OTHER LIMITATIONS
2.16.1 TEMPERATURE
- The airplane may only be operated when its temperature prior to operation is not
less than -20 °C (-4 °F).
- With the airplane cold soaked and its temperature below -20 °C (-4 °F) the use of
an external pre-heater for the engine and pilot compartment prior to operation is
mandatory.
2.16.2 FUEL TEMPERATURE
From -30 °C to +65 °C (from -22 °F to +149 °F).
2.16.3 DOOR LOCKING DEVICE
The canopy and the passenger door must not be blocked by the key lock during operation
of the airplane.
2.16.4 ELECTRONIC EQUIPMENT
The use and switching on of electronic equipment other than that which is part of the
equipment of the airplane is not permitted, as it could lead to interference with the
airplane’s avionics.
Examples of undesirable items of equipment are:
- Mobile telephones
- Remote radio controls
- Video screens employing CRTs
- Minidisc recorders when in the record mode
This list is not exhaustive.
The use of laptop computers, including those with CD-ROM drives, CD and minidisc
players in the replay mode, cassette players and video cameras is permitted. All this
equipment however should be switched off for take-off and landing.
'
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DA 40 D AFM
Operating Limitations
2.16.5 SMOKING
Smoking in the airplane is not permitted.
' 2.16.6 EMERGENCY SWITCH
' IFR flights are not permitted when the seal on the emergency switch is broken.
'
' 2.16.7 ECU BACKUP BATTERY
' The 'ECU BACKUP UNSAFE'-light (red) indicates an insufficient battery charge. Flights
' are not permitted.
'
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DA 40 D AFM
CHAPTER 3
EMERGENCY PROCEDURES
Page
3.1
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
3.1.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
3.1.2 CERTAIN AIRSPEEDS IN EMERGENCIES . . . . . . . . . . . . . 3-4
3.2
ENGINE PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
3.2.1 ENGINE PROBLEMS ON GROUND . . . . . . . . . . . . . . . . . . . 3-5
3.2.2 ENGINE PROBLEMS DURING TAKE-OFF . . . . . . . . . . . . . 3-6
3.2.3 ENGINE PROBLEMS IN FLIGHT . . . . . . . . . . . . . . . . . . . . . 3-8
3.2.4 RESTARTING THE ENGINE
WITH WINDMILLING PROPELLER . . . . . . . . . . . . . . . . . . 3-10
3.2.5 RESTARTING THE ENGINE
WITH STATIONARY PROPELLER . . . . . . . . . . . . . . . . . . . 3-12
3.2.6 DEFECTIVE RPM REGULATING SYSTEM . . . . . . . . . . . . 3-14
3.2.7 FUEL TRANSFER PUMP FAILURE . . . . . . . . . . . . . . . . . . 3-17
3.3
SMOKE AND FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
3.3.1 SMOKE AND FIRE ON GROUND . . . . . . . . . . . . . . . . . . . 3-18
3.3.2 SMOKE AND FIRE DURING TAKE-OFF . . . . . . . . . . . . . . 3-19
3.3.3 SMOKE AND FIRE IN FLIGHT . . . . . . . . . . . . . . . . . . . . . . 3-21
3.4
GLIDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
3.5
EMERGENCY LANDINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-24
3.5.1 EMERGENCY LANDING WITH ENGINE OFF . . . . . . . . . . 3-24
3.5.2 LANDING WITH A DEFECTIVE TIRE ON THE MAIN LANDING
GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-25
3.5.3 LANDING WITH DEFECTIVE BRAKES . . . . . . . . . . . . . . . 3-26
%
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3.6
RECOVERY FROM AN UNINTENTIONAL SPIN . . . . . . . . . . . . . 3-27
3.7
OTHER EMERGENCIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28
3.7.1 ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28
3.7.2 FAILURES IN THE ELECTRICAL SYSTEM . . . . . . . . . . . . 3-29
3.7.3 SUSPICION OF CARBON MONOXIDE CONTAMINATION IN THE
CABIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30
%
3.7.4 'DOOR'-WARNING LIGHT ON . . . . . . . . . . . . . . . . . . . . . . 3-31
NOTE
Procedures for uncritical system faults are given in Chapter
4B - ABNORMAL OPERATING PROCEDURES.
%
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DA 40 D AFM
3.1
INTRODUCTION
3.1.1 GENERAL
This Chapter contains checklists as well as the description of recommended procedures
to be followed in the event of an emergency. Engine failure or other airplane-related
emergencies are most unlikely to occur if the prescribed procedures for pre-flight checks
and airplane maintenance are followed.
If, nonetheless, an emergency does arise, the guidelines given here should be followed
and applied in order to clear the problem.
As it is impossible to foresee all kinds of emergencies and cover them in this Airplane
Flight Manual, a thorough understanding of the airplane by the pilot is, in addition to his
knowledge and experience, an essential factor in the solution of any problems which may
arise.
WARNING
In each emergency, control over the flight attitude and the
preparation of a possible emergency landing have priority
over attempts to solve the current problem ("first fly the
aircraft"). Prior to the flight the pilot must consider the
suitability of the terrain for an emergency landing for each
phase of the flight. For a safe flight the pilot must constantly
keep a safe minimum flight altitude. Solutions for various
adverse scenarios should be thought over in advance. Thus
it should be guaranteed that the pilot is at no time shocked
by an engine failure and that he can act calmly and with
determination.
%
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DA 40 D AFM
3.1.2 CERTAIN AIRSPEEDS IN EMERGENCIES
850 kg
1000 kg
1150 kg
1874 lb
2205 lb
2535 lb
59 KIAS
66 KIAS
72 KIAS
60 KIAS
68 KIAS
73 KIAS
Flaps UP
60 KIAS
68 KIAS
73 KIAS
Flaps T/O
59 KIAS
66 KIAS
72 KIAS
Flaps LDG
58 KIAS
63 KIAS
71 KIAS
Event
Engine failure after take-off
(Flaps T/O)
Airspeed for best glide angle
(Flaps UP)
Emergency
landing with
engine off
%
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3.2
ENGINE PROBLEMS
3.2.1 ENGINE PROBLEMS ON GROUND
1. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
2. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as required
NOTE
If considered necessary, the engine must be shut down.
Otherwise the cause of the problem must be established in
order to re-establish engine performance.
CAUTION
If the oil pressure is in the red range, the engine must be shut
down immediately.
WARNING
If the problem cannot be cleared, the airplane must not be
flown.
%
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DA 40 D AFM
3.2.2 ENGINE PROBLEMS DURING TAKE-OFF
(a) Take-off can still be aborted (sufficient runway length available)
land straight ahead:
1. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
on the ground:
2. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as required
CAUTION
If sufficient time is remaining, the risk of fire in the event of
a collision can be reduced as follows:
Emergency fuel valve . . . . . . . . . . . OFF
ENGINE MASTER . . . . . . . . . . . . . OFF
ELECTRIC MASTER . . . . . . . . . . . . OFF
%
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DA 40 D AFM
(b) Take-off can no longer be aborted
1. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 KIAS (1150 kg, 2535 lb)
66 KIAS (1000 kg, 2205 lb)
59 KIAS (850 kg, 1874 lb)
WARNING
If, in the event of an engine problem occurring during take-off,
the take-off can no longer be aborted and a safe height has
not been reached, then a straight-ahead emergency landing
should be carried out. Turning back can be fatal.
if time allows:
2. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . check MAX
3. ENGINE MASTER . . . . . . . . . . . . . . . . . . . . check ON
4. ECU SWAP . . . . . . . . . . . . . . . . . . . . . . . . . ECU B
WARNING
If the problem does not clear itself immediately, and the
engine is no longer producing sufficient power, then an
emergency landing must be carried out in accordance with
3.5.1 - EMERGENCY LANDING WITH ENGINE OFF.
%
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3.2.3 ENGINE PROBLEMS IN FLIGHT
(a) Engine running roughly
1. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 KIAS (1150 kg, 2535 lb)
68 KIAS (1000 kg, 2205 lb)
60 KIAS (850 kg, 1874 lb)
2. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . MAX
3. Engine caution light . . . . . . . . . . . . . . . . . . . check
NOTE
If the caution light is on, the engine instruments must be
checked. Proceed in accordance with 4B.2 - INSTRUMENT
INDICATIONS OUTSIDE OF GREEN RANGE.
4. If in icing conditions . . . . . . . . . . . . . . . . . . . Alternate Air ON
5. Fuel qty. MAIN tank . . . . . . . . . . . . . . . . . . . check
6. Fuel transfer pump . . . . . . . . . . . . . . . . . . . . ON
7. Emergency fuel valve . . . . . . . . . . . . . . . . . . check NORMAL
8. ECU SWAP . . . . . . . . . . . . . . . . . . . . . . . . . ECU B
NOTE
If selecting ECU B does not solve the problem, switch back
to AUTOMATIC.
WARNING
If the problem does not clear itself immediately, and the
engine is no longer producing sufficient power, perform a
precautionary landing on the nearest airfield in accordance
with 4B.1 - PRECAUTIONARY LANDING, but be prepared
for an emergency landing in accordance with 3.5.1 EMERGENCY LANDING WITH ENGINE OFF.
%
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(b) Loss of power
NOTE
As long as an airspeed of at least 60 KIAS is maintained, and
there is no major mechanical engine defect, the propeller will
continue to windmill.
1. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 KIAS (1150 kg, 2535 lb)
68 KIAS (1000 kg, 2205 lb)
60 KIAS (850 kg, 1874 lb)
2. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . MAX
3. If in icing conditions . . . . . . . . . . . . . . . . . . . Alternate Air ON
4. Fuel qty. MAIN tank . . . . . . . . . . . . . . . . . . . check
5. Fuel transfer pump . . . . . . . . . . . . . . . . . . . . ON
6. Emergency fuel valve . . . . . . . . . . . . . . . . . . check NORMAL
7. ECU SWAP . . . . . . . . . . . . . . . . . . . . . . . . . ECU B
NOTE
If selecting ECU B does not solve the problem, switch back
to AUTOMATIC.
WARNING
If the problem does not clear itself immediately, prepare for
an emergency landing in accordance with 3.5.1 EMERGENCY LANDING WITH ENGINE OFF, then try to
restart the engine with windmilling propeller in accordance
with
3.2.4
-
RESTARTING
THE
ENGINE
WITH
WINDMILLING PROPELLER.
%
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3.2.4 RESTARTING THE ENGINE WITH WINDMILLING PROPELLER
NOTE
As long as an airspeed of at least 60 KIAS is maintained, and
there is no major mechanical engine defect, the propeller will
continue to windmill. After a complete stop the propeller starts
to windmill at airspeeds above 105 KIAS.
CAUTION
The maximum airspeed for windmilling is 120 KIAS. Higher
airspeeds may result in propeller overspeed.
NOTE
Restarting the engine with windmilling propeller is possible
at airspeeds between 73 and 120 KIAS and altitudes below
6500 ft pressure altitude.
%
1. Airspeed for best glide angle . . . . . . . . . . . . 73 KIAS (1150 kg, 2535 lb)
%
68 KIAS (1000 kg, 2205 lb)
%
60 KIAS (850 kg, 1874 lb)
%
%
2. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . MAX
%
3. Emergency fuel valve . . . . . . . . . . . . . . . . . . check NORMAL
%
4. Alternate air . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
%
5. Fuel transfer pump . . . . . . . . . . . . . . . . . . . . ON
%
6. AVIONIC MASTER . . . . . . . . . . . . . . . . . . . . OFF
%
7. ELECTRIC MASTER . . . . . . . . . . . . . . . . . . ON
%
8. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 to 120 KIAS
%
%
%
%
%
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DA 40 D AFM
NOTE
%
%
If it is not possible to start the engine:
%
- adopt glide configuration as in 3.4 - GLIDING
%
- carry out emergency landing in accordance with
%
3.5.1 - EMERGENCY LANDING WITH ENGINE OFF
%
% 10. AVIONIC MASTER . . . . . . . . . . . . . . . . . . . . ON, if required
%
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DA 40 D AFM
3.2.5 RESTARTING THE ENGINE WITH STATIONARY PROPELLER
NOTE
Restarting the engine with stationary propeller is possible
at altitudes below 6500 ft pressure altitude.
1. Airspeed for best glide angle . . . . . . . . . . . . 73 KIAS (1150 kg, 2535 lb)
68 KIAS (1000 kg, 2205 lb)
60 KIAS (850 kg, 1874 lb)
2. ENGINE MASTER . . . . . . . . . . . . . . . . . . . . OFF
3. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . MAX
4. Emergency fuel valve . . . . . . . . . . . . . . . . . . check NORMAL
5. Alternate air . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
6. Fuel transfer pump . . . . . . . . . . . . . . . . . . . . ON
7. AVIONIC MASTER . . . . . . . . . . . . . . . . . . . . OFF
8. ELECTRIC MASTER . . . . . . . . . . . . . . . . . . ON
9. ENGINE MASTER . . . . . . . . . . . . . . . . . . . . ON
NOTE
Only if the ENGINE MASTER is switched OFF and ON again,
glowing will be initiated. Glowing must be initiated shortly
before the restart attempt. If glowing was done above 6500 ft
pressure altitude, it must be repeated.
10. ELECTRIC MASTER . . . . . . . . . . . . . . . . . . START (release when engine
is running)
%
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NOTE
By increasing the airspeed above approximately 105 KIAS,
the propeller will begin to rotate due to windmilling and the
engine can thus be started. For this, the ELECTRIC MASTER
should be set to ON (see 3.2.4 RESTARTING THE ENGINE
WITH WINDMILLING PROPELLER). A loss of altitude of at
least 1000 ft (300 meters) must be expected.
If it is not possible to start the engine:
- adopt glide configuration as in 3.4 - GLIDING
- carry out emergency landing as in 3.5.1 - EMERGENCY
LANDING WITH ENGINE OFF
CAUTION
Engine restart following an engine fire should only be
attempted if it is unlikely that a safe emergency landing can
be made. It must be expected that engine restart is
impossible after an engine fire.
%
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3.2.6 DEFECTIVE RPM REGULATING SYSTEM
CAUTION
Following a failure of the governor the RPM should be
adjusted with the power lever. Every effort should be made
not to exceed 2500 RPM.
CAUTION
The power lever should be moved slowly, in order to avoid
over-speeding and excessively rapid RPM changes. The light
wooden propeller blades produce more rapid RPM changes
than metal blades.
WARNING
It is possible that the propeller blades remain in the position
of highest pitch in case of a malfunction of the engine control
unit. In this case the reduced engine performance should be
taken into consideration.
(a) Oscillating RPM
1. Power setting . . . . . . . . . . . . . . . . . . . . . . . . change
if the problem does not clear:
2. ECU SWAP . . . . . . . . . . . . . . . . . . . . . . . . . ECU B
NOTE
If the problem does not clear itself, switch back to
AUTOMATIC and land on the nearest airfield.
%
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(b) Propeller overspeed
NOTE
Constant propeller overspeed indicates that the defective
governor holds the propeller blades at the fine pitch stop.
NOTE
The propeller now works like a fixed pitch propeller. RPM is
controlled by the engine power setting. Flight to the nearest
airfield can be continued with a lower power setting and at
a lower airspeed. Climb and go-around remain possible.
1. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . as required to maintain 2300 RPM
2. ECU SWAP . . . . . . . . . . . . . . . . . . . . . . . . . ECU B
NOTE
If selecting ECU B does not solve the problem, switch back
to AUTOMATIC. Keep controlling the RPM with the power
lever.
%
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Procedures
DA 40 D AFM
(c) Propeller underspeed
NOTE
The propeller speed is constantly below the speed that is
correct for the given power setting. This indicates that the
governor holds the propeller blades at the high pitch stop.
1. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . as required
2. ECU SWAP . . . . . . . . . . . . . . . . . . . . . . . . . ECU B
NOTE
If selecting ECU B does not solve the problem, switch back
to AUTOMATIC.
WARNING
Due to this problem the propeller RPM will drop to 1400 RPM
or below. There will be no climb performance and no goaround power available. Level flight should be possible
except in rough weather.
3. Land as soon as possible.
%
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Procedures
DA 40 D AFM
3.2.7 FUEL TRANSFER PUMP FAILURE
1. Emergency fuel valve . . . . . . . . . . . . . . . . . EMERG. TRANSFER
CAUTION
When set to EMERG. TRANSFER, the emergency fuel valve
transfers fuel using the engine driven fuel pump from the
auxiliary tank to the main tank at a rate of approximately 18
to 21 US gal/h (70 to 80 liters/h).
WARNING
The emergency fuel valve must be switched back to
NORMAL before the auxiliary tank indication reads zero!
Otherwise, the engine will stop during flight when the auxiliary
tank is empty.
WARNING
When the fuel pump takes in air (e.g. when the emergency
fuel valve is not switched back and the auxiliary tank is
empty), an inspection of the pump is necessary prior to next
flight.
2. AUX tank . . . . . . . . . . . . . . . . . . . . . . . . . . . monitor quantity
3. MAIN tank . . . . . . . . . . . . . . . . . . . . . . . . . . monitor quantity
NOTE
AUX tank quantity must not be less than 1 US gal and MAIN
tank quantity must not be more than 15 US gal.
4. Emergency fuel valve . . . . . . . . . . . . . . . . . . NORMAL
%
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Emergency
Procedures
DA 40 D AFM
3.3
SMOKE AND FIRE
3.3.1 SMOKE AND FIRE ON GROUND
(a) Engine fire when starting on the ground
1. Emergency fuel valve . . . . . . . . . . . . . . . . . . OFF
2. Fuel transfer pump . . . . . . . . . . . . . . . . . . . . OFF
3. ENGINE MASTER . . . . . . . . . . . . . . . . . . . . OFF
4. ELECTRIC MASTER . . . . . . . . . . . . . . . . . . OFF
after standstill:
5. Canopy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . open
6. Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . evacuate immediately
(b) Electrical fire with smoke on the ground
1. ELECTRIC MASTER . . . . . . . . . . . . . . . . . . OFF
if the engine is running:
2. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
3. ENGINE MASTER . . . . . . . . . . . . . . . . . . . . OFF
when the engine has stopped:
4. Canopy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . open
5. Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . evacuate immediately
%
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Procedures
DA 40 D AFM
3.3.2 SMOKE AND FIRE DURING TAKE-OFF
(a) If take-off can still be aborted
1. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
2. Cabin heat . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . apply - bring the airplane to a stop
4. After stopping . . . . . . . . . . . . . . . . . . . . . . . . proceed as in 3.3.1 - SMOKE AND
FIRE ON GROUND
(b) If take-off cannot be aborted
1. Cabin heat . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. If possible, fly along a short-cut traffic circuit and land on the airfield.
WARNING
If, in the event of an engine problem occurring during take-off,
the take-off can no longer be aborted and a safe height has
not been reached, then a straight-ahead emergency landing
should be carried out. Turning back can be fatal.
3. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 KIAS (1150 kg, 2535 lb)
68 KIAS (1000 kg, 2205 lb)
60 KIAS (850 kg, 1874 lb)
%
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Emergency
Procedures
DA 40 D AFM
after climbing to a height from which the selected landing area can be reached safely:
4. Emergency fuel valve . . . . . . . . . . . . . . . . . . OFF
5. Fuel transfer pump . . . . . . . . . . . . . . . . . . . OFF
6. Cabin heat . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
7. ENGINE MASTER . . . . . . . . . . . . . . . . . . . . OFF
8. ELECTRIC MASTER . . . . . . . . . . . . . . . . . . OFF
9. Emergency windows . . . . . . . . . . . . . . . . . . open if necessary
10. Carry out emergency landing with engine off. Allow for increased landing distance
due to the flap position.
CAUTION
In case of extreme smoke development, the front canopy may
be unlatched during flight. This allows it to partially open, in
order to improve ventilation. The canopy will remain open
in this position. Flight characteristics will not be affected
significantly.
%
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DA 40 D AFM
3.3.3 SMOKE AND FIRE IN FLIGHT
(a) Engine fire in flight
1. Cabin heat . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. Select appropriate emergency landing field.
when it seems certain that the landing field will be reached:
3. Emergency fuel valve . . . . . . . . . . . . . . . . . . OFF
4. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . MAX
5. Emergency windows . . . . . . . . . . . . . . . . . . open if required
6. Carry out emergency landing with engine off.
CAUTION
In case of extreme smoke development, the front canopy may
be unlatched during flight. This allows it to partially open, in
order to improve ventilation. The canopy will remain open
in this position. Flight characteristics will not be affected
significantly.
%
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Emergency
Procedures
DA 40 D AFM
(b) Electrical fire with smoke in flight
%
1. EMERGENCY switch . . . . . . . . . . . . . . . . . . ON, if installed
2. AVIONIC MASTER . . . . . . . . . . . . . . . . . . . . OFF
3. ELECTRIC MASTER . . . . . . . . . . . . . . . . . . OFF
4. Cabin heat . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. Emergency windows . . . . . . . . . . . . . . . . . . open if required
6. Land at an appropriate airfield as soon as possible
CAUTION
%
Switching OFF the ELECTRIC MASTER will lead to total
%
failure of all electronic and electric equipment. Also affected
%
from this are the attitude gyro (artificial horizon) and the
%
directional gyro, if installed
%
However, by switching the EMERGENCY switch ON, the
%
emergency battery will supply power to the attitude gyro
%
(artificial horizon) and the flood light.
In case of extreme smoke development, the front canopy may
be unlatched during flight. This allows it to partially open, in
order to improve ventilation. The canopy will remain open
in this position. Flight characteristics will not be affected
significantly.
%
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Emergency
Procedures
DA 40 D AFM
3.4
GLIDING
1. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
2. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 KIAS (1150 kg, 2535 lb)
68 KIAS (1000 kg, 2205 lb)
60 KIAS (850 kg, 1874 lb)
NOTE
The glide ratio is 8.8; i.e., for every 1000 ft (305 meters) of
altitude loss the maximum horizontal distance traveled in still
air is 1.45 NM (2.68 km). During this the propeller will
continue to windmill.
With a stationary propeller the glide ratio is 10.3; this
corresponds to a maximum horizontal distance of 1.70 NM
(3.14 km) for every 1000 ft altitude. In consideration of a safe
airspeed however, this configuration may not be attainable.
%
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DA 40 D AFM
3.5
EMERGENCY LANDINGS
3.5.1 EMERGENCY LANDING WITH ENGINE OFF
1. Select suitable landing area. If no level landing area is available, a landing on an
upward slope should be sought.
2. Consider wind.
3. Approach:
If possible, fly along a short-cut rectangular circuit. On the downwind
leg of the circuit the landing area should be inspected for obstacles
from a suitable height. The degree of offset at each part of the circuit
will allow the wind speed and direction to be assessed.
4. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 KIAS (1150 kg, 2535 lb.)
68 KIAS (1000 kg, 2205 lb.)
60 KIAS (850 kg, 1874 lb.)
5. Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . advice ATC
6. Emergency fuel valve . . . . . . . . . . . . . . . . . . OFF
7. ENGINE MASTER . . . . . . . . . . . . . . . . . . . . check OFF
when it is certain that the landing field will be reached:
8. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LDG
9. Safety harnesses . . . . . . . . . . . . . . . . . . . . . tighten
CAUTION
If sufficient time is remaining, the risk of fire in the event of
a collision with obstacles can be reduced as follows:
ELECTRIC MASTER . . . . . . . . . . . . OFF
10. Touchdown . . . . . . . . . . . . . . . . . . . . . . . . . . with the lowest possible airspeed
%
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Emergency
Procedures
DA 40 D AFM
3.5.2 LANDING WITH A DEFECTIVE TIRE ON THE MAIN LANDING GEAR
CAUTION
A defective (e.g. burst) tire is not usually easy to detect. The
damage normally occurs during take-off or landing, and is
hardly noticeable during fast taxiing. It is only during the rollout after landing or at lower taxiing speeds that a tendency
to swerve occurs. Rapid and determined action is then
required.
1. Advise ATC.
2. Land the airplane at the edge of the runway that is located on the side of the intact
tire, so that changes in direction which must be expected during roll-out due to the
braking action of the defective tire can be corrected on the runway.
3. Land with one wing low. The wing on the side of the intact tire should be held low.
4. Direction should be maintained using the rudder. This should be supported by use
of the brake. It is possible that the brake must be applied strongly - if necessary
to the point where the wheel locks. The wide track of the landing gear will prevent
the airplane from tipping over a wide speed range. There is no pronounced tendency
to tip even when skidding.
%
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DA 40 D AFM
3.5.3 LANDING WITH DEFECTIVE BRAKES
In general, a landing on grass is recommended in order to reduce the landing run due
to the greater rolling resistance.
CAUTION
If sufficient time is remaining, the risk of fire in the event of
a collision can be reduced as follows after a safe touch-down:
Emergency fuel valve . . . . . . . . . . . OFF
ENGINE MASTER . . . . . . . . . . . . . OFF
ELECTRIC MASTER . . . . . . . . . . . . OFF
%
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Emergency
Procedures
DA 40 D AFM
3.6
RECOVERY FROM AN UNINTENTIONAL SPIN
CAUTION
Steps 1 to 4 must be carried out immediately and
simultaneously.
1. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
2. Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . full deflection against
direction of spin
3. Elevator (control stick) . . . . . . . . . . . . . . . . . fully forward
4. Ailerons . . . . . . . . . . . . . . . . . . . . . . . . . . . . neutral
5. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
when rotation has stopped:
6. Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . neutral
7. Elevator (control stick) . . . . . . . . . . . . . . . . . pull carefully
8. Return the airplane from a descending into a normal flight attitude. Do not exceed
the 'never exceed speed', vNE = 178 KIAS.
%
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Procedures
DA 40 D AFM
3.7
OTHER EMERGENCIES
3.7.1 ICING
Unintentional flight into icing conditions
1. Leave the icing area (by changing altitude or turning back, in order to reach zones
with a higher ambient temperature).
2. Pitot heating . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. Cabin heat . . . . . . . . . . . . . . . . . . . . . . . . . . ON
4. Air distributor lever . . . . . . . . . . . . . . . . . . . . DEFROST
5. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . increase power, in order to prevent
ice build-up on the propeller blades
6. Alternate air . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
7. Emergency windows . . . . . . . . . . . . . . . . . . open if required
CAUTION
Ice build-up increases the stalling speed.
8. ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . advise if an emergency is expected
CAUTION
When the Pitot heating fails:
Alternate static valve . . . . . . . . . . . . OPEN
Emergency windows . . . . . . . . . . . . close
%
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Emergency
Procedures
DA 40 D AFM
3.7.2 FAILURES IN THE ELECTRICAL SYSTEM
(a) Complete failure of the electrical system
1. Circuit breakers . . . . . . . . . . . . . . . . . . . . . . check if all OK (pressed in)
2. ESSENTIAL BUS . . . . . . . . . . . . . . . . . . . . . ON
if there is still no electrical power available:
%
3. EMERGENCY switch . . . . . . . . . . . . . . . . . . ON, if installed
%
4. Flood light, if necessary . . . . . . . . . . . . . . . . ON
5. Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . set based on lever positions
and engine noise
6. Prepare landing with flaps in the given position. Refer to 4B.6 - FAILURES IN FLAP
OPERATING SYSTEM.
7. Land on the nearest appropriate airfield.
(b) Starter malfunction
If the starter does not disengage from the engine after starting (starter warning light
(START) on the annunciator panel remains illuminated or blinking after the engine has
started):
1. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
2. ENGINE MASTER . . . . . . . . . . . . . . . . . . . . OFF
3. ELECTRIC MASTER . . . . . . . . . . . . . . . . . . OFF
Terminate flight preparation!
(c) Voltage
If a voltage in the red range (above 15.5 V or below 11 V) is indicated:
1. Essential bus . . . . . . . . . . . . . . . . . . . . . . . . ON
2. Land on the nearest appropriate airfield.
%
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Emergency
Procedures
DA 40 D AFM
3.7.3 SUSPICION OF CARBON MONOXIDE CONTAMINATION IN THE CABIN
Carbon monoxide (CO) is a gas which is developed during the combustion process. It
is poisonous and without smell. Since it occurs however usually together with flue gases,
it can be detected. Increased concentration of carbon monoxide in closed spaces can
be fatal. The occurrence of CO in the cabin is possible only due to a defect. If a smell
similar to exhaust gases is noticed in the cabin, the following measures should be taken:
1. Cabin heat . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . open
3. Emergency windows . . . . . . . . . . . . . . . . . . open
4. Forward canopy . . . . . . . . . . . . . . . . . . . . . . unlatch, push up and lock in 'Cooling
Gap' position
NOTE
The maximum demonstrated airspeed for opening the front
canopy in flight is 120 KIAS.
CAUTION
In case of suspicion of carbon monoxide contamination in
the cabin, the front canopy may be unlatched during flight.
This allows it to partially open, in order to improve ventilation.
The canopy will remain open in this position. Flight
characteristics will not be affected significantly.
%
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Emergency
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DA 40 D AFM
% 3.7.4 'DOOR'-WARNING LIGHT ON
% 1.
Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . reduce
% 2.
Canopy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . check visually if closed
% 3.
Rear passenger door . . . . . . . . . . . . . . . . . . check visually if closed
%
%
WARNING
%
Never unlock the rear passenger door during flight. It may
%
break away.
%
% 4.
If it is not possible to lock the canopy or the rear passenger door, land on the nearest
%
suitable airfield.
%
Doc. No. 6.01.05-E
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DA 40 D AFM
Normal Procedures
CHAPTER 4A
NORMAL OPERATING PROCEDURES
Page
%
4A.1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-2
%
4A.2 AIRSPEEDS FOR NORMAL OPERATING PROCEDURES . . . . . 4A-2
%
4A.3 CHECKLISTS FOR NORMAL OPERATING PROCEDURES . . . . 4A-3
%
4A.3.1 PRE-FLIGHT INSPECTION . . . . . . . . . . . . . . . . . . . . . . . 4A-3
%
4A.3.2 BEFORE STARTING ENGINE . . . . . . . . . . . . . . . . . . . . 4A-10
%
4A.3.3 STARTING ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-11
%
4A.3.4 BEFORE TAXIING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-12
%
4A.3.5 TAXIING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-13
%
4A.3.6 BEFORE TAKE-OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-13
%
4A.3.7 TAKE-OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-16
%
4A.3.8 CLIMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-17
%
4A.3.9 CRUISE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-19
%
4A.3.10 FUEL TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-19
%
4A.3.11 DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-20
%
4A.3.12 LANDING APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . 4A-20
%
4A.3.13 GO-AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-21
%
4A.3.14 AFTER LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-21
%
4A.3.15 ENGINE SHUT-DOWN . . . . . . . . . . . . . . . . . . . . . . . . . 4A-22
%
4A.3.16 POST-FLIGHT INSPECTION . . . . . . . . . . . . . . . . . . . . 4A-22
%
4A.3.17 FLIGHT IN RAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-23
%
4A.3.18 REFUELING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-23
%
4A.3.19 FLIGHT AT HIGH ALTITUDE . . . . . . . . . . . . . . . . . . . . 4A-23
%
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DA 40 D AFM
4A.1
Normal Procedures
INTRODUCTION
Chapter 4A contains checklists and describes procedures for the normal operation of
the airplane.
4A.2
AIRSPEEDS FOR NORMAL OPERATING PROCEDURES
Flight mass
Airspeed for rotation
(Take-off run, vR)
850 kg
1000 kg
1150 kg
(1874 lb)
(2205 lb)
(2535 lb)
49 KIAS
55 KIAS
59 KIAS
54 KIAS
60 KIAS
66 KIAS
60 KIAS
68 KIAS
73 KIAS
58 KIAS
63 KIAS
71 KIAS
54 KIAS
60 KIAS
66 KIAS
(Flaps T/O)
Airspeed for take-off climb
(best rate-of-climb speed vY)
(Flaps T/O)
Airspeed for cruise climb
(Flaps UP)
Approach speed for normal
landing
(Flaps LDG)
Minimum speed during go-around
(Flaps T/O)
%
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DA 40 D AFM
4A.3
Normal Procedures
CHECKLISTS FOR NORMAL OPERATING PROCEDURES
4A.3.1 PRE-FLIGHT INSPECTION
I. Cabin check
a)
b)
c)
d)
e)
f)
g)
MET, NAV, Mass & CG . . . . . . . . . . . . . . . . .
Airplane documents . . . . . . . . . . . . . . . . . . . .
ELECTRIC MASTER . . . . . . . . . . . . . . . . . . .
ENGINE MASTER . . . . . . . . . . . . . . . . . . . . .
ECU SWAP . . . . . . . . . . . . . . . . . . . . . . . . . .
Emergency fuel valve . . . . . . . . . . . . . . . . . . .
Front canopy & rear door . . . . . . . . . . . . . . . .
h) All electrical equipment . . . . . . . . . . . . . . . . .
i) Circuit breakers . . . . . . . . . . . . . . . . . . . . . . .
j) Power lever . . . . . . . . . . . . . . . . . . . . . . . . . .
k) Power lever . . . . . . . . . . . . . . . . . . . . . . . . . .
l) ELECTRIC MASTER . . . . . . . . . . . . . . . . . . .
m) Fuel quantity . . . . . . . . . . . . . . . . . . . . . . . . .
flight planning completed
complete and up-to-date
OFF, pull out key
check OFF
check AUTOMATIC
locked, in NORMAL position
clean, undamaged,
check locking mechanism function
OFF
set in (if one has been pulled, check
reason)
check condition, freedom of movement
and full travel
IDLE
ON
check, use alternate mean
%
NOTE
%
If the Long Range Tank is installed and the fuel quantity
indicator reads 15 US gal, the correct fuel quantity must be
determined with the fuel quantity measuring device. If this
measurement is not carried out, the fuel quantity available
for flight planning is 15 US gal.
%
%
%
%
n)
o)
p)
q)
r)
%
Position lights, strobe lights (ACL) . . . . . . . . .
ELECTRIC MASTER . . . . . . . . . . . . . . . . . . .
Foreign objects . . . . . . . . . . . . . . . . . . . . . . .
Controls and trim . . . . . . . . . . . . . . . . . . . . . .
Baggage . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Doc. No. 6.01.05-E
Revision 2
check
OFF
check
free and correct
stowed and secured
30-Apr-2003
Page 4A - 3
DA 40 D AFM
Normal Procedures
II. Walk-around check, visual inspection
CAUTION
A visual inspection means: examination for damage, cracks,
delamination, excessive play, load transmission, correct
attachment and general condition. In addition control surfaces
should be checked for freedom of movement.
CAUTION
In low ambient temperatures the airplane should be
completely cleared of ice, snow and similar accumulations.
CAUTION
Prior to flight, remove such items as control surfaces gust
lock, Pitot cover, tow bar, etc.
%
Doc. No. 6.01.05-E
Revision 1
03-Mar-2003
Page 4A - 4
DA 40 D AFM
Normal Procedures
1. Left main landing gear:
a) Landing gear strut or fairing . . . . . . . . . . . . . . visual inspection
b) Wheel fairing . . . . . . . . . . . . . . . . . . . . . . . . . visual inspection
c) Tire inflation pressure (2.5 bar/36 psi) . . . . . . check
d) Wear, tread depth of tire . . . . . . . . . . . . . . . . check
e) Tire, wheel, brake . . . . . . . . . . . . . . . . . . . . . visual inspection
f) Brake line connection . . . . . . . . . . . . . . . . . . check for leaks
g) Slip marks . . . . . . . . . . . . . . . . . . . . . . . . . . . visual inspection
h) Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . remove
2. Left Wing:
a) Entire wing surface . . . . . . . . . . . . . . . . . . . . visual inspection
b) Step . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . visual inspection
c) Air intake on lower surface . . . . . . . . . . . . . . visual inspection
d) Openings on lower surface . . . . . . . . . . . . . . . check for foreign objects and for traces
of fuel (if tank is full, fuel may spill
over through the tank vent)
e) Tank drain . . . . . . . . . . . . . . . . . . . . . . . . . . . drain off to check for water and
sediment (drain until no water
comes out)
f) Stall warning . . . . . . . . . . . . . . . . . . . . . . . . . check (suck on opening)
g) Tank filler . . . . . . . . . . . . . . . . . . . . . . . . . . . . visual inspection, use alternate mean
for fuel qty. check
h) 2 stall strips on wing . . . . . . . . . . . . . . . . . . . visual inspection
i) Pitot probe . . . . . . . . . . . . . . . . . . . . . . . . . . . clean, orifices clear
j) Landing/taxi light . . . . . . . . . . . . . . . . . . . . . . visual inspection
%
Doc. No. 6.01.05-E
Revision 1
03-Mar-2003
Page 4A - 5
DA 40 D AFM
Normal Procedures
k) Wing tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . visual inspection
l) Position light, strobe light (ACL) . . . . . . . . . . visual inspection
m) Tie-down . . . . . . . . . . . . . . . . . . . . . . . . . . . . check, clear
n) Aileron and linkage . . . . . . . . . . . . . . . . . . . . visual inspection
o) Aileron hinges and safety pin . . . . . . . . . . . . visual inspection
p) Foreign objects in aileron paddle . . . . . . . . . . visual inspection
q) Flap and linkage . . . . . . . . . . . . . . . . . . . . . . visual inspection
r) Flap hinges and safety pin . . . . . . . . . . . . . . . visual inspection
s) Static dischargers . . . . . . . . . . . . . . . . . . . . . visual inspection
3. Fuselage, left side:
a) Canopy, left side . . . . . . . . . . . . . . . . . . . . . . visual inspection
b) Rear cabin door & window . . . . . . . . . . . . . . . visual inspection
c) Fuselage skin . . . . . . . . . . . . . . . . . . . . . . . . . visual inspection
d) Antennas . . . . . . . . . . . . . . . . . . . . . . . . . . . . visual inspection
4. Empennage:
a) Stabilizers and control surfaces . . . . . . . . . . . visual inspection
b) Hinges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . visual inspection
c) Elevator trim tab . . . . . . . . . . . . . . . . . . . . . . . visual inspection, check safetying
d) Rudder trim tab . . . . . . . . . . . . . . . . . . . . . . . visual inspection
e) Tie-down . . . . . . . . . . . . . . . . . . . . . . . . . . . . check, clear
f) Tail skid and lower fin . . . . . . . . . . . . . . . . . . visual inspection
g) Static dischargers . . . . . . . . . . . . . . . . . . . . . visual inspection
%
Doc. No. 6.01.05-E
Revision 1
03-Mar-2003
Page 4A - 6
DA 40 D AFM
Normal Procedures
5. Fuselage, right side:
a) Fuselage skin . . . . . . . . . . . . . . . . . . . . . . . . . visual inspection
b) Rear window . . . . . . . . . . . . . . . . . . . . . . . . . visual inspection
c) Canopy, right side . . . . . . . . . . . . . . . . . . . . . visual inspection
6. Right wing:
a) Flap and linkage . . . . . . . . . . . . . . . . . . . . . . visual inspection
b) Flap hinges and safety pin . . . . . . . . . . . . . . . visual inspection
c) Aileron and linkage . . . . . . . . . . . . . . . . . . . . visual inspection
d) Aileron hinges and safety pin . . . . . . . . . . . . visual inspection
e) Foreign objects in aileron paddle . . . . . . . . . . visual inspection
f) Wing tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . visual inspection
g) Position light, strobe light (ACL) . . . . . . . . . . visual inspection
h) Tie-down . . . . . . . . . . . . . . . . . . . . . . . . . . . . check, clear
i) Entire wing surface . . . . . . . . . . . . . . . . . . . . visual inspection
j) 2 stall strips on wing . . . . . . . . . . . . . . . . . . . visual inspection
k) Tank filler . . . . . . . . . . . . . . . . . . . . . . . . . . . . visual check, use alternate mean
for fuel qty. check
l) Openings on lower surface . . . . . . . . . . . . . . . check for foreign objects and for traces
of fuel (if tank is full, fuel may spill
over through the tank vent)
m) Tank drain . . . . . . . . . . . . . . . . . . . . . . . . . . . drain off to check for water and
sediment (drain until no water
comes out)
n) Step . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . visual inspection
o) Static dischargers . . . . . . . . . . . . . . . . . . . . . visual inspection
%
Doc. No. 6.01.05-E
Revision 1
03-Mar-2003
Page 4A - 7
DA 40 D AFM
Normal Procedures
7. Right Main Landing Gear:
a) Landing gear strut or fairing . . . . . . . . . . . . . . visual inspection
b) Wheel fairing . . . . . . . . . . . . . . . . . . . . . . . . . visual inspection
c) Tire inflation pressure (2.5 bar/36 psi) . . . . . . check
d) Wear, tread depth of tires . . . . . . . . . . . . . . . check
e) Tire, wheel, brake . . . . . . . . . . . . . . . . . . . . . visual inspection
f) Brake line connection . . . . . . . . . . . . . . . . . . check for leaks
g) Slip marks . . . . . . . . . . . . . . . . . . . . . . . . . . . visual inspection
h) Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . remove
8. Front fuselage:
a) Engine oil level . . . . . . . . . . . . . . . . . . . . . . . check dipstick (inspection hole in
the upper cowling)
b) Gearbox oil level . . . . . . . . . . . . . . . . . . . . . . . check visually (inspection hole in the
lower cowling)
c) Cowling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . visual inspection
d) 5 air intakes . . . . . . . . . . . . . . . . . . . . . . . . . . clear
e) Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . visual inspection
WARNING
Never move the propeller by hand while the ENGINE
MASTER switch is ON! Also do not move the propeller by
hand while the ENGINE MASTER is OFF immediately after
operation (remaining pressure in the rail). Serious personal
injury may result.
f) Spinner including attachment screws . . . . . . visual inspection
%
Doc. No. 6.01.05-E
Revision 1
03-Mar-2003
Page 4A - 8
DA 40 D AFM
%
Normal Procedures
g) Nose landing gear strut or fairing . . . . . . . . . visual inspection
h) Tire and wheel . . . . . . . . . . . . . . . . . . . . . . . . visual inspection,
check slip marks
i) Wear, tread depth of tire . . . . . . . . . . . . . . . . check
j) Wheel fairing . . . . . . . . . . . . . . . . . . . . . . . . . visual inspection
k) Tow bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . removed
l) Tire inflation pressure (2.0 bar/29 psi) . . . . . . check
m) Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . remove
n) Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . visual inspection
WARNING
The exhaust can cause burns when it is hot.
Underside:
o) Antennas (if fitted) . . . . . . . . . . . . . . . . . . . . . visual inspection
p) Gascolator . . . . . . . . . . . . . . . . . . . . . . . . . . . drain off to check for water and
sediment (drain until no water
comes out)
q) Venting pipes . . . . . . . . . . . . . . . . . . . . . . . . . check for blockage
r) Fuselage underside . . . . . . . . . . . . . . . . . . . . check for excessive contamination
particularly by oil, fuel, and other
fluids
%
Doc. No. 6.01.05-E
Revision 1
03-Mar-2003
Page 4A - 9
DA 40 D AFM
Normal Procedures
4A.3.2 BEFORE STARTING ENGINE
1. Pre-flight inspection . . . . . . . . . . . . . . . . . . . complete
2. Rudder pedals . . . . . . . . . . . . . . . . . . . . . . . adjusted and locked
3. Passengers . . . . . . . . . . . . . . . . . . . . . . . . . instructed
4. Safety harnesses . . . . . . . . . . . . . . . . . . . . . all on and fastened
5. Rear door . . . . . . . . . . . . . . . . . . . . . . . . . . . closed and locked
6. Front canopy . . . . . . . . . . . . . . . . . . . . . . . . Position 1 or 2 (“cooling gap”)
7. Parking brake . . . . . . . . . . . . . . . . . . . . . . . . set
8. Flight controls . . . . . . . . . . . . . . . . . . . . . . . . free movement
9. Trim wheel . . . . . . . . . . . . . . . . . . . . . . . . . . T/O
10. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . check IDLE
11. Friction device on power lever . . . . . . . . . . . adjusted
12. Alternate air . . . . . . . . . . . . . . . . . . . . . . . . . check CLOSED
13. Alternate static valve . . . . . . . . . . . . . . . . . . check CLOSED
14. AVIONIC MASTER . . . . . . . . . . . . . . . . . . . check OFF
15. ELECTRIC MASTER . . . . . . . . . . . . . . . . . . ON
16. Annunciator panel / engine instruments . . . . check
17. Acknowledge button . . . . . . . . . . . . . . . . . . . press
18. WATER LEVEL caution light . . . . . . . . . . . . check OFF
WARNING
Never move the propeller by hand.
%
Doc. No. 6.01.05-E
Revision 1
03-Mar-2003
Page 4A - 10
DA 40 D AFM
Normal Procedures
4A.3.3 STARTING ENGINE
1.
Strobe light (ACL) . . . . . . . . . . . . . . . . . . . . ON
2. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . check IDLE
3. ENGINE MASTER . . . . . . . . . . . . . . . . . . . . ON, wait until GLOW indication
extinguishes
WARNING
Before starting the engine the pilot must ensure that the
propeller area is free, and no persons can be endangered.
CAUTION
Do not overheat the starter motor. Do not operate the starter
motor for more than 10 seconds. After operating the starter
motor, let it cool off for 20 seconds. After 6 attempts to start
the engine, let the starter cool off for half an hour.
4. ELECTRIC MASTER . . . . . . . . . . . . . . . . . . START
5. Oil pressure . . . . . . . . . . . . . . . . . . . . . . . . . check
WARNING
If the oil pressure has not moved from the red range within
3 seconds after starting, set the ENGINE MASTER switch
to OFF and investigate problem. When starting the cold
engine, the oil pressure can be as high as 6.5 bar for a
maximum of 20 seconds.
%
Doc. No. 6.01.05-E
Revision 1
03-Mar-2003
Page 4A - 11
DA 40 D AFM
Normal Procedures
6. Warm up . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE for 2 minutes
7. Warm up . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1400 RPM until oil temperature
and coolant temperature are in the
green range
8. Annunciator panel / engine instruments . . . . check
9. Acknowledge button . . . . . . . . . . . . . . . . . . . . press
4A.3.4 BEFORE TAXIING
1. AVIONIC MASTER . . . . . . . . . . . . . . . . . . . . ON
2. Electrical equipment . . . . . . . . . . . . . . . . . . . ON as required
3. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP - T/O - LDG - T/O
(indicator and visual check)
4. Flight instruments and avionics . . . . . . . . . . set, test function, as required
5. Flood light . . . . . . . . . . . . . . . . . . . . . . . . . . ON, test function, as required
6. Pitot heating . . . . . . . . . . . . . . . . . . . . . . . . . ON, test function
7. Pitot heating . . . . . . . . . . . . . . . . . . . . . . . . . OFF
8. Strobe lights (ACL's) . . . . . . . . . . . . . . . . . . check ON
9. Position lights, landing and taxi lights . . . . . ON, test function, as required
CAUTION
When taxiing at close range to other aircraft, or during night
flight in clouds, fog or haze, the strobe lights should be
switched OFF. The position lights must always be switched
ON during night flight.
10. Idle RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . check, 890 ±20 RPM
%
Doc. No. 6.01.05-E
Revision 1
03-Mar-2003
Page 4A - 12
DA 40 D AFM
Normal Procedures
4A.3.5 TAXIING
1. Parking brake . . . . . . . . . . . . . . . . . . . . . . . . release
2. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . test on moving off
3. Flight instrumentation and avionics
(particularly directional gyro and
turn and bank indicator) . . . . . . . . . . . . . . . . check for correct indications
CAUTION
When taxiing on a poor surface select the lowest possible
RPM to avoid damage to the propeller from stones or similar
items.
4A.3.6 BEFORE TAKE-OFF
1. Position airplane into wind if possible.
2. Parking brake . . . . . . . . . . . . . . . . . . . . . . . . . set
3. Safety harnesses . . . . . . . . . . . . . . . . . . . . . . on and fastened
4. Rear door . . . . . . . . . . . . . . . . . . . . . . . . . . . . check closed and locked
5. Front canopy . . . . . . . . . . . . . . . . . . . . . . . . . closed and locked
6. Door warning light (DOOR) . . . . . . . . . . . . . . check no indication
7. Engine instruments . . . . . . . . . . . . . . . . . . . . check in green range (except oil
pressure may be in yellow range
with a warm engine and power lever
at IDLE)
8. Circuit breakers . . . . . . . . . . . . . . . . . . . . . . . check pressed in
9. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . check T/O
10. Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . check T/O
11. Flight controls . . . . . . . . . . . . . . . . . . . . . . . . free movement, correct sense
12. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . . MAX for 10 seconds
%
Doc. No. 6.01.05-E
Revision 1
03-Mar-2003
Page 4A - 13
DA 40 D AFM
Normal Procedures
13. Oil pressure . . . . . . . . . . . . . . . . . . . . . . . . . . check green range
14. RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . stabilizes at 2240 to 2300 RPM
15. LOAD indication . . . . . . . . . . . . . . . . . . . . . . . stabilizes at 90 to 100 %
NOTE
Under high temperature and high altitude conditions, load
indications below 90 % are possible.
16. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
17. ECU TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . press and hold
18. Caution lights (ECU A, ECU B, CAUTION) . . blinking
% 19. 'ECU BACKUP UNSAFE'-light . . . . . . . . . . . . blinking, if installed
WARNING
%
If the caution lights and the 'ECU BACKUP UNSAFE'-light
do not illuminate, there is an error in the test procedure.
Terminate flight preparation.
20. Caution lights (ECU B, CAUTION) . . . . . . . . . blinking
21. Propeller RPM . . . . . . . . . . . . . . . . . . . . . . . . cycling
22. Caution lights (ECU A, CAUTION) . . . . . . . . . blinking
23. Propeller RPM . . . . . . . . . . . . . . . . . . . . . . . . cycling
24. Caution lights . . . . . . . . . . . . . . . . . . . . . . . . . extinguished
% 25. 'ECU BACKUP UNSAFE'-light . . . . . . . . . . . . extinguished
%
Doc. No. 6.01.05-E
Revision 3
26-May-2003
Page 4A - 14
DA 40 D AFM
Normal Procedures
WARNING
%
If the 'ECU BACKUP UNSAFE'-light does not extinguish after
%
the test, the ECU Backup Battery System does not have
%
sufficient power to supply the engine with electrical power
%
in case of a severe electric malfunction. Terminate flight
%
preparation.
When switching from one ECU to the other a slight shake
of the engine may occur. In case of longer dropouts of the
engine, or if the engine stops during the test, terminate flight
preparation.
26. ECU TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . release
CAUTION
The whole test procedure must be passed without any error.
In case of an error terminate flight preparation even when
the engine seems to run smoothly after the test procedure.
27. ECU SWAP . . . . . . . . . . . . . . . . . . . . . . . . . . ECU B
28. Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . check running without a change
29. ECU SWAP . . . . . . . . . . . . . . . . . . . . . . . . . . AUTOMATIC
NOTE
When switching from one ECU to the other a slight shake
of the engine may occur.
30. Pitot heating . . . . . . . . . . . . . . . . . . . . . . . . . . ON, if required
31. Landing light . . . . . . . . . . . . . . . . . . . . . . . . . ON, if required
32. Parking brake . . . . . . . . . . . . . . . . . . . . . . . . . release
%
Doc. No. 6.01.05-E
Revision 3
26-May-2003
Page 4A - 15
DA 40 D AFM
Normal Procedures
4A.3.7 TAKE-OFF
Normal take-off procedure
1. Transponder . . . . . . . . . . . . . . . . . . . . . . . . . ON/ALT
2. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . MAX
WARNING
The proper performance of the engine at MAX should be
checked early in the take-off procedure, so that the take-off
can be aborted if necessary.
3. Elevator . . . . . . . . . . . . . . . . . . . . . . . . . . . . neutral
4. Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . maintain direction
NOTE
In strong crosswinds steering can be augmented by use of
the toe brakes. It should be noted, however, that this method
increases the take-off roll, and should not generally be used.
5. Nose wheel lift-off . . . . . . . . . . . . . . . . . . . . at vR = 59 KIAS (1150 kg, 2535 lb)
at vR = 55 KIAS (1000 kg, 2205 lb)
at vR = 49 KIAS (850 kg, 1874 lb)
%
6. Airspeed for initial climb . . . . . . . . . . . . . . . . 66 KIAS
above a safe height:
7. Landing light . . . . . . . . . . . . . . . . . . . . . . . . . OFF
%
Doc. No. 6.01.05-E
Revision 3
26-May-2003
Page 4A - 16
DA 40 D AFM
Normal Procedures
4A.3.8 CLIMB
Procedure for best rate of climb
1. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T/O
2. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 KIAS (1150 kg, 2535 lb)
%
NOTE
%
With lower mass the air speeds can be reduced as given
%
below:
%
1000 kg / 2205 lb
60 KIAS
%
850 kg / 1874 lb
54 KIAS
%
The engine temperatures must be observed then.
3. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . MAX
4. Engine instruments . . . . . . . . . . . . . . . . . . . in green range
5. Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as required
CAUTION
If the oil temperature and/or coolant temperature reaches the
%
yellow range during climb, flight should be continued with an
%
airspeed increased by 5 kts and power reduced by 10 %
%
(reduced climb rate) for better engine cooling.
%
Doc. No. 6.01.05-E
Revision 3
26-May-2003
Page 4A - 17
DA 40 D AFM
Normal Procedures
Cruise climb
1. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
2. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 KIAS (1150 kg, 2535 lb)
%
NOTE
%
With lower mass the air speeds can be reduced as given
%
below:
%
1000 kg / 2205 lb
68 KIAS
%
850 kg / 1874 lb
60 KIAS
%
The engine temperatures must be observed then.
3. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . MAX
4. Engine instruments . . . . . . . . . . . . . . . . . . . in green range
5. Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as required
%
Doc. No. 6.01.05-E
Revision 3
26-May-2003
Page 4A - 18
DA 40 D AFM
Normal Procedures
4A.3.9 CRUISE
1.
2.
3.
4.
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power lever . . . . . . . . . . . . . . . . . . . . . . . . .
Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel transfer . . . . . . . . . . . . . . . . . . . . . . . . .
UP
performance as required
as required
repeat as required (in accordance
with 4A.3.10 - FUEL TRANSFER)
%
NOTE
%
The engine manufacturer recommends a cruise power setting
of 70 %.
%
NOTE
Proper operation of the transfer pump must be checked by
monitoring the fuel quantities (increasing in the MAIN tank,
decreasing in the AUX tank).
4A.3.10 FUEL TRANSFER
CAUTION
During normal operation fuel is taken from the main tank only.
Therefore fuel must be transferred from the auxiliary tank to
the main tank by activating the fuel transfer pump. The
transfer rate is approximately 60 US gal/h (227 liters/h).
1. Fuel transfer switch . . . . . . . . . . . . . . . . . . . . ON
NOTE
The transfer pump turns off automatically to avoid overfilling
the main tank. The switch remains in its position. If the pump
is not turned off, it will continue pumping each time the fuel
level in the main tank drops, but only as long as there is fuel
in the auxiliary tank. The fuel transfer status light is
illuminated only while the pump is running.
%
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DA 40 D AFM
Normal Procedures
2. Fuel transfer switch . . . . . . . . . . . . . . . . . . . . OFF, if required
NOTE
If the fuel transfer status light starts to blink, the fuel transfer
pump must be switched off.
4A.3.11 DESCENT
1. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . as required
4A.3.12 LANDING APPROACH
1. Safety harnesses . . . . . . . . . . . . . . . . . . . . . check fastened & tightened
2. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . reduce to operate flaps (108 KIAS)
3. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T/O
4. Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as required
5. Landing light . . . . . . . . . . . . . . . . . . . . . . . . . as required
before landing:
6. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . as required
7. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . reduce to operate flaps (91 KIAS)
8. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LDG
9. Approach speed . . . . . . . . . . . . . . . . . . . . . . 67 KIAS (1092 kg, 2407 lb)
63 KIAS (1000 kg, 2205 lb)
58 KIAS (850 kg, 1874 lb)
NOTE
Higher approach speeds result in a significant longer landing
distance during flare.
%
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DA 40 D AFM
Normal Procedures
CAUTION
In conditions such as (e.g.) strong wind, danger of wind shear
or turbulence a higher approach speed should be selected.
4A.3.13 GO-AROUND
1. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . MAX
2. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 KIAS (1150 kg, 2535 lb)
60 KIAS (1000 kg, 2205 lb)
54 KIAS (850 kg, 1874 lb)
3. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T/O
above a safe height:
%
4. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 KIAS
5. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
4A.3.14 AFTER LANDING
1. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
2. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as required
3. Transponder . . . . . . . . . . . . . . . . . . . . . . . . . OFF / STBY
4. Pitot heating . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . as required
6. Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as required
7. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
%
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DA 40 D AFM
Normal Procedures
4A.3.15 ENGINE SHUT-DOWN
1. Parking brake . . . . . . . . . . . . . . . . . . . . . . . . set
2. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . IDLE for 2 minutes
3. Engine instruments . . . . . . . . . . . . . . . . . . . check
4. AVIONIC MASTER . . . . . . . . . . . . . . . . . . . . OFF
5. Electrical consumers . . . . . . . . . . . . . . . . . . OFF
6. ENGINE MASTER . . . . . . . . . . . . . . . . . . . . OFF
7. ELECTRIC MASTER . . . . . . . . . . . . . . . . . . OFF
CAUTION
Before shut-down the engine must run for at least 2 minutes
with the power lever at IDLE to avoid heat damage of the
turbo charger.
4A.3.16 POST-FLIGHT INSPECTION
1. ENGINE MASTER . . . . . . . . . . . . . . . . . . . . OFF
2. ELECTRIC MASTER . . . . . . . . . . . . . . . . . . ON
3. AVIONIC MASTER . . . . . . . . . . . . . . . . . . . . ON
4. ELT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . check activated:
listen on 121.5 MHz
5. AVIONIC MASTER . . . . . . . . . . . . . . . . . . . . OFF
6. ELECTRIC MASTER . . . . . . . . . . . . . . . . . . OFF
7. Parking brake . . . . . . . . . . . . . . . . . . . . . . . . release, use chocks
8. Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . moor, if unsupervised for extended
period
%
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DA 40 D AFM
Normal Procedures
4A.3.17 FLIGHT IN RAIN
NOTE
Performance deteriorates in rain; this applies particularly to
the take-off distance and to the maximum horizontal speed.
The effect on the flight characteristics is minimal. Flight
through very heavy rain should be avoided because of the
associated visibility problems.
4A.3.18 REFUELING
CAUTION
Before refueling, the airplane must be connected to electrical
ground. Grounding points: unpainted areas on steps, left and
right.
4A.3.19 FLIGHT AT HIGH ALTITUDE
At high altitudes the provision of oxygen for the occupants is necessary. Legal
requirements for the provision of oxygen should be adhered to.
Also see Section 2.11 - OPERATING ALTITUDE.
%
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DA 40 D AFM
Abnormal Procedures
CHAPTER 4B
ABNORMAL OPERATING PROCEDURES
Page
4B.1 PRECAUTIONARY LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-2
4B.2 INSTRUMENT INDICATIONS OUTSIDE OF GREEN RANGE . . . 4B-4
4B.2.1 RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-4
4B.2.2 COOLANT TEMPERATURE CT . . . . . . . . . . . . . . . . . . . . 4B-5
4B.2.3 OIL TEMPERATURE OT . . . . . . . . . . . . . . . . . . . . . . . . . 4B-7
4B.2.4 OIL PRESSURE OP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-8
4B.2.5 GEARBOX TEMPERATURE GT . . . . . . . . . . . . . . . . . . . 4B-9
4B.2.6 FUEL TEMPERATURE FUEL TEMP . . . . . . . . . . . . . . . . 4B-9
4B.3 FAILURES IN THE ELECTRICAL SYSTEM INDICATED ON THE
ANNUNCIATOR PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-10
4B.3.1 LOW VOLTAGE CAUTION (LOW VOLTS) . . . . . . . . . . 4B-10
4B.3.2 ECU A FAILURE (ECU A) . . . . . . . . . . . . . . . . . . . . . . . . 4B-11
4B.3.3 ECU B FAILURE (ECU B) . . . . . . . . . . . . . . . . . . . . . . . . 4B-11
4B.3.4 ALTERNATOR FAILURE (ALTERNATOR) . . . . . . . . . . 4B-12
4B.3.5 ENGINE FAILURE (ENGINE) . . . . . . . . . . . . . . . . . . . . . 4B-13
4B.3.6 PITOT HEATING FAILURE (PITOT) . . . . . . . . . . . . . . . 4B-14
4B.3.7 LOW FUEL CAUTION (LOW FUEL) . . . . . . . . . . . . . . . 4B-15
4B.4 FAILURES IN THE ELECTRICAL SYSTEM INDICATED ON THE
AUXILIARY ENGINE DISPLAY (AED 125) . . . . . . . . . . . . . . . . . 4B-16
4B.4.1 HIGH ELECTRIC LOAD CAUTION (GENERATOR) . . . 4B-16
4B.4.2 VOLT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-16
4B.5 TAKE-OFF FROM A SHORT GRASS STRIP . . . . . . . . . . . . . . . 4B-17
4B.6 FAILURES IN FLAP OPERATING SYSTEM . . . . . . . . . . . . . . . . 4B-18
4B.7 LANDING WITH HIGH LANDING MASS . . . . . . . . . . . . . . . . . . 4B-19
%
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DA 40 D AFM
4B.1
Abnormal Procedures
PRECAUTIONARY LANDING
NOTE
A landing of this type is only necessary when there is a
reasonable suspicion that due to fuel shortage, weather
conditions, or at nightfall the possibility of endangering the
airplane and its occupants by continuing the flight cannot be
excluded. The pilot is required to decide whether or not a
controlled landing in a field represents a lower risk than the
attempt to reach the target airfield under all circumstances.
NOTE
If no level landing area is available, a landing on an upward
slope should be sought.
1. Select appropriate landing area.
2. Consider wind.
3. Approach:
If possible, the landing area should be overflown at a suitable height
in order to recognize obstacles. The degree of offset at each part of
the circuit will allow the wind speed and direction to be assessed.
4. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 KIAS (1150 kg, 2535 lb)
68 KIAS (1000 kg, 2205 lb)
60 KIAS (850 kg, 1874 lb)
5. ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . advise
%
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Abnormal Procedures
on final approach:
6. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LDG
7. Approach speed . . . . . . . . . . . . . . . . . . . . . . 67 KIAS (1092 kg, 2407 lb)
63 KIAS (1000 kg, 2205 lb)
58 KIAS (850 kg, 1874 lb)
8. Safety harnesses . . . . . . . . . . . . . . . . . . . . . tighten
9. Touchdown . . . . . . . . . . . . . . . . . . . . . . . . . . with the lowest possible airspeed
CAUTION
If sufficient time is remaining, the risk of fire in the event of
a collision with obstacles can be reduced as follows after a
safe touch-down:
- Emergency fuel valve . . . . . . . . . OFF
- ENGINE MASTER . . . . . . . . . . . . OFF
- ELECTRIC MASTER . . . . . . . . . . OFF
%
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DA 40 D AFM
4B.2
Abnormal Procedures
INSTRUMENT INDICATIONS OUTSIDE OF GREEN RANGE
4B.2.1 RPM
High RPM
1. Reduce power.
2. Keep RPM within the green range using the power lever.
NOTE
An RPM in the yellow range is permissible for a short time
if required, e.g. for go-around.
CAUTION
If the available power is too low to continue a safe flight,
perform a precautionary landing on the nearest airfield in
accordance with 4B.1 - PRECAUTIONARY LANDING.
%
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Abnormal Procedures
4B.2.2 COOLANT TEMPERATURE CT
High coolant temperature
- Check coolant qty. caution light (WATER LEVEL).
if off:
% during climb:
%
- Reduce power by 10 %.
%
- Increase airspeed by 10 KIAS.
%
- If the coolant temperature does not reach the green range within 60 seconds, reduce
%
power as far as possible and increase airspeed.
% during cruise:
- Reduce power.
- Increase airspeed.
- Check coolant temperature in green range.
CAUTION
If the coolant temperature does not return to the green range,
perform a precautionary landing on the nearest airfield in
accordance with 4B.1 - PRECAUTIONARY LANDING.
if on:
- Reduce power.
- Expect loss of coolant.
WARNING
A further increase in coolant temperature must be expected.
Prepare for an emergency landing in accordance with 3.5.1 EMERGENCY LANDING WITH ENGINE OFF.
%
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DA 40 D AFM
Abnormal Procedures
Low coolant temperature
- Check coolant qty. caution light (WATER LEVEL).
NOTE
During an extended descent from high altitudes with a low
power setting coolant temperature may decrease.
if on:
- Reduce power.
- Expect loss of coolant.
WARNING
A further decrease in coolant temperature must be expected.
Prepare for an emergency landing in accordance with 3.5.1 EMERGENCY LANDING WITH ENGINE OFF.
%
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Abnormal Procedures
4B.2.3 OIL TEMPERATURE OT
High oil temperature
- Check oil pressure.
if the oil pressure is low:
- Reduce power.
- Expect loss of oil with engine failure. Prepare for an emergency landing in
accordance with 3.5.1 - EMERGENCY LANDING WITH ENGINE OFF.
if the oil pressure is within the green range:
- Reduce power.
- Increase airspeed.
Low oil temperature
- Increase power.
- Reduce airspeed.
%
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Abnormal Procedures
4B.2.4 OIL PRESSURE OP
High oil pressure
- Check oil temperature.
- Check coolant temperature.
if the temperatures are within the green range:
- Expect wrong oil pressure indication. Keep monitoring temperatures.
if the temperatures are not within the green range:
- Reduce power.
- Expect engine failure. Prepare for an emergency landing in accordance with 3.5.1 EMERGENCY LANDING WITH ENGINE OFF.
CAUTION
When starting a cold engine, the oil pressure can be as high
as 6.5 bar for a maximum of 20 seconds.
Low oil pressure
NOTE
If the RPM indication is less than 1500 RPM with the power
lever at IDLE, the oil pressure must drop into the red range
to cause the caution light to illuminate.
- Reduce power.
- Expect loss of oil with engine failure. Prepare for an emergency
landing in accordance with 3.5.1 - EMERGENCY LANDING WITH ENGINE OFF.
%
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Abnormal Procedures
4B.2.5 GEARBOX TEMPERATURE GT
High gearbox temperature
- Reduce power.
- Increase airspeed.
4B.2.6 FUEL TEMPERATURE FUEL TEMP
High fuel temperature
- Reduce power.
- Increase airspeed.
Low fuel temperature
- Increase power.
- Reduce airspeed.
%
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DA 40 D AFM
4B.3
Abnormal Procedures
FAILURES IN THE ELECTRICAL SYSTEM INDICATED ON THE
ANNUNCIATOR PANEL
4B.3.1 LOW VOLTAGE CAUTION (LOW VOLTS)
This caution is indicated when the normal on-board voltage (14 V) drops below 12.6 V.
Possible reasons are:
- A fault in the power supply.
- RPM too low.
(a) 'Low Voltage' caution on the ground
1. Circuit breakers . . . . . . . . . . . . . . . . . . . . . . check
2. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . increase RPM
3. If the caution light does not go out . . . . . . . . terminate flight preparation
(b) 'Low Voltage' caution during flight
1. Circuit breakers . . . . . . . . . . . . . . . . . . . . . . check
2. Electrical equipment . . . . . . . . . . . . . . . . . . . OFF if not needed
3. If the caution light does not go out . . . . . . . . Follow procedure in 4B.3.4 ALTERNATOR FAILURE
(c) 'Low Voltage' caution during landing
- Follow (a) after landing.
%
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Abnormal Procedures
4B.3.2 ECU A FAILURE (ECU A)
(a) 'ECU A' caution on the ground
- Terminate flight preparation.
(b) 'ECU A' caution during flight
CAUTION
In case of a failure in the electronic ECU (Engine Control
Unit) 'A' the system automatically switches to ECU 'B'.
1. Land on nearest suitable airfield.
CAUTION
Be prepared for engine failure and emergency landing.
4B.3.3 ECU B FAILURE (ECU B)
(a) 'ECU B' caution on the ground
- Terminate flight preparation.
(b) 'ECU B' caution during flight
1. Land on nearest suitable airfield.
CAUTION
Be prepared for engine failure and emergency landing.
%
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DA 40 D AFM
Abnormal Procedures
4B.3.4 ALTERNATOR FAILURE (ALTERNATOR)
An alternator failure is indicated by an illuminated or blinking alternator caution light
(ALTERNATOR) on the annunciator panel. The batteries are the last remaining source
of electrical power for a minimum of 30 minutes.
1. Circuit breakers . . . . . . . . . . . . . . . . . . . . . . check; if all are O.K., proceed
with step 2
2. ESSENTIAL BUS . . . . . . . . . . . . . . . . . . . . . ON
3. Electrical equipment . . . . . . . . . . . . . . . . . . . switch OFF all equipment which is
not needed
4. Land on the nearest suitable airfield
WARNING
The ECU which is absolutely necessary for engine operation
needs electrical power. It is recommended to switch off all
electrical consumers and to land as soon as possible. Be
prepared for an engine failure and an emergency landing.
%
For a severe electrical failure a ECU-Backup-System is
%
installed.
%
CAUTION
%
For cases in which the battery capacity is not sufficient to
%
reach a suitable airfield, an emergency battery is installed
%
in the IFR model, serving as an additional back-up system
%
for the attitude gyro (artificial horizon) and flood light. This
%
battery is switched on with the Emergency Switch, located
%
on the left side of the instrument panel.
%
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Abnormal Procedures
4B.3.5 ENGINE FAILURE (ENGINE)
1. Engine instrument CED 125 . . . . . . . . . . . . . check
2. Engine instrument AED 125 . . . . . . . . . . . . . check
3. Acknowledge button . . . . . . . . . . . . . . . . . . . press
NOTE
If an indication either on the CED 125 or AED 125 is near
the end of the green range, it may happen that it switches
over to the yellow or red range for a short time. This will also
cause the ENGINE caution light to illuminate.
NOTE
If an indication either on the CED 125 or AED 125 is outside
of the green range, proceed in accordance with 4B.2 ENGINE INDICATIONS OUTSIDE OF THE GREEN RANGE.
%
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Abnormal Procedures
4B.3.6 PITOT HEATING FAILURE (PITOT)
1. Pitot heating . . . . . . . . . . . . . . . . . . . . . . . . . check ON
NOTE
The Pitot heating caution message is displayed when the
Pitot heating is switched off, or when there is a failure of the
Pitot heating system. Prolonged operation of the Pitot heating
on the ground can also cause the Pitot heating caution
message to be displayed. In this case it indicates the
activation of the thermal switch, which prevents overheating
of the Pitot heating system on the ground. This is a normal
function of the system. After a cooling period, the heating
system will be switched on again automatically.
if in icing conditions:
2. Expect loss of static instruments.
3. Open Alternate Static.
4. Leave icing zone.
%
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Abnormal Procedures
4B.3.7 LOW FUEL CAUTION (LOW FUEL)
1. Fuel transfer pump . . . . . . . . . . . . . . . . . . . . ON
2. Fuel quantity . . . . . . . . . . . . . . . . . . . . . . . . check
CAUTION
As soon as the amount of usable fuel in the main tank is less
than 3 US gal (+2/-1 US gal), a caution message is displayed.
The indication is calibrated for straight and level flight. The
caution message may be triggered during turns which are
flown with slip, or while taxiing in curves.
if the caution light does not extinguish:
- Expect loss of fuel.
- Be prepared for an emergency landing.
- Proceed in accordance with 3.5.1 - EMERGENCY LANDING WITH ENGINE OFF.
WARNING
When the fuel pump sucks air (e.g. when the emergency fuel
valve is not switched back and the auxiliary tank is empty),
an inspection of the pump is necessary prior to next flight.
%
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DA 40 D AFM
4B.4
Abnormal Procedures
FAILURES IN THE ELECTRICAL SYSTEM INDICATED ON THE
AUXILIARY ENGINE DISPLAY (AED 125)
4B.4.1 HIGH ELECTRIC LOAD CAUTION (GENERATOR)
This caution is indicated when the consumption of electrical power is too high.
Possible reasons are:
- A fault in wiring or equipment
1. Electrical equipment . . . . . . . . . . . . . . . . . . . switch OFF as necessary and possible
to reduce electric load
if the problem does not clear itself:
2. Land on the nearest suitable airfield.
4B.4.2 VOLT
Low voltage
1. Circuit breakers . . . . . . . . . . . . . . . . . . . . . . check
2. Electrical equipment . . . . . . . . . . . . . . . . . . . OFF if not needed
if 'Low voltage' is still indicated on the AED 125:
3. Follow procedure in 4B.3.4 - ALTERNATOR FAILURE
High voltage
- Land on the nearest suitable airfield.
%
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DA 40 D AFM
4B.5
Abnormal Procedures
TAKE-OFF FROM A SHORT GRASS STRIP
1. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . apply
2. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T/O
3. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . MAX
4. Elevator (control stick) . . . . . . . . . . . . . . . . . fully aft
5. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . release
6. Hold direction . . . . . . . . . . . . . . . . . . . . . . . . using rudder
NOTE
In strong crosswinds steering can be augmented by use of
the toe brakes. It should be noted, however, that this method
increases the take-off roll, and should not generally be used.
7. Elevator (control stick) . . . . . . . . . . . . . . . . . Release slowly after nose wheel
has lifted.
Allow airplane to lift off as soon as
possible and increase speed at low
level.
8. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 KIAS (1150 kg, 2535 lb)
60 KIAS (1000 kg, 2205 lb)
54 KIAS (850 kg, 1874 lb)
9. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP, above safe altitude
10. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 KIAS (1150 kg, 2535 lb)
68 KIAS (1000 kg, 2205 lb)
60 KIAS (850 kg, 1874 lb)
11. Landing light . . . . . . . . . . . . . . . . . . . . . . . . . as required
%
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DA 40 D AFM
4B.6
Abnormal Procedures
FAILURES IN FLAP OPERATING SYSTEM
Failure in position indication or function
-
Check flap position visually.
-
Keep airspeed in white sector.
-
Re-check all positions of the flap switch.
Modified approach procedure depending on the available flap setting
(a) Only UP available:
Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 KIAS (1150 kg, 2535 lb)
68 KIAS (1000 kg, 2205 lb)
60 KIAS (850 kg, 1874 lb)
Land at a flat approach angle, use power lever to control airplane speed and rate
of descent.
(b) Only T/O available:
Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 KIAS (1150 kg, 2535 lb)
68 KIAS (1000 kg, 2205 lb)
60 KIAS (850 kg, 1874 lb)
Land at a flat approach angle, use power lever to control airplane speed and rate
of descent.
(c) Only LDG available:
Perform normal landing.
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4B.7
Abnormal Procedures
LANDING WITH HIGH LANDING MASS
NOTE
The maximum landing mass given in Chapter 2 is the highest
mass for landing conditions at the maximum descent velocity.
This velocity was used in the strength calculations to
determine the landing gear loads during a particularly hard
landing.
Perform landing approach and landing according to Chapter 4A, but maintain an increased
airspeed during landing approach.
Approach speed . . . . . . . . . . . . . . . . . . . . . . . . . . 71 KIAS (1150 kg, 2535 lb)
WARNING
Damage of the landing gear can result from a hard landing
with a flight mass above the maximum landing mass.
%
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Performance
CHAPTER 5
PERFORMANCE
Page
5.1
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
5.2
USE OF THE PERFORMANCE TABLES AND DIAGRAMS . . . . . . 5-2
5.3
PERFORMANCE TABLES AND DIAGRAMS . . . . . . . . . . . . . . . . . 5-3
5.3.1 AIRSPEED CALIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
5.3.2 DIAGRAM FOR SETTING ENGINE PERFORMANCE . . . . . 5-4
5.3.3 PRESSURE ALTITUDE - DENSITY ALTITUDE . . . . . . . . . . 5-5
%
5.3.4 INTERNATIONAL STANDARD ATMOSPHERE . . . . . . . . . . 5-6
5.3.5 STALLING SPEEDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
5.3.6 WIND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
5.3.7 TAKE-OFF DISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
5.3.8 CLIMB PERFORMANCE - TAKE-OFF CLIMB . . . . . . . . . . 5-12
5.3.9 CLIMB PERFORMANCE - CRUISE CLIMB . . . . . . . . . . . . 5-14
5.3.10 CRUISING (TRUE AIRSPEED TAS) . . . . . . . . . . . . . . . . . 5-16
5.3.11 LANDING DISTANCE - FLAPS LDG . . . . . . . . . . . . . . . . 5-17
5.3.12 LANDING DISTANCE - FLAPS UP . . . . . . . . . . . . . . . . . . 5-21
5.3.13 GRADIENT OF CLIMB ON GO-AROUND . . . . . . . . . . . . 5-25
5.3.14 APPROVED NOISE DATA . . . . . . . . . . . . . . . . . . . . . . . . 5-25
%
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5.1
Performance
INTRODUCTION
The performance tables and diagrams on the following pages are presented so that, on
the one hand, you can see what performance you can expect from your airplane, while
on the other they allow comprehensive and sufficiently accurate flight planning. The values
in the tables and the diagrams were obtained in the framework of the flight trials using
an airplane and power-plant in good condition, and corrected to the conditions of the
International Standard Atmosphere (ISA = 15 EC/59 °F and 1013.25 hPa/29.92 inHg at
sea level).
The performance diagrams do not take into account variations in pilot experience or a
poorly maintained airplane. The performances given can be attained if the procedures
quoted in this manual are applied, and the airplane has been well maintained.
Where appropriate, any flight performance degradation resulting from the absence of
wheel fairings is given as a percentage.
5.2
USE OF THE PERFORMANCE TABLES AND DIAGRAMS
In order to illustrate the influence of a number of different variables, the performance
data is reproduced in the form of tables or diagrams. These contain sufficiently detailed
information so that conservative values can be selected and used for the determination
of adequate performance data for the planned flight.
%
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5.3
Performance
PERFORMANCE TABLES AND DIAGRAMS
5.3.1 AIRSPEED CALIBRATION
180
170
160
150
Flaps UP
Flaps T/O
Flaps LDG
140
130
KCAS
120
110
100
90
80
70
60
50
40
40 50 60 70 80 90 100 110 120 130 140 150 160 170 180
KIAS
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Performance
5.3.2 DIAGRAM FOR SETTING ENGINE PERFORMANCE
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Performance
5.3.3 PRESSURE ALTITUDE - DENSITY ALTITUDE
3000
2500
2000
12000
10000
14000
8000
6000
1500
4000
4000
12000
0
-500
3500
10000
3000
8000
2500
6000
1000
500
density alt. [m]
density alt. [ft]
3500
pressure altitude [ft]
4000
14000
ture
era
mp
d te
dar
stan
pressure altitude [m]
Conversion from pressure altitude to density altitude.
2000
1500
2000
4000
1000
2000
0
0
-2000
-20
-10
0
10
20
30 [°C]
-4
14
32
50
68
86 [°F]
500
0
temperature
Example:
1. Set 1013.25 hPa on altimeter and read pressure altitude (900 ft).
2. Establish ambient temperature (+21 EC).
3. Read off density altitude (1800 ft).
Result:
%
From a performance calculation standpoint the airplane is at 1800 ft.
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%
Performance
5.3.4 INTERNATIONAL STANDARD ATMOSPHERE
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
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Performance
5.3.5 STALLING SPEEDS
Mass: 980 kg (2161 lb)
Airspeeds in KIAS
Bank Angle
980 kg
Flaps
0°
30°
45°
60°
UP
47
52
58
73
T/O
44
51
58
72
LDG
42
49
57
71
Mass: 1150 kg (2535 lb)
Airspeeds in KIAS
Bank Angle
1150 kg
Flaps
%
0°
30°
45°
60°
UP
52
57
66
79
T/O
51
55
64
78
LDG
49
55
62
76
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Performance
5.3.6 WIND COMPONENTS
Example:
Result:
Flight direction
:
360°
Wind
:
32°/30 kts
Crosswind component
:
16 kts
:
20 kts
Max. demonstrated crosswind component
%
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Performance
5.3.7 TAKE-OFF DISTANCE
Conditions:
- Power lever . . . . . . . . . . . . . . . MAX
- Flaps . . . . . . . . . . . . . . . . . . . . T/O
- Nose wheel lift-off . . . . . . . . . . at vR = 59 KIAS (1150 kg, 2535 lb)
at vR = 55 KIAS (1000 kg, 2205 lb)
at vR = 49 KIAS (850 kg, 1874 lb)
- Airspeed for initial climb . . . . . . 66 KIAS (1150 kg, 2535 lb)
60 KIAS (1000 kg, 2205 lb)
54 KIAS (850 kg, 1874 lb)
- Runway . . . . . . . . . . . . . . . . . . level, asphalt surface
WARNING
On grass strips, depending on the characteristics of the
surface (length of the grass, softness of the ground)
allowance must be made for a take-off roll which is at least
20 % longer. The take-off distance values given do not
include any kind of safety margin. A poorly maintained
airplane, deviation from the prescribed procedures and
unfavorable external factors (rain, cross-wind, wind shear,
uneven terrain and in particular tufts of grass) can all lead
to a considerable increase in the take-off distance.
CAUTION
A ground slope of 2 % (2 m per 100 m, or 2 ft per 100 ft)
results in an increase in the take-off distance of
approximately 10 %. The effect on the take-off roll can be
greater.
WARNING
For a safe take-off the available runway length must be at
least equal to the take-off distance over a 50 ft (15 m)
obstacle.
%
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Performance
5.3.8 CLIMB PERFORMANCE - TAKE-OFF CLIMB
Conditions:
- Power lever . . . . . . . . . . . . . . . MAX
- Flaps . . . . . . . . . . . . . . . . . . . . T/O
- Airspeed . . . . . . . . . . . . . . . . . . 66 KIAS (1150 kg, 2535 lb)
60 KIAS (1000 kg, 2205 lb)
54 KIAS (850 kg, 1874 lb)
- Altitude . . . . . . . . . . . . . . . . . . . 0 up to 8500 ft pressure altitude
NOTE
The graph on the following page shows the rate of climb. The
gradient of climb cannot easily be determined with a graph,
but it can be calculated using the following formulae:
%
Doc. No. 6.01.05-E
Gradient [%] =
ROC [ fpm]
⋅ 0.95
TAS [KTAS]
Gradient [%] =
ROC [m / s]
⋅ 190
TAS [KTAS]
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%
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Performance
5.3.9 CLIMB PERFORMANCE - CRUISE CLIMB
Conditions:
- Power lever . . . . . . . . . . . . . . . MAX
- Flaps . . . . . . . . . . . . . . . . . . . . UP
- Airspeed . . . . . . . . . . . . . . . . . . 73 KIAS (1150 kg, 2535 lb)
68 KIAS (1000 kg, 2205 lb)
60 KIAS (850 kg, 1874 lb)
- Altitude . . . . . . . . . . . . . . . . . . . 0 up to 8500 ft pressure altitude
NOTE
The graph on the following page shows the rate of climb. The
gradient of climb cannot easily be determined with a graph,
but it can be calculated using the following formulae:
%
Doc. No. 6.01.05-E
Gradient [%] =
ROC [ fpm]
⋅ 0.95
TAS [KTAS]
Gradient [%] =
ROC [m / s]
⋅ 190
TAS [KTAS]
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%
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Performance
5.3.10 CRUISING (TRUE AIRSPEED TAS)
%
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Performance
5.3.11 LANDING DISTANCE - FLAPS LDG
Conditions:
- Power lever . . . . . . . . . . . . . . . IDLE
- Flaps . . . . . . . . . . . . . . . . . . . . LDG
- Approach speed . . . . . . . . . . . . 71 KIAS (1150 kg, 2535 lb)
63 KIAS (1000 kg, 2205 lb)
58 KIAS (850 kg, 1874 lb)
- Runway . . . . . . . . . . . . . . . . . . level, asphalt surface
values for ISA and MSL, at 1150 kg (2535 lb)
Landing distance over a 50 ft (15 m) obstacle
744 m (2441 ft)
Ground roll
287 m (942 ft)
CAUTION
On grass strips, depending on the characteristics of the
surface (particularly moisture), allowance must be made for
a ground roll which is up to 50 % longer.
A poorly maintained airplane, deviation from the prescribed
procedures and unfavorable external factors (high
temperature, rain, unfavorable wind effects, etc.) can
considerably increase the landing distance.
NOTE
Higher approach speeds result in a significant longer landing
distance during flare.
%
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Performance
CAUTION
A descending ground slope of 2 % (2 m per 100 m, or 2 ft
per 100 ft) results in an increase in the landing distance of
approximately 10 %. The effect on the ground roll can be
greater.
WARNING
For a safe landing the available runway length must be at
least equal to the landing distance over a 50 ft (15 m)
obstacle.
%
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Performance
5.3.12 LANDING DISTANCE - FLAPS UP
Conditions:
- Power lever . . . . . . . . . . . . . . . IDLE
- Flaps . . . . . . . . . . . . . . . . . . . . UP
- Approach speed . . . . . . . . . . . . 71 KIAS (1150 kg, 2535 lb)
63 KIAS (1000 kg, 2205 lb)
58 KIAS (850 kg, 1874 lb)
- Runway . . . . . . . . . . . . . . . . . . level, asphalt surface
values for ISA and MSL, at 1150 kg (2535 lb)
Landing distance over a 50 ft (15 m) obstacle
916 m (3005 ft)
Ground roll
304 m (977 ft)
CAUTION
On grass strips, depending on the characteristics of the
surface (particularly moisture), allowance must be made for
a ground roll which is up to 50 % longer.
A poorly maintained airplane, deviation from the prescribed
procedures and unfavorable external factors (high
temperature, rain, unfavorable wind effects, etc.) can
considerably increase the landing distance.
NOTE
Higher approach speeds result in a significant longer landing
distance during flare.
%
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Performance
CAUTION
A descending ground slope of 2 % (2 m per 100 m, or 2 ft
per 100 ft) results in an increase in the landing distance of
approximately 10 %. The effect on the ground roll can be
greater.
WARNING
For a safe landing the available runway length must be at
least equal to the landing distance over a 50 ft (15 m)
obstacle.
%
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Performance
5.3.13 GRADIENT OF CLIMB ON GO-AROUND
The DA 40 D reaches a constant gradient of climb of 4.86 % (conforming to an angle
of 2.8°) in the following condition:
- Mass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . max. flight mass (1150 kg, 2535 lb)
- Power lever . . . . . . . . . . . . . . . . . . . . . . . . . MAX
- Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LDG
%
- Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 KIAS
- ISA, MSL
5.3.14 APPROVED NOISE DATA
With exhaust pipe:
ICAO Annex 16 Chapter X . . . . . . . . . . . . . . . . . . 78.7 dB(A)
JAR-36 Subpart C . . . . . . . . . . . . . . . . . . . . . . . . 78.7 dB(A)
With muffler:
ICAO Annex 16 Chapter X . . . . . . . . . . . . . . . . . . 69.5 dB(A)
JAR-36 Subpart C . . . . . . . . . . . . . . . . . . . . . . . . 69.5 dB(A)
%
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DA 40 D AFM
Mass and Balance
CHAPTER 6
MASS AND BALANCE / EQUIPMENT LIST
Page
6.1
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
6.2
DATUM PLANE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
6.3
MASS AND BALANCE REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
6.4
FLIGHT MASS AND CENTER OF GRAVITY . . . . . . . . . . . . . . . . . 6-5
6.4.1 MOMENT ARMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
6.4.2 LOADING DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
6.4.3 CALCULATION OF LOADING CONDITION . . . . . . . . . . . . . 6-9
%
6.4.4 PERMISSIBLE CENTER OF GRAVITY RANGE . . . . . . . . . 6-11
%
6.4.5 PERMISSIBLE MOMENT RANGE . . . . . . . . . . . . . . . . . . . 6-13
%
%
6.5
EQUIPMENT LIST AND EQUIPMENT INVENTORY . . . . . . . . . . 6-15
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6.1
Mass and Balance
INTRODUCTION
In order to achieve the performance and flight characteristics described in this Airplane
Flight Manual and for safe flight operation, the airplane must be operated within the
permissible mass and balance envelope.
The pilot is responsible for adhering to the permissible values for loading and center of
gravity (CG). In this, he should note the movement of the CG due to fuel consumption.
The permissible CG range during flight is given in Chapter 2.
The procedure for determining the flight mass CG position is described in this Chapter.
Over and above this there is a comprehensive list of the equipment approved for this
airplane (Equipment List), as also a list of that equipment installed when the airplane
was weighed (Equipment Inventory).
Before the airplane is delivered the empty mass and the corresponding CG position are
determined, and entered in Section 6.3 MASS AND BALANCE REPORT.
NOTE
Following equipment changes the new empty mass and the
corresponding CG position must be determined by calculation
or by weighing.
Following repairs or repainting the new empty mass and the
corresponding CG position must be determined by weighing.
Empty mass, empty mass CG position, and the empty mass
moment must be certified in the Mass and Balance Report
by an authorized person.
%
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Mass and Balance
NOTE
Refer to Section 1.6 UNITS OF MEASUREMENT for
conversion of SI units to US units and vice versa.
6.2
DATUM PLANE
The Datum Plane (DP) is a plane which is normal to the airplane’s longitudinal axis and
in front of the airplane as seen from the direction of flight. The airplane’s longitudinal
axis is parallel with the upper surface of a 600:31 wedge which is placed on top of the
rear fuselage in front of the vertical stabilizer. When the upper surface of the wedge is
aligned horizontally, the Datum Plane is vertical. The Datum Plane is located 2.194 meters
(86.38 in) forward of the most forward point of the root rib on the stub wing.
6.3
MASS AND BALANCE REPORT
The empty mass and the corresponding CG position established before delivery are the
first entries in the Mass and Balance Report. Every change in permanently installed
equipment, and every repair to the airplane which affects the empty mass or the empty
mass CG must be recorded in the Mass and Balance Report.
For the calculation of flight mass and corresponding CG position (or moment), the current
empty mass and the corresponding CG position (or moment) in accordance with the Mass
and Balance Report must always be used.
Condition of the airplane for establishing the empty mass:
%
%
-
Equipment as per Equipment Inventory (see Section 6.5)
-
Including brake fluid, lubricant (6.0 liters = 6.3 qts), coolant (6.0 liters = 6.3 qts),
gearbox oil (0.9 liters = 0.95 qts), plus unusable fuel (2 US gal = approx. 7.6 liters).
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DA 40 D AFM
Mass and Balance
MASS AND BALANCE REPORT
(Continuous report on structural or equipment changes)
DA 40 D
Serial No.:
Registration:
Page No.:
Changes in Mass
Addition (+)
Entry No.
Date
IN
OUT
Description of
Part or
Modification
Mass
[kg]
Subtraction (-)
Current Empty Mass
Moment
Moment
Moment
Arm Moment Mass
Arm Moment Mass
Arm Moment
[m]
[kgm]
[kg]
[m]
[kgm]
[kg]
[m]
[kgm]
upon delivery
%
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6.4
Mass and Balance
FLIGHT MASS AND CENTER OF GRAVITY
The following information enables you to operate your DA 40 D within the permissible
mass and balance limits. For the calculation of the flight mass and the corresponding
CG position the following tables and diagrams are required:
6.4.1 MOMENT ARMS
6.4.2 LOADING DIAGRAM
6.4.3 CALCULATION OF LOADING CONDITION
6.4.4 PERMISSIBLE CENTER OF GRAVITY RANGE
6.4.5 PERMISSIBLE MOMENT RANGE
The diagrams should be used as follows:
1. Take the empty mass and the empty mass moment of your airplane from the Mass
and Balance Report, and enter the figures in the appropriate boxes under the column
marked ‘Your DA 40 D' in Table 6.4.3 - ‘CALCULATION OF LOADING CONDITION’.
% 2. Read the fuel quantity indicators to determine the fuel quantity. If an indicator shows
%
15 US gal, up to 19.5 US gal can be in the Long Range Tank . In this case, the exact
%
quantity must be determined with the alternate mean for fuel quantity indication.
3. Multiply the individual masses by the moment arms quoted to obtain the moment for
every item of loading and enter these moments in the appropriate boxes in Table 6.4.3
- ‘CALCULATION OF LOADING CONDITION’.
4. Add up the masses and moments in the respective columns. The total moments may
be rounded to whole numbers. The CG position is calculated by dividing the total
moment by the total mass (using row 5 for the condition with empty fuel tanks, and
row 7 for the pre take-off condition). The resulting CG position must be inside the limits.
As an illustration the total mass and the CG position are entered on Diagram 6.4.4
'PERMISSIBLE CENTER OF GRAVITY RANGE'. This checks graphically that the
current configuration of the airplane is within the permissible range.
%
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Mass and Balance
5. Graphical method:
Diagram 6.4.2 'LOADING DIAGRAM' is used to determine the moments. The masses
and moments for the individual items of loading are added. Then Diagram 6.4.5
'PERMISSIBLE MOMENT RANGE' is used to check whether the total moment
associated with the total mass is in the admissible range.
The result found with the graphical method is however inaccurate. In doubtful cases
the result must be verified using the exact method given above.
%
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Mass and Balance
6.4.1 MOMENT ARMS
The most important lever arms aft of the Datum Plane:
- Front seats
:
2.30 m
90.6 in
- Rear seats
:
3.25 m
128.0 in
- Wing tank
:
2.63 m
103.5 in
- Baggage
:
3.65 m
143.7 in
3.65 m (143.7 in)
3.25 m (128.0 in)
2.63 m (103.5 in)
31 mm
(1.22 in)
2.30 m (90.6 in)
600 mm
(23.62 in)
2.194 m (86.4 in)
%
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Mass and Balance
6.4.2 LOADING DIAGRAM
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
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Mass and Balance
6.4.3 CALCULATION OF LOADING CONDITION
% a)
Standard tank
DA 40 D
(Example)
CALCULATION OF
LOADING CONDITION
Your DA 40 D
Mass
[kg]
Moment
[kgm]
Mass
[kg]
Moment
[kgm]
[lb]
[in.lb]
[lb]
[in.lb]
1. Empty mass (from Mass and
Balance Report)
735
1820
1620
158,000
2. Front seats
Lever arm: 2.30 m
150
345
(90.6 in)
331
29,989
3. Rear seats
Lever arm: 3.25 m
150
487.5
(128.0 in)
331
42,368
4. Baggage
Lever arm: 3.65 m
0
0
(143.7 in)
0
0
5. Total mass and total moment
with empty fuel tanks (Total
of 1.-4.)
1035
2652.5
2282
230,357
6. On-board usable fuel
(0.84 kg/liter) (7.01 lb/US gal)
Lever arm: 2.63 m (103.5 in)
100.8
265.10
222
23,001
7. Total mass and total moment
with full fuel tanks (Total 5.
plus 6.)
1135.8
2917.60
2504
253,357
8. The total moments from rows 5 and 7 (2652.5 and 2917.6 kgm) (230,357 and 253,357
in.lb) must be divided by the related total mass (1035 and 1135.8 kg respectively)
(2282 and 2504 lb) and then located in Diagram 6.4.4 'PERMISSIBLE CENTER OF
GRAVITY RANGE'.
As in our example CG positions (2.562 m and 2.569 m respectively) (100.95 and 101.18
in) and masses fall into the permitted area, this loading condition is allowable.
%
Doc. No. 6.01.05-E
Revision 2
30-Apr-2003
Page 6 - 9
DA 40 D AFM
% b)
Mass and Balance
Long Range Tank
%
%
%
%
%
%
%
%
%
DA 40 D
(Example)
CALCULATION OF
LOADING CONDITION
%
Your DA 40 D
Mass
[kg]
Moment
[kgm]
Mass
[kg]
Moment
[kgm]
[lb]
[in.lb]
[lb]
[in.lb]
%
%
%
1. Empty mass (from Mass and
Balance Report)
735
1820
1620
158,000
%
%
%
2. Front seats
Lever arm: 2.30 m
150
345
(90.6 in)
331
29,989
%
%
%
3. Rear seats
Lever arm: 3.25 m
80
260
(128.0 in)
176
22,528
%
%
%
4. Baggage
Lever arm: 3.65 m
0
0
(143.7 in)
0
0
%
%
%
%
%
5. Total mass and total moment
with empty fuel tanks (Tota
l of
1.-4.)
965
2425
2127
210,517
%
%
%
%
%
6. On-board usable fuel
(0.84 kg/liter) (7.01 lb/US gal)
Lever arm: 2.63 m (103.5 in)
100.8
265.10
222
22,977
%
%
%
%
%
%
%
7. Total mass and total moment
with full fuel tanks
(Tota
l 5.
plus
6.)
1065.8
2690.10
2349
233,494
%
%
%
%
8. The total moments from rows 5 and 7 (2425 and 2690.1 kgm) (210,517 and 233,494 in.lb)
must be divided by the related total mass (965 and 1065.8 kg respectively) (2127
and 2349 lb) and then located in Diagram 6.4.4 'PERMISSIBLE CENTER OF GRAVITY
RANGE'.
%
%
As in our example CG positions (2.513 m and 2.524 m respectively) (98.97 and 99.40
in) and masses fall into the permitted area, this loading condition is allowable.
%
Doc. No. 6.01.05-E
Revision 2
30-Apr-2003
Page 6 - 10
DA 40 D AFM
Mass and Balance
% 6.4.4 PERMISSIBLE CENTER OF GRAVITY RANGE
% a)
Standard tank
Center of Gravity Position [in]
94
96
98
100
102
Flight Mass [kg]
1150
1150 kg / 2535 lb
1100
Normal
1050
1000
2200
980 kg / 2161 lb
950
2000
900
Utility & Normal
850
1800
800
750
2.40
2400
Flight Mass [lb]
2600
780 kg / 1720 lb
CG
Envelope
2.45
2.50
2.55
2.60
Center of Gravity Position [m]
% The CG shown in the diagram is that from the example in Table 6.4.3 (a) 'CALCULATION
OF LOADING CONDITION', row 7 (pre take-off condition).
The flight CG position must be within the following limits:
Most forward flight CG:
2.40 m (94.5 in) aft of Datum Plane at 780 to 980 kg (1720 to 2161 lb)
2.46 m (96.9 in) aft of Datum Plane at 1150 kg (2535 lb)
linear variation between these values
Most rearward flight CG:
2.59 m (102.0 in) aft of Datum Plane
%
Doc. No. 6.01.05-E
Revision 2
30-Apr-2003
Page 6 - 11
DA 40 D AFM
% b)
Mass and Balance
Long Range Tank
Center of Gravity Position [in]
%
94
%
96
98
100
101
2600
%
%
1100
%
%
%
%
%
%
%
%
%
%
%
%
1050
1150 kg / 2535 lb
Normal
1000
950
900
850
2400
2200
980 kg / 2161 lb
2000
Utility & Normal
Flight Mass [lb]
1150
Flight Mass [kg]
%
CG
1800
800
Envelope
780 kg / 1720 lb
750
2.40
2.45
2.50
2.55
Center of Gravity Position [m]
%
% The CG shown in the diagram is that from the example in Table 6.4.3 (b) 'CALCULATION
% OF LOADING CONDITION', row 7 (pre take-off condition).
% The flight CG position must be within the following limits:
% Most forward flight CG:
%
2.40 m (94.5 in) aft of Datum Plane at 780 to 980 kg (1720 to 2161 lb)
%
2.46 m (96.9 in) aft of Datum Plane at 1150 kg (2535 lb)
%
linear variation between these values
% Most rearward flight CG:
%
%
2.55 m (100.4 in) aft of Datum Plane
Doc. No. 6.01.05-E
Revision 2
30-Apr-2003
Page 6 - 12
160,000
%
180,000
Doc. No. 6.01.05-E
220,000
FLIGHT MASS MOMENT [kgm]
200,000
FLIGHT MASS MOMENT [in.lb]
Revision 2
30-Apr-2003
1700
1800
1900
2000
2100
2200
2300
2400
2500
2550
% a)
FLIGHT MASS [lb]
r
te ity
n
"
v
"
"
"
Ce ra ion
.5
.9 8.4" 00.4 2.0
4
6
G
t
0
i
/9
/9 /9
/1 /1
of os
m
m m
P
m
m
0
40
46
55 59
2.
2. 2.5 2. 2.
240,000
260,000
DA 40 D AFM
Mass and Balance
6.4.5 PERMISSIBLE MOMENT RANGE
Standard tank
Page 6 - 13
FLIGHT MASS [kg]
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
Doc. No. 6.01.05-E
FLIGHT MASS MOMENT [kgm]
%
220,000
%
200,000
%
180,000
%
160,000
%
FLIGHT MASS MOMENT [in.lb]
%
Revision 2
30-Apr-2003
2932,5
1700
1800
1900
2000
2100
2200
2300
2400
2500
2550
FLIGHT MASS (WEIGHT) [lb]
% b)
FLIGHT MASS (WEIGHT) [kg]
%
r
te ity
n
"
v
"
"
Ce ra ion
.5
.9 8.4" 00.4
G
4
6
t
i
/9
/9 /9
/1
of os
P
m
m m
m
0
40
46
55
2.
2. 2.5 2.
240,000
260,000
DA 40 D AFM
Mass and Balance
Long Range Tank
%
%
%
%
Page 6 - 14
DA 40 D AFM
6.5
Mass and Balance
EQUIPMENT LIST AND EQUIPMENT INVENTORY
All equipment that is approved for installation in the DA 40 D is shown in the
Equipment List below.
The items of equipment installed in your particular airplane are indicated in the
appropriate column. The set of items marked as 'installed' constitutes the Equipment
Inventory.
Airplane Serial No.:
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
Registration:
Date:
Description
Type
Part No.
Manufacturer
AVIONICS COOLING
Avionics Cooling Fan
ACF314
ACF314
Sandia Aerospace
COMMUNICATION
COMM 1 antenna
COMM 2 antenna
COMM #18
COMM#18
COMM #2
Audio Panel / Marker / ICS3
ICS3
Headset, pilot
Headset, copilot
Headset, RH pax
Headset, LH pax
Speaker
Handmic
DMC63-1/A
DMC63-2
GNS 430
GNS 530
GNS 430
GMA 340
PM1000 II
Echelon 100
Echelon 100
Echelon 100
Echelon 100
FRS8 /4 Ohms
100TRA
AUTOPILOT SYSTEM:
KAP 140
Flight computer9
KC 140
Flight computer9
KC 140
Flight computer9
KC 140
Flight computer9
KC 140
Pitch servo
Pitch servo mount
Roll servo
Roll servo mount
Trim servo
Trim servo mount
KS 270 C
KM 275
KS 271 C
KM 275
KS 272 C
KM 277
Doc. No. 6.01.05-E
Revision 3
011-00280-10
011-00550-10
011-00280-10
011-00401-10
11922
62800-001
S/N
installed
DM
DM
Garmin
Garmin
Garmin
Garmin
PS Engineering
Telex
Telex
Telex
Telex
Visaton
Telex
Bendix/King
065-00176-5402
(prior MSB40-018)
065-00176-7702
(prior MSB40-018)
065-00176-5403
(post MSB40-018)
065-00176-7703
(post MSB40-018)
065-00178-2500
065-00030-0000
065-00179-0300
065-00030-0000
065-00180-3500
065-00041-0000
Bendix/King
Bendix/King
Bendix/King
Bendix/King
Bendix/King
Bendix/King
Bendix/King
Bendix/King
Bendix/King
Bendix/King
26-May-2003
Page 6 - 15
DA 40 D AFM
Mass and Balance
Airplane Serial No.:
Registration:
Date:
Description
Type
Part No.
Manufacturer
KCM 100
SC
071-00073-5000
SC 628
DA4-2213-12-90
031-00514-0000
031-00428-0000
200-09187-0000
Bendix/King
Mallory
DAI
Bendix/King
Bendix/King
Bendix/King
%
%
%
%
Configuration module
Sonalert
Control stick
CWS switch
AP-Disc switch
Trim switch assy
ELECTRICAL POWER
Main Battery
Backup Battery
Alternator Excitation Battery
External Power Connector
Voltage Converter
Emergency Battery (28 pcs.)
ECU Backup Batterytester
DC/AC Inverter
%
%
%
%
EQUIPMENT
Safety belts, pilot
Safety belts, co-pilot
Safety belts, RH pax
Safety belts, LH pax
ELT unit1
ELT remote unit1
ELT antenna1
ELT unit1
ELT remote unit1
ELT antenna1
ELT unit1
ELT remote switch1
ELT antenna1
Buzzer1
%
%
%
%
%
%
G-35
SLA Battery
SLA Battery
RB-125
MN 1500 AA
MD 26
5-01-1C0701-LH
5-01-1C0701-RH
5-01-1B0701-RH
5-01-1B0701-LH
JE2-NG
C406-1
FLIGHT CONTROLS
Stall horn
Flaps control unit (inst. panel)
Flaps actuator assy
918
918
918
918
E-01
E0105
E0109
JE2-1978-1NG
JE2-1978-16
JE2-1978-73
453-5002-(
345-6196-04
110-338
130-4004
Schroth
Schroth
Schroth
Schroth
ACK
ACK
ACK
Jolliet Electronique
Jolliet Electronique
Jolliet Electronique
Artex
Artex
Artex
Artex
RB125-BP31
)10
DAI-9031-00-00
500510
500535
DAI
Krutz
Krutz
HAL1
AIR Total
FUEL
Fuel transfer pump
1168941
Dukes Inc.
HYDRAULIC
Master cylinder
Parking valve
Brake assembly
10-54A
60-5B
30-239A
Cleveland
Cleveland
Cleveland
SAFETY EQUIPMENT
Fire extinguisher, portable
First aid kit
%
500690
MD 26-14
Gill
Panasonic
Panasonic
DAI
KGS Electronics
Duracell
Krutz
Mid Continent
LC-RA1212P
LC-R121R3PU
Doc. No. 6.01.05-E
Revision 3
26-May-2003
S/N
installed
Page 6 - 16
DA 40 D AFM
Mass and Balance
Airplane Serial No.:
Description
INDICATING / REC. SYSTEM
Digital chronometer with OAT
Flight timer
Annunciator panel
LIGHTS
Map/Reading light assy crew
Cabin light
Instr./Radio lights dimmer assy
Glareshield lamp assy
Glareshield light inverter
Strobe/Pos. light assy LH
Strobe/Pos. light assy RH
Strobe light power supply LH/RH
Taxi light
Landing light
Electroluminescent lamp
Electroluminescent lamp
Electroluminescent lamp
Electroluminescent lamp
%
NAVIGATION
Pitot/Static probe, heated
P/S probe HTR fail sensor
Altimeter inHg/mbar, primary
Altimeter inHg/mbar, primary
Altimeter inHg/mbar, secondary
Altimeter inHg/mbar, secondary
Vertical speed indicator
Vertical speed indicator
Airspeed indicator
Airspeed indicator
Magnetic compass
Directional gyro5
Directional gyro5
Attitude indicator
Attitude indicator
Attitude indicator
Turn coordinator w/o AP pickup4
Turn coordinator4
Transponder
XPDR antenna
Altitude digitizer
NAV antenna coupler6
dual NAV/dual GS antenna coupler6
VOR/LOC/GS antenna
NAV/COM/GPS#18
%
Doc. No. 6.01.05-E
%
%
%
%
%
%
%
%
Registration:
Type
Part No.
Manufacturer
85094-12
WW-IDC 002
Davtron
Hobbs
White Wire
M803
W1461.0.010
W1461.0.010
WW-LCM 001
DA4-3311-10-01
APVL314-8-3-L-18QF
A600-PRD-14
01-0790006-04
A600-PGD-14
01-0790006-06
A490ATS-CF-14/28 01-0770062-05
70346
01-0770346-00
70346
01-0770346-00
Quantaflex 1600
D4D-1131-20-05
Quantaflex 1600
D4D-1131-21-07
Quantaflex 1600
D4D-1131-20-08
Quantaflex 1600
D4D-1131-20-09
LUN 1128
LUN 1128
LUN 1144
LUN 1116
4000B-31
4000C-17
1100-14LK(0D)
1100-14LK(-2D)
LUN 1241
1394T100-(3Z)
1394T100-(12RZ)
GTX 327
KA60
SAE5-35
CI507
CI 1125
CI157P
GNS 430
Revision 3
Date:
DAI-9034-57-00
D4D-3031-01-00
5934PD-3
1128-12B8
5934PD-3
1128-12B8
7000
1144-A2B3
8025
1116-B2B3
C2400L4P
1U262-002-42
1U262-042-3
504-0110-926
504-0110-927
1241.A4Y4W
011-00490-00
071-01591-0001
305154-00
011-00280-10
S/N
installed
Rivoret
Rivoret
White Wire
DAI
Quantaflex
Whelen
Whelen
Whelen
Whelen
Whelen
Quantaflex
Quantaflex
Quantaflex
Quantaflex
DAI
DAI
United Instr.
Mikrotechna
United Instr.
Mikrotechna
United Instr.
Mikrotechna
United Instr.
Mikrotechna
Airpath
Sigma-Tek
Sigma-Tek
BF-Goodrich
BF-Goodrich
Mikrotechna
Electric Gyro Corp.
Mid Continent Instr.
Garmin
Bendix/King
Sandia Aerospace
Comant
Comant
Comant
Garmin
26-May-2003
Page 6 - 17
DA 40 D AFM
Mass and Balance
Airplane Serial No.:
Description
% NAV/COM/GPS#18
% NAV/COM/GPS #2
CDI, VOR/LOC/GS
% CDI, VOR/LOC/GS #2
%
%
%
%
%
%
%
%
%
%
%
%
%
%
%
GPS antenna
GPS antenna #2
GPS annunciation
Compass system C/O5
Slave gyro
HSI
Slaving unit
Flux valve
Marker antenna
DME
DME antenna
ADF
ADF antenna
ADF indicator
Stormscope
Stormscope Antenna
VACUUM
Vacuum regulating valve
Suction gauge
Pneumatic filter
Registration:
Date:
Type
Part No.
Manufacturer
GNS 530
GNS 430
GI 106A
GI 106A
GA 56
GA 56
MD41-1484
KCS 55A
KG 102 A
KI 525A
KA 51B
KMT 112
CI102
KN 62A
KA60
KR87
KA44B
KI227
WX-500
NY-163
011-00550-10
011-00280-10
013-00049-01
013-00049-01
011-00134-00
011-00134-00
Garmin
Garmin
Garmin
Garmin
Garmin
Garmin
Mid Continent
Bendix/King
Bendix/King
Bendix/King
Bendix/King
Bendix/King
Comant
Bendix/King
Bendix/King
Bendix/King
Bendix/King
Bendix/King
Goodrich
Goodrich
060-00015-0000
066-03046-0007
071-01242-0000
071-01052-0000
066-01068-0004
071-01174-0000
066-01072-0004
071-01234-0000
066-03063-0001
805-11500-001
805-10930-001
2H3-2
5001
Parker
Varga
Parker
1J7-2
ENGINE
TAE-125-01
02-7200-14001R(*)
Thielert
ENGINE CONTROL UNIT
ECU
ECU Software
02-7610-55001R(*)
02-7610-55101R(*)
Thielert
Thielert
TAE-125 m2.2
ECU Mapping
50-7610-55105R(*)
Thielert
DAI
DAI
S/N
installed
S_DIA220
ENGINE EXHAUST
Exhaust pipe2
Muffler2
TTE4/53
600400
601530
ENGINE INDICATING
Compact Engine Display
Auxiliary Engine Display
CED-125
AED-125
02-7730-5501-(01)-(01) Thielert
02-7730-5503-(01)-(01) Thielert
PROPELLER
MTV-6-A/187-129
LANDING GEAR
BFW Speed ZSB
Hauptfahrwerk SPK LH Einbau
Hauptfahrwerk SPK RH Einbau
%
Doc. No. 6.01.05-E
mt-Propeller
D41-3229-00-00
D4-3219-01-00
D4-3219-02-00
Revision 3
DAI
DAI
DAI
26-May-2003
Page 6 - 18
DA 40 D AFM
Mass and Balance
Airplane Serial No.:
Description
Registration:
Type
AIRPLANE FLIGHT MANUAL
Date:
Part No.
Manufacturer
Doc. No 6.01.05-E
DAI
installed
S/N
TANK SYSTEM
% Standard Tank7
% Long Range Tank7
60.021
60.0225
DAI
DAI
(*)......Mod. Status
1. One of the following ELT systems may be installed:
%
ELT ACK E-01 or ELT Jolliet JE2-NG (OÄM 40-090) or ELT Artex C406-1
%
(OÄM 40-118).
2. One of the following engine exhaust systems may be installed:
Exhaust pipe 60.0400 (OÄM 40-0100) or muffler 60.1530 (OÄM 40-096).
% 3. One of the following intercoms may be installed:
%
PM 1000II (OÄM 40-100, OÄM 40-132, OÄM 40-143 or OÄM 40-144) or GMA
%
340 (OÄM 40-136, OÄM 40-137, OÄM 40-142, OÄM 40-145, OÄM 40-148 or
%
OÄM 40-149).
% 4. One of the following Turn & Bank indicators may be installed:
%
1394T100-(3Z) (OÄM 40-100 or OÄM 40-142) or 1394T100-(12RZ) (OÄM 40-
%
132, OÄM 40-136, OÄM 40-137, OÄM 40-143, OÄM 40-144, OÄM 40-145, OÄM
%
40-148 or OÄM 40-149).
% 5. Either the directional gyro 4000B-31 (OÄM 40-100 or OÄM 40-142) or the the
%
directional gyro 4000C-17 (OÄM 40-132, OÄM 40-144 or OÄM 40-149) or the
%
compass system KCS 55A (OÄM 40-136, OÄM 40-137, OÄM 40-143, OÄM 40-
%
145 or OÄM 40-148) may be installed.
%
Doc. No. 6.01.05-E
Revision 3
26-May-2003
Page 6 - 19
DA 40 D AFM
Mass and Balance
% 6. One of the following antenna couplers may be installed:
%
CI 507 (OÄM 40-100, OÄM 40-132, OÄM 40-142, OÄM 40-143 or OÄM 40-144)
%
or CI 1125 (OÄM 40-136, OÄM 40-137, OÄM 40-145, OÄM 40-148 or OÄM 40-
%
149).
7. One of the following tanks may be installed:
Standard Tank (OÄM 40-100) or Long Range Tank (OÄM 40-130).
% 8. One of the following COM/NAV/GPS #1 units may be installed:
%
GNS 430 (OÄM 40-100, OÄM 40-132, OÄM 40-136, OÄM 40-137, OÄM 40-142,
%
OÄM-143, OÄM 40-145 or OÄM 40-148) or GNS 530 (OÄM 40-144 or OÄM 40-
%
149).
% 9. One of the following Flight Computers may be installed:
%
P/N 065-00176-5402, or P/N 065-00176-5403, or P/N 065-00176-7702, or P/N
%
065-00176-7703.
% 10.The complete Part Number of the ELT unit depends on the registration of the
%
airplane in which the ELT is installed.
Place: ____________
%
Doc. No. 6.01.05-E
Date: ____________
Revision 3
Signature: ____________
26-May-2003
Page 6 - 20
DA 40 D AFM
Airplane Description
CHAPTER 7
DESCRIPTION OF THE AIRPLANE
AND ITS SYSTEMS
Page
7.1
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
7.2
AIRFRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
7.3
FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
7.4
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
'
7.5
LANDING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
'
7.6
SEATS AND SAFETY HARNESSES . . . . . . . . . . . . . . . . . . . . . . 7-18
'
7.7
BAGGAGE COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
'
7.8
CANOPY, REAR DOOR, AND CABIN INTERIOR . . . . . . . . . . . . 7-19
'
7.9
POWER PLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
'
7.9.1 ENGINE, GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
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7.9.2 OPERATING CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
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7.9.3 PROPELLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-26
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7.9.4 ENGINE INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28
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7.9.5 FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30
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7.9.6 COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-36
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7.9.7 TURBOCHARGER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 7-37
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7.9.8 OIL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-38
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7.10
ELECTRICAL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39
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7.10.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-40
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7.10.2 ENGINE CONTROL UNIT / ECU . . . . . . . . . . . . . . . . . . . 7-45
7.10.3 ANNUNCIATOR PANEL (WARNING, CAUTION AND STATUS
LIGHTS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-47
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7.11
PITOT-STATIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-51
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7.12
STALL WARNING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-51
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7.13
AVIONICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-51
'
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7.1
Airplane Description
INTRODUCTION
Chapter 7 contains a description of the airplane and its systems, together with operating
instructions.
For details about optional equipment see Chapter 9.
7.2
AIRFRAME
Fuselage
The GFRP fuselage is of semi monocoque molded construction. The fire protection on
the firewall is of a special fire-resistant matting, which is covered on the engine side by
stainless steel cladding. The two main bulkheads are GFRP/CFRP items.
Wings
The wings have a front and rear spar; each wing has a top shell and a bottom shell - a
‘fail-safe‘ concept. The wings, as well as the ailerons and flaps, are made of GFRP/CFRP,
and are principally of sandwich construction. An aluminum fuel tank is installed in each
of the wings.
Empennage
The airplane has a ‘T’ tail of GFRP semi monocoque construction. Both the stabilizers
have twin spars and a skin with no sandwich. Rudder and elevator are of sandwich
construction.
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7.3
Airplane Description
FLIGHT CONTROLS
The ailerons, elevator and wing flaps are operated through control rods, while the rudder
is controlled by cables. The flaps are electrically operated. Elevator forces can be
balanced by a trim tab on the elevator, which is operated by a Bowden cable.
Ailerons
Construction:
GFRP/CFRP composite sandwich.
Hinges:
There are 4 hinges, which are hinge pins mounted in an aluminum
bracket. They are secured in position by a roll pin. The absence of this
roll pin can lead to the loss of the hinge pin and a consequent loss of
flight safety.
Operation:
A rod-end bearing is screwed into a steel push rod and locked by means
of a jam nut which has locking varnish applied to it. Damage to this
varnish can indicate a twisting and thus a change to the adjustment. The
connection between the rod-end bearing and the control horn is a bolt,
the nut of which is likewise sealed with locking varnish.
The aluminum control horn is attached to the aileron with 3 screws.
'
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Airplane Description
Flaps
Construction:
GFRP/CFRP composite sandwich.
Hinges:
There are 6 hinges, which are hinge pins mounted in an aluminum
bracket. They are secured in position by a roll pin. The absence of this
roll pin can lead to the loss of the hinge pin and a consequent loss of
flight safety. Another aluminum fitting is located at the fuselage and is
attached to a torsion tube. The torsion tube is located in the fuselage,
creating a connection between the left and right flaps.
Operation:
A rod-end bearing is screwed into a steel push rod and locked by means
of a jam nut which has locking varnish applied to it. Damage to this
varnish can indicate a twisting and thus a change to the adjustment. The
connection between the rod-end bearing and the control horn is a bolt,
the nut of which is likewise sealed with locking varnish.
The flap control horn is attached to the flap with 3 screws.
The flaps are driven by an electric motor and have 3 settings:
- Cruise (UP), totally retracted
- Take-off (T/O), and
- Landing (LDG).
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Airplane Description
The flaps are operated by means of a 3-position flap selector switch on the instrument
panel. The positions of the switch correspond to the positions of the flaps, the Cruise
position of the switch being at the top. If the switch is moved to another position, the flaps
continue to travel automatically until they have reached the position selected on the
switch. The UP and LDG positions are additionally protected by a limit switch to guard
against over-running the end positions.
The electrical flap drive has an automatic circuit breaker which can also be operated
manually.
Flap position indicator:
The current flap position is indicated by means of three lights beside the flap selector
switch.
When the upper light (green) is illuminated, the flaps are in the Cruise position (UP);
when the center light (white) is illuminated, the flaps are in Take-off position (T/O);
when the lower light (white) is illuminated, the flaps are in Landing position (LDG).
When two lights are illuminated simultaneously, the flaps are between the two indicated
positions. This is the case only when the flaps are traveling.
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Airplane Description
Elevator
Construction:
GFRP sandwich.
Hinges:
5 hinges.
Operation:
Steel push-rods;
Two of the bellcrank bearings are accessible to visual inspection next
to the lower hinge of the rudder. The elevator horn and its bearing, as
well as the connection to the push-rod, can be visually inspected at the
upper end of the rudder.
Rudder
Construction:
GFRP sandwich.
Hinges:
Upper hinge: One bolt.
Lower hinge: Bearing bracket including rudder stops, held by 4 screws
to the rear web of the vertical stabilizer. The mating part on the rudder
is a bracket which is attached to the rudder by 2 bolts. The bolts and
nuts are accessible to visual inspection.
Operation:
'
Steel cables, the eyes of which are connected to the bolts on the bracket.
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Airplane Description
Elevator Trim
The trim control is a black wheel in the center console to the rear of the power lever. To
guard against over-rotating, the trim wheel incorporates a friction device. A mark on the
wheel shows the take-off (T/O) position.
Turn wheel to the front = nose down
Turn wheel to the rear = nose up
Pedal adjustment
NOTE
The pedals may only be adjusted on the ground!
The pedals are unlocked by pulling the black handle which is located behind the rear
attachment.
Forward adjustment:
Whilst keeping the handle pulled, push the pedals forward with your feet. Release the
handle and allow the pedals to lock into place.
Rearward adjustment:
Using the unlocking handle, pull the pedals back to the desired position. Release the
handle and push the pedals forward with your feet until they lock into place.
'
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7.4
Airplane Description
INSTRUMENT PANEL
Major instruments and controls
1
Electric Master switch
16
Suction gauge
2
Engine Master switch
17
Attitude gyro (artificial horizon)
3
Electrical switches
18
Altimeter
4
ECU Test button
19
Vertical speed indicator (VSI)
5
ECU Swap switch
20
Annunciator panel
6
Rotary buttons for instrument
21
Course deviation indicator (CDI)
lighting and flood light
7
Flap selector switch
22
Intercom
8
Microphone socket
23
COM / NAV / GPS
9
Circuit breakers*
24
ELT control unit
10
Accessory power socket
25
Compact Engine Display (CED)
11
Alternate static valve
26
Auxiliary Engine Display (AED)
12
Ventilation nozzles
27
Transponder
13
Chronometer with OAT indicator
28
Stall warning horn
14
Turn & bank indicator
29
Directional gyro
15 Airspeed indicator
*) Designations and abbreviations used to identify the circuit breakers are explained
in Section 1.5 DEFINITIONS AND ABBREVIATIONS.
'
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Airplane Description
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Instrument Panel Version D4D-3112-00-00
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Airplane Description
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Instrument Panel Version D4D-3119-00-00
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Airplane Description
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Instrument Panel Version D4D-3114-00-00
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Airplane Description
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Instrument Panel Version D4D-3124-00-00
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Instrument Panel Version D4D-3127-00-00
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Airplane Description
Instrument Panel Version D4D-3128-00-00
Instrument Panel Version D4D-3121-00-00
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'
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Airplane Description
Major instruments and controls
'
30
Autopilot control unit
36
COM / NAV / GPS No. 2
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31
Emergency switch
37
DME
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32
Slaving meter
38
ADF receiver
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33
Horizontal situation indicator (HSI)
39
Remote DME switch
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34
GPS Annunciation Unit
40
'ECU Backup Unsafe' light
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35
ADF indicator
41
'Clear WX 500-button'
Cockpit ventilation
Ventilation in the front is provided by the movable ventilation nozzles (12) in the instrument
panel. Furthermore there are spherical nozzles in the roll bar on the left and right side
next to the front seats as well as on the central console above the passengers’ heads.
The spherical nozzles are opened and closed by twisting.
'
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Airplane Description
' The figure below shows the position of the panel mounted switch of the ELT, ARTEX
' C406-1, which is applicable for all instrument panel versions of the DA 40 D.
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7.5
Airplane Description
LANDING GEAR
The landing gear consists of a main landing gear of sprung steel struts, and a freecastering nose wheel which is sprung by an elastomer package.
The wheel fairings are removable. When flying without wheel fairings, it should be noted
that there is a reduction in some areas of performance (see Chapter 5).
Wheel brakes
Hydraulically operating disk brakes act on the wheels of the main landing gear. The wheel
brakes are individually operated by means of toe pedals.
Parking brake
The lever is located on the small center console under the instrument panel, and is in
the upper position when the brakes are released. To operate the parking brake pull the
lever downwards until it catches. Brake pressure is built up by multiple operation of the
toe brake pedals, and is maintained until the parking brake is released. To release, the
lever is pushed upwards.
'
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Airplane Description
Hydraulic system schematic
brake pedals,
pilot
brake pedals,
co-pilot
parking brake
valve
brake cylinder, LH
'
Doc. No. 6.01.05-E
brake cylinder, RH
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DA 40 D AFM
7.6
Airplane Description
SEATS AND SAFETY HARNESSES
To increase passive safety, the seats are constructed using a carbon fiber/Kevlar hybrid
material and GFRP. The seats are removable to allow the maintenance and inspection
of the underlying controls. Covers on the control sticks prevent loose objects from falling
into the area of the controls.
The seats have removable furnishings and are equipped with energy-absorbing foam
elements.
The seats are fitted with three-part safety harnesses. The harnesses are fastened by
inserting the end of the belts in the belt lock, and are opened by pressing the red release
on the belt lock.
The backs of the rear seats can be laid forward after pulling upwards on the knob of the
locking bolt.
7.7
BAGGAGE COMPARTMENT
The baggage compartment is behind the seat backs of the rear seats. Without a baggage
net, no baggage may be loaded.
'
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7.8
Airplane Description
CANOPY, REAR DOOR, AND CABIN INTERIOR
Front canopy
The front canopy is closed by pulling down on the canopy frame, following which it is
locked by means of a handle on the left hand side of the frame. On locking, steel bolts
lock into mating holes in polyethylene blocks.
“Cooling Gap” position: A second setting allows the bolts to lock in, leaving a gap under
the forward canopy.
The canopy can be blocked by a locking device on the left side near the canopy opening
lever by turning the key clockwise. The closed and blocked canopy can be opened from
inside by pulling the lever inside the opening handle.
WARNING
The airplane may be operated with the front canopy in the
“cooling gap” position on the ground only. Before take-off the
front canopy must be completely closed and locked.
Do not block the front canopy with the locking key before
flight in order to assure emergency evacuation from outside.
A window on the left and right hand side of the canopy can be opened for additional
ventilation or as an emergency window.
'
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Airplane Description
Rear door
The rear door is closed in the same way, by pulling down on the frame and locking it with
the handle. A gas pressure damper prevents the door from dropping; in strong winds
the assembly must be held. The rear door is protected against unintentional opening
by an additional lever.
The door can be blocked by a locking device on the left side near the door opening lever
by turning the key clockwise. The closed and blocked door can be opened from inside
by pulling the lever inside the opening handle.
WARNING
Do not block the door with the locking key before flight in
order to assure emergency evacuation from outside.
Heating and ventilation
Heating and ventilation are operated using two levers located on the small center console
under the instrument panel.
Left lever:
'
up
= heating ON
down
= heating OFF
Central lever:
up
= airflow to canopy (DEFROST)
(air distribution lever)
down
= airflow to floor (FLOOR)
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DA 40 D AFM
7.9
Airplane Description
POWER PLANT
7.9.1 ENGINE, GENERAL
Thielert Aircraft Engines TAE125:
- Liquid-cooled four-stroke Diesel-cycle engine with wet sump lubrication
- In-line construction
- Common-rail direct injection
- Propeller speed-reducing gear 1:1.69
- Digital Engine Control with Integrated Propeller Governor (separate oil system)
- Turbocharger with Intercooler
Displacement:
1689 cm3 (103 in³)
Max. power:
99 kW (135 DIN-HP) at 2300 RPM at sea level and ISA
Max. continuous power: 99 kW (135 DIN-HP) at 2300 RPM at sea level and ISA
The indications for monitoring important engine-parameters during operation are
integrated within two instruments (CED 125; AED 125) in the right half of the instrument
panel. The engine can only be operated with the ENGINE MASTER switch ON. The ECU
receives its electrical power from the battery even if the battery is disconnected from the
electric power distribution system by the ELECTRIC MASTER switch.
'
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Airplane Description
7.9.2 OPERATING CONTROLS
Power lever
The engine performance is controlled by the power lever, situated on the large center
console. ‘Front’ and ‘rear’ are defined in relation to the direction of flight. Friction can
be adjusted by pulling up the friction handle (high friction) or pressing the button (low
friction) on top of the lever.
This lever is used to set the desired engine power LOAD (%)
Lever forward (MAX) = Full power
Lever to rear (IDLE)
= Idle
The ECU controls manifold pressure, injected fuel quantity and propeller speed according
to the desired engine power preselected with the power lever.
The propeller governor is flanged onto the front of the engine. The propeller governor
oil circulation is a separate oil circulation system. Following a loss of oil pressure the
blades go to the finest possible pitch (maximum RPM), thus allowing continuation of the
flight according to 3.2.6 - DEFECTIVE RPM REGULATING SYSTEM.
CAUTION
Following governor failure the RPM should be adjusted using
the power lever. Every effort should be made not to exceed
2500 RPM.
CAUTION
The power lever should be moved slowly, in order to avoid
over-speeding and excessively rapid RPM changes. The light
wooden propeller blades produce more rapid RPM changes
than metal blades.
'
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Airplane Description
WARNING
It is possible that the propeller blades remain in the position
of highest pitch in case of a malfunction of the engine control
unit. In this case the reduced engine performance should be
taken into consideration.
ELECTRIC MASTER
The key can be switched into three positions:
OFF
disconnecting battery power
ON
connecting battery power to the power distribution system
START
starting the engine
ENGINE MASTER
The engine can only be cranked with the ENGINE MASTER switched to ON. To shut
down the engine the ENGINE MASTER is switched to OFF.
ECU SWAP
For normal operation this switch is set to AUTOMATIC. The engine is controlled by ECU
A. In case of a failure of the active engine control unit (ECU) there should be an automatic
switch-over to the ECU B. If the automatic switch-over fails, switch-over can be done
manually by switching to ECU B. This procedure should only be applied in an emergency.
'
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Airplane Description
ECU TEST
By pushing and holding the button until the end of the procedure, the self-test of the
engine control unit is started. The procedure is possible on the ground as well as during
flight, but only if the power lever is in the IDLE position. Otherwise the test will not start.
During the procedure the ECU performs a switch from ECU A to ECU B with the propeller
cycling. The propeller RPM is monitored automatically by the ECU. When switching from
one ECU to the other, a slight shake of the engine may occur. Finally the ECU switches
back from ECU B to ECU A. After that both caution lights must extinguish and the engine
must run without a change.
' In addition, the 'ECU Test'-button is used in IFR equipped airplanes to test the ECU
' Backup Battery for proper charge. This test must be passed prior to each flight. The test
' is possible on ground as well as during flight, but only if the ECU Backup Battery is not
' in use. Otherwise the test will not start. During the test, a battery tester, installed in the
' instrument panel, measures several parameters of the ECU Backup Battery. This will
' be indicated with a red LED flashing, installed on the left hand side of the instrument
' panel. If the capacity of the ECU Backup Battery has been found to be less than 70%
' of its rated capacity the 'ECU BACKUP UNSAFE'- light is on continuously.
'
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Airplane Description
Alternate Air
In the event of power loss because of icing or blocking of the air filter, there is the
possibility of drawing air from the engine compartment. The ALTERNATE AIR operating
lever is located under the instrument panel to the left of the center console. To open the
alternate air source the lever is pulled to the rear. Normally, the alternate air source is
closed, with the lever in the forward position.
Placard on the lever, forward position:
ALTERNATE AIR
Placard on the lever, visible when lever is in the rearward position:
ALTERNATE AIR
ON
'
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Airplane Description
7.9.3 PROPELLER
An mt-Propeller MTV-6-A/187-129 hydraulically regulated 3-bladed constant speed
propeller is installed. It has wood-composite blades with fiber-reinforced plastic coating
and stainless steel edge cladding; in the region of the propeller hub the leading edge
is coated with adhesive PU foil. These blades combine the lowest weight whilst minimizing
vibration.
Propeller control
The propeller pitch control system is integrated into the engine. The pitch is controlled
automatically by the ECU.
Depending on the power setting the propeller pitch is adjusted so that the required RPM
will be obtained as shown in the following diagram.
2300
2175
2000
RPM
1750
0
0
'
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20
% LOAD
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100
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Airplane Description
CAUTION
Operation on the ground at high RPM should be avoided as
far as possible, as the blades could suffer stone damage. For
this reason a suitable site for engine runs should be selected,
where there are no loose stones or similar items.
WARNING
Never move the propeller by hand.
'
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Airplane Description
7.9.4 ENGINE INSTRUMENTS
Compact Engine Display (CED 125)
NOTE
Indicated values are only for
general information. Exact values
cannot be indicated on the CED
125.
Indications on the Engine Instrument CED 125
'
Designation
Indication
Unit
RPM
Propeller RPM
1/min
OP
Oil pressure
bar
OT
Engine oil temperature
°C
CT
Coolant temperature
°C
GT
Gearbox temperature
°C
LOAD
Available power
%
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Airplane Description
Auxiliary Engine Display (AED 125)
Fuel quantity:
2 digits = appr. 1 US gal
Indications on the Auxiliary Engine Instrument AED 125
'
Designation
Indication
Unit
FUEL QUANTITY MAIN
Fuel quantity MAIN tank
gal
FUEL QUANTITY AUX
Fuel quantity AUX tank
gal
WATER LEVEL
Coolant level
--
FUEL TEMP. LEFT
Fuel temperature left tank
°C
FUEL TEMP. RIGHT
Fuel temperature right tank
°C
GENERATOR
Ampères
A
VOLT
Volts
V
FUEL FLOW
Fuel flow
US gal/h
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Airplane Description
7.9.5 FUEL SYSTEM
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Airplane Description
Fuel is injected with high pressure directly into the cylinders. The injection nozzles (one
per cylinder) are supplied with fuel by the common rail. Pressure inside the rail is
generated by a high pressure pump which receives fuel from a low pressure pump. Both
pumps are powered mechanically by the engine.
Normally fuel is taken only from the MAIN tank (left wing). Fuel that is not injected is lead
through the AUX tank (right wing) back into the MAIN tank (left wing). This way hot fuel
from the rail is cooled and cold fuel in both tanks is heated. With the help of an electrical
transfer pump fuel can be transferred from the AUX tank (right wing) to the MAIN tank
(left wing) manually.
The transfer pump is switched off automatically when the auxiliary tank is empty or the
main tank is full.
If fuel transfer with the transfer pump becomes impossible for any reason, fuel can also
be taken directly from the AUX tank (right wing). As the return line goes back into the
MAIN tank (left wing), fuel will be transferred from right to left.
The rail pressure is controlled by an electrical valve using the return flow as parameter.
CAUTION
Switching the emergency fuel valve to the EMERG.
TRANSFER position will start the transfer of fuel with the help
of the engine driven fuel pump from the auxiliary tank
through the fuel return line to the main tank at a rate of
approximately 18 to 21 US gal/h (70 to 80 liters/h). The
emergency fuel valve must be switched back to the NORMAL
position before the auxiliary tank indication reads zero. If the
emergency fuel valve is not switched back to the NORMAL
position, the engine will stop during flight when the auxiliary
tank is empty.
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Emergency fuel valve
The emergency fuel valve is situated on the center console. Its positions are NORMAL,
EMERG. TRANSFER and OFF. The desired position is reached by turning the valve
handle while pulling up the safety catch on the valve handle. This is to ensure that a
selection is not made unintentionally.
Fuel tanks
Main tank (left wing):
The main tank consists of an aluminum chamber and a filler tube which are connected
by a flexible hose. There are two tank vents. One includes a check valve with a capillary
and one includes a relief pressure valve, which operates at 150 mbar (2 psi) and allows
fuel and air to flow to the outside with higher internal pressure. The relief pressure valve
protects the tank against high pressure, if the tank will be overfilled in case of a fuel
transfer failure. The check valve with capillary allows air to enter the tank but prevents
flow of fuel to the outside. The capillary equalizes the air pressure during climb. The hose
terminations are situated on the underside of the wing, approximately 2 meters (7 ft) from
the wing tip.
Auxiliary tank (right wing):
The auxiliary tank consists of an aluminum chamber and a filler tube which are connected
by a flexible hose. There are two tank vents. One includes a check valve with a capillary
and one includes a capillary. The check valve with capillary allows air to enter the tank
during descent but prevents flow of fuel to the outside. The capillary equalizes the air
pressure during climb. The second capillary is installed for additional safety. The hose
terminations are situated on the underside of the wing, approximately 2 meters (7 ft) from
the wing tip.
In each tank a coarse filter (finger filter) is fitted before the outlet. To allow draining of
the tank, there is an outlet valve at its lowest point.
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A gascolator sits at the lowest point in the fuel system. A drain valve is fitted to the
gascolator, which can be used to remove water and sediment which has collected in the
fuel system. This valve is fitted centrally on the underside of the fuselage, approximately
30 cm (1 ft) forward of the wing leading edge.
A capacity probe measures the fuel quantity in each tank. The AED shows only counts.
The indication is non-linear, therefore proportional calculations to determine the remaining
fuel quantity or direct calculations of fuel consumption are not possible. Information about
the fuel consumption can be found in Chapter 5 (PERFORMANCE).
Long Range Tank
If the Long Range Tank is installed, the filler tube of the main and the auxiliary tank is
replaced by another tank chamber. This tank chamber has a capacity of approx. 5 US gal
(19 liters). The ventilation system of the main and the auxiliary tank remains unchanged.
A capacity probe ascertains fuel quantity in the Long Range Tank. When the fuel quantity
indicator reads zero, only the unusable fuel remains in the tank. The useable capacity
of each tank is 19.5 US gal, the maximum quantity that can be indicated is 15 US gal.
Up to an actual quantity of 15 US gal the indication is correct. At an actual quantity above
15 US gal the indication remains at 15 US gal.
NOTE
When the fuel quantity indicator reads 15 US gal, the correct
fuel quantity must be determined with the alternate mean for
fuel quantity indication. If this measurement is not carried out,
the fuel quantity available for flight planning is 15 US gal.
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Alternate mean for fuel quantity indication for the Standard Tank
The alternate mean for fuel quantity
indication allows the fuel quantity in the tank
to be determined during the pre-flight
inspection. It functions according to the
principle of communicating containers. The
fuel quantity measuring device has a recess
which fits the airfoil of the wing. With this
recess the device is held against the stall
strip at the leading edge of the wing. The
exact position is marked by a bore in the stall
strip. Then the metal connector is pressed
against the drain of the tank. The amount of
fuel in the tank can now be read off from the
vertical ascending pipe.
For an exact indication the airplane must
stand on a horizontal ground.
The designated place for the fuel quantity
measuring device is the bag on the rear side
of the pilot seat.
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Alternate Mean for fuel quantity indication for Long Range Tank
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7.9.6 COOLING SYSTEM
The water cooling system consists of a radiator and a bypass to this radiator. The bypass
cooler is in operation when coolant temperatures are low. It therefore allows a warm-up
of the engine. Upon reaching a certain temperature (approximately 80 °C) the radiator
is activated by a thermostat valve. Additionally a coolant to air heat exchanger is provided
for the cabin heat system. The flow through the heat exchanger is independent of the
coolant temperature. An expansion tank helps to adjust the pressure in the system. The
system is protected against overpressure by means of a pressure relief valve.
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7.9.7 TURBOCHARGER SYSTEM
The exhaust system contains a collecting line which collects exhaust gases from the
outlets of the cylinders and leads them to the turbine of the turbocharger. Behind the
turbine the exhaust gases are guided through the lower cowling to the exterior of the
airplane. Excess exhaust gases bypass the turbine. The bypass is controlled by the ECU
through the waste gate valve. A manifold pressure sensor behind the compressor allows
the ECU to calculate the correct position of the waste gate valve. This prevents too high
manifold pressures at low density altitudes. The intake air is compressed in the
compressor which is driven by the turbine, and afterwards cooled down in the intercooler
to increase power. Cooling the air increases efficiency through the higher density of the
cooler air.
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7.9.8 OIL SYSTEMS
The engine has two separate oil systems.
Lubrication system (engine and turbocharger)
The engine lubrication is a wet sump lubrication system. Oil is cooled by a separate cooler
on the underside of the engine.
A dip-stick is provided to check the oil quantity through an inspection hole in the upper
cowling. If required, oil can also be filled in there (for specified oil types refer to 2.4 POWER-PLANT LIMITATIONS).
Gearbox and propeller governor system
The second oil circuit lubricates the gear and serves the governor system and the
regulation of the propeller.
Gear oil quantity can be checked with the help of an inspection glass which can be
reached through an inspection hole on the front side of the lower cowling.
CAUTION
If the gear oil quantity is too low, an unscheduled
maintenance is necessary (for specified oil types refer to 2.4
- POWER-PLANT LIMITATIONS).
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7.10 ELECTRICAL SYSTEM
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7.10.1 GENERAL
The DA 40 D has 12 Volt DC system, which can be sub-divided into:
- Power generation
- Storage
- Distribution
- Consumers
Power generation
Power generation is provided by a 90 ampère alternator (generator) which is mounted
on the bottom left side of the engine. The alternator is driven by a flat-belt.
The power output line of the alternator is connected to the 'battery bus' via a 100 A fuse,
which is installed in the relay junction box mounted on the left-hand side of the firewall.
The power output line also runs through the current sensor, which provides an indication
of the power being supplied to the electrical system by the alternator including the current
for battery charging. The alternator has an internal voltage regulator which regulates
the output voltage between 12 and 14 V. In the event of a main battery failure the field
of the alternator is energized by a 12 V, 1.3 Ah sealed-lead-acid battery ('excitation'battery) which is installed behind the instrument panel. The 'ENGINE MASTER'-switch
connects the 'excitation'-battery to the alternator field via a 5 A fuse.
Storage
'Main'-battery power is stored in a 12 V, 35 Ah lead-acid battery mounted on the right-hand
side of the firewall. The 'main' battery is connected to the 'hot battery bus' via a 100 A
fuse and to the 'battery bus' via the 'battery'-relay which is installed in the relay junction
box on the left-hand side of the firewall.
The 'battery'-relay is controlled with the 'ELECTRIC MASTER'-key switch which is located
on the left-hand side of the instrument panel.
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In addition, a 12 V, 12 Ah sealed-lead-acid battery ('ECU backup'-battery) is installed
under the rear right seat as a further source of power for the 'Engine Control Unit' (ECU
B only).
Under normal operating conditions the 'ECU backup'-battery is charged by the 'ECU bus'.
In the event of an alternator failure and a depleted 'main'-battery the 'ECU alternate
power'-relay connects the 'ECU backup'-battery automatically to ECU B via a 30 A fuse.
This prevents the engine from stopping in the unlikely event of an alternator failure and
a totally discharged 'main'-battery.
' In addition, a non-rechargeable dry battery is installed in the IFR model as a further source
' of power for the attitude gyro (artificial horizon) and the flood light. When the
' EMERGENCY switch is set to ON, these two systems are supplied with power for 1 hour,
' independent of all other electrical consumers. During each 100 hour inspection, this
' battery is checked for proper functioning. Every 2 years or after use (broken seal on the
' switch) the battery cells must be replaced.
Distribution
Electrical power is distributed via the 'hot battery bus', the 'battery bus', the 'ECU-bus',
the 'main bus', the 'essential bus', the 'avionic bus', and the 'essential avionic bus'.
Hot battery bus:
The 'hot battery bus' is directly connected to the 'main'-battery via a 100 A fuse installed
in the relay junction box and cannot be disconnected from the 'main'-battery. The 'hot
battery bus' provides power to the pilot map/reading light and the accessory power plug
which are protected by their own fuses.
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Battery bus:
The 'battery bus' is connected to the 'main'-battery via the 'battery'-relay which can be
controlled by the 'ELECTRIC MASTER'-key switch. The 'battery bus' provides power to
the 'ECU bus' and heavy duty power to the starter. It also provides power to the 'main
bus' via the 'power'-relay which can be controlled by the 'ELECTRIC MASTER'-key switch
and the 'ESSENTIAL BUS'-switch. The 'ELECTRIC MASTER'-key switch must be set
to 'ON' and the 'ESSENTIAL BUS'-switch must be set to OFF to connect the 'battery bus'
to the 'main bus'.
The 'battery bus' is also connected to the power output line of the alternator and the power
input line of the external power plug.
ECU bus:
The 'ECU bus' is directly connected to the 'battery bus' and provides power for the ECU
A and ECU B via the 'ENGINE MASTER'-switch. It also provides power for charging the
'ECU backup'-battery via the 'ECU alternate power'-relay. The 'ENGINE MASTER'-switch
must be set to 'ON' to connect the ECU A and ECU B to the 'ECU bus'.
Main bus:
The 'main bus' is connected to the 'battery bus' via the 'power'-relay. It provides power
to the consumers directly connected to the 'main bus' and the 'avionic bus' via the 'avionic
master'-relay. The 'AVIONIC MASTER'-switch must be set to 'ON' to connect the 'main
bus' to the 'avionic bus'. Under normal operating conditions the 'main bus' is also
connected to the 'essential bus' via the 'essential tie'-relay. In the event of an alternator
failure the pilot must switch ON the 'ESSENTIAL BUS'-switch (refer to Section 3.7.2
FAILURES IN THE ELECTRICAL SYSTEM). This separates the 'main bus' from the
'essential bus' and the equipment connected to the 'main bus' no longer has power.
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Essential bus:
Under normal operating conditions the 'essential bus' is connected to the 'main bus' via
the 'essential tie'-relay. The 'essential bus' provides power to the consumers connected
to the 'essential bus' and the 'essential avionic bus' via the 'essential avionic'-relay. The
'AVIONIC MASTER'-switch must be set to 'ON' to connect the 'essential bus' to the
'essential avionic bus'. In the event of an alternator failure the pilot must switch ON the
'ESSENTIAL BUS'-switch (refer to Section 3.7.2 FAILURES OF THE ELECTRICAL
SYSTEM). This separates the 'essential bus' from the 'main bus'. The 'essential bus' is
then connected to the 'hot battery bus' which provides battery power for a limited time
to the equipment essential for safe flight and landing. The red warning light on the switch
is illuminated when the 'ESSENTIAL BUS'-switch is set to 'ON'.
Consumers
The individual consumers (e.g. radio, electrical fuel transfer pump, position lights, etc.)
are connected to the appropriate bus via automatic circuit breakers.
Designations and abbreviations used to identify the circuit breakers are explained in
Section 1.5 DEFINITIONS AND ABBREVIATIONS.
Voltmeter
The voltmeter shows the voltage of the ECU bus. Under normal operating conditions the
alternator voltage is shown, otherwise it is the voltage of the 'main'- or 'ECU backup'battery, depending on which battery is actually connected to the 'ECU bus'.
Ammeter
The ammeter displays the intensity of current which is supplied to the electrical system
by the alternator.
Landing and taxi lights
Landing and taxi lights are built into the left wing, and are each operated by means of
a switch (LANDING, TAXI) on the row of switches on the instrument panel.
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Position and strobe lights
Combined position and strobe lights (anti collision lights) are installed on both wing tips.
Each system is operated by a switch (POSITION, STROBE) on the row of switches on
the instrument panel.
Flood light
A two-dimensional light emitter is mounted above the instrument panel. It illuminates the
instrument panel as well as all levers, switches, etc. With a rotary button (FLOOD) in
the left-hand section of the instrument panel the flood light is switched on and its
brightness is adjusted.
Instrument lighting
With a rotary button (INSTRUMENT) in the left-hand section of the instrument panel the
internal lighting of the instruments is switched on and its brightness is adjusted.
Pitot heating
The Pitot probe, which provides measurement for the Pitot-static system, is electrically
heated. The heating is activated with a switch (PITOT) on the row of switches on the
instrument panel. The temperature is automatically kept constant by means of a thermal
switch on the Pitot probe, and as an additional safety measure a thermal fuse is built
in. If this thermal fuse is activated, the Pitot heating can no longer be switched on, and
the Pitot heating caution will be displayed. In this case the system should be serviced.
The Pitot heat caution light is also on if the Pitot heating is switched off.
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7.10.2 ENGINE CONTROL UNIT / ECU
Engine control and regulation
The ECU monitors, controls and regulates all important parameters for engine operation.
Sensors installed are:
- Oil temperature (lubrication system engine) / OT
- Oil pressure (lubrication system engine) / OP
- Coolant temperature / CT
- Gearbox temperature / GT
- Camshaft RPM (twice)
- Crankshaft RPM (twice)
- Fuel pressure in the common rail
- Manifold pressure
- Manifold air temperature
- Ambient air pressure
- Propeller governor / oil pressure
- Power lever position (twice)
- Voltage
- ELECTRIC MASTER signal (starter)
- Fuel pressure
- 'ECU Swap'-switch signal
- 'ECU Test'-switch signal
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In accordance with the received signals and a comparison with the programmed
characteristic diagrams the necessary inputs are calculated and transmitted by the
following signal lines to the engine:
- Activation of starter (relay)
- Signal for propeller governor pressure valve
- Signal for the rail-pressure regulation valve
- Signal for each of the 4 injection nozzles
- Activation of the glow plugs
- Signal for the waste gate valve
The following signals are transmitted to the annunciator panel installed in the instrument
panel:
- Glow sparks active
- Status ECU A
- Status ECU B
Normally the engine is controlled and regulated by the ECU A. The ECU B is a backup
system to ensure redundancy. In case of an internal error during operation or the loss
of a sensor signal the system automatically switches to the ECU B. If the loss of the sensor
signal was the cause for the error, the system automatically switches back to ECU A.
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7.10.3 ANNUNCIATOR PANEL (WARNING, CAUTION AND STATUS LIGHTS)
Testing the annunciator panel
In the process of the pre-flight check, proper functioning of the annunciator panel must
be verified. This functional check is automatically started after switching the ELECTRIC
MASTER to ON. All lights are flashed, and the aural alert is muted. By pressing the
'acknowledge' button, the lights are extinguished, and a momentary aural alert is sounded.
This test verifies functionality of the microprocessor, the lights, and the aural signal.
The pilot may initiate additional system tests by holding the 'acknowledge' button for 2
seconds. All lights will begin to blink, and the aural alert will sound continuously.
Warning messages
A warning is indicated by a continuous aural alert (sounded in the airplane's intercomm
system), blinking of the red WARNING light, and blinking of the red warning light
associated with the affected system.
By pressing the 'acknowledge' button, which is now illuminated green, the aural alert
will be terminated, and the WARNING light will be extinguished. The warning light
associated with the affected system will change from blinking to solid illumination.
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Door warning (DOORS)
The door warning is indicated when one of the two cabin doors is not closed or latched.
Starter warning message (START)
The starter warning message is displayed when the connection between the starter motor
and the engine has not been broken. This occurs when the pinion of the starter motor
remains engaged.
Furthermore, the START warning light is illuminated continuously as long as the starter
is being operated. In this case the WARNING light and the aural alert will not be activated.
The procedure to be followed upon starter warning is given in 3.7.2 FAILURES IN THE
ELECTRICAL SYSTEM.
Trim failure warning message (TRIM FAIL)
The White Wire annunciator panel is prepared for the installation of an autopilot in the
DA 40 D. When the autopilot is installed and ready for operation, this warning message
indicates a failure of the automatic trim system of the autopilot. For further details, refer
to the Supplement to the AFM for the autopilot (if installed).
Caution messages
A caution is indicated by a momentary aural alert (sounded in the airplane's intercomm
system), blinking of the amber CAUTION light, and blinking of the amber caution light
associated with the affected system.
By pressing the 'acknowledge' button, which is now illuminated green, the CAUTION light
will be extinguished. The caution light associated with the affected system will change
from blinking to solid illumination.
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Alternator caution message (ALTERNATOR)
The alternator caution message is displayed on alternator failure. The only remaining
source of electrical power is the battery.
The procedure to be followed upon alternator caution is given in 4B.3.4 ALTERNATOR
FAILURE.
Low voltage caution message (LOW VOLTS)
The low voltage caution message is displayed when the on-board voltage drops below
12.6 volts. It is terminated when the voltage exceeds 12.9 volts again.
The procedure to be followed upon low voltage caution is given in 4B.3.1 LOW VOLTAGE
CAUTION (LOW VOLTS).
Engine control unit caution message (ECU A or ECU B)
This caution message is displayed in case of a malfunction of the related engine control
unit (ECU A or ECU B).
Low fuel caution message (LOW FUEL)
As soon as the amount of usable fuel in the main tank is less than 3 US gal (+2/-1 US
gal), this caution message is displayed.
The indication is calibrated for straight and level flight. The caution message may be
triggered during turns which are flown with slip, or while taxiing in curves.
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Pitot heating caution message (PITOT)
The Pitot heating caution message is displayed when the Pitot heating is switched off,
or when there is a failure of the Pitot heating system.
Prolonged operation of the Pitot heating on the ground can also cause the Pitot heating
caution message to be displayed. In this case it indicates the activation of the thermal
switch, which prevents overheating of the Pitot heating system on the ground. This is
a normal function of the system. After a cooling period, the heating system will be switched
on again automatically.
Engine parameter caution message (ENGINE)
This caution message is displayed if a parameter shown on the engine instruments (AED
125 or CED 125) is outside of the green range.
The procedure to be followed is given in 4B.2 INSTRUMENT INDICATIONS OUTSIDE
OF GREEN RANGE.
Status lights
Fuel transfer pump status light (FUEL TRANS)
This light will be illuminated as long as the electric fuel transfer pump is active.
Glow plugs status light (GLOW)
This status light will be illuminated as long as the glow plugs are active.
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7.11 PITOT-STATIC SYSTEM
Total pressure is measured at the leading edge of a Pitot probe under the left wing. Static
pressure is measured at two orifices at the lower and rear edges of the same probe. To
protect against dirt and condensation there are filters in the system, which are accessible
from the wing root. The Pitot probe is electrically heated.
With the alternate static valve, the static pressure in the cabin can be used as static
pressure source in the event of a failure of the Pitot-static system.
7.12 STALL WARNING SYSTEM
If airspeed drops below approximately 1.1 times the stalling speed, the stall warning horn,
located in the instrument panel, will sound. The horn becomes progressively louder the
closer one gets to stalling speed. Suction at an orifice on the left wing leading edge
activates the horn via a hose. The orifice for the stall warning in the left wing is marked
by a red ring.
7.13 AVIONICS
The radio and navigation equipment is located in the central part of the instrument panel.
A push-to-talk (PTT) button for the radio is mounted on the end of each control stick.
There are connection facilities for up to 4 headsets between the front seats.
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CHAPTER 8
AIRPLANE HANDLING, CARE AND MAINTENANCE
Page
8.1
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
8.2
AIRPLANE INSPECTION INTERVALS . . . . . . . . . . . . . . . . . . . . . . 8-2
8.3
AIRPLANE ALTERATIONS OR REPAIRS . . . . . . . . . . . . . . . . . . . 8-3
8.4
GROUND HANDLING / ROAD TRANSPORT . . . . . . . . . . . . . . . . . 8-3
8.4.1 GROUND HANDLING WITHOUT TOW BAR . . . . . . . . . . . . 8-3
8.4.2 GROUND HANDLING WITH TOW BAR . . . . . . . . . . . . . . . . 8-4
8.4.3 PARKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
8.4.4 MOORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
8.4.5 JACKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
8.4.6 ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
8.4.7 ROAD TRANSPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
8.5
CLEANING AND CARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
8.5.1 PAINTED SURFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
8.5.2 CANOPY AND REAR DOOR . . . . . . . . . . . . . . . . . . . . . . . 8-11
8.5.3 PROPELLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-11
8.5.4 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-11
8.5.5 INTERIOR SURFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-11
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8.1
Handling
INTRODUCTION
Chapter 8 contains the manufacturer's recommended procedures for proper ground
handling and servicing of the airplane. The Airplane Maintenance Manual (Doc. No.
6.02.01) lists certain inspection and maintenance requirements which must be followed
if the airplane is to retain a new plane performance and reliability.
8.2
AIRPLANE INSPECTION INTERVALS
Inspections of the Airframe are scheduled every 50, 100, 200 and 1000 hours, inspections
of the power plant every 50, 200, 500 and 1000 hours. Independent of the flight hours
an annual inspection must be performed every year. The respective inspection checklists
are prescribed in the Airplane Maintenance Manual, Chapter 05.
For maintenance work on engine and propeller, the currently effective Operator's Manuals,
Service Instructions, Service Letters and Service Bulletins of TAE and mt-Propeller must
be followed. For airframe inspections, the currently effective checklists/manuals, Service
Bulletins and Service Instructions of the manufacturer must be followed.
CAUTION
Unscheduled maintenance checks are required after:
- hard landings
- propeller strike
- engine fire
- lighting strike
- occurrence of other malfunctions and damage
Unscheduled maintenance checks are described in the
Airplane Maintenance Manual (Doc. No. 6.02.01; Section
05-50).
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8.3
Handling
AIRPLANE ALTERATIONS OR REPAIRS
Alterations or repairs of the airplane may be carried out only according to the Airplane
Maintenance Manual, Doc. No. 6.02.01, and only by authorized personnel.
8.4
GROUND HANDLING / ROAD TRANSPORT
8.4.1 GROUND HANDLING WITHOUT TOW BAR
During forward traversing the nose wheel will follow the movement of the airplane. Change
in direction is achieved by pulling on the propeller near the spinner. To traverse in the
rear direction, the tail section of the airplane should be pushed down until the nose wheel
is clear of the ground. This method can also be used to turn the airplane around its main
landing gear.
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8.4.2 GROUND HANDLING WITH TOW BAR
For pushing or pulling the airplane on the ground, it is recommended to use the tow bar
which is available from the manufacturer. The tow bar is bent apart and engaged in the
appropriate holes in the nose wheel fairing as shown on the picture below. The arresting
knob must be fully engaged.
%
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DA 40 D AFM
Handling
WARNING
The tow bar must be removed before starting the engine.
CAUTION
The tow bar may only be used for moving the airplane on the
ground by hand. After moving the airplane, the tow bar must
be removed.
NOTE
When moving the airplane rearward, the tow bar must be held
firmly to prevent abrupt sideward deflection of the nose
wheel.
%
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Handling
8.4.3 PARKING
For short term parking, the airplane must be positioned into the wind, the parking brake
must be engaged and the wing flaps must be in the retracted position. For extended and
unattended parking, as well as in unpredictable wind conditions, the airplane must be
anchored to the ground or placed in a hangar. Parking in a hangar is recommended.
Control surfaces gust lock
The manufacturer offers a control surfaces gust lock which can be used to block the
primary controls. It is recommended that the control surfaces gust lock be used when
parking outdoors, because otherwise the control surfaces can hit the stops in strong tail
wind. This can lead to excessive wear or damage.
WARNING
The control surfaces gust lock must be removed before flight.
The control surfaces gust lock is installed as follows:
1. Move the rudder pedals fully rearward.
2. Engage the control surfaces gust lock with the pedals.
3. Engage the stick, wrap straps around stick once.
4. Attach the locks and tighten the straps.
For removal, reverse the sequence.
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Handling
8.4.4 MOORING
The tail fin of the airplane has a hole which can be used to tie-down the airplane to the
ground. Also on each wing near the wing tip, an eyelet with a metric M8 thread can be
installed and used as tie-down points.
8.4.5 JACKING
The airplane can be jacked at the two jackpoints located on the lower side of the
fuselage's LH and RH root ribs as well as at the tail fin.
8.4.6 ALIGNMENT
For alignment push down on the tail section at the fuselage/vertical tail junction until the
nose wheel is clear of the ground. With the nose wheel free, the airplane can be turned
around the main landing gear. After turning the airplane into the correct position, release
the tail section slowly until the nose wheel is back on the ground.
%
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Handling
8.4.7 ROAD TRANSPORT
For transporting the airplane on the road it is recommended that an open trailer be used.
All airplane components must be stored on a cushioned surface and secured to avoid
any movement during transportation.
1. Fuselage:
The fuselage should stand on the main and nose landing gear. It must be ensured that
the fuselage will not move in any direction. Furthermore, it must be ensured that the
propeller has sufficient clearance so that it cannot be damaged due to fuselage movement
during transportation.
2. Wings:
For transportation, both wings must be removed from the fuselage. To avoid any damage,
the wings must be stored in an upright position on the leading edge with the root rib area
positioned on an upholstered profiled surface with a width of at least 400 mm (1.3 ft).
The outside wing area (approximately 3 m (10 ft) from the root rib area) must be placed
on an upholstered profiled surface with a minimum width of 300 mm (1 ft).
The wings must be secured to avoid any sliding movement to the rear.
3. Horizontal stabilizer:
The horizontal stabilizer must be stored flat on the trailer and secured with straps, or in
an upright position sitting on the leading edge on a profiled surface. All storing surfaces
must be upholstered with felt or cellular rubber.
%
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DA 40 D AFM
8.5
Handling
CLEANING AND CARE
CAUTION
The airplane must be kept clean. The bright surface prevents
the structure from overheating.
CAUTION
Excessive dirt deteriorates the flight performance.
8.5.1 PAINTED SURFACES
The entire surface of the airplane is painted with a white weatherproof two component
paint. Nevertheless, the airplane should be protected against moisture and dampness.
The airplane should not be stored outdoors for long periods of time. Moisture that has
penetrated must be removed by storing the affected parts in a dry place and turning them
over several times.
Dirt, insects, etc. can be removed with water alone and if necessary with a mild detergent.
An automotive paint cleaner can be used for stubborn spots. For best results, clean the
airplane after the day's flying is ended, so that the dirt will not become ingrained.
Oil stains, exhaust stains, etc. on the lower fuselage skin can be removed with a cold
detergent. Before starting, ensure that the detergent does not affect the surface finish.
Use commercial automotive preservatives without silicone additives to conserve the paint
finish.
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Handling
8.5.2 CANOPY AND REAR DOOR
The canopy and rear door should be cleaned with 'Plexiklar' or any other acrylic glass
detergent if available; otherwise use lukewarm water. Final cleaning should be done with
a clean piece of chamois-leather or soft cloth. Never rub or polish dry acrylic glass.
8.5.3 PROPELLER
Damage and malfunctions during operation must be inspected by authorized personnel.
Surface
The manufacturer uses PU paint or acrylic paint which is resistant to almost any solvent.
The blades may be treated with commercial automotive cleaning agents or preservatives.
The penetration of moisture into the wooden core must be avoided by all means. Should
doubts arise, an appropriately rated inspector must be consulted.
8.5.4 ENGINE
Engine cleaning is part of the scheduled inspections.
8.5.5 INTERIOR SURFACES
The interior should be cleaned using a vacuum cleaner. All loose items (pens, bags etc.)
should be removed or properly stored and secured.
All instruments can be cleaned using a soft dry cloth, plastic surfaces should be wiped
clean using a damp cloth without any cleaning agents.
%
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DA 40 D AFM
Supplements
CHAPTER 9
SUPPLEMENTS
Page
%
%
9.1
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
9.2
LIST OF SUPPLEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
9.3
AMENDMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
Doc. No. 6.01.05-E
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DA 40 D AFM
9.1
Supplements
INTRODUCTION
Chapter 9 contains information concerning additional (optional) equipment of the DA 40 D.
Unless otherwise stated, the procedures given in the Supplements must be applied in
addition to the procedures given in the main part of the Airplane Flight Manual.
All approved supplements are listed in the List of Supplements in this Chapter.
The Airplane Flight Manual contains exactly those Supplements which correspond to
the installed equipment according to the Equipment Inventory of Section 6.5.
%
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DA 40 D AFM
9.2
Supplements
LIST OF SUPPLEMENTS
Airplane S/N:
Sup.
No.
Registration:
Title
Date:
Rev.
No.
Date
0
applicable
YES
NO
11-Nov-2002
9
9
2
17-Feb-2003
9
9
2
17-Feb-2003
9
9
3
17-Feb-2003
9
9
0
11-Nov-2002
9
9
2
17-Feb-2003
9
9
1
17-Feb-2003
9
9
0
11-Nov-2002
9
9
0
11-Nov-2002
9
9
Intercomm System,
A2
Model PM 1000 II
PS Engineering, Inc.
%
%
%
A9
%
%
%
A10
%
%
%
A11
A13
%
%
A17
DME, KN 62 A
Bendix/King
Compass System, KCS 55 A
Bendix King
Autopilot, KAP 140
Bendix/King
GNS 430
Garmin
A18
A19
A20
%
Bendix/King
COM / NAV / GPS
%
%
%
%
ADF, KR 87
Audio Panel, GMA 340
Garmin
Transponder, GTX 327
Garmin
CDI, GI 106A
GARMIN
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DA 40 D AFM
Supplements
Airplane S/N:
Sup.
No.
%
%
Registration:
Title
Date:
Rev.
No.
Date
1
applicable
YES
NO
20-Dec-2002
9
9
2
28-Feb-2003
9
9
1
20-Feb-2003
9
9
0
11-Nov-2002
9
9
0
20-Mar-2003
9
9
1
14-Mar-2003
9
9
0
11-Nov-2002
9
9
0
11-Nov-2002
9
9
GPS Annunciation Unit
A23
%
MD41-1488/1484
MID CONTINENT
%
%
%
A24
%
%
%
A25
Stormscope
WX 500
Audio Panel
GMA 340, VFR
COM / NAV / GPS
A26
GNS 430 (VFR Operation)
GARMIN
%
%
COM / NAV / GPS
A28
%
GNS 530 (VFR Operation)
Garmin
Attitude Indicator,
%
E3
AIM 1100-14LK(0D)
BF Goodrich
DIGITAL CHRONOMETER
E4
MODEL 803
DAVTRON
Attitude Indicator,
E5
LUN 1241
MIKROTECHNA
%
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DA 40 D AFM
Supplements
Airplane S/N:
Sup.
No.
Registration:
Title
Date:
Rev.
No.
Date
0
applicable
YES
NO
11-Nov-2002
9
9
0
11-Nov-2002
9
9
0
12-May-2003
9
9
Emergency Locator Transmitter,
S1
Model E-01
ACK
Emergency Locator Transmitter,
S2
JE2-NG
JOLLIET ELECTRONIQUE
%
%
%
S3
%
Doc. No. 6.01.05-E
Emergency Locator Transmitter
ARTEX C406-1
Revision 3
26-May-2003
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DA 40 D AFM
9.3
Supplements
AMENDMENTS
There are no Amendments at this time.
%
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