Diamond DA40-AFM-POH - Miami Flight Center

Diamond DA40-AFM-POH - Miami Flight Center
AIRPLANE FLIGHT
FLIGHT MANUAL
MANUAL
AIRPLANE
DA 40
40 F
F
DA
Airworthiness Category
Airworthiness Category
Requirement
Requirement
Serial Number
Serial Number
Registration
Registration
Doc. No.
Doc. No.
Date of Issue
Date of Issue
: Normal, Utility
: Normal, Utility
: JAR-23
: JAR-23
: ________
: ________
: ________
: ________
: 6.01.02-E
: 6.01.02-E
: 15 March 2005
: 15 March 2005
Signature
Signature
Authority
Authority
:
:
:
:
___________________________
___________________________
___________________________
___________________________
Stamp
Stamp
Date of approval
Date of approval
:
:
:
:
___________________________
___________________________
___________________________
___________________________
This Flight Manual has been verified for EASA by the Austrian Civil Aviation Authority Austro
This Flight Manual has been verified for EASA by the Austrian Civil Aviation Authority Austro
Control (ACG) as Primary Certification Authority (PCA) in accordance with the valid
Control (ACG) as Primary Certification Authority (PCA) in accordance with the valid
Certification Procedures and approved by EASA with approval no.:_________________
2005 - 3345
Certification Procedures and approved by EASA with approval no.:_________________
This Airplane Flight Manual is FAA approved for U.S. registered aircraft in accordance with
This Airplane Flight Manual is FAA approved for U.S. registered aircraft in accordance with
the provisions of 14 CFR Section 21.29, and is required by FAA Type Certificate Data Sheet
the provisions of 14 CFR Section 21.29, and is required by FAA Type Certificate Data Sheet
no.: A47CE
no.: A47CE
__________________________________________________________________________
__________________________________________________________________________
DIAMOND AIRCRAFT INDUSTRIES GMBH
DIAMOND AIRCRAFT INDUSTRIES GMBH
N.A. OTTO-STR. 5
N.A. OTTO-STR. 5
A-2700 WIENER NEUSTADT
A-2700 WIENER NEUSTADT
AUSTRIA
AUSTRIA
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DA 40 F AFM
FOREWORD
We congratulate you on the acquisition of your new DIAMOND STAR.
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
STAR.
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 a pre-owned DIAMOND STAR, 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
:
support@diamond-air.at
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0.1 RECORD OF REVISIONS
All revisions of this manual, with the exception of C
Temporary Revisions,
C
updates of the modification level (Section 1.1),
C
updated mass and balance information (Section 6.3),
C
updates of the Equipment Inventory (Section 6.5), and
C
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 handwriting.
Temporary Revisions, if applicable, are inserted into 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.
Rev.
No.
Date of
Reason
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Approval
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15 Mar 2005
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Inserted
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0.3 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
DESCRIPTON 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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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...........................................................................1-15
1.6.1 CONVERSION FACTORS........................................................................1-15
1.6.2 CONVERSION CHART (LITERS / US GALLONS)...................................1-17
1.7 THREE-VIEW DRAWING................................................................................1-18
1.8 SOURCE DOCUMENTATION ........................................................................1-19
1.8.1 ENGINE ....................................................................................................1-19
1.8.2 PROPELLER ............................................................................................1-19
1.8.3 ENGINE INSTRUMENTS .........................................................................1-20
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DA 40 F AFM
1.1 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
Autopilot
OÄM 40-061
9 yes
9 no
Emergency switch
OÄM 40-067
9 yes
9 no
Alternate Static Valve
OÄM 40-072
9 yes
9 no
Long Range Tank
OÄM 40-071
9 yes
9 no
Door Locking System
OÄM 40-081
9 yes
9 no
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DA 40 F 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.
This Airplane Flight Manual constitutes an FAA Approved Airplane Flight Manual for US
registered airplanes in accordance with FAA regulation 14 CFR, Part 21.29.
CAUTION
The DA 40 F 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
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 F AFM
1.3 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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General
1.4 DIMENSIONS
Overall dimensions
Span
:
appr. 11.94 m
appr. 39 ft 2 in
Length
:
appr. 8.01 m
appr. 26 ft 3 in
Height
:
appr. 1.97 m
appr. 6 ft 6 in
Airfoil
:
Wortmann FX 63-137/20 - W4
Wing Area
:
appr. 13.54 m5
appr. 145.7 sq.ft.
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°
Wing
Mean aerodynamic
Aileron
Area (total, left + right) :
appr. 0.654 m5
appr. 7.0 sq.ft.
appr. 1.56 m5
appr. 16.8 sq.ft.
Wing flaps
Area (total, left + right) :
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Horizontal tail
Area
:
appr. 2.34 m2
appr. 25.2 sq.ft.
Elevator area
:
appr. 0.665 m5
appr. 7.2 sq.ft.
Angle of incidence
:
appr. -3.0° relative to longitudinal axis of airplane
Area
:
appr. 1.60 m5
appr. 17.2 sq.ft.
Rudder area
:
appr. 0.47 m5
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; 4 PR, 120 mph
Main wheel
:
6.00-6; 6 PR, 120 mph
Vertical tail
Landing gear
15x6.0-6; 6 PR, 120 mph
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General
1.5 DEFINITIONS AND ABBREVIATIONS
(a) Airspeeds
CAS:
Calibrated Airspeed. Indicated airspeed, corrected for installation and
instrument errors. CAS equals TAS at standard atmospheric conditions at
MSL.
KCAS:
CAS in knots.
IAS:
Indicated Airspeed as shown on an airspeed indicator.
KIAS:
IAS in knots.
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.
vFE:
Max. 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.
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DA 40 F AFM
vNO:
Maximum Structural Cruising Speed. This speed may be exceeded only in
smooth air, and then only with caution.
vS:
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 EC (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 EC (-69.7 °F) is
-0.0065 EC/m (-0.00357 °F/ft), and above this 0 EC/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.
Indicated Pressure Altitude:
Altitude reading with altimeter set to 1013.25 hPa (29.92 inHg).
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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.
Density Altitude:
Altitude in ISA conditions at which the air density is equal to the current air
density.
Wind:
The wind speeds which are shown as variables in the diagrams in this
manual should be regarded as headwind or downwind components of the
measured wind.
Demonstrated Crosswind Component:
The speed of the crosswind component at which adequate
maneuverability for take-off and landing has been demonstrated during
type certification.
(c) Flight performance and flight planning
MET:
Weather, weather advice.
NAV:
Navigation, route planning.
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(d) Mass and balance
DP:
Datum Plane; an imaginary vertical plane from which all horizontal
distances for center of gravity calculations are measured.
Moment Arm:
The horizontal distance from the Datum Plane to the Center of Gravity of a
component.
Moment:
The mass of a component multiplied by its moment arm.
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.
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.
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DA 40 F AFM
General
Empty Mass:
The mass of the airplane including unusable fuel, all operating
consumables and the maximum quantity of oil.
Useful Load:
The difference between take-off mass and empty mass.
Maximum Take-off Mass:
The maximum permissible mass for take-off.
Maximum Landing Mass:
The highest mass for landing conditions.
(e) Engine
Take-off Power:
Maximum permissible engine output power for take-off.
Maximum Continuous Power:
Maximum permissible engine output power used continuously during flight.
CHT:
Cylinder Head Temperature.
EGT:
Exhaust Gas Temperature.
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General
DA 40 F AFM
(f) Designation of the circuit breakers on the instrument panel
AVIONICS:
ADF
Automatic Direction Finder
AUDIO
Audio Panel / Intercom
AUTOPILOT
Autopilot
AVIONIC BUS
Avionic Bus
DME
Distance Measuring Equipment
ESSENTIAL AVIONIC
Essential Avionic Bus
GPS
Global Positioning System
NAV/COM
Navigation/Communication Equipment
XPDR
Transponder
ENGINE:
IGNITION
Ignition
INST. 1
Engine Instrument VM 1000
START
Starter
LIGHTING:
FLOOD
Flood Light
INST.
Instrument Lights
LANDING
Landing Light
POSITION
Position Lights
STROBE
Strobe Light (= Anti Collision Light = ACL)
TAXI/MAP
Taxi Light/Map Light
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DA 40 F AFM
General
SYSTEMS:
ANNUN.
Annunciator Panel
DG
Directional Gyro
FAN/OAT
Fan/Outside Air Temperature Indicator
FLAPS
Flaps
FUEL PUMP
Fuel pump
HORIZON
artificial horizon (attitude gyro)
PITOT HEAT
Pitot Heating System
T&B
Turn & Bank Indicator
ELECTRICAL:
ALT.
Alternator
ALT. PROT.
Alternator Protection
ALT. CONT.
Alternator Control
BATT.
Battery
ESSENTIAL TIE
Bus Interconnection
MAIN TIE
Bus Interconnection
MASTER CONTROL Master Control (avionic master switch, essential bus
switch, essential avionics relay, bus interconnection relay,
avionics master relay).
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General
DA 40 F AFM
(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 (Austrian Civil Airworthiness Authority).
ATC:
Air Traffic Control.
CFRP:
Carbon Fiber Reinforced Plastic.
GFRP:
Glass Fiber Reinforced Plastic.
JAR:
Joint Aviation Requirements.
JC/VP:
Joint Certification/Validation Procedure.
PCA:
Primary Certification Authority.
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DA 40 F AFM
General
1.6 UNITS OF MEASUREMENT
1.6.1 CONVERSION FACTORS
Dimension
SI-Units
US Units
Conversion
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]
Volume
Speed
[km/h]
kilometers
per hour
[mph] miles per hour
[km/h] / 1.609 = [mph]
[fpm] feet per minute
[m/s] x 196.85 = [fpm]
[m/s] meters per
second
Speed
rotation
of
Mass
[RPM] revolutions per minute
[kg]
Force, weight [N]
Pressure
kilograms
[lb]
pounds
[kg] x 2.2046 = [lb]
newtons
[lbf]
pounds force
[N] x 0.2248 = [lbf]
[inHg] inches
mercury
[mbar] millibars
[psi]
pounds
per [bar] x 14.504 = [psi]
square inch
[°F]
degrees
[°C]
degrees
Celsius
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15 Mar 2005
of
[hPa] = [mbar]
[hPa] hecto
pascals
[bar] bars
Temperature
--
[hPa] / 33.86 = [inHg]
[°C]x1.8 + 32 = [°F]
([°F] - 32)/1.8 = [°C]
Page 1-15
General
DA 40 F AFM
Dimension
SI-Units
US Units
Conversion
Intensity
electric
current
[A]
ampères
--
Electric
charge
(battery
capacity)
[Ah]
ampère-hours
--
Electric
potential
[V]
volts
--
Time
[sec] seconds
of
Page 1-16
--
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Doc. No. 6.01.02-E
DA 40 F 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
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General
DA 40 F AFM
11940 mm (39 ft 2 in)
)
8007 mm (26 ft 3 in
1.7 THREE-VIEW DRAWING
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DA 40 F AFM
General
1.8 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
Address:
Textron Lycoming
652 Oliver Street
WILLIAMSPORT, PA 17701, USA
Phone:
+1-570-323-6181
Documents:
a) Textron Lycoming Operator=s Manual, Aircraft Engines
60297-12 (Part No.)
b) Service Bulletins (SB), Service Instructions (SI); (e.g. SI
1014, SI 1070) Service Letters (SL); (e.g. SL114
(subscriptions))
1.8.2 PROPELLER
Address:
Sensenich Propeller Manufacturing Co., Inc.
14 Citation Lane
LITITZ, PA 17543, USA
Phone:
+1-717-569-0435
Fax:
+1-717-560-3725
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General
DA 40 F AFM
1.8.3 ENGINE INSTRUMENTS
Address:
VISION MICROSYSTEMS, INC. ADVANCED
ELECTRONIC INSTRUMENTATION
4255 Mitchell Way
BELLINGHAM, WA 98226, USA
Phone:
+1-360-714-8203
Documents:
5010002 REV F, VM 1000 Owner=s Manual
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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 ................................................................2-8
2.6 WARNING, CAUTION AND STATUS LIGHTS ...............................................2-10
2.7 MASS (WEIGHT) ............................................................................................2-12
2.8 CENTER OF GRAVITY ...................................................................................2-13
2.9 APPROVED MANEUVERS.............................................................................2-14
2.10 MANEUVERING LOAD FACTORS ...............................................................2-16
2.11 OPERATING ALTITUDE ...............................................................................2-17
2.12 FLIGHT CREW..............................................................................................2-17
2.13 KINDS OF OPERATION ...............................................................................2-18
2.14 FUEL .............................................................................................................2-21
2.15 LIMITATION PLACARDS ..............................................................................2-23
2.16 OTHER LIMITATIONS ..................................................................................2-29
2.16.1 TEMPERATURE.....................................................................................2-29
2.16.2 BATTERY CHARGE ...............................................................................2-29
2.16.3 EMERGENCY SWITCH..........................................................................2-29
2.16.4 OPERATION TIME OF ELECTRICAL EQUIPMENT ..............................2-29
2.16.5 DOOR LOCKING DEVICE......................................................................2-29
2.16.6 ELECTRONIC EQUIPMENT...................................................................2-30
2.16.7 SMOKING...............................................................................................2-30
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Operating Limitations
DA 40 F AFM
2.1 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.
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Operating Limitations
2.2 AIRSPEED
Airspeed
IAS
Remarks
108 KIAS
(above 980 kg / 2161 lb
up to 1150 kg / 2535 lb)
vA
Maneuvering
speed
94 KIAS
(780 kg / 1720 lb
up to 980 kg / 2161 lb)
vFE
Max. flaps extended speed
LDG: 91 KIAS
T/O: 108 KIAS
Do not make full or abrupt
control surface movement
above this speed.
Do not exceed these speeds
with the given flap setting.
vNO
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.
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Operating Limitations
DA 40 F AFM
2.3 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
>Caution= range - AOnly in smooth air@.
Red line
178 KIAS
Maximum speed for all operations vNE.
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Operating Limitations
2.4 POWER-PLANT LIMITATIONS
a) Engine manufacturer
:
Textron Lycoming
b) Engine designation
:
O-360-A4M
Max. take-off RPM
:
2700 RPM
Max. continuous RPM
:
2700 RPM
c) RPM limitations
The engine should meet the following limits during ground check:
Throttle: IDLE.........................................600 – 800 RPM
Throttle: FULL........................................minimum 2200 RPM
NOTE
The result of the ground check at full throttle is influenced by a
number of environmental factors, e.g. temperature, air pressure
and in particular head- or tailwind components. Headwind will
cause a higher RPM than tailwind.
d) Oil pressure
Minimum (IDLE)
:
25 psi / 1.72 bar
Maximum
:
97 psi / 6.69 bar
Normal operating range
:
55 to 95 psi / 3.8 to 6.55 bar
Minimum
:
4 qts / 3.8 l before take-off
Maximum
:
8 qts / 7.6 l
e) Oil quantity
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Operating Limitations
DA 40 F AFM
f) Oil temperature
:
245 °F (118 °C)
Minimum
:
1 psi / 0.069 bar
Maximum
:
8 psi / 0.552 bar
:
500 °F (260 °C)
i) Propeller manufacturer
:
Sensenich
j) Propeller designation
:
76EM8S10-0-63
k) Propeller diameter
:
1.93 m ± 0.00 m
Maximum
g) Fuel pressure
h) Cylinder head temperature
Maximum
76 in ± 0.0 in
l) Propeller pitch (0.75 R)
:
63 in
m) Oil specification:
Airplane engine oil should be used which meets SAEJ1899 (MIL-L-22851) Standard
(ashless dispersant type). During the first 50 hours of operation of a new or newly
overhauled engine, or after replacement of a cylinder, airplane engine oil should be used
which meets SAEJ1966 (MIL-L-6082) Standard (straight mineral type). The viscosity
should be selected according to the recommendation given in the following table:
Page 2-6
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Doc. No. 6.01.02-E
DA 40 F AFM
OAT at ground
level
Operating Limitations
During the first 50 hours:
After 50 hours:
SAEJ1966 / MIL-L-6082
SAEJ1899 / MIL-L-22851
Mineral Oil
Ashless Dispersant Oil
---
SAE 15-W50, SAE 20-W50
SAE 60
SAE 60
SAE 50
SAE 40 or SAE 50
SAE 40
SAE 40
SAE 20-W50
SAE 20-W50 or SAE 15-W50
SAE 30
SAE 30, SAE 40
or SAE 20-W40
SAE 20
SAE 30 or SAE 20-W30
All temperatures
above 80 °F
(above 27 °C)
above 60 °F
(above 16 °C)
30 °F to 90 °F
(-1 °C to 32 °C)
0 °F to 90 °F
(-18 °C to 32 °C)
0 °F to 70 °F
(-18 °C to 21 °C)
below 10 °F
(below -12 °C)
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Page 2-7
Operating Limitations
DA 40 F AFM
2.5 ENGINE INSTRUMENT MARKINGS
Engine instrument markings and their color code significance are shown in the table
below:
NOTE
When an indication lies in the upper or lower prohibited range, the
numerical indication will begin flashing as well.
Red
Yellow
Green
Yellow
Red
arc/bar
arc/bar
arc/bar
arc/bar
arc/bar
Indi-
=
=
=
=
=
cation
lower
lower
normal
upper
upper
prohibited
caution
operating
caution
prohibited
range
range
range
range
range
Manifold
Pressure
--
--
13 - 30 inHg
--
--
RPM
--
--
500 - 2700
RPM
--
above 2700 RPM
Oil
Temp.
--
--
149 - 230 °F
231 - 245 °F
above 245 °F
Cylinder
Head
Temp.
--
--
150 - 475 °F
476 - 500 °F
above 500 °F
Oil
Pressure
below
25 psi
25 - 55 psi
56 - 95 psi
96 - 97 psi
above 97 psi
Fuel
Pressure
below
1 psi
1 – 2 psi
2 – 7 psi
7 – 8 psi
above 8 psi
Fuel
Flow
--
--
1 - 20 US gal/hr
--
above
20 US gal/hr
Page 2-8
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Doc. No. 6.01.02-E
DA 40 F AFM
Operating Limitations
Red
Yellow
Green
Yellow
Red
arc/bar
arc/bar
arc/bar
arc/bar
arc/bar
Indi-
=
=
=
=
=
cation
lower
lower
normal
upper
upper
prohibited
caution
operating
caution
prohibited
range
range
range
range
range
Voltage
below
24.1 V
24.1 - 25 V
25.1 - 30 V
30.1 - 32 V
above 32 V
Ammeter
--
--
2 - 75 A
--
--
Fuel
Quantity
Standard
Tank
0 US gal
--
0 - 17 US gal
--
--
--
0 – 16 US gal
plus auxiliary:
3 - 9 US gal
--
--
Fuel
Quantity
Long
Range
Tank (if
installed)
0 US gal
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Operating Limitations
DA 40 F AFM
2.6 WARNING, CAUTION AND STATUS LIGHTS
The following tables show the color and significance of the warning and caution lights on
the annunciator panel.
NOTE
Section 7.11 includes a detailed description of the lights on the
annunciator panel.
Color and significance of the warning lights (red)
Warning lights (red)
Cause
OIL PRESS
oil pressure
Oil pressure below 25 psi
FUEL PRESS
fuel pressure
Fuel pressure below 1 psi
ALTERNATOR
Alternator
(generator)
Alternator failure
START
starter
Operation of starter or failure of the starter motor
to disengage from the engine after starting
DOORS
doors
Front canopy and/or rear door not completely
closed and locked
TRIM FAIL
trim failure
Failure in the automatic trim system of the
autopilot (if installed)
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DA 40 F AFM
Operating Limitations
Color and significance of the caution lights (amber)
Caution lights (amber)
Cause
1st caution:
fuel quantity in one tank less than 3 US gal
("1 US gal)
LOW FUEL
fuel quantity
2nd caution:
fuel quantity in second tank less than 3 US gal
("1 US gal)
LOW VOLTS
voltage
On-board voltage below 24.1 V
PITOT
Pitot heating
Pitot heating not switched ON, or fault in the
Pitot heating system
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Operating Limitations
DA 40 F AFM
2.7 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
:
1150 kg
2535 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.
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DA 40 F AFM
Operating Limitations
2.8 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) for flight conditions must lie 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:
a) Standard Tank:
2.59 m (102.0 in) aft of DP
b) Long Range Tank (if installed):
2.55 m (100.4 in) aft of DP
WARNING
Exceeding the center of gravity limitations reduces the
controllability and stability of the airplane.
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Page 2-13
Operating Limitations
DA 40 F AFM
2.9 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.
Page 2-14
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Doc. No. 6.01.02-E
DA 40 F 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.
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Page 2-15
Operating Limitations
DA 40 F AFM
2.10 MANEUVERING LOAD FACTORS
Table of maximum structural load factors:
Normal category
at vA
at vNE
Positive
3.8
3.8
Negative
-1.52
0
at vA
at vNE
Positive
4.4
4.4
Negative
-1.76
-1.0
with flaps in T/O
or LDG position
2.0
Utility category
with flaps in T/O
or LDG position
2.0
WARNING
Exceeding the maximum load factors will lead to an overstressing
of the airplane.
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DA 40 F AFM
Operating Limitations
2.11 OPERATING ALTITUDE
The maximum demonstrated operating altitude is 16,400 ft (5,000 meters).
The maximum approved operating altitude for US registered airplanes is 14,000 ft MSL
unless an approved supplemental oxygen system is installed.
2.12 FLIGHT CREW
Minimum crew number
: 1 (one person)
Maximum number of occupants
Normal Category
: 4 (four persons)
Utility Category
: 2 (two persons), both of whom must sit in front
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Operating Limitations
DA 40 F AFM
2.13 KINDS OF OPERATION
Provided that national operational requirements are met, the following kinds of operation
are approved:
*
daytime flights according to Visual Flight Rules (VFR)
*
with the appropriate equipment: night flights according to Visual Flight
Rules (VFR)
*
with the appropriate equipment: 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.
Additional minimum equipment for the intended operation may be required by national
operating rules and also depends on the route to be flown.
Flight
and
navigation
instruments
for daytime VFR
in addition
in addition for
flights
for night VFR flights
IFR flights
* airspeed
indicator
* altimeter
* magnetic
compass
Page 2-18
* vertical speed indicator (VSI)
* attitude gyro (artificial horizon)
* turn & bank indicator
* directional gyro
* OAT indicator
* chronometer with indication of
hours, minutes, and seconds
* VHF radio (COM) with
speaker and microphone
* VOR receiver
* transponder (XPDR),
mode A and mode C
* 1 headset
15 Mar 2005
Rev. 0
* second VHF
radio (COM)
* VOR-LOC-GP
receiver
* marker beacon
receiver
Doc. No. 6.01.02-E
DA 40 F AFM
engine
instruments
Operating Limitations
for daytime VFR
in addition
in addition for
flights
for night VFR flights
IFR flights
* fuel indicators
* integrated
engine
instrument
* annunciator
panel (all
lights, see
2.6)
lighting
* ammeter (included in VM 1000)
* voltmeter (included in VM 1000)
* position lights
* strobe lights (anti collision lights)
* landing light
* instrument lighting
* flood light
* flashlight
* Pitot heating system
* stall warning
other
* alternate static valve
system
opera* essential bus
* fuel quantity
tional
measuring
minimum
device (see
equip7.10)
ment
* safety belts for
each
occupied
seat
* airplane flight
manual
* CO Detector/
Alarm
Doc. No. 6.01.02-E
Rev. 0
15 Mar 2005
* emergency
battery
Page 2-19
Operating Limitations
DA 40 F AFM
NOTE
A list of approved equipment can be found in Chapter 6.
NOTE
For the upgrade of an airplane for Night VFR or IFR operation it is
not sufficient to install the required equipment. The retrofit must be
carried out in accordance with the requirements of the
manufacturer (refer to Service Bulletins) and the national
airworthiness authority. Any additional equipment (equipment
which is not listed in the Equipment List in Section 6.5) must also
be approved for the intended kind of operation by the national
airworthiness authority.
Page 2-20
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DA 40 F AFM
Operating Limitations
2.14 FUEL
a) Standard Tank:
Fuel grade
: AVGAS 100LL
Fuel quantity
: Total fuel quantity
: 2 x 20.6 US gal (approx. 156 liters)
Unusable fuel
: 2 x 0.5 US gal (approx. 3.8 liters)
Max. indicated fuel quantity : 17 US gal (approx. 64 l) per tank
Max. permissible difference
between right and left tank
: 10 US gal (approx. 38 liters)
CAUTION
If a fuel indicator shows 17 US gal, then 20 US gal must be
assumed for the calculation of the difference between right and left
tank.
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DA 40 F AFM
b) Long Range Tank (if installed):
Fuel quantity :
Total fuel quantity
:
2 x 25.5 US gal (approx. 193 liters)
Unusable fuel
:
2 x 0.5 US gal (approx. 3.8 liters)
Max. indicated fuel quantity :
16 US gal (approx. 61 liters) per tank
Indicated auxiliary fuel quantity: 3 to 9 US gal (approx. 11 to 34 liters)
per tank
Max. permissible difference
between right and left tank
: 8 US gal (approx. 30.3 liters)
CAUTION
If a fuel indicator shows 16 US gal and the aux. fuel indicator
shows 0 US gal for the same fuel tank, then 16 or 19 US gal must
be assumed for the calculation of the difference between right and
left tank, whichever leads to the greater imbalance.
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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.
Next to the carbon monoxide detector:
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DA 40 F AFM
Next to each of the two fuel filler necks:
a) Standard Tank:
AVGAS 100LL
76 l / 20 US gal.
b) Long Range Tank (if installed):
AVGAS 100LL
94 l / 25 US gal.
In the cowling, on the door for the oil filler neck:
OIL SAE 15W50
ashless dispersant aviation
grade oil (SAE Standard J-1899)
or see AFM Chapter 2
Min./Max.: 4/8 qts
Recommended: 6 qts
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Operating Limitations
Next to the flap selector switch:
m ax.
1 0 8 K IA S
m ax.
9 1 K IA S
Next to the essential bus switch (if installed):
Ess. Bus NOT for normal operation. See AFM.
Next to the fuel quantity indication:
a) Standard Tank:
max. indicated fuel quantity: 17 US gal
left and right tank max. 10 US gal difference
For use of max. tank capacity see AFM
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DA 40 F AFM
b) Long Range Tank (if installed):
Fuel qty. indication: 16 + 9 US gal
max. difference LH/RH tank: 8 US gal
AUX FUEL QTY switch for LH/RH auxiliary fuel quantity
NOTE: See AFM for more information on AUX FUEL
On the fuel tank selector:
a) Standard Tank:
L
F
l
ue
EF
Se l e c
to
r
T
20 US gal.
76 l
F
20 US gal.
76 l
F
O
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DA 40 F AFM
Operating Limitations
b) Long Range Tank (if installed):
L
F
l
ue
EF
Se l e c
to
r
T
25 US gal.
94 l
F
25 US gal.
94 l
F
O
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DA 40 F AFM
In the cockpit, on the left fuselage sidewall (if alternate static valve is installed):
Next to the baggage compartment:
max.
30 kg /
66 lbs
Beside the door locking device
(if installed):
Page 2-28
EMERGENCY EXIT:
The keylock must be
unlocked during flight
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Operating Limitations
2.16 OTHER LIMITATIONS
2.16.1 TEMPERATURE
The airplane may only be operated when its temperature is not less than -40 °C (-40 °F).
CAUTION
For cold weather starting of the engine refer to the latest
instructions given by the engine manufacturer.
2.16.2 BATTERY CHARGE
Taking off for a Night VFR or IFR flight with an empty battery is not permitted.
The use of an external power supply for engine starting with an empty airplane battery is
not permitted if the subsequent flight is intended to be an IFR flight. In this case the
airplane battery must first be charged.
2.16.3 EMERGENCY SWITCH
IFR flights are not permitted when the seal on the emergency switch is broken.
2.16.4 OPERATION TIME OF ELECTRICAL EQUIPMENT
Following an alternator failure and with the Essential Bus (if installed) switched ON, it
can be expected that the systems listed under 3.7.2 FAILURES IN THE ELECTRICAL
SYSTEM are supplied with power for half an hour. After this, electrical power is available
for the attitude gyro (artificial horizon) and flood light for another 1.5 hours when the
emergency power pack (if installed) is used.
2.16.5 DOOR LOCKING DEVICE
The canopy and the passenger door must not be blocked by the door locking device
during operation of the airplane.
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2.16.6 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.
2.16.7 SMOKING
Smoking in the airplane is not permitted.
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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 THE 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...........3-14
3.2.5 DEFECTIVE ENGINE CONTROLS ..........................................................3-15
3.2.6 RESTARTING THE ENGINE WITH STATIONARY PROPELLER............3-16
3.3 SMOKE AND FIRE..........................................................................................3-18
3.3.1 SMOKE AND FIRE ON THE GROUND....................................................3-18
3.3.2 SMOKE AND FIRE DURING TAKE-OFF .................................................3-20
3.3.3 SMOKE AND FIRE IN FLIGHT .................................................................3-22
3.4 GLIDING..........................................................................................................3-24
3.5 EMERGENCY LANDINGS ..............................................................................3-25
3.5.1 EMERGENCY LANDING WITH ENGINE OFF .........................................3-25
3.5.2 LANDING WITH A DEFECTIVE TIRE ON THE MAIN LANDING GEAR..3-27
3.5.3 LANDING WITH DEFECTIVE BRAKES ...................................................3-28
3.6 RECOVERY FROM AN UNINTENTIONAL SPIN............................................3-29
3.7 OTHER EMERGENCIES ................................................................................3-30
3.7.1 ICING........................................................................................................3-30
3.7.2 FAILURES IN THE ELECTRICAL SYSTEM .............................................3-31
3.7.3 SUSPICION OF CARBON MONOXIDE CONTAMINATION ....................3-35
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NOTE
Procedures for uncritical system faults are given in Chapter 4B
ABNORMAL OPERATING PROCEDURES.
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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 airplanes flight attitude and
the preparation for a possible emergency landing have priority
over attempts to solve problems ("first fly the aircraft"). Prior to the
flight 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 maintain a safe minimum flight altitude. Solutions for
potential problems should be thought over in advance. Thus it
should be guaranteed that the pilot is at no time taken unawares
by an engine failure and that he can act logically and with
determination.
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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
NOTE
For carburetor fire situations refer to section 3.3.
3.2.1 ENGINE PROBLEMS ON THE GROUND
1.
Throttle ..................................................IDLE
2.
Brakes ...................................................as required
3.
Engine ...................................................switch off, if considered necessary;
otherwise establish the cause of the
problem and re-establish engine
performance
CAUTION
If the oil pressure is below the green sector, the engine must be
switched off immediately.
WARNING
If the problem cannot be cleared, the airplane must not be flown.
Unscheduled maintenance is necessary.
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3.2.2 ENGINE PROBLEMS DURING TAKE-OFF
(a) Take-off can still be abandoned (sufficient runway length available)
land straight ahead:
1.
Throttle.................................................. IDLE
on the ground:
2.
Brakes................................................... as required
CAUTION
If sufficient time remains, the risk of fire in the event of a collision
can be reduced as follows:
Fuel tank selector...................... OFF
Mixture control lever.................. LEAN - shut engine off
Ignition switch ........................... OFF
Battery / Alternator switch ......... OFF
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(b) Take-off can no longer be abandoned
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 cannot be abandoned 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 the following procedure can be carried out in order to re-establish engine
power:
2.
Fuel tank selector ..................................check selected tank
3.
Electrical fuel pump ...............................check ON
4.
Ignition switch ........................................check BOTH
5.
Throttle ..................................................check MAX PWR / fully forward
6.
Mixture control lever ..............................check RICH (leaner above 5000 ft)
7.
Carburetor heat......................................ON
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.
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3.2.3 ENGINE PROBLEMS IN FLIGHT
(a) Engine running roughly
WARNING
An engine which is running very roughly can lead to the loss of the
propeller. Only if there is no other alternative should a rough
running engine remain switched on.
1.
Airspeed ................................................ 73 KIAS (1150 kg, 2535 lb)
68 KIAS (1000 kg, 2205 lb)
60 KIAS (850 kg, 1874 lb)
2.
Electrical fuel pump............................... check ON
3.
Fuel tank selector.................................. check selected tank
4.
Engine instruments ............................... check
5.
Throttle.................................................. check
6.
Mixture control lever.............................. set for smooth running
7.
Carburetor heat ..................................... ON
8.
Ignition switch........................................ check BOTH
9.
Throttle / Mixture ................................... try various settings
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CAUTION
Carburetor icing:
Under certain moist atmospheric conditions it is possible for ice to
form in the induction system, even in summer weather.
This is due to the high air velocity through the carburetor venturi,
its liquid water content and the absorption of heat from this air by
vaporization of fuel.
To avoid this, a carburetor preheat system is provided in order to
replace the heat lost by vaporization. The Carburetor Heat should
be set fully ON when carburetor icing is encountered (reduction of
engine power, rough running engine etc.) Be aware of power
reduction caused by switching ON the carburetor heat.
Adjust the mixture for maximum smoothness.
WARNING
If the problem does not clear itself immediately, and the engine is
no longer producing sufficient power, then an emergency landing
should be carried out.
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(b) Low oil pressure
1.
Oil pressure........................................... check
2.
Throttle.................................................. reduce as far as possible
3.
Oil temperature ..................................... check
4.
Cylinder head temperature.................... check
Land as soon as possible.
Be prepared for an engine failure.
If necessary carry out an emergency landing in accordance with 3.5.1 EMERGENCY
LANDING WITH ENGINE OFF.
CAUTION
In case of vibration, loss of oil, possibly unusual metallic noise and
smoke the engine should be shut down immediately.
(c) High oil pressure
1.
Oil temperature ..................................... check
NOTE
If the oil temperature is normal, the oil pressure sensor might be
faulty. Continue flight and have the airplane inspected before the
the next flight.
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(d) High oil temperature
1.
Oil pressure ...........................................check
If oil pressure is low: proceed acc. to 3.2.3 (b) Low oil pressure and prepare for forced
landing.
If oil pressure is normal:
2.
Cylinder head temperature ....................check
3.
Mixture...................................................check, enrich if necessary
4.
Throttle ..................................................reduce
5.
Airspeed ................................................increase
Land as soon as practicable.
NOTE
Have the airplane inspected before next flight.
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(e) High cylinder head temperature
1.
Mixture .................................................. check and adjust if necessary
2.
Oil pressure........................................... check
If oil pressure is low:
Proceed acc. to 3.2.3 (b) Low oil pressure.
If oil pressure is normal:
3.
Mixture .................................................. check, enrich if necessary
4.
Throttle.................................................. reduce
5.
Airspeed ................................................ increase
(f) Loss of RPM
1.
Electrical fuel pump............................... check ON
2.
Fuel tank selector.................................. check
3.
Friction adjuster of throttle quadrant...... check sufficiently tight
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(g) High fuel flow
1.
Fuel pressure.........................................check
Low fuel pressure indicates a possible leak in the fuel system:
2.
Fuel quantity ..........................................check and monitor
3.
Power setting .........................................check
Land as soon as practicable. Consider the reduced range and endurance due to
possible loss of fuel.
NOTE
Have the airplane inspected before next flight.
(h) Low fuel pressure
1.
Electric fuel pump ..................................ON
2.
Fuel quantity ..........................................check
3.
Fuel selector ..........................................check
4.
Mixture...................................................check, adjust if necessary
Land as soon as practicable. Prepare for engine failure (see: 3.5.1 EMERGENCY
LANDING WITH ENGINE OFF).
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3.2.4 RESTARTING THE ENGINE WITH WINDMILLING PROPELLER
NOTE
Restarting the engine has been demonstrated at all airspeeds
above 70 KIAS up to 130 KIAS and up to 11000 ft Pressure
Altitude.
NOTE
As long as an airspeed of at least 65 KIAS is maintained, and
there is no major engine failure, the propeller will continue to
windmill.
1.
Airspeed ................................................ 70 – 130 KIAS
2.
Fuel tank selector.................................. fullest tank
3.
Ignition switch........................................ check BOTH
4.
Mixture control lever.............................. check appropriate position
5.
Electrical fuel pump............................... check ON
6.
Carburetor heat ..................................... ON
if engine does not start:
7.
Mixture control lever.............................. LEAN
8.
Mixture control lever.............................. push forward slowly
until engine starts
NOTE
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
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3.2.5 DEFECTIVE ENGINE CONTROLS
(a) Defective mixture control cable
Flight and Landing:
1.
Maintain altitude to the nearest airfield.
2.
During descent, test the reaction of the engine to a higher power setting. A lean
mixture can lead to engine roughness and a loss of power. The landing
approach must be planned accordingly.
CAUTION
A go-around may become impossible with the remaining power.
Engine shut-down:
1.
Parking brake.........................................set
2.
Engine instruments ................................check
3.
Avionics master switch ..........................OFF
4.
All electrical equipment..........................OFF
5.
Throttle ..................................................IDLE
6.
Ignition switch ........................................OFF
7.
Battery / Alternator switch......................OFF
CAUTION
This procedure leaves the engine in a „hot prop“ status. Do not
touch / rotate the propeller blades by hand. This might lead to
serious injury or death.
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(b) Defective throttle control cable
Sufficient engine power available to continue flight:
1.
Approach the nearest airfield, control engine power with RPM lever.
2.
Perform a landing with the engine shut down.
Insufficient engine power available to continue flight:
1. Carry out an emergency landing as in 3.5.1 - EMERGENCY LANDING
WITH ENGINE OFF.
3.2.6 RESTARTING THE ENGINE WITH STATIONARY PROPELLER
NOTE
Restarting the engine has been demonstrated at airspeeds above
70 KIAS up to 75 KIAS and up to 10000 ft Pressure Altitude.
1.
Airspeed ................................................ 70 - 80 KIAS
2.
Electrical equipment.............................. OFF
3.
Avionics master switch.......................... OFF
4.
Master switch (BAT).............................. check ON
5.
Mixture control lever.............................. check
6.
Fuel tank selector.................................. check
7.
Electrical fuel pump............................... check ON
8.
Carburetor heat ..................................... ON
9.
Ignition switch........................................ START
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DA 40 F AFM
NOTE
By increasing the airspeed above approximately 130 KIAS, the
propeller will begin to rotate and the engine can thus be started.
The ignition switch should be set at BOTH (see 3.2.4
RESTARTING
THE
ENGINE
WITH
WINDMILLING
PROPELLER). An altitude loss of at least 1000 ft (300 meters)
must be allowed for.
If it is not possible to start the engine:
-
adopt glide configuration as in 3.4 - GLIDING
-
carry out an 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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3.3 SMOKE AND FIRE
3.3.1 SMOKE AND FIRE ON THE GROUND
(a) Engine / carburetor fire when starting on the ground
1.
Starter ................................................... crank engine
if engine fires:
2.
Throttle.................................................. set RPM to1800 for 4 minutes
3.
Cabin heat............................................. OFF
4.
Brakes ................................................... apply
if engine does not fire:
5.
Mixture .................................................. LEAN
6.
Throttle.................................................. FULL
7.
Electrical fuel pump............................... OFF
8.
Fuel selector.......................................... OFF
9.
Battery / Alternator switch ..................... OFF
when the engine has stopped:
10. Ignition switch........................................ OFF
11. Canopy.................................................. open
12. Airplane ................................................. evacuate immediately
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(b) Electrical fire with smoke on the ground
1.
Battery / Alternator switch......................OFF
2.
Brakes ...................................................apply
if the engine is running:
3.
Throttle ..................................................IDLE
4.
Mixture control lever ..............................LEAN - shut off engine
when the engine has stopped:
5.
Ignition switch ........................................OFF
6.
Canopy ..................................................open
7.
Airplane .................................................evacuate immediately
CAUTION
Unscheduled maintenance is necessary.
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3.3.2 SMOKE AND FIRE DURING TAKE-OFF
(a) If take-off can still be abandoned
1.
Throttle.................................................. 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 THE GROUND
(b) If take-off cannot be abandoned
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 abandoned 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 for best glide angle................. 73 KIAS (1150 kg, 2535 lb)
68 KIAS (1000 kg, 2205 lb)
60 KIAS (850 kg, 1874 lb)
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after climbing to a height from which the selected landing area can be reached safely:
4.
Fuel tank selector ..................................OFF
5.
Electrical fuel pump ...............................OFF
6.
Cabin heat .............................................OFF
7.
Battery / Alternator switch......................OFF
8.
Emergency windows..............................open if required
9.
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.
CAUTION
Unscheduled maintenance is necessary.
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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.
Fuel tank selector...........................................OFF
4.
Throttle...........................................................MAX PWR
5.
Electrical fuel pump........................................OFF
6.
Master switch / Battery+Alternator switch ......ON
7.
Emergency windows ......................................open if required
8.
Carry out an emergency landing with engine off.
9.
Evacuate after stand - still
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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(b) Electrical fire with smoke in flight
1.
Emergency switch........................................ ON if installed
2.
Master switch / Battery+Alternator switch .... OFF
3.
Cabin heat ................................................... OFF
4.
Emergency windows.................................... open if required
5.
Land at an appropriate airfield as soon as possible
CAUTION
Switching OFF the master switch (BAT) will lead to total failure of
all electronic and electric equipment. Also affected are - if installed
- the attitude gyro (artificial horizon) and the directional gyro.
However, by switching the emergency switch ON (only installed in
the IFR model), 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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3.4 GLIDING
1.
Flaps ..................................................... UP
2.
Airspeed for best glide angle (flaps UP) 73 KIAS (1150 kg, 2535 lb)
68 KIAS (1000 kg, 2205 lb)
60 KIAS (850 kg, 1874 lb)
NOTE
The glide ratio is 8.9; i.e., for every 1000 ft (305 meters) of altitude
loss the maximum horizontal distance traveled in still air is 1.46
NM (2.71 km). During this time the propeller will continue to
windmill.
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3.5 EMERGENCY LANDINGS
3.5.1 EMERGENCY LANDING WITH ENGINE OFF
1.
Select a suitable landing area. If no level landing area is available, a landing on
an upward slope should be attempted.
2.
Consider the wind.
3.
Approach: If possible, fly 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 for best glide angle (flaps UP) 73 KIAS (1150 kg, 2535 lb)
68 KIAS (1000 kg, 2205 lb)
60 KIAS (850 kg, 1874 lb)
5.
ATC .......................................................advise, if time allows
6.
Fuel tank selector ..................................OFF
when it is certain that the landing field will be reached:
7.
Flaps......................................................LDG
8.
Safety harnesses ...................................tighten
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CAUTION
If sufficient time remains, the risk of fire in the event of a collision
with obstacles can be reduced as follows:
Ignition switch .............................................. OFF
Master switch / Battery+Alternator switch .... OFF
9.
Touchdown............................................ with the lowest possible airspeed
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DA 40 F 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 roll-out 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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3.5.3 LANDING WITH DEFECTIVE BRAKES
In general, a landing on grass is recommended in order to reduce the landing run by
virtue of the greater rolling resistance.
CAUTION
If sufficient time remains, the risk of fire in the event of a collision
can be reduced as follows:
Fuel tank selector.......................................OFF
Mixture control lever...................................LEAN - shut off engine
Ignition switch ............................................OFF
Master switch / Battery+Alternator switch ..OFF
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3.6 RECOVERY FROM AN UNINTENTIONAL SPIN
CAUTION
Steps 1 to 4 must be carried out immediately and
simultaneously.
1.
Throttle ..................................................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.
Recover the airplane from a descent into a normal flight attitude. In so doing, do
not exceed the 'never exceed speed', vNE.
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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 ................................ • (up)
5.
RPM ...................................................... increase, in order to prevent ice
build-up on the propeller blades
6.
Carburetor heat ..................................... ON
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, and the alternate static valve is
installed:
Alternate static valve................. OPEN
Emergency windows ................. close
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3.7.2 FAILURES IN THE ELECTRICAL SYSTEM
(a) Complete failure of the electrical system
A total failure of the electrical system is extremely unlikely. If, nevertheless, a total failure
should occur, all circuit breakers should be checked, pulled and re-set. If this does not
solve the problem:
-
Set the emergency switch to ON (if installed).
-
When necessary, use the flood light for lighting the instruments as well as the
levers and switches, etc.
-
Set power based on lever positions and engine noise.
-
Prepare for a landing with flaps in the given position.
-
Land on the nearest appropriate airfield.
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(b) Alternator failure
An alternator failure is indicated by an illuminated or flashing alternator warning light
(ALT or ALTERNATOR) on the annunciator panel and a flashing ammeter on the Vision
Microsystems VM 1000 engine instrument.
1.
Circuit breakers .................................... check; if all are O.K., proceed
with step 2
2.
Electrical equipment.............................. switch OFF all equipment which is
not needed
3.
Voltage .................................................. check regularly
CAUTION
Those items of equipment which are not needed for the safe
operation and secure landing of the airplane can be switched OFF
by means of the Essential Bus Switch. When the Essential Bus is
switched ON, only the following items of equipment are supplied
with power:
- NAV/COM 1
- transponder (XPDR)
- flood light
- attitude gyro (artificial horizon)
- VM 1000 engine instrument
- annunciator panel
- GPS (if installed)
- landing light
- Pitot heating system
- flaps
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DA 40 F AFM
The above items of equipment can be supplied with power by the
battery for a minimum of 30 minutes. Economical use, in particular
of Pitot heating, and switching off equipment that is not needed
extends the time during which the other equipment remains
available. During the 30 minute period, the airplane must be
landed at a suitable airfield.
Where the battery capacity is not sufficient to power equipment
before a suitable airfield is reached, 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 by means of the Emergency Switch. It
provides power for a minimum of 1 hour and 30 minutes when the
flood light is switched on.
(c) Starter malfunction
If the starter does not disengage from the engine after starting (starter warning light
(START) on the annunciator panel remains illuminated or flashing after the engine has
started):
1.
Throttle ........................................................ IDLE
2.
Mixture control lever .................................... LEAN - shut off engine
3.
Ignition switch .............................................. OFF
4.
Master switch / Battery+Alternator switch .... OFF
Terminate flight preparation!
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(d) Overvoltage
If a voltage in the upper red sector (above 32 volts) is indicated:
1.
Essential bus......................................... ON
2.
Master switch (ALT) .............................. OFF
WARNING
Leave master switch (BAT) ON
3.
Equipment that is not needed,
in particular Pitot heat ........................... OFF
4.
Land on the nearest appropriate airfield.
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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 odourless. Increased concentration of carbon monoxide in closed spaces
can be fatal. Since it occurs usually as part of the exhaust 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.
The DA 40 F is equipped with a CO detector. If the visual alert annunciator illuminates in
flight, press the TEST/RESET button. If the alert continues with the amber light staying
ON or an odour similar to exhaust gases is noticed in the cabin, the following measures
should be taken:
1.
Cabin heat .............................................OFF
2.
Ventilation ..............................................open
3.
Emergency window(s) ...........................open
4.
Forward canopy .....................................open
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.
NOTE
The presence of carbon monoxide is indicated by a visual alarm.
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DA 40 F AFM
CHAPTER 4A
NORMAL OPERATING PROCEDURES
Page
4A.1 INTRODUCTION ......................................................................................... 4A-2
4A.2 AIRSPEEDS FOR NORMAL OPERATING PROCEDURES ....................... 4A-2
4A.3 MIXTURE SETTINGS FOR NORMAL OPERATING PROCEDURES......... 4A-3
4A.4 CHECKLISTS FOR NORMAL OPERATING PROCEDURES ..................... 4A-4
4A.4.1 PRE-FLIGHT INSPECTION .................................................................. 4A-4
4A.4.2 BEFORE STARTING ENGINE ............................................................ 4A-12
4A.4.3 STARTING ENGINE............................................................................ 4A-14
4A.4.4 BEFORE TAXIING .............................................................................. 4A-19
4A.4.5 TAXIING .............................................................................................. 4A-20
4A.4.6 BEFORE TAKE-OFF ........................................................................... 4A-22
4A.4.7 TAKE-OFF........................................................................................... 4A-25
4A.4.8 CLIMB ................................................................................................. 4A-27
4A.4.9 CRUISE............................................................................................... 4A-28
4A.4.10 MIXTURE ADJUSTMENT ................................................................. 4A-29
4A.4.11 DESCENT ......................................................................................... 4A-31
4A.4.12 LANDING APPROACH ..................................................................... 4A-32
4A.4.13 GO-AROUND .................................................................................... 4A-33
4A.4.14 AFTER LANDING.............................................................................. 4A-33
4A.4.15 ENGINE SHUT-DOWN ..................................................................... 4A-34
4A.4.16 POST-FLIGHT INSPECTION ............................................................ 4A-35
4A.4.17 FLIGHT IN RAIN................................................................................ 4A-36
4A.4.18 REFUELING ...................................................................................... 4A-37
4A.4.19 FLIGHT AT HIGH ALTITUDE ............................................................ 4A-37
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Normal Procedures
4A.1 INTRODUCTION
Chapter 4A contains checklists and describes extended procedures for the normal
operation of the airplane.
4A.2 AIRSPEEDS FOR NORMAL OPERATING PROCEDURES
850 kg
1000 kg
1150 kg
1874 lb
2205 lb
2535 lb
54 KIAS
60 KIAS
66 KIAS
60 KIAS
68 KIAS
73 KIAS
58 KIAS
63 KIAS
71 KIAS
54 KIAS
60 KIAS
66 KIAS
Flight mass
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 touch & go
(Flaps T/O)
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4A.3 MIXTURE SETTINGS FOR NORMAL OPERATING
PROCEDURES
Pressure altitude
Flight phase
Mixture setting
Climb
FULL RICH
Cruise
FULL RICH
5000 ft and below
Power setting 75% and below
Cruise
as required
Power setting above 75%
Above 5000 ft
Descent
FULL RICH
all
as required
Refer to section 4A.4.10 MIXTURE ADJUSTMENT for mixture adjustment procedures.
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Normal Procedures
4A.4 CHECKLISTS FOR NORMAL OPERATING
PROCEDURES
4A.4.1 PRE-FLIGHT INSPECTION
I. Cabin check
a) MET, NAV, Mass & CG ......................... flight planning completed
b) Airplane documents............................... complete and up-to-date
c) Ignition key ............................................ pulled out
d) Front canopy & rear door....................... clean, undamaged,
check locking mechanism function
e) All electrical equipment.......................... OFF
f) Circuit breakers ..................................... set in (if one has been pulled, check
reason)
g) Engine control levers ............................. check condition, freedom of
movement and full travel of
throttle and mixture levers
h) Throttle .................................................. IDLE
i) Mixture control lever .............................. LEAN
j) Master switch (BAT) .............................. ON
k) Annunciator panel.................................. check function (see 7.11)
l) Fuel quantity .......................................... check with fuel qty.
measuring device
a) Standard Tank:
NOTE
When the fuel quantity indicator reads 17 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 17 US gal.
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b) Long Range Tank:
NOTE
When the fuel quantity indicator reads 16 US gal, read the
auxiliary fuel quantity by setting the AUX FUEL QTY switch to the
appropriate position (LH or RH), and add the auxiliary fuel quantity
to the 16 US gal.
NOTE
An auxiliary fuel quantity below 3 US gal cannot be indicated by
the system. For auxiliary fuel quantities below 3 US gal the correct
fuel quantity must be determined with the fuel quantity measuring
device (see section 7.10 FUEL SYSTEM).
CAUTION
After selecting a fuel tank, a time of 2 minutes will elapse before a
correct fuel quantity is indicated.
m)Position lights, strobe lights (ACLs)................check
n) Master switch (BAT).......................................OFF
o) Check for loose items.....................................complete
p) Flight controls and trim...................................free to move and correct sense
q) Baggage.........................................................stowed in baggage compartment or
on seats and secure
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Normal Procedures
II. Walk-around check, visual inspection
CAUTION
A visual inspection consistes of: 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.
1. Left main landing gear:
a) Landing gear strut.......................................... visual inspection
b) Wheel fairing.................................................. visual inspection (if installed)
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
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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 traces of fuel
(if tank is full, fuel may spill over
through the tank vent)
e) Tank drain ......................................................drain off a small quantity, check for
water and sediment
f) Stall warning...................................................check (suck on opening)
g) Tank filler .......................................................visual inspection, fuel quantity
must agree with indicator
h) 2 stall strips on wing.......................................visual inspection
i) Pitot probe......................................................clean, orifices open
j) Landing/taxi light ............................................visual inspection
k) Wing tip ..........................................................visual inspection
l) Position light (red + white), strobe light (ACL) visual inspection
m)Mooring ..........................................................check, clear
n) Aileron and linkage.........................................visual inspection
o) Aileron hinges and safety pins .......................visual inspection
p) Foreign objects in aileron paddle ...................visual inspection
q) Flap and linkage.............................................visual inspection
r) Flap hinges and safety pins............................visual inspection
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Normal Procedures
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) Mooring on fin................................................ check, clear
f) Tail skid and lower fin .................................... visual inspection
g) Towing assembly, if fitted .............................. visual inspection
5. Fuselage, right side:
a) Fuselage skin .....................................................visual inspection
b) Window...............................................................visual inspection
c) Canopy, right side...............................................visual inspection
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6. Right wing:
a) Flap and linkage................................................. visual inspection
b) Flap hinges and safety pins................................ visual inspection
c) Aileron and linkage............................................. visual inspection
d) Aileron hinges and safety pins ........................... visual inspection
e) Foreign objects in aileron paddle ....................... visual inspection
f) Wing tip .............................................................. visual inspection
g) Position light (green + white), strobe light (ACL) visual inspection
h) Mooring .............................................................. check, clear
i) Entire wing surface............................................. visual inspection
j) 2 stall strips on wing........................................... visual inspection
k) Tank filler ........................................................... visual check, fuel quantity
must agree with indicator
l) Openings on lower surface ................................ check for traces of fuel
(if tank is full, fuel may spill over
through the tank vent)
m)Tank drain .......................................................... drain off a small quantity,
check for water and sediment
n) Step ................................................................... visual inspection
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Normal Procedures
7. Right Main Landing Gear:
a) Landing gear strut.......................................... visual inspection
b) Wheel fairing.................................................. visual inspection (if installed)
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) Oil level.......................................................... check dipstick,
.............................................................. min. 4 qts for VFR operation
.............................................................. min. 6 qts for IFR operation
b) Cowling.......................................................... visual inspection
c) 3 air intakes ................................................... clear
d) Propeller ........................................................ visual inspection
WARNING
Never move the propeller by hand while the ignition is switched
on, as this may result in serious personal injury.
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e) Spinner including attachment screws.............visual inspection
f) Nose landing gear ..........................................visual inspection
g) Tire and wheel................................................visual inspection,
check slip marks
h) Wear, tread depth of tire ................................check
i) Wheel fairing ..................................................visual inspection (if installed)
j) Tow bar ..........................................................removed
k) Tire inflation pressure (2.0 bar/29 psi)............check
l) Chocks ...........................................................remove
m)Exhaust ..........................................................visual inspection
WARNING
The exhaust manifold can cause burns when it is hot.
Underside:
n) Antennas (if fitted) ..........................................visual inspection
o) Gascolator......................................................drain off a small quantity of fuel,
check for water and sediment
p) Venting pipes .................................................check for blockage
q) Fuselage underside........................................check for excessive contamination
particularly by oil, fuel, and other
fluids
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Normal Procedures
4A.4.2 BEFORE STARTING ENGINE
1.
2.
3.
4.
5.
6.
Pre-flight inspection............................... complete
Rudder pedals....................................... adjusted and locked
Passengers ........................................... instructed
Safety harnesses .................................. all on and fastened
Rear door .............................................. closed and locked
Door lock (if installed)............................ unblocked, key removed
7.
Front canopy ......................................... Position 1 or 2 (Acooling gap@)
CAUTION
When operating the canopy, pilots / operators must ensure that
there are no obstructions between the canopy and the mating
frame, for example seat belts, clothing, etc. When operating the
locking handle do NOT apply undue force.
A slight downward pressure on the canopy may be required to
ease the handle operation.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
Canopy lock (if installed) ....................... unblocked, key removed
Parking brake ........................................ set
Flight controls........................................ free movement, correct sense
Trim wheel............................................. T/O
Throttle.................................................. IDLE
Mixture control lever.............................. LEAN
Friction device, throttle quadrant ........... adjusted
Carburetor heat ..................................... COLD
Alternate Static Valve............................ CLOSED, if installed
Avionics master switch.......................... OFF
Essential Bus switch ............................. OFF, if installed
ELT ....................................................... armed
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CAUTION
When the essential bus is switched ON, the battery will not be
charged.
20. Master switch (BAT) ..............................ON
21. Annunciator panel..................................test (see Section 7.11)
22. Fuel tank selector ..................................on full tank
WARNING
Never move the propeller by hand while the ignition is switched
on, as this may result in serious personal injury.
Never try to start the engine by hand.
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Normal Procedures
4A.4.3 STARTING ENGINE
(a) Cold engine
1.
Strobe light (ACL).................................. ON
2.
Mixture .................................................. fully RICH
3.
Fuel pump ............................................. ON
4.
Throttle.................................................. 1/4 travel OPEN
5.
Prime..................................................... 1–4 seconds (electrical pump)
WARNING
Use the primer system to prepare the engine for a starting
attempt. Do not use the throttle to pump fuel through the
carburetor to the engine for priming since this may lead to
carburetor fire. The primer system delivers fuel to the cylinders
directly.
CAUTION
The priming system is not intended for operation in flight.
WARNING
Before starting the engine the pilot must ensure that the propeller
area is free with no persons in the vicinity.
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,
allow the starter to cool off for half an hour.
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CAUTION
The use of an external pre-heater and external power source is
recommended whenever possible, in particular at ambient
temperatures below 0 °C (32 °F), to reduce wear and abuse to the
engine and electrical system. Pre-heat will liquify the oil trapped in
the oil cooler, which can be congealed in extremely cold
temperatures. After a warm-up period of approximately 2 to 5
minutes (depending on the ambient temperature) at 1500 RPM,
the engine is ready for take-off if it accelerates smoothly and the
oil pressure is normal and steady.
6.
Starter....................................................engage
when engine fires:
7.
8.
9.
Oil pressure ...........................................green sector within 15 sec
Throttle ..................................................set 1000 RPM
Electrical fuel pump ...............................OFF
WARNING
If the oil pressure indicator has not moved into the green sector
within 15 seconds after starting, SWITCH OFF THE ENGINE and
investigate the problem.
10.
11.
12.
13.
Master switch (ALT)...............................ON
Ammeter ................................................check
Fuel pressure.........................................check
Annunciator panel..................................check
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Normal Procedures
(b) Warm engine
1.
2.
3.
4.
Strobe light (ACL).................................. ON
Mixture .................................................. fully RICH
Fuel pump ............................................. ON
Throttle.................................................. 1/ 4 travel OPEN
WARNING
Before starting the engine the pilot must ensure that the propeller
area is free with no persons in the vicinity.
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,
allow the starter to cool off for half an hour.
5.
Starter ................................................... engage
when engine fires:
6.
7.
8.
Oil pressure........................................... green sector within 15 sec
Throttle.................................................. set 1000 RPM
Electrical fuel pump............................... OFF
Page 4A-16
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Normal Procedures
DA 40 F AFM
WARNING
If the oil pressure indicator has not moved into the green sector
within 15 seconds after starting, SWITCH OFF THE ENGINE and
investigate the problem.
9.
10.
11.
12.
Master switch (ALT)...............................ON
Ammeter ................................................check
Fuel pressure.........................................check
Annunciator panel..................................check
(c) Engine will not start after priming (Aflooded engine@)
1.
2.
3.
4.
Strobe light (ACL) ..................................ON
Electrical fuel pump ...............................OFF
Mixture control lever ..............................LEAN, fully aft
Throttle ..................................................fully OPEN
WARNING
Before starting the engine the pilot must ensure that the propeller
area is free with no persons in the vicinity.
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,
allow the starter to cool off for half an hour.
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Page 4A-17
DA 40 F AFM
Normal Procedures
5.
Starter ................................................... engage
when engine fires:
6.
7.
Throttle.................................................. pull back towards IDLE when
engine fires
Oil pressure........................................... green sector within 15 sec
WARNING
If the oil pressure indicator has not moved into the green sector
within 15 seconds after starting, SWITCH OFF THE ENGINE and
investigate the problem.
8.
9.
10.
11.
12.
Throttle.................................................. set 1000 RPM
Master switch (ALT) .............................. ON
Ammeter ............................................... check
Fuel pressure ........................................ check
Annunciator panel ................................. check
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Doc. No. 6.01.02-E
Normal Procedures
DA 40 F AFM
4A.4.4 BEFORE TAXIING
1.
2.
3.
Avionics master switch ..........................ON
Electrical equipment ..............................ON as required
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.
Ammeter ................................................check, if required increase RPM
7.
Fuel tank selector ..................................change tanks, confirm that engine
also runs on other tank (at least 1
minute at 1500 RPM)
8.
Pitot heating...........................................ON, test function; ammeter must
show rise
9.
Pitot heating...........................................OFF if not required
10. Strobe lights (ACLs) ..............................check ON, test function, as required
11. 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.
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Page 4A-19
DA 40 F AFM
Normal Procedures
4A.4.5 TAXIING
1.
2.
3.
Parking brake ........................................ release
Brakes................................................... test on moving off
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.
CAUTION
Following extended operation on the ground, or at high ambient
temperatures, the following indications of fuel vapor lock may
appear:
-arbitrary changes in idle RPM and fuel flow
-slow reaction of the engine to operation of throttle
-engine will not run with throttle in IDLE position
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Normal Procedures
DA 40 F AFM
Remedy:
1. For about 1 to 2 minutes, or until the engine settles, run at a
speed of 1800 to 2000 RPM. Oil and cylinder head
temperatures must stay within limits.
2. Pull throttle back to IDLE to confirm smooth running.
3. Set throttle to 1200 RPM and mixture for taxiing, i.e., use
mixture control lever to set the maximum RPM attainable.
4. Immediately before the take-off run set the mixture for take-off,
apply full throttle and hold this position for 10 seconds.
NOTE
Vapor lock can be avoided if the engine is run at speeds of 1800
RPM or more.
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Page 4A-21
DA 40 F AFM
Normal Procedures
4A.4.6 BEFORE TAKE-OFF
CAUTION
Before take-off, the engine must run on each tank for at least 1
minute at 1500 RPM. This can be carried out during taxiing and
during the start check.
1.
2.
3.
4.
5.
Position airplane into wind if possible
Parking brake ........................................ set
Safety harnesses .................................. on and fastened
Rear door .............................................. check closed and locked
Front canopy ......................................... closed and locked
CAUTION
When operating the canopy, pilots / operators must ensure that
there are no obstructions between the canopy and the mating
frame, for example seat belts, clothing, etc. When operating the
locking handle do NOT apply undue force.
A slight downward pressure on the canopy may be required to
ease the handle operation.
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Normal Procedures
DA 40 F AFM
6.
7.
8.
9.
10.
11.
12.
Door warning light (DOOR or DOORS) .check
Fuel tank selector ..................................fullest tank
Engine instruments ................................in green sector
Circuit breakers......................................pressed in
Fuel pressure indicator ..........................check (approx. 2 - 6 psi)
Electrical fuel pump ...............................ON
Mixture control lever ..............................RICH (below 5000 ft)
NOTE
At a density altitude of 5000 ft or above a fully rich mixture can
cause rough running of the engine or a loss of performance. The
mixture should be set for smooth running of the engine.
13.
14.
15.
16.
17.
Flaps......................................................check T/O
Trim .......................................................check T/O
Flight controls ........................................free movement, correct sense
Throttle ..................................................1800 RPM
Magneto check ......................................L - BOTH - R – BOTH
Max. RPM drop………….. 175 RPM
Max. difference………….. 50 RPM
CAUTION
The lack of an RPM drop suggests faulty grounding or incorrect
ignition timing. In case of doubt, the magneto check can be
repeated with a leaner mixture. Even when running on only one
magneto the engine should not run unduly roughly.
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DA 40 F AFM
Normal Procedures
18. Carburetor Heat .................................... check function
19. Mixture .................................................. check function, set RICH
(below 5000 ft)
20. Throttle.................................................. IDLE, 600- 800 RPM
21. Throttle.................................................. FULL, minimum 2200 RPM
NOTE
The result of the ground check at full throttle depends on a
number of environmental factors, e.g. temperature, ambient air
pressure and in particular head- or tailwind components.
Headwind will cause a higher RPM than tailwind.
22.
23.
24.
25.
Throttle.................................................. set 1000 RPM
Carburetor Heat .................................... check OFF
Landing light.......................................... ON as required
Parking brake ........................................ release
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Normal Procedures
DA 40 F AFM
4A.4.7 TAKE-OFF
Normal take-off procedure
1.
Transponder ..........................................ON/ALT
2.
Brakes ...................................................apply
3.
Throttle ..................................................FULL
4.
Brakes ...................................................release
WARNING
The proper performance of the engine at full throttle should be
checked early in the take-off procedure, so that the take-off can be
abandoned if necessary.
A rough engine, sluggish RPM increase, or failure to reach takeoff RPM (approximately 2200 RPM static) are reasons for
abandoning the take-off. If the engine oil is cold, oil pressure in the
upper yellow sector is permissible.
5.
6.
Elevator .................................................neutral
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.
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DA 40 F AFM
Normal Procedures
7.
8.
Nose wheel lift-off.................................. at vR = 59 KIAS
Airspeed ................................................ 66 KIAS (1150 kg, 2535 lb)
60 KIAS (1000 kg, 2205 lb)
54 KIAS (850 kg, 1874 lb)
above a safe height:
9.
Electrical fuel pump............................... OFF
10. Landing light.......................................... OFF
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Normal Procedures
DA 40 F AFM
4A.4.8 CLIMB
Procedure for best rate of climb
1.
2.
3.
4.
5.
6.
Flaps......................................................T/O
Airspeed ................................................66 KIAS (1150 kg, 2535 lb)
...............................................................60 KIAS (1000 kg, 2205 lb)
...............................................................54 KIAS (850 kg, 1874 lb)
Throttle ..................................................FULL
Mixture control lever ..............................RICH, above 5000 ft
...............................................................keep EGT constant
Engine instruments ................................in green sector
Trim .......................................................as required
CAUTION
When the fuel pressure warning light illuminates, or the fuel
pressure indication is below the green sector, the electrical fuel
pump must be switched ON.
Cruise climb
1.
Flaps......................................................UP
2.
Airspeed ................................................73 KIAS (1150 kg, 2535 lb)
...............................................................68 KIAS (1000 kg, 2205 lb)
...............................................................60 KIAS (850 kg, 1874 lb)
3.
Throttle ..................................................FULL
4.
Mixture control lever ..............................RICH, above 5000 ft
...............................................................keep EGT constant
5.
Engine instruments ................................in green sector
6.
Trim .......................................................as required
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Page 4A-27
DA 40 F AFM
Normal Procedures
4A.4.9 CRUISE
1.
2.
Flaps ..................................................... UP
Throttle.................................................. set performance according
to table, as required
NOTE
Power settings are given in Chapter 5.
NOTE
To optimize engine life the cylinder head temperature (CHT)
should lie between 150 °F and 400 °F in continuous operation,
and not rise above 435 °F in fast cruise.
NOTE
The oil temperature in continuous operation should indicate
between 160 °F and 180 °F. If possible, the oil temperature should
not remain under 140 °F for long periods, so as to avoid
accumulation
of
condensation.
Maximum
permissible
oil
temperature is 245 °F.
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Normal Procedures
DA 40 F AFM
3.
4.
5.
Mixture...................................................set in accordance with
4A.4.10 MIXTURE ADJUSTMENT
Trim .......................................................as required
Fuel tank selector ..................................as required
(max. difference 10 US gal)
NOTE
While switching from one tank to the other, the electrical fuel
pump should be switched ON.
CAUTION
When the fuel pressure warning light illuminates, or the fuel
pressure indication is below the green sector, the electrical fuel
pump must be switched ON.
4A.4.10 MIXTURE ADJUSTMENT
CAUTION
1. The maximum permissible cylinder head temperature (500 °F)
must never be exceeded.
2. The mixture control lever should always be moved slowly.
3. Before selecting a higher power setting the mixture control
lever should, on each occasion, be moved slowly to fully RICH.
4. Care should always be taken that the cylinders do not cool
down too quickly. The cooling rate should not exceed 50 °F
per minute.
NOTE
For maximum service life cylinder head temperature should be
kept below 435 °F (high performance cruise) and below 400 °F
(for economy cruise).
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Page 4A-29
DA 40 F AFM
Normal Procedures
Best economy mixture
The best economy mixture setting may only be used up to a power setting of 75 %. In
order to obtain the lowest specific fuel consumption at a particular power setting,
proceed as follows: Slowly pull the mixture control lever back towards LEAN until the
engine starts to run roughly. Then push the mixture control lever forward just far enough
to restore smooth running. At the same time the exhaust gas temperature (EGT) should
reach a maximum.
The exact value of EGT can be obtained by pressing the far left button on the engine
instrument unit VM 1000. In the Alean@ mode one bar represents 10 °F.
Best power mixture
The mixture can be set for maximum performance at all power settings. The mixture
should first be set as for >best economy=. The mixture should then be enriched until the
exhaust gas temperature is approximately 50 °F lower. This mixture setting produces the
maximum performance for a given manifold pressure and is mainly used for high power
settings (approximately 75 %).
Alternatively, the best power setting can be established by adjusting the mixture for
maximum RPM.
NOTE
For climb it is recommended that the mixture be set to FULL RICH
below 5000 ft pressure altitude. Lean mixture to best power above
5000 ft pressure altitude.
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Normal Procedures
DA 40 F AFM
4A.4.11 DESCENT
1.
2.
3.
Mixture control lever ..............................enrich as required for the altitude,
operate slowly
Carburetor heat......................................ON, as required
Throttle ..................................................as required
CAUTION
When reducing power, the change in cylinder head temperature
should not exceed 50 °F per minute. This is normally guaranteed
by the 'self adapting inlet'. An excessive cooling rate may occur
however, if the engine is very hot and the throttle is reduced
abruptly in a fast descent. Shock-cooling shortens engine life.
CAUTION
When the fuel pressure warning light illuminates, or the fuel
pressure indication is below the green sector, the electrical fuel
pump must be switched ON.
CAUTION
Prior to a prolonged descent with low power settings and
suspected icing conditions, FULL carburetor heat should be
applied before reducing engine power. Throttle should be retarded
and mixture control leaned as required. Power response should
be verified approximately every 30 seconds by partially opening
and then closing the throttle. When leveling off, enrich the
mixture, set power as required and select carburetor heat OFF
unless carburetor icing conditions are suspected.
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Page 4A-31
DA 40 F AFM
Normal Procedures
4A.4.12 LANDING APPROACH
1.
2.
3.
4.
5.
6.
7.
8.
Electrical fuel pump............................... ON
Fuel selector.......................................... fullest tank
Safety harnesses .................................. fastened
Airspeed ................................................ reduce to operate flaps (108 KIAS)
Flaps ..................................................... T/O
Trim....................................................... as required
Landing light.......................................... as required
Carburetor heat ..................................... ON
before landing:
9.
10.
11.
12.
13.
Mixture control lever.............................. RICH
Throttle.................................................. as required
Airspeed ................................................ reduce to operate flaps (91 KIAS)
Flaps ..................................................... LDG
Approach speed .................................... 70 KIAS (1150 kg, 2535 lb)
63 KIAS (1000 kg, 2205 lb)
58 KIAS (850 kg, 1874 lb)
on final approach:
14. Carburetor heat ..................................... OFF
CAUTION
In conditions such as (e.g.) strong wind, danger of wind shear or
turbulence a higher approach speed should be selected.
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Normal Procedures
DA 40 F AFM
4A.4.13 GO-AROUND
1.
2.
3.
4.
5.
Throttle ..................................................FULL
Airspeed ................................................66 KIAS (1150 kg, 2535 lb)
60 KIAS (1000 kg, 2205 lb)
54 KIAS (850 kg, 1874 lb)
Mixture...................................................check fully RICH
Carburetor heat......................................check OFF
Flaps......................................................T/O
above a safe height:
6.
7.
8.
Airspeed ................................................73 KIAS (1150 kg, 2535 lb)
68 KIAS (1000 kg, 2205 lb)
60 KIAS (850 kg, 1874 lb)
Flaps......................................................UP
Electrical fuel pump ...............................OFF
4A.4.14 AFTER LANDING
1.
2.
3.
4.
5.
6.
7.
8.
9.
Throttle ..................................................1000 RPM
Brakes ...................................................as required
Electrical fuel pump ...............................OFF
Transponder ..........................................OFF / SBY
Pitot heating...........................................OFF
Avionics .................................................as required
Lights .....................................................as required
Flaps......................................................UP
Carburetor heat......................................OFF
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Page 4A-33
DA 40 F AFM
Normal Procedures
4A.4.15 ENGINE SHUT-DOWN
1.
2.
3.
4.
5.
6.
7.
Parking brake ........................................ set
Engine instruments ............................... check
ELT ....................................................... check 121.5 MHz
Avionics master switch.......................... OFF
All electrical equipment ......................... OFF
Throttle.................................................. 1000 RPM
Ignition check ........................................ OFF until RPM drops noticeably,
.............................................................. then immediately BOTH again
8.
Mixture control lever.............................. LEAN - shut engine off
9.
Ignition switch........................................ OFF
10. Master switch / Battery+Alternator ........ OFF
11. Strobe lights (ACLs) .............................. OFF
Page 4A-34
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Doc. No. 6.01.02-E
Normal Procedures
DA 40 F AFM
4A.4.16 POST-FLIGHT INSPECTION
1.
2.
Parking brake.........................................release, use chocks
Airplane .................................................moor, if unsupervised for
...............................................................extended period
NOTE
If the airplane is not operated for more than 5 days, the long-term
parking procedure should be applied. If the airplane is not
operated for more than 30 days, the storage procedure should be
applied. Both procedures are described in the Airplane
Maintenance Manual (Doc. No. 6.02.01) in Chapter 10.
Doc. No. 6.01.02-E
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Page 4A-35
DA 40 F AFM
Normal Procedures
4A.4.17 FLIGHT IN RAIN
NOTE
Performance deteriorates in rain; this applies particularly to the
take-off distance and to the maximum horizontal speed. The effect
of rain on flight characteristics is minimal. Flight through very
heavy rain should be avoided because of the associated visibility
problems.
CAUTION
Carburetor icing:
Under certain moist atmospheric conditions it is possible for ice to
form in the induction system, even in summer weather.
This is due to the high air velocity through the carburetor venturi,
its liquid water content and the absorption of heat from this air by
vaporization of fuel.
To avoid this, a carburetor preheat system is provided in order to
replace the heat lost by vaporization. The carburetor heat should
be set fully ON when carburetor icing is encountered (reduction of
engine power, rough running engine etc.). Be aware of power
reduction caused by switching ON the carburetor heat.
Adjust the mixture for maximum smoothness.
NOTE
If carburetor icing occurs, the carburetor heat must be switched
ON. Be aware of the power reduction caused by switching ON the
carburetor heat.
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Doc. No. 6.01.02-E
Normal Procedures
DA 40 F AFM
4A.4.18 REFUELING
CAUTION
Before refueling, the airplane must be connected to electrical
ground. Grounding points: unpainted areas on steps, left and right.
4A.4.19 FLIGHT AT HIGH ALTITUDE
At high altitudes the provision of oxygen for the occupants is necessary. Legal
requirements for the provision of oxygen must be adhered to.
Also see Section 2.11 OPERATING ALTITUDE.
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Normal Procedures
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Page 4A-38
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DA 40 F 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.3 FAILURES IN THE ELECTRICAL SYSTEM................................................ 4B-5
4B.4 TAKE-OFF FROM A SHORT GRASS STRIP.............................................. 4B-6
4B.5 FAILURES IN FLAP OPERATING SYSTEM ............................................... 4B-7
Doc. No. 6.01.02-E
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Page 4B-1
Abnormal Procedures
DA 40 F AFM
4B.1 PRECAUTIONARY LANDING
NOTE
A precautionary landing 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 must 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 attempted.
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
Page 4B-2
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Doc. No. 6.01.02-E
DA 40 F AFM
Abnormal Procedures
on final approach:
6.
Flaps......................................................LDG
7.
Safety harnesses ...................................tighten
8.
Touchdown ............................................with the lowest possible airspeed
CAUTION
If sufficient time remains, the risk in the event of a collision with
obstacles can be reduced as follows:
- Fuel tank selector ...................................................... OFF
- Ignition switch............................................................ OFF
- Master switch / Battery+Alternator switch ................. OFF
Doc. No. 6.01.02-E
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Page 4B-3
Abnormal Procedures
DA 40 F AFM
4B.2 INSTRUMENT INDICATIONS OUTSIDE OF GREEN
RANGE
(a) High oil pressure when starting in low ambient temperatures
-
Reduce RPM and re-check oil pressure at a higher oil temperature.
-
If, on reducing the RPM, the indicated oil pressure does not change,
it is probable that the fault lies in the oil pressure indication.
Terminate flight preparation.
(b) Oil temperature
A constant reading of the oil temperature of 26 °F or 317 °F suggests a faulty oil
temperature sensor. The airplane should be serviced.
(c) Cylinder head temperature and exhaust gas temperature
A very low reading of CHT or EGT for a single cylinder may be the result of a loose
sensor. In this case the reading will indicate the temperature of the engine
compartment. The airplane should be serviced.
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Doc. No. 6.01.02-E
DA 40 F AFM
Abnormal Procedures
4B.3 FAILURES IN THE ELECTRICAL SYSTEM
(a) Low voltage caution (VOLT or LOW VOLTS)
This caution is indicated when the normal on-board voltage (28 V) drops below
24.1 V. Possible reasons are:
- A fault in the power supply.
- RPM too low.
- Alternator switched OFF inadvertently
(i) 'Low Voltage' caution on the ground:
1.
Engine speed.........................................1200 RPM
2.
Electrical equipment ..............................OFF
3.
Ammeter ................................................check
If the caution light does not extinguish, and the ammeter flashes and reads zero:
- Terminate flight preparation.
(ii) 'Low Voltage' caution during flight:
1.
Electrical equipment ..............................OFF if not needed
2.
Ammeter ................................................check
If the caution light does not extinguish, and the ammeter flashes and reads zero:
- Follow procedure in 3.7.2 (b) Alternator failure.
(iii) 'Low Voltage' caution during landing:
- Follow (i) after landing.
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Page 4B-5
Abnormal Procedures
DA 40 F AFM
4B.4 TAKE-OFF FROM A SHORT GRASS STRIP
1.
Brakes ................................................... apply
2.
Flaps ..................................................... T/O
3.
Throttle.................................................. FULL
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.
7.
Elevator (control stick)........................... release slowly, when nose wheel
has lifted.
Allow the 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. Electrical fuel pump............................... OFF, above safe altitude
11. Landing light.......................................... as required
Page 4B-6
15 Mar 2005
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Doc. No. 6.01.02-E
DA 40 F AFM
Abnormal Procedures
4B.5 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 the throttle 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 throttle to control airplane speed and rate of
descent.
(c) Only LDG available:
Perform normal landing.
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Abnormal Procedures
DA 40 F AFM
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Doc. No. 6.01.02-E
DA 40 F AFM
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 PRESSURE ALTITUDE - DENSITY ALTITUDE .........................................5-4
5.3.3 STALLING SPEEDS ...................................................................................5-5
5.3.4 WIND COMPONENTS................................................................................5-6
5.3.5 TAKE-OFF DISTANCE ...............................................................................5-7
5.3.6 CLIMB PERFORMANCE - TAKE-OFF CLIMB .........................................5-10
5.3.7 CLIMB PERFORMANCE - CRUISE CLIMB .............................................5-12
5.3.8 ENGINE POWER SETTING, TRUE AIRSPEED, FUEL CONSUMPTION5-14
5.3.9 LANDING DISTANCE - FLAPS LDG ........................................................5-18
5.3.10 GRADIENT OF CLIMB ON GO-AROUND..............................................5-22
5.3.11 APPROVED NOISE DATA .....................................................................5-22
Doc. No. 6.01.02-E
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Page 5-1
Performance
DA 40 F AFM
5.1 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 for comprehensive and accurate flight planning. The values in
the tables and the diagrams were obtained by means of 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, 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.
Page 5-2
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DA 40 F AFM
Performance
5.3 PERFORMANCE TABLES AND DIAGRAMS
5.3.1 AIRSPEED CALIBRATION
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Performance
DA 40 F AFM
5.3.2 PRESSURE ALTITUDE - DENSITY ALTITUDE
3000
10000
density alt. [m]
12000
14000
4000
dar
2500
density alt. [ft]
3500
pressure altitude [ft]
4000
14000
stan
pressure altitude [m]
Conversion from pressure altitude to density altitude.
8000
12000
d te
3500
mp
2000
era
6000
ture
1500
4000
10000
3000
8000
2500
2000
6000
1000
1500
500
2000
4000
1000
0
-500
2000
0
0
500
0
-2000
-20
-10
0
10
20
30 [°C]
-4
14
32
50
68
86 [°F]
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.
Page 5-4
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DA 40 F AFM
Performance
5.3.3 STALLING SPEEDS
Mass: 980 kg (2161 lb)
Airspeeds in KIAS
Bank Angle
980 kg
2161 lb
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
2535 lb
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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Page 5-5
Performance
DA 40 F AFM
5.3.4 WIND COMPONENTS
Example:
Flight direction
: 360°
Wind
: 32°/30 kts
Result:
Crosswind component
Max. demonstrated crosswind component
Page 5-6
: 16 kts
: 20 kts
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DA 40 F AFM
Performance
5.3.5 TAKE-OFF DISTANCE
Conditions:
- Throttle........................................................FULL
- Mixture ........................................................RICH (below 5000 ft)
- Carburetor Heat ..........................................OFF
- Flaps ...........................................................T/O
- Lift-off speed ...............................................approx. 59 KIAS
- Climb-out speed..........................................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 takeoff 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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Page 5-8
DA 40 F AFM
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Performance
DA 40 F AFM
5.3.6 CLIMB PERFORMANCE - TAKE-OFF CLIMB
Conditions:
- Throttle ....................................................... FULL
- Mixture........................................................ RICH (below 5000 ft)
- Carburetor Heat.......................................... OFF
- Flaps .......................................................... T/O
- Airspeed ..................................................... 66 KIAS (1150 kg, 2535 lb)
60 KIAS (1000 kg, 2205 lb)
54 KIAS (850 kg, 1874 lb)
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Performance
DA 40 F AFM
5.3.7 CLIMB PERFORMANCE - CRUISE CLIMB
Conditions:
- Throttle ....................................................... FULL
- Mixture........................................................ RICH (below 5000 ft)
- Carburetor Heat.......................................... OFF
- Flaps .......................................................... UP
- Airspeed ..................................................... 73 KIAS (1150 kg, 2535 lb)
68 KIAS (1000 kg, 2205 lb)
60 KIAS (850 kg, 1874 lb)
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:
Page 5-12
Gradient [%] =
ROC [fpm]
⋅ 0.95
TAS [KTAS]
Gradient [%] =
ROC [m / s]
⋅ 190
TAS [KTAS]
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Performance
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Page 5-13
Performance
DA 40 F AFM
5.3.8 ENGINE POWER SETTING, TRUE AIRSPEED, FUEL
CONSUMPTION
Page 5-14
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DA 40 F AFM
Performance
CAUTION
In case of operation without wheel fairings the cruising speed
reduces by approximately 5 %.
NOTE
An auxiliary fuel below 3 US gal cannot be indicated by the
system. If a fuel indicater shows 17 US gal and the auxiliary fuel
indicator 0 US gal for the same fuel tank, for in-flight
consumption / flight planning a fuel quantity available of 17 US
gal must be assumed.
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Performance
Page 5-16
DA 40 F AFM
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Performance
DA 40 F AFM
5.3.9 LANDING DISTANCE - FLAPS LDG
Conditions:
- Throttle ....................................................... IDLE
- Mixture........................................................ RICH (below 5000 ft)
- Carburetor Heat.......................................... OFF
- 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
approx. 817 m (2680 ft)
Ground roll
approx. 466 m (1529 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.
Page 5-18
15 Mar 2005
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Doc. No. 6.01.02-E
DA 40 F AFM
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
Page 5-20
DA 40 F AFM
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Performance
DA 40 F AFM
5.3.10 GRADIENT OF CLIMB ON GO-AROUND
The DA 40 F reaches a constant gradient of climb of 8.2 % in the following condition:
-
Mass ..................................................... max. flight mass (1150 kg, 2535 lb)
Throttle.................................................. FULL
Mixture .................................................. RICH
Carburetor Heat .................................... OFF
Flaps ..................................................... LDG
Airspeed ................................................ 70 KIAS
ISA, MSL
5.3.11 APPROVED NOISE DATA
ICAO Annex 16, Volume 1, Part II, Chapter X ... ………………..74.8 dB(A)
Page 5-22
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DA 40 F AFM
Mass and Balance
CHAPTER 6
MASS AND BALANCE
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..........................................................................................6-8
6.4.2 LOADING DIAGRAM ...................................................................................6-9
6.4.3 CALCULATION OF LOADING CONDITION..............................................6-10
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 .......................................6-14
Doc. No. 6.01.02-E
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Page 6-1
Mass and Balance
DA 40 F AFM
6.1 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 Section 6.4.4.
The procedure for determining the flight mass CG position at any point in time 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.
NOTE
Refer to Section 1.6 UNITS OF MEASUREMENT for
conversion of SI units to US units and vice versa.
Page 6-2
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DA 40 F AFM
Mass and Balance
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 (7.6 liters = 8 qts), plus unusable fuel (4 liters =
approx. 1 US gal).
Doc. No. 6.01.02-E
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Page 6-3
Date
Page 6-4
IN
OUT
Entry No.:
DA 40 F
Upon delivery
Description of
part or
modification
Mass
Moment
Moment
Arm
Moment
Moment
Arm
Mass
Subtraction (-)
Changes in mass
Registration:
Addition (+)
Serial No.:
Mass
Moment
Arm
Moment
Current Empty Mass
Page No.:
Mass and Balance
DA 40 F AFM
MASS AND BALANCE REPORT
(Continuous report on structural or equipment changes)
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DA 40 F AFM
Mass and Balance
6.4 FLIGHT MASS AND CENTER OF GRAVITY
The following information enables you to operate your DA 40 F 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 F' in Table 6.4.3 - >CALCULATION OF
LOADING CONDITION=.
2.
Read the fuel quantity indicators to determine the fuel quantity.
a) Standard Tank:
NOTE
If an indicator shows 17 US gal, up to 20 US gal can be in the
tank. In this case, the exact quantity must be determined with the
fuel quantity measuring device. If this measurement is not carried
out, the fuel quantity for mass and CG calculation must be
assumed to be 20 US gal.
Doc. No. 6.01.02-E
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Page 6-5
Mass and Balance
DA 40 F AFM
b) Long Range Tank (if installed):
NOTE
When the fuel quantity indicator reads 16 US gal, read the
auxiliary fuel quantity by setting the AUX FUEL QTY switch to the
appropriate position (LH or RH), and add the auxiliary fuel quantity
to the 16 US gal.
NOTE
An auxiliary fuel quantity below 3 US gal cannot be indicated by
the system. For auxiliary fuel quantities below 3 US gal, the
correct fuel quantity must be determined with the fuel quantity
measuring device (see section 7.10 FUEL SYSTEM). If this
measurement is not carried out, the fuel quantity for mass and CG
calculation must be assumed to be 20 US gal.
3.
The difference between the actual amount of oil in the engine (check with
dipstick) and the maximum oil quantity is called >Oil not added=; this mass and its
related moment are counted as negative. The empty mass of the airplane is
established with the maximum amount of oil in the engine, thus the >missing= oil
must be subtracted. If the airplane is flown with maximum oil, the >Oil not added=
entry should be zero.
In our example 6.0 qts have been measured on the dip-stick. We are thus 2.0 qts
short of the maximum, which equates to 1.9 liters. Multiplying this quantity by the
mass density of 0.89 kilograms per liter gives a mass of >Oil not added= of 1.7 kg.
(In U.S. units: 2.0 qts multiplied by the mass density of 1.86 lb/qts gives a mass
of 3.7 lb.)
4.
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=.
Page 6-6
15 Mar 2005
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Doc. No. 6.01.02-E
DA 40 F AFM
5.
Mass and Balance
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 6 for the condition with empty fuel
tanks, and row 8 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.
6.
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.
Doc. No. 6.01.02-E
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Page 6-7
Mass and Balance
DA 40 F AFM
6.4.1 MOMENT ARMS
The most important lever arms aft of the Datum Plane:
- Oil
:
1.00 m
39.4 in
- 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
1.00 m (39.4 in)
600 mm
(23.62 in)
(1.22 in)
2.30 m (90.6 in)
2.194 m (86.4 in)
Page 6-8
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Doc. No. 6.01.02-E
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15 Mar 2005
10
20
30
40
50
50
100
150
200
Fuel Quantity
[US gal] [liters]
[lb]
25
50
75
100
125
150
175
200
225
[kg]
Load Mass
10,000
100
20,000
200
Page 6-9
400
500
40,000
Load Moment
30,000
300
50,000
[in.lb]
[kgm]
DA 40 F AFM
Mass and Balance
6.4.2 LOADING DIAGRAM
Mass and Balance
DA 40 F AFM
6.4.3 CALCULATION OF LOADING CONDITION
DA 40 F
CALCULATION OF
LOADING CONDITION
Your DA 40 F
(Example)
Mass
Moment
Mass
Moment
[kg]
[kgm]
[kg]
[kgm]
[lb]
[in.lb]
[lb]
[in.lb]
1.
Empty mass (from Mass
735
1820
and Balance Report)
1620
158,000
2.
Oil not added
-1.7
-1.7
Lever arm: 1.00 m (39.4 in)
-3.7
-146
3.
Front seats
150
345
Lever arm: 2.30 m (90.6 in)
331
29,989
4.
Rear seats
75
244
Lever arm: 3.25 m (128.0 in)
165.5
21.184
5.
Baggage
0
0
Lever arm: 3.65 m (143.7 in)
0
0
6.
Total mass and total
958.3
2407
moment with empty fuel tanks
2112.8
209.027
(Total of 1.-5.)
7.
On-board usable fuel
134.0
352
(0.72 kg/liter) (6.01 lb/US gal)
295.4
30.574
Lever arm: 2.63 m (103.5 in)
8.
Total mass and total
1092.3
2759
moment with full fuel tanks
2408.2
239.601
(Total 6. plus 7.)
9.
The total moments from rows 6 and 8 (2407 and 2759 kgm) (209.027 and
239.601 in.lb) must be divided by the related total mass (958.3 and 1092.3 kg
respectively) (2112.8 and 2408.2 lb) and then located in Diagram 6.4.4 'PERMISSIBLE
CENTER OF GRAVITY RANGE'.
As in our example CG positions (2.512 m and 2.526 m respectively) (98.93 and 99.49
in) and masses fall into the permitted area, this loading condition is allowable.
Page 6-10
15 Mar 2005
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DA 40 F AFM
Mass and Balance
6.4.4 PERMISSIBLE CENTER OF GRAVITY RANGE
Center of Gravity Position [in]
94
96
98
100
101
102
2600
1150 kg / 2535 lb
1100
2400
Normal
1050
1000
950
2200
980 kg / 2161 lb
900
850
2000
Flight Mass [lb]
Flight Mass [kg]
1150
Utility & Normal
1800
800
780 kg / 1720 lb
CG
Envelope
750
2.40
2.45
2.50
2.55 2.59
Center of Gravity Position [m]
The CG shown in the diagram is that from the example in Table 6.4.3 'CALCULATION
OF LOADING CONDITION', row 8 (pre take-off condition).
The flight CG position must lie 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
Doc. No. 6.01.02-E
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Page 6-11
Mass and Balance
DA 40 F AFM
Most rearward flight CG:
a) Standard Tank:
2.59 m (102.0 in) aft of Datum Plane
b) Long Range Tank (if installed):
2.55 m (100.4 in) aft of Datum Plane
Page 6-12
15 Mar 2005
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Doc. No. 6.01.02-E
160,000
180,000
Doc. No. 6.01.02-E
Rev. 0
15 Mar 2005
Standard Tank only
220,000
FLIGHT MASS MOMENT [kgm]
200,000
FLIGHT MASS MOMENT [in.lb]
1700
1800
1900
2000
2100
2200
2300
2400
2500
2550
FLIGHT MASS [lb]
r
te ity
n
"
e v
"
"
4"
"
C ra ion
.9 8.4 00. 2.0
.5
6
4
G
t
0
i
9
9
f
1
9
1
/
/
/
/
o os
/
m m
P
m
m m
6
0
5
0
9
4
4
5 5
5
2. 2.
2.
2. 2.
240,000
260,000
DA 40 F AFM
Mass and Balance
6.4.5 PERMISSIBLE MOMENT RANGE
Page 6-13
FLIGHT MASS [kg]
Mass and Balance
DA 40 F AFM
6.5 EQUIPMENT LIST AND EQUIPMENT INVENTORY
All equipment that is approved for installation in the DA 40 F 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:
in-
Description
Type
Part No.
Manufacturer
AVIONICS COOLING
Avionics Cooling fan
ACF 328
ACF 328
COMMUNICATION
COMM 1 antenna
COMM 2 antenna
COMM #1
COMM #1
Audio Panel / Marker / ICS
ICS
Headset, pilot
Headset, co-pilot
Headset, LH pax
Headset, RH pax
Speaker
Handmic
DMC63-1/A
DMC63-2
GNS 430
GNS 430
GMA 340
PM1000 II
Echelon 100
Echelon 100
Echelon 100
Echelon 100
FRS8 /4 Ohms
100TRA
DM
DM
011-00280-00 Garmin
011-00280-10 Garmin
010-00152-00 Garmin
11922
PS Engineering
Telex
Telex
Telex
Telex
Visaton
62800-001
Telex
ELECTRICAL POWER
Battery
Ammeter current sensor
Voltage regulator
External power connector
Alternator
Page 6-14
CB24-11M (G243)
VM1000
3010022
VR2000-28-1
ALU-8521LS
ALU-8521LS
15 Mar 2005
S/N
stalled
Sandia Aerospace
Concorde (Gill)
Vision Microsyst.
Electrosyst., Inc.
DAI
Electrosyst., Inc.
Rev. 0
Doc. No. 6.01.02-E
DA 40 F AFM
Mass and Balance
Airplane Serial No.:
Registration:
Date:
in-
Description
Type
EQUIPMENT
Safety belts, pilot
Safety belts, co-pilot
Safety belts, RH pax
Safety belts, LH pax
ELT unit
ELT remote switch
ELT antenna
MLG SPK LH
MLG SPK RH
NLG SPK
Part No.
5-01-1C0701
5-01-1C5701
5-01-1B0701
5-01-1B5701
E-01
E0105
E0109
DA4-3219-01-00
DA4-3219-02-00
DA4-3229-00-00
FLIGHT CONTROLS
Stall horn
Flaps control unit (inst. panel) 430550
Flaps actuator assy
430555
SAFETY EQUIPMENT
Fire extinguisher, portable
First aid kit
Manufacturer
DAI-9031-00-00 DAI
DAI
DAI
HAL1
AIR Total
VM1000
VM1000
VM1000
4010028
30100-11
30100-11
Vision Microsyst.
Vision Microsyst.
Vision Microsyst.
Fuel qty sensor LH
(auxiliary fuel)
VM1000
3010050
Vision Microsyst.
Fuel qty sensor RH
(auxiliary fuel)
VM1000
3010050
Vision Microsyst.
Rev. 0
stalled
Schroth
Schroth
Schroth
Schroth
ACK
ACK
ACK
DAI
DAI
DAI
FUEL
Fuel qty indicator
Fuel qty sensor LH
Fuel qty sensor RH
Doc. No. 6.01.02-E
S/N
15 Mar 2005
Page 6-15
Mass and Balance
DA 40 F AFM
Airplane Serial No.:
Registration:
Date:
in-
Description
Type
Part No.
HYDRAULIC
Brake master cylinder
Brake parking valve
Brake assembly
INDICATING / REC.
SYSTEMS
Digital chronometer
Flight timer
Flight timer
Annunciator panel
CO detector
10-54A
60-5B
30-239A
Model 803
85000-12
85094-12
WW-IDC 001
Model 452-201
Manufacturer
S/N
stalled
Cleveland
Cleveland
Cleveland
Davtron
Hobbs
Hobbs
White Wire
CO Guardian LLC
LIGHTS
Map/Reading light assy crew
Cabin light
Instr./Radio lights dimmer
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 lamps
W1461.0.010 Rivoret
W1461.0.010 Rivoret
WW-LCM-002 White Wire
DA4-3311-10-01 DAI
APVL328-8-3Quantaflex
L-18QF
A600-PR-D-28 01-0790006-05 Whelen
A600-PG-D-28 01-0790006-07 Whelen
A490ATS-CF14/28
01-0770062-05 Whelen
70346
01-0770346-05 Whelen
70346
01-0770346-03 Whelen
Quantaflex
Quantaflex 1600
NAVIGATION
Pitot/Static probe, heated
P/S probe HTR fail sensor
DAI-9034-57-00 DAI
DA4-3031-01-00 DAI
Altimeter inHg /mbar, primary
Altimeter inHg /mbar, primary
Altimeter inHg /mbar, secondary
Page 6-16
LUN 1128
5934PD-3
1128-14B6
5934PD-3
15 Mar 2005
United In.
Mikrotechna
United In.
Rev. 0
Doc. No. 6.01.02-E
DA 40 F AFM
Mass and Balance
Airplane Serial No.:
Registration:
Date:
in-
Description
Altimeter inHg /mbar, secondary
Type
LUN 1128
Vertical speed indicator
Vertical speed indicator
LUN 1144
Airspeed indicator
Part No.
Manufacturer
1128-14B6
7000
1144-A4B4
8025
1116-B4B3
C2400L4P
Mikrotechna
United In.
Mikrotechna
United In.
Mikrotechna
Airpath
Airspeed indicator
LUN 1116
Magnetic compass
Dir. gyro, free
AIM2051BLD
505-0031-931
BF-Goodrich
Attitude indicator
AIM1100-28L(0F)
504-0111-936
BF-Goodrich
Attitude indicator
AIM1100-28LK(0F) 504-0111-938
BF-Goodrich
Attitude indicator
AIM1100-28LK(2F) 504-0111-941
BF-Goodrich
1394T100-(3Z)
GTX 327
KA60
KA60
SAE5-35
CI505
Mid Continent Instr.
Turn coordinator w/o
AP pickup
Transponder
XPDR antenna
XPDR antenna
Altitude Data System
NAV antenna coupler
VOR/LOC/GS antenna
NAV/COM/GPS#1
NAV/COM/GPS#1
CDI, VOR/LOC/GS#1
GPS antenna #1
GNS 430
GNS 430
GI 106A
GA 56
ENGINE
O-360-A4M
ENGINE FUEL CONTROL
Fuel flow transmitter
VM1000
Fuel pressure transmitter
VM1000
011-00490-00
S/N
stalled
Garmin
071-01174-0000 Bendix/King
071-01591-0001 Bendix/King
305154-00
CI157P
011-00280-00
011-00280-10
013-00049-01
011-00134-00
Sandia Aerospace
Comant
Comant
Garmin
Garmin
Garmin
Garmin
Textron Lycoming
3010073
3010046
Vision Microsyst.
Vision Microsyst.
ENGINE IGNITION SYSTEM
SlickSTART booster
Magneto RH/LH
Magneto RH/LH
SS1001
4370/4347
4770/4771
ENGINE INDICATING
RPM sensor
VM1000
Doc. No. 6.01.02-E
Rev. 0
Unison
Slick
Slick
3010005
Vision Microsyst.
15 Mar 2005
Page 6-17
Mass and Balance
DA 40 F AFM
Airplane Serial No.:
Registration:
Date:
in-
Description
Type
Part No.
Manufacturer
Manifold pressure sensor
Cyl. head temp. probes
(4 each)
EGT probes
VM1000
3010047
Vision Microsyst.
VM1000
VM1000
1020061
1020060
Vision Microsyst.
Vision Microsyst.
Data processing unit1
DPU
4010081
Vision Microsyst.
Intergr. engine data display VM1000
I/O board assy.
4010050
3020018
Vision Microsyst.
Vision Microsyst.
ENGINE OIL
Oil temperature sensor
Oil pressure transducer
VM1000
VM1000
3010021
3010041
Vision Microsyst.
Vision Microsyst.
ENGINE STARTING
Starter
149-24LS
SKYTEC
PROPELLER
76EM8S10-0-63
Sensenich
AIRPLANE FLIGHT
MANUAL
1.
Doc. No
6.01.02-E
S/N
stalled
DAI
DPU with P/N4010081 or DPU with P/N3034241 and Software revision V2.001, for the
Standard Tank.
Place: ____________
Page 6-18
Date: ____________
15 Mar 2005
Signature: ____________
Rev. 0
Doc. No. 6.01.02-E
Airplane Description
DA 40 F AFM
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 .............................................................................................7-11
7.6 SEATS AND SAFETY HARNESSES ..............................................................7-13
7.7 BAGGAGE COMPARTMENT .........................................................................7-13
7.8 CANOPY, REAR DOOR, AND CABIN INTERIOR ..........................................7-14
7.9 POWER PLANT ..............................................................................................7-16
7.9.1 ENGINE, GENERAL .................................................................................7-16
7.9.2 OPERATING CONTROLS........................................................................7-17
7.9.3 PROPELLER ............................................................................................7-19
7.9.4 ENGINE INSTRUMENTS .........................................................................7-20
7.10 FUEL SYSTEM .............................................................................................7-26
7.11 ELECTRICAL SYSTEM.................................................................................7-35
7.11.1 GENERAL...............................................................................................7-36
7.11.2 WHITE WIRE ANNUNCIATOR PANEL ..................................................7-40
7.12 PITOT-STATIC SYSTEM ..............................................................................7-44
7.13 STALL WARNING .........................................................................................7-44
7.14 AVIONICS .....................................................................................................7-44
Doc. No. 6.01.02-E
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Page 7-1
DA 40 F AFM
Airplane Description
7.1 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 aileron 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.
Page 7-2
15 Mar 2005
Rev. 0
Doc. No. 6.01.02-E
Airplane Description
DA 40 F AFM
7.3 FLIGHT CONTROLS
The ailerons, elevator and wing flaps are operated through control rods, while the rudder
is controlled by cable. 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 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.
Doc. No. 6.01.02-E
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15 Mar 2005
Page 7-3
DA 40 F AFM
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 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).
Page 7-4
15 Mar 2005
Rev. 0
Doc. No. 6.01.02-E
Airplane Description
DA 40 F AFM
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 UP
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 UP 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 while the flaps are traveling.
Doc. No. 6.01.02-E
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15 Mar 2005
Page 7-5
DA 40 F AFM
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:
Page 7-6
Steel cables, the eyes of which are connected to the bolts on the
bracket.
15 Mar 2005
Rev. 0
Doc. No. 6.01.02-E
Airplane Description
DA 40 F AFM
Elevator Trim
The trim control is a black wheel in the center console to the rear of the engine controls.
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.
Doc. No. 6.01.02-E
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15 Mar 2005
Page 7-7
Airplane Description
DA 40 F AFM
7.4 INSTRUMENT PANEL
Page 7-8
15 Mar 2005
Rev. 0
Doc. No. 6.01.02-E
Airplane Description
DA 40 F AFM
Major instruments and controls
*)
1
Electrical switches, ignition switch 18
Attitude gyro (artificial horizon)
2
Circuit breakers*
19
Vertical speed indicator (VSI)
3
Flap selector switch
20
Altimeter
4
Rotary buttons for instrument 21
lighting and flood light
Course deviation indicator (CDI)
5
Test button for CO-detector
22
Audio panel / Marker / Intercom
6
Chronometer with OAT indicator
23
COM / NAV / GPS
7
Annunciator panel
24
ELT control unit
8
Engine instruments
25
Transponder
9
Fuel quantity indicator
26
Fuel prime button
10
Carbon-Monoxide detector
27
Stall warning horn
11
Accessory power socket
28
12
Microphone socket
29
13
Alternate static valve
30
14
Ventilation nozzles
31
15
Turn & bank indicator
32
16
Directional gyro
33
17
Airspeed indicator (ASI)
34
Designations and abbreviations used to identify the circuit breakers are explained
in Section 1.5 DEFINITIONS AND ABBREVIATIONS.
Doc. No. 6.01.02-E
Rev. 0
15 Mar 2005
Page 7-9
Airplane Description
DA 40 F AFM
NOTE
The instrument panel shown represents a typical instrument
combination. Depending on equipment and instruments ordered
by the customer the panels will be redesigned according to the
requirements.
If the Long Range Tank is installed:
The following switch is installed adjacent to the fuel quantity indicator:
Page 7-10
15 Mar 2005
Rev. 0
Doc. No. 6.01.02-E
Airplane Description
DA 40 F AFM
Cockpit ventilation
Ventilation in the front is provided by the movable ventilation nozzles (17) 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.
7.5 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 or a silicone damper.
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.
Doc. No. 6.01.02-E
Rev. 0
15 Mar 2005
Page 7-11
Airplane Description
DA 40 F AFM
Hydraulic system schematic
brake pedals,
pilot
brake pedals,
co-pilot
parking brake
valve
brake cylinder, LH
Page 7-12
brake cylinder, RH
15 Mar 2005
Rev. 0
Doc. No. 6.01.02-E
Airplane Description
DA 40 F AFM
7.6 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 facilitate 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.
Doc. No. 6.01.02-E
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15 Mar 2005
Page 7-13
DA 40 F AFM
Airplane Description
7.8 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.
ACooling 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 (optional) 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 Acooling
gap@ position on the ground only. Before take-off the front canopy
must be completely closed and locked, but not blocked with the
locking device.
The windows on both sides of the canopy can be opened for additional ventilation or as
emergency windows.
Page 7-14
15 Mar 2005
Rev. 0
Doc. No. 6.01.02-E
Airplane Description
DA 40 F AFM
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 (optional) 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
The rear door must be closed and locked, but not blocked with the
locking device before the engine is started.
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 (•)
(air distribution lever)..........................................down = airflow to floor (–)
Doc. No. 6.01.02-E
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15 Mar 2005
Page 7-15
DA 40 F AFM
Airplane Description
7.9 POWER PLANT
7.9.1 ENGINE, GENERAL
Lycoming O-360-A4M: Air-cooled four-cylinder four-stroke engine. Horizontally-opposed
direct-drive engine with carburetor and underslung exhaust.
Displacement:
5916 cm3 (361 in3)
Max. power:
180 HP (134.2 kW) at 2700 RPM at sea level and ISA
The principal engine accessories at the front of the engine are the starter motor and the
alternator. The twin magneto system and the mechanical fuel pump are at the rear of the
engine. Fuel is supplied via a carburetor system.
Further information should be obtained from the engine operating manual.
The engine instruments are on the right hand side of the instrument panel.
The ignition switch is designed as a key-operated lock. The ignition is switched on by
moving the switch to the right from the OFF position to the L-R-BOTH positions. A
further turn to the right to the START position will operate the starter motor.
Page 7-16
15 Mar 2005
Rev. 0
Doc. No. 6.01.02-E
Airplane Description
DA 40 F AFM
7.9.2 OPERATING CONTROLS
The engine performance is controlled by means of two levers: throttle and mixture
control lever, situated together as a group on the large center console (also referred to
as the throttle quadrant). >Front= and >rear= are defined in relation to the direction of flight.
Throttle
- left hand lever with large, black knob
This lever is used to set the manifold pressure (MP). When the throttle is furthest
forward, the engine is being provided with extra fuel for high performance settings.
Lever forward (MAX PWR)
= FULL throttle, higher MP
Lever to rear (IDLE)
= IDLE, low MP
High manifold pressure means that a large quantity of fuel-air mixture is being supplied
to the engine, while low manifold pressure means a lesser quantity of fuel-air mixture is
being supplied.
Mixture control lever
- right hand lever with red handle and lock to avoid inadvertent operation.
This lever is used to set the proportions in the fuel-air mixture which is supplied to the
engine.
Lever forward (RICH)
= Mixture rich (in fuel)
Lever to rear (LEAN)
= Mixture lean (in fuel)
Doc. No. 6.01.02-E
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15 Mar 2005
Page 7-17
DA 40 F AFM
Airplane Description
If the lever is at the forward stop, extra fuel is being supplied to the engine which at
higher performance settings contributes to engine cooling.
In cruise, the mixture should be made leaner in order to reach the appropriate fuel-air
mixture. The leaning procedure is given in Chapter 4.To shut off the engine the mixture
control lever is pulled to the rear stop. Air without fuel is thus drawn into the cylinders
and the engine dies. When the engine is stationary there is thus no fuel in the cylinders.
Carburetor heat
In the event of the loss of manifold pressure because of carburetor icing or blocking of
the air filter, there is the possibility of drawing air from the engine compartment. This air
is ducted around the exhaust muffler and preheated. Thus pulling the Carburetor heat
lever will prevent carburetor icing, but may lead into a reduction of engine power.
CAUTION
Make sure to de-activate the Carburetor heat during a
misapproach.
The operating lever for Carburetor heat is located at the center console, left to the
throttle lever. To activate the Carburetor heat the lever is pulled to the rear. Normally
Carburetor heat is de-activated (closed), with the lever in the forward position.
Page 7-18
15 Mar 2005
Rev. 0
Doc. No. 6.01.02-E
Airplane Description
DA 40 F AFM
7.9.3 PROPELLER
A Sensenich 76EM8S10-0-63 fixed pitch metal propeller is installed.
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 (magneto and propeller checks)
should be selected, where there are no loose stones or similar
items.
WARNING
Never move the propeller by hand while the ignition is switched
ON, as it may result in serious personal injury.
Never try to start the engine by hand.
.
Doc. No. 6.01.02-E
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15 Mar 2005
Page 7-19
Airplane Description
DA 40 F AFM
7.9.4 ENGINE INSTRUMENTS
OIL P
FUEL P
VOLT
EGT
AMP
CHT
FUEL FLW
OIL T
Button 1:
Button 2:
Button 3:
Button 4:
Button 5:
'Lean' mode
Digital exhaust gas / cylinder head temperature mode
Switch in autotrack
Fuel computer mode
Engine data recorder
Button 3
has an additional function on switch-on: Display mode
Sweep mode or pointer mode
If on switch-on button 3 is kept pressed until the display transfers from activating all
bars/pointers to indicating the actual values, the type of presentation can be selected. In
the one case the circular instruments show the values with a pointer as in conventional
analog instruments, whilst in the other case the circular instruments fill with pointers/bars
up to the current value. It remains for the pilot to select his preferred presentation.
Page 7-20
15 Mar 2005
Rev. 0
Doc. No. 6.01.02-E
Airplane Description
DA 40 F AFM
Indications on the Vision Microsystems VM 1000 Engine Instrument
Designation
Indication
Unit
MAN
Manifold pressure
inHg
RPM
Engine RPM
RPM
EGT
Exhaust gas temperature
°F
CHT
Cylinder head temperature
°F
FUEL P
Fuel pressure
psi
FUEL FLW
Fuel flow
US gal/hr
OIL P
Oil pressure
psi
OIL T
Oil temperature
°F
VOLT
Voltage
V
AMP
Intensity of current
A
Doc. No. 6.01.02-E
Rev. 0
15 Mar 2005
Page 7-21
DA 40 F AFM
Airplane Description
Button 1 - Lean mode
Upon powering up the unit the normal mode is shown. Between the colored sector
markings the cylinder head temperatures of the individual cylinders are shown by bars.
Above those are bars showing the exhaust gas temperatures of the individual cylinders.
In the event of the failure of a sensor the relevant indication remains empty. A flashing
cylinder head temperature indication means either that the cylinder is too hot, or that it is
being cooled too rapidly (shock-cooling).
The operation of button 1 causes the display to move to 'lean' mode. This is confirmed
by 2 half-bars appearing to the left and right of the bar blocks. In this mode all bars
which previously showed cylinder head and exhaust gas temperature are used for
exhaust gas temperature only. One bar represents 10 °F. If the columns are completely
filled with bars before the mixture is lean, button 1 should be pressed twice so that the
bars start again at the base of the indicator.
A flashing bar column indicates that the relevant cylinder has reached the hottest
exhaust gas temperature. This point will be marked with a single bar, which can be used
as a reference for enriching the mixture. As an option, the numerical indication can be
used additionally for this purpose.
Page 7-22
15 Mar 2005
Rev. 0
Doc. No. 6.01.02-E
Airplane Description
DA 40 F AFM
Button 2: Digital exhaust gas / cylinder head temperature mode
Using this button, the numerical indication for exhaust gas and cylinder head
temperature underneath the graphical representation of these figures is set. Following
each sequential operation of the button the exhaust gas and cylinder head temperatures
of an individual cylinder are displayed. In this, the display jumps automatically from the
number of the current cylinder to its current temperature. After the fourth cylinder the
display goes into the automatic mode, which gives both the number of the cylinder with
the highest exhaust gas temperature as well as (beside it) the number of the hottest
cylinder. Alternating with this, the associated temperatures are displayed.
Button 3: Switch in autotrack
In the autotrack mode changes in the engine values are shown. If button 3 is operated in
flight, variations from the current values will be displayed, in that the relevant circular
instrument and the annotation AUTOTRACK will start to flash.
In order to leave the mode, button 3 must be operated. The mode is left automatically if
there is a critical value to be indicated.
Button 4 - Fuel computer mode
By operating button 4 the display is switched from fuel flow (FUEL FLW) to a numerical
indication underneath it. There are 4 modes, which are called up by pressing button 4 in
sequence. The modes are:
REM: The remaining fuel is shown is US gal. The steps in this are 0.1 US gal. This
mode is only available if the AADD@ mode - add up fuel - has previously been
activated.
Doc. No. 6.01.02-E
Rev. 0
15 Mar 2005
Page 7-23
DA 40 F AFM
Airplane Description
HRS: This mode shows the remaining flight time (in hours) on the basis of the current
fuel flow. The steps in this indication are tenths of hours. This mode is also only
available if the AADD@ mode - add up fuel - has previously been activated.
BRN: This mode shows the amount of fuel used (in US gal) since the equipment was
switched on. The steps in this are 0.1 US gal.
ADD: This mode can be used after refueling to bring the fuel quantity, which the
equipment uses for its calculations, up to date. In order to utilize the REM and
HRS modes, the computer needs to be told how much fuel has been taken on. 10
US gal are added by pressing button 3, while pressing button 5 adds one US gal
to the total. The quantity is confirmed by pressing button 4. In doing this, the
quantity which has been entered in ADD is added to the previous total under
REM. To check the fuel quantity button 4 should be pressed until REM is shown.
If too much has been added, button 4 should not be pressed for confirmation.
After approx. 20 seconds the computer automatically leaves the ADD mode.
CAUTION
Incorrect use of the computer in the fuel-computer mode will result
in false statements in the AREM - remaining fuel@ and the AHRS remaining flight time@ modes. Before using the fuel computer
mode in flight the pilot must be certain that he has understood the
operation and use of the equipment. Beyond this, use of the fuel
computer must not be regarded as a substitute for fuel planning
for a flight.
Page 7-24
15 Mar 2005
Rev. 0
Doc. No. 6.01.02-E
Airplane Description
DA 40 F AFM
Button 5 - Engine Data Recorder
Operating button 5 will activate the engine data recorder. The digital values shown are
the minimum values recorded by the engine instrument unit during operation, such as
lowest voltage, lowest fuel pressure, etc. The numerical RPM indicator will indicate the
total operating hours.
Pressing button 5 again will show the maximum values encountered. Pressing button 5
still another time will turn off the engine data recorder and the display will return to the
original mode. If button 5 is not pressed for approximately 20 seconds, the display will
automatically return to the original mode.
Data of the engine data recorder can be called during or immediately after flight only.
With each new flight the old data will be overwritten.
Doc. No. 6.01.02-E
Rev. 0
15 Mar 2005
Page 7-25
Page 7-26
15 Mar 2005
Rev. 0
valve
check
capillary
LEFT-HANDWING
finger filter
drain
tank(withsensor)
filler neck
pumpbleedline
mechanical pump
fuel flowindication
fuel pressureindication
drain
Cylinders
FUSELAGE
fuel tank
selector
filter/screen
pump
electrical
ENGINE
(symmetrical)
RIGHT-HANDTANK
FIREW
ALL
Primer solenoid
Carburetor
Airplane Description
DA 40 F AFM
7.10 FUEL SYSTEM
a) Standard Tank:
Doc. No. 6.01.02-E
Doc. No. 6.01.02-E
Rev. 0
15 Mar 2005
check
valve
capillary
drain
fue
lq
sen ty.
sor
finger filter
LEFT-HAND WING
fuel tank
filler neck
se
au nso
qt x fu r fo
y.
el r
pump bleed line
mechanical pump
fuel flow indication
fuel pressure indication
Cylinders
drain
ENGINE
FUSELAGE
fuel tank
selector
filter/screen
electrical
pump
RIGHT-HAND
WING
(symmetrical)
FIREWALL
Carburetor
Primer solenoid
DA 40 F AFM
Airplane Description
b) Long Range Tank (if installed):
Page 7-27
DA 40 F AFM
Airplane Description
Fuel pumps
The fuel system is equipped with a mechanical and an electrical fuel pump. The
mechanical pump provides for the normal fuel supply.
The electrical fuel pump is provided as an auxiliary and emergency pump, which does
not operate under normal circumstances. It is operated with the FUEL PUMP switch on
the row of switches on the instrument panel. It is checked during engine start, and is
used as a safety back-up during take-off and landing, as well as when switching fuel
tanks. It is also switched on for safety in the event of a decrease in fuel pressure.
Primer system
The engine is equipped with a primer system. By pushing the primer button in the
cockpit a solenoid valve is opened and fuel is pumped into three cylinders. On the fourth
cylinder the MAP sensor is installed.
The primer system will only operate with the electrical fuel pump switched on.
CAUTION
The primer system is not intended for operation in flight.
Page 7-28
15 Mar 2005
Rev. 0
Doc. No. 6.01.02-E
DA 40 F AFM
Airplane Description
Fuel tank selector
The fuel tank selector is situated on the center console. Its positions are LEFT (tank),
RIGHT (tank) and OFF. The OFF position is reached by turning the selector to the right
while pulling up the safety catch of the fuel tank selector. This is to ensure that an OFF
selection is not made unintentionally.
a) Standard Tank:
L
F
l
ue
EF
T
20 US gal.
76 l
F
20 US gal.
76 l
Se l e c
to
r
OF
Doc. No. 6.01.02-E
Rev. 0
15 Mar 2005
Page 7-29
Airplane Description
DA 40 F AFM
b) Long Range Tank (if installed):
L
F
l
ue
EF
Se l e c
to
r
T
25 US gal.
94 l
F
25 US gal.
94 l
F
O
Fuel tanks
Each of the two wing tanks consists of two (three, if the Long Range Tank is installed)
aluminum chambers which are joined by a piece of flexible hose and two independent
vent hoses. There are two separate vents per tank. The hose terminations are situated
on the underside of the wing, approx. 2 meters (7 ft) from the wing tip. One vent acts as
a capillary, both to equalize the air pressure, and to provide a safety factor in the event
of a failure of the other vent. The second vent is a check valve, to allow air to enter the
tank, but prevent flow to the outside.
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. 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.
Page 7-30
15 Mar 2005
Rev. 0
Doc. No. 6.01.02-E
Airplane Description
DA 40 F AFM
Fuel quantity indication
a) Standard Tank:
A capacity probe ascertains fuel quantity in the tank. When the fuel quantity indicator
reads zero, only the unusable fuel remains in the tank. The total capacity of each tank is
20 US gal, the maximum quantity that can be indicated is 17 US gal. Up to an actual
quantity of 17 US gal the indication is correct. At an actual quantity above 17 US gal the
indication remains at 17 US gal.
NOTE
When the fuel quantity indicator reads 17 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 17 US gal and the fuel quantity that
must be assumed for mass and CG calculations is 20 US gal.
b) Long Range Tank (if installed):
To determine the fuel quantity in the larger tanks an additional capacity probe is installed
in each wing tank (LH / RH). When the fuel quantity indicator reads zero, only the
unusable fuel remains in the tank. The usable capacity of each tank is 25 US gal
(approximately 94 liters).
Fuel quantities up to 16 US gal (approximately 60 liters) in each wing tank (LH / RH) are
measured by the standard sensors and indicated on the fuel quantity indicator either on
the left or right side in 1 US gal (approximately 4 liters) increments.
Doc. No. 6.01.02-E
Rev. 0
15 Mar 2005
Page 7-31
Airplane Description
DA 40 F AFM
Fuel quantities between 16 US gal (approximately 60 liters) and 25 US gal
(approximately 94 liters) are measured by additional sensors and indicated in the center
of the fuel quantity indicator. The indication increments are 3 US gal (approximately 11
liters) between 0 and 3 US gal (approximately 11 liters) and 1 US gal (approximately 4
liters) between 3 US gal (approximately 11 liters) and 9 US gal (approximately 34 liters).
Which side (LH / RH) is being indicated depends on the position of the AUX FUEL QTY.
switch (refer to Section 7.4 - INSTRUMENT PANEL). The indication on the left and right
side of the instrument (from 0 US gal to 16 US gal (approximately 60 liters) will not be
affected.
The actual total fuel quantity in each wing tank is the sum of the individual indications.
CAUTION
After selecting a fuel tank with the AUX FUEL QTY. switch, the
fuel quantity indication will be incorrect for 2 minutes.
Additional fuel quantity indication between 16 US gal (approximately 60 liters) and
25 US gal (approximately 94 liters) of the wing tank selected with the AUX FUEL QTY.
switch:
Page 7-32
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Doc. No. 6.01.02-E
Airplane Description
DA 40 F AFM
Fuel quantity measuring device
The fuel quantity measuring device 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.
Doc. No. 6.01.02-E
Rev. 0
15 Mar 2005
Page 7-33
Airplane Description
a) Standard Tank:
DA 40 F AFM
b) Long Range Tank (if installed):
25
24
23
22
21
20
19
18
17
16
15
14
11
10
9
8
7
6
5
4
unit in u.s. gallons
12
aeroplane on level ground
13
3
2
1
unusable
fuel
Page 7-34
15 Mar 2005
Rev. 0
Doc. No. 6.01.02-E
STARTER
160 A
Doc. No. 6.01.02-E
BATTERY
24 V
11 AMP HRS
ALTERNATOR
28 V / 70 A
Rev. 0
15 Mar 2005
BATT
ALT
Simplified wiring
ALTERNATOR CURRENT SENSOR
EXTERNAL POWER
BATT
START
OVERVOLTAGE
PROTECTION
VOLTAGE REGULATOR
AVIONIC
ESS BUS
MASTER CONTROL
ESS AVIONIC
ESS TIE
ESSENTIAL BUS
BATT
START
MAIN TIE
ALT.
ALT. CONT.
ALT. PROT.
AVIONIC BUS
MAIN BUS
ANNUN.
ESSENTIAL
AVIONIC
BUS
AVIONIC
BUS
DA 40 F AFM
Airplane Description
7.11 ELECTRICAL SYSTEM
Page 7-35
DA 40 F AFM
Airplane Description
7.11.1 GENERAL
The DA 40 F has 28 Volt DC system, which can be sub-divided into:
- Power generation
- Storage
- Distribution
- Consumers
Power generation
The 70 ampère alternator (generator) is mounted on the front of the engine. It is driven
by a V-belt, and charges the battery. In the event of alternator failure, the battery
provides the system with electrical energy. Given the provision of these two independent
sources of electrical power, the complete failure of the electrical system is extremely
unlikely.
Storage
Power is stored in an 11 ampère-hour lead-acid battery, which is mounted in the righthand side of the engine compartment. The battery is connected to the airplane electrical
system via the main (70 ampère) circuit breaker.
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
and 30 minutes, 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.
Page 7-36
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Rev. 0
Doc. No. 6.01.02-E
Airplane Description
DA 40 F AFM
Distribution
Electrical power is distributed via the 'Main Bus' and the 'Essential Bus'.
Master switch (ALT/BAT)
The 'Master Switch' is divided into a 'Master Switch (ALT)' on the left and a 'Master
Switch (BAT)' on the right. Both switches together are known as the >Master Switch=.
Consumers
The individual consumers (e.g. radio, electrical fuel pump, position lights, etc.) are
connected to the main bus via automatic circuit breakers.
Designations and abbreviations used to identify the circuit breakers are explained in
Section 1.5 DEFINITIONS AND ABBREVIATIONS.
Ignition
The DA 40 F is equipped with the electric start boost system SlickSTART. This system
improves the start characteristics by delivering more spark energy during the engine
start sequence. After engine starting the ignition is controlled by the conventional retard
breaker magneto system.
Doc. No. 6.01.02-E
Rev. 0
15 Mar 2005
Page 7-37
DA 40 F AFM
Airplane Description
Voltmeter
The voltmeter displays the potential on the main bus. If the alternator is operating, the
alternator voltage is shown, otherwise it is that provided by the battery.
Ammeter
The ammeter displays the current with which the alternator is being loaded.
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.
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.
Page 7-38
15 Mar 2005
Rev. 0
Doc. No. 6.01.02-E
Airplane Description
DA 40 F AFM
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.
NOTE
The Pitot heating caution will also be displayed whenever the Pitot
heating system is switched OFF.
Doc. No. 6.01.02-E
Rev. 0
15 Mar 2005
Page 7-39
DA 40 F AFM
Airplane Description
7.11.2 WHITE WIRE 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 battery
master switch 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 flashing, 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), flashing of the red WARNING light, and flashing 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 flashing to solid illumination.
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Doc. No. 6.01.02-E
Airplane Description
DA 40 F AFM
Caution messages
A caution is indicated by a momentary aural alert (sounded in the airplane's intercomm
system), flashing of the amber CAUTION light, and flashing 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 flashing to solid illumination.
The LOW FUEL caution message is displayed in a slightly different manner (extended
functionality), which is described below.
Alternator warning message (ALTERNATOR)
The alternator warning message is displayed on alternator failure. The only remaining
source of electrical power is the battery.
The procedure to be followed upon alternator warning is given in 3.7.2 FAILURES IN
THE ELECTRICAL SYSTEM.
Low voltage caution message (LOW VOLTS)
The low voltage caution message is displayed when the on-board voltage drops below
24 volts. It is terminated when the voltage exceeds 25 volts again.
The procedure to be followed upon low voltage caution is given in 4B.3 FAILURES IN
THE ELECTRICAL SYSTEM.
Fuel pressure warning message (FUEL PRESS)
The fuel pressure warning message is displayed when the fuel pressure drops
below 1 psi.
Doc. No. 6.01.02-E
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15 Mar 2005
Page 7-41
DA 40 F AFM
Airplane Description
Low fuel caution message (LOW FUEL)
As soon as the amount of usable fuel in one tank is less than 3 US gal ("1 US gal), a
caution message is displayed in the usual manner (momentary aural alert, flashing
CAUTION light, flashing LOW FUEL caution light). Termination of the message is also
done as usual ('acknowledge', CAUTION light is extinguished, LOW FUEL caution light
changes to solid illumination).
As soon as the amount of usable fuel in the second tank is also less than 3 US gal
("1 US gal), a caution message is displayed in a different manner. A continuous aural
alert is sounded in the airplane's intercomm system, the amber CAUTION light is
flashed, and the amber LOW FUEL caution light is flashed.
By pressing the 'acknowledge' button, which is now illuminated green, the aural alert will
be terminated, and the CAUTION light will be extinguished. The LOW FUEL caution light
will continue to be flashed.
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.
Oil pressure warning message (OIL PRESS)
The oil pressure warning message is displayed when the oil pressure drops below
25 psi.
The procedure to be followed upon oil pressure warning is given in 3.2.3 ENGINE
PROBLEMS IN FLIGHT.
Door warning message (DOORS)
The door warning message is displayed when the front canopy and/or the rear door is
not closed and locked.
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Doc. No. 6.01.02-E
Airplane Description
DA 40 F AFM
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 with the propeller flywheel.
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.
Pitot heating caution message (PITOT)
The Pitot heating caution message is displayed when the Pitot heating is not switched
on, 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.
Trim failure warning message (TRIM FAIL)
The White Wire annunciator panel is prepared for the installation of an autopilot in the
DA 40 F. 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).
Unused lights
The White Wire annunciator panel has two lights for possible future use. These lights are
currently unused.
Doc. No. 6.01.02-E
Rev. 0
15 Mar 2005
Page 7-43
DA 40 F AFM
Airplane Description
7.12 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 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.
In addition an alternate static valve is installed on the underside of the instrument panel.
With this 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.
7.13 STALL WARNING
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.
7.14 AVIONICS
The radio and navigation equipment is located in the central part of the instrument panel.
A transmit switch 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.
Page 7-44
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Rev. 0
Doc. No. 6.01.02-E
DA 40 F AFM
Handling
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
Doc. No. 6.01.02-E
Rev. 0
15 Mar 2005
Page 8-1
Handling
DA 40 F AFM
8.1 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
For maintenance work on engine and propeller, the currently effective Operator's
Manuals, Service Instructions, Service Letters and Service Bulletins of Lycoming and
Sensenich propeller must be followed. For airframe inspections, the currently effective
checklists/manuals 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).
Page 8-2
15 Mar 2005
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Doc. No. 6.01.02-E
DA 40 F AFM
Handling
8.3 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.
Doc. No. 6.01.02-E
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Page 8-3
Handling
DA 40 F AFM
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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15 Mar 2005
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Doc. No. 6.01.02-E
DA 40 F 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.
Doc. No. 6.01.02-E
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Page 8-5
Handling
DA 40 F AFM
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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DA 40 F AFM
Doc. No. 6.01.02-E
Handling
Rev. 0
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Page 8-7
Handling
DA 40 F AFM
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 DA 40 F 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 DA 40 F can be turned
around the main landing gear. After turning the airplane into the correct position, release
the tail section until the nose wheel is back on the ground.
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DA 40 F AFM
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 a forward, backward or upward 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 are 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) is 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 is 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 F AFM
8.5 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.
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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Intentionally left blank
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Supplements
CHAPTER 9
SUPPLEMENTS
Page
9.1 INTRODUCTION.............................................................................................. 9-2
9.2 LIST OF SUPPLEMENTS ................................................................................ 9-3
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Supplements
DA 40 F AFM
9.1 INTRODUCTION
Chapter 9 contains information concerning additional (optional) equipment of the
DA 40 F.
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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Supplements
9.2 LIST OF SUPPLEMENTS
Airplane S/N:
Registration:
Sup.
Date:
Rev.
Title
applicable
Date
No.
No.
YES
NO
Intercomm System,
A2
Model PM 1000 II
2
15-Mar-2005
9
9
4
15-Mar-2005
9
9
2
15-Mar-2005
9
9
2
15-Mar-2005
9
9
3
15-Mar-2005
9
9
2
15-Mar-2005
9
9
1
15-Mar-2005
9
9
1
15-Mar-2005
9
9
PS Engineering, Inc.
Compass System, KCS 55A
A11
Bendix/King
Transponder, KT 76C
A12
Bendix/King
Autopilot, KAP 140
A13
Bendix/King
GPS, KLN 94 (IFR Operation)
A14
Bendix/King
GPS Annunciation Control Unit,
A15
MD 41
Mid-Continent
Transponder, GTX 327
A19
Garmin
Course Deviation Indicator
A20
GI 106A
Garmin
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Supplements
DA 40 F AFM
Airplane S/N:
Registration:
Sup.
Date:
Rev.
Title
applicable
Date
No.
No.
YES
NO
Audio Panel
A25
GMA 340
2
15-Mar-2005
9
9
1
15-Mar-2005
9
9
2
15-Mar-2005
9
9
2
15-Mar-2005
9
9
1
15-Mar-2005
9
9
2
15-Mar-2005
9
9
VFR
COM/NAV/GPS
A26
GNS 430
VFR
Attitude Indicator,
E2
AIM 1100-28L(0F)
BF Goodrich
Attitude Indicator,
E3
AIM 1100-28LK(0F) DIA
BF Goodrich
Digital Chronometer,
E4
Model 803
Davtron
Emergency Locator Transmitter
S1
Model E-01
ACK
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Doc. No. 6.01.02-E
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