Diamond Aircraft DA 40 D Flight Manual
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Diamond
AIRCRAFT
AIRPLANE FLIGHT MANUAL
DA40D
Airworthiness Category
Requirement
Serial Number
Registration
Doe. No.
Date of Issue
: Normal, Utility
=
: JAR-23 ltB -,s:c;;;c
: /1/S ·~ ,r'(j G
: 6.01.05-E
: 11 November 2002
))f.3G)!
Signature
Authority
Stamp
Date of approval
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 Certification Procedures and approved by EASA with approval no.2004 :-
,,z :szc;.
This Flight Manual has been approved by EASA on behalf of CAAC-AAD.
DIAMOND AIRCRAFT INDUSTRIES GMBH
N.A. OTTO·STR. 5
A-2700 WIENER NEUSTADT
AUSTRIA
Page 0 • 0, Rev. 4
DA40 DAFM
. .
T4P'
AIRCRAFT
Introduction '
Intentionally left blank.
Page 0- Oa Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40DAFM
•
Diamond
AIRCRAFT
TEMPORARY REVISION
TR-17-03
Change in Type Design Responsibility
This Temporary Revision TR-17-03 is approved and is valid in conjunction with the latest revision of the DA 400 Airplane Flight Manual until this Temporary Revision has been incorporated into the Airplane Flight Manual.
The limitations and information contained herein either supplement or, in the case of conflict, override those in the Airplane Flight Manual or its previous Temporary Revisions.
The technical information contained in this document has been approved the Minister of
Transportation
Doe. No.
6.01.05-E
Chapter
Cover Page, Forward
Affected Page
Cover Page, 0-0
Instruction
Print this document on yellow paper (single-sided).
Insert this cover page as the first page of the AFM.
Insert the other pages of this TR in front of the corresponding AFM pages.
Doe. #.: 6.01.05-E
TR-17-03
November 15, 2017 Cover Page
•
Diamond
AIRCRAFT
AIRPLANE FLIGHT MANUAL
DA40D
DA40D AFM
Airworthiness Category: Normal, Utility
Applicable Airworthiness Requirement: AWM 523
Serial Number:
Registration
Doe. No.:
Date of Issue:
6.01.05-E TR-17-03
15 November 2017
This temporary revision to the DA 40D AFM 6.01.05-E must be inserted into the front of the manual and carried in the aircraft at all time.
Signature:
Authority:
~ for l.Jit'"'ctor, d:f!l_Ch;ef Fl;ghtTe•t
National
Certification
Aircraft
Transport Canada Civil Aviation
TRANS?ORT CANADA
Date of approval: t! .Ne.,.._,~~~-
.2-';
If
15 November 2017
This temporary revision is prepared to identify that the type design holder for the DA 400 has been transferred to Diamond Aircraft Industries Inc. from Diamond Aircraft Industries
GmbH and that Transport Canada is now responsible for the continuing airworthiness of the aircraft.
Diamond Aircraft Industries Inc. is now responsible for the content and publishing of the
AFM for the DA 400 aircraft. A new AFM is being prepared that will replace the manual prepared by Diamond Aircraft Industries GmbH. All contents of the AFM, Doe. No.
6.01.05-E are applicable and remain the requirements to operate the DA 400 aircraft properly.
•
Diamond
AIRCRAFT
DA40DAFM
This airplane may only be operated in accordance with the procedures and operating limitations of the Airplane Flight Manual, 6.01.05-E.
Any questions or concerns regarding the AFM for the DA 40D aircraft please contact:
Diamond Aircraft Industries Inc.
1560 Crumlin Sideroad
London, Ontario, Canada N5V 1 S2 http://www.diamondair.com/
For more information contact:
Diamond Aircraft Industries Inc.
Technical Publications
+1-519-457-4000 [email protected]
All rights reserved. Reproduction of this manual or any portion thereof by any means without the express written permission of DIAMOND
AIRCRAFT INDUSTRIES INC. is prohibited.
Copyright© by DIAMOND AIRCRAFT INDUSTRIES INC.,
London, Ontario
Doe. #.: 6.01.05-E
TR-17-03
November 15, 2017 0-0
DA40 D AFM
Diamond
AIRCRAFT
Temporary Revision
Removal of Pilot Gust
Lock Mount
TEMPORARY REVISION
TR-MAM 40-1020
Removal of Pilot Gust Lock Mount
This Temporary Revision TR-MAM 40-1020 is approved in conjunction with the Mandatory
Design Change Advisory MAM 40-1020 and is valid in conjunction with the latest revision of the DA40 D Airplane Flight Manual until this temporary revision has been incorporated into the Airplane Flight Manual.
The limitations and information contained herein either supplement or, in the case of conflict, override those in the Airplane Flight Manual.
Doe. No.
6.01.05-E
Chapter
8
Affected Pages
8-7a
Instruction
-Print this document on yellow paper (single sided).
-Insert this cover page as the first page of the AFM.
-Insert the other pages of this Temporary Revision in front ofthe corresponding AFM pages.
Doe.# 6.01.05-E TR-MAM 40-1020 13-Sept-2018 Cover Page
DA40 D AFM
V4"'
AIRCRAFT
Temporary Revision
Emergency Egress
Hammer
TEMPORARY REVISION
TR-OAM-40-401
Emergency Egress Hammer
This Temporary Revision TR-OAM-40-401 is approved in conjunction with the Optional
Design Change Advisory OAM-40-401 and is valid in conjunction with the latest revision of the DA40 D Airplane Flight Manual until this Temporary Revision has been incorporated into the Airplane Flight Manual.
The limitations and information contained herein either supplement or, in the case of conflict, override those in the Airplane Flight Manual.
The technical information contained in this document has been approved under the authority of DOA No. EASA.21J.052.
Doe. No.
6.01.05-E
Chapter
1
4A
6
7
Affected Pages
1-3b
4A-4a
6-18a
7-14a
Instruction
-Print this document on yellow paper (single-sided).
-Insert this cover page as the first page of the AFM.
-Insert the other pages ofthis Temporary Revision in front ofthe corresponding AFM pages.
Doe. No. 6.01.05-E
TR-OAM-
40-401
06-Dec-20 16
COVER
PAGE
DA40 DAFM
4'ADiamond
AIRCRAFT
Temporary Revision
Alternate Means for
Fuel Quantity
TEMPORARY REVISION
TR-MAM-40-816
Alternate Means for Fuel Quantity Measurement
This Temporary Revision TR-MAM-40-816 is approved in conjunction with the Mandatory
Design Change Advisory MAM 40-816 and is valid in conjunction with the latest revision of the DA40 D Airplane Flight Manual until this Temporary Revision has been incorporated into the Airplane Flight Manual.
The limitations and information contained herein either supplement or, in the case of conflict, override those in the Airplane Flight Manual or its previous Temporary Revisions.
The technical information contained in this document has been approved under the authority of DOA No. EASA.21J.052.
Doe. No. Chapter Affected Pages
6.01.05-E
6
7
6-24a
7 -32a thru 7 -32d
Instruction
-Print this document on yellow paper (single-sided).
-Insert this cover page as the first page of the AFM.
-Insert the other page of this TR in front of the corresponding AFM page.
Doe. # 6.01.05-E TR-MAM-40-816 18-Nov-2015 Cover Page
DA40 DAFM
Temporary Revision
RG·35AXC
Main Battery
TEMPORARY REVISION
TR-OAM 40-384
Concorde RG-35AXC - Main Battery
This Temporary Revision TR-OAM 40-384 is approved in conjunction with the Optional
Design Change Advisory OAM 40-384 and is valid in conjunction with the latest revision ofthe DA 40 D Airplane Flight Manual until this temporary revision has been incorporated into the Airplane Flight Manual.
The limitations and information contained herein either supplement or, in the case of conflict, override those in the Airplane Flight Manual.
The technical information contained in this document has been approved under the authority of DOA No. EASA.21J.052.
Doe. No.
6.01.05-E
Chapter
1
6
Affected Pages
1-3a
6-16a
Instruction
-Print this document on yellow paper (single sided).
-Insert this cover page as the first page of the AFM.
-Insert the other pages of this Temporary Revision in front ofthe corresponding AFM pages.
Doe.# 6.01.05-E TR-OAM 40-384 02-Sep-2014 Cover Page
DA40 DAFM
4ia0iamond
AIRCRAFT
Temporary Revision
Entering and Exiting the Airplane
TEMPORARY REVISION
TR-MAM 40-766
Entering and Exiting the Airplane
This Temporary Revision TR-MAM 40-766 is approved in conjunction with the Mandatory
Design Change Advisory MAM 40-766 and is valid in conjunction with the latest revision of the DA40 D Airplane Flight Manual until this Temporary Revision has been incorporated into the Airplane Flight Manual.
The limitations and information contained herein either supplement or, in the case of conflict, override those in the Airplane Flight Manual or its previous Temporary Revisions.
The technical information contained in this document has been approved under the authority of DOA No. EASA.21J.052.
Doe. No. Chapter Affected Page
6.01.05-E 4A 4A-13a
Instruction
-Print this document on yellow paper (single-sided).
-Insert this cover page as the first page of the AFM.
-Insert the other pages of this TR in front of the corresponding AFM pages.
Doe. # 6.01.05-E TR-MAM 40-766 05-Jul-2014 Cover Page
DA40 DAFM
4ia0iamond
AIRCRAFT
Temporary Revision
NewECU
P/N 05-7611-001904
TEMPORARY REVISION
TR-MAM 40-771
New ECU P/N 05-7611-001904
This Temporary Revision TR-MAM 40-771 is approved in conjunction with the Optional
Design Change Advisory MAM 40-771 and is valid in conjunction with the latest revision of the DA 40 D Airplane Flight Manual until this temporary revision has been incorporated into the Airplane Flight Manual.
The limitations and information contained herein either supplement or, in the case of conflict, override those in the Airplane Flight Manual.
The technical information contained in this document has been approved under the authority of DOA No. EASA.21J.052.
Doe. No.
6.01.05-E
Chapter
6
Affected Pages
6 -22a
Instruction
-Print this document on yellow paper (single sided).
-Insert this cover page as the first page of the AFM.
-Insert the other pages of this Temporary Revision in front of the corresponding AFM pages.
Doe. # 6.01.05-E TR-MAM 40-771 11-Jul-2014 Cover Page
DA40 DAFM
66Diamond
V4?"
AIRCRAFT
Temporary Revision
Engine Starting
TEMPORARY REVISION
TR-MAM-40-7 49
Engine Starting
This Temporary Revision TR-MAM-40-7 49 is approved in conjunction with the Mandatory
Design Change Advisory MAM 40-749 and is valid in conjunction with the latest revision of the DA 40 D Airplane Flight Manual until this Temporary Revision has been incorporated into the Airplane Flight Manual.
The limitations and information contained herein either supplement or, in the case of conflict, override those in the Airplane Flight Manual or its previous Temporary Revisions.
The technical information contained in this document has been approved by under the authority of DOA No. EASA.21J.052.
Doe. No. Chapter Affected Pages
6.01.05-E 4A 4A -13a
Instruction
-Print this document on yellow paper (single-sided).
-Insert this cover page as the first page of the AFM.
-Insert the other pages of this TR in front of the corresponding AFM pages.
Doe. # 6.01.05-E TR-MAM-40-7 49 11-Mar-2014 Cover Page
DA40 DAFM
Diamond
AIRCRAFT
Temporary Revision
ComantCOM
Antennas
TEMPORARY REVISION
TR-OAM 40-371
Comant COM Antennas
This Temporary Revision TR-OAM 40-371 is approved in conjunction with the Optional
Design Change Advisory OAM 40-371 and is valid in conjunction with the latest revision ofthe DA 40 D Airplane Flight Manual until this temporary revision has been incorporated into the Airplane Flight Manual.
The limitations and information contained herein either supplement or, in the case of conflict, override those in the Airplane Flight Manual.
The technical information contained in this document has been approved under the authority of DOA No. EASA.21J.052.
Doe. No.
6.01.05-E
Chapter
6
Affected Pages
6- 15a
Instruction
-Print this document on yellow paper (single sided).
-Insert this cover page as the first page of the AFM.
-Insert the other pages ofthis Temporary Revision in front of the corresponding AFM pages.
Doe. # 6.01.05-E TR-OAM 40-371 31-Jan-2014 Cover Page
DA40 DAFM
~Diamond
AIRCRAFT
Temporary Revision
Fuel Grades, Engineand Gearbox Oil
TEMPORARY REVISION
TR-MAM-40-739
Use of Fuel Grades, Engine- and Gearbox Oil
This Temporary Revision TR-MAM-40-739 is approved in conjunction with the Mandatory
Design Change Advisory MAM 40-739 and is valid in conjunction with the latest revision of the DA40 D Airplane Flight Manual until this Temporary Revision has been incorporated into the Airplane Flight Manual.
The limitations and information contained herein either supplement or, in the case of conflict, override those in the Airplane Flight Manual or its previous Temporary Revisions.
The technical information contained in this document has been approved by EASA under
EASA approval No. 10048624.
Doe. No. Chapter Affected Pages
6.01.05-E 2 2-7b, 2-23d
Instruction
-Print this document on yellow paper (single-sided).
-Insert this cover page as the first page of the AFM.
-Insert the other pages of this TR in front of the corresponding AFM pages.
Doe. # 6.01.05-E TR-MAM-40-739 15-Jan-2014 Cover Page
DA40 DAFM
•Dia~~'!J! Temporary Revision
DA40 D
Firmware 2.32
COVER PAGE TO
TEMPORARY REVISION
TR~RAM-40-056
Firmware m2.32 for 19:1 Engine
This Temporary Revision TR-RAM-40-056 is approved in conjunction with the Repair
Design Change Advisory RAM 40-056. For the operation of the TAE 125 engine (19:1 compression) with the new firmware this TR must be included in the AFM or that AFM revision must be used in which the TR is incorporated.
The limitations and information contained herein either supplement or, in the case of conflict, override those in the Airplane Flight Manual.
The technical information contained in this document has been approved under the authority of DOA no. EASA.21 J.052
Affected Pages: I,,,,
Instruction:
Insert pages of Temporary Revision in front of original manual page.
Insert this cover page as first page of the manual.
Doe. No. 6.01.05-E
TR-RAM-
40-056
1 0-Jan-2006 Page 0- 1e
DA40 DAFM
Diamond
AIRCRAFT
Temporary Revision
G-Load Factor
Correction
TEMPORARY REVISION
TR-MAM-40-863
G-Load Factor Correction
This Temporary Revision TR-MAM-40-863 is approved in conjunction with the Mandatory
Design Change Advisory MAM 40-863 and is valid in conjunction with the latest revision of the DA40 D Airplane Flight Manual until this Temporary Revision has been incorporated into the Airplane Flight Manual.
The limitations and information contained herein either supplement or, in the case of conflict, override those in the Airplane Flight Manual or its previous Temporary Revisions.
The technical information contained in this document has been approved under the authority of DOA No. EASA.21J.052.
Doe. No. Chapter Affected Pages
6.01.05-E 2 2-17a
Instruction
-Print this document on yellow paper (single-sided).
-Insert this cover page as the first page of the AFM.
-Insert the other page of this TR in front of the corresponding AFM page.
Doe. # 6.01.05-E TR-MAM-40-863 20-Jul-2016 Cover Page
DA40 DAFM
~Diamond
AIRCRAFT
Introduction
FOREWORD
We congratulate you on the acquisition of your new DIAMOND DA 40 D.
Skillful operation of an airplane increases both safety and the enjoyment of flying. Please take the time therefore, to familiarize yourself with your new DIAMOND DA 40 D.
This airplane may only be operated in accordance with the procedures and operating limitations of this Airplane Flight Manual.
Before this airplane is operated for the first time, the pilot must familiarize himself with the complete contents of this Airplane Flight Manual.
In the event that you have obtained your DIAMOND DA 40 D second-hand, please let us know your address, so that we can supply you with the publications necessary for the safe operation of your airplane.
This document is protected by copyright. All associated rights, in particular those of translation, reprinting, radio transmission, reproduction by photo-mechanical or similar means and storing in data processing facilities, in whole or part, are reserved.
Copyright© by: DIAMOND AIRCRAFT INDUSTRIES GMBH
N.A. Otto-Strasse 5
A-2700 Wiener Neustadt, Austria
Phone. +43-2622-26700
Fax
+43-2622-26780 [email protected]
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 0- 1
Introduction
~Diamond
AIRCRAFT
DA40 DAFM
0.1 APPROVAL
The content of approved chapters is approved by EASA. All other content is approved by DAI under the authority ofEASA DOA No. EASA.21J.052 in accordance with Part21.
0.2 RECORD OF REVISIONS
All revisions of this manual, with the exception of-
• Temporary Revisions,
• updates of the modification level (Section 1.1 ),
• updated mass and balance information (Section 6.3),
• updates of the Equipment Inventory (Section 6.5), and
• updates of the List of Supplements (Section 9.2) must be recorded in the following table.
The new or amended text is indicated by a vertical black line at the left hand side of the revised page, with the revision number and date appearing at the bottom of the page.
If pages are revised which contain information valid for your particular serial number
(modification level of the airplane, weighing data, Equipment Inventory, List of
Supplements), then this information must be transferred to the new pages in hand-writing.
Temporary Revisions, if applicable, are inserted behind the cover page of this manual.
T,::::t.mnnr~n/ R~=~ovkinnc:: :::~r,::. IIC::J:~rl tn nrnvirl,::::a infnrm::.tinn nn c::v~tPm~ nr P.OIIinmPnt 11ntil thP next 'permanent' Revision of the Airplane Flight Manual. When a 'permanent' Revision covers a Mandatory or Optional Design Change Advisory (MAM or OAM), then the corresponding Temporary Revision is superseded. For example: Revision 6 covers
OAM 40-039, therefore the Temporary Revision TR OAM-40-039 is superseded by the
'permanent' Revision 6.
Page 0-2 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 DAFM Introduction
Diamond
AIRCRAFT
Rev.
No.
Reason
Chapter
Page(s)
1
OAM 40-105
OAM 40-106 all all
Date of
Revision
03-Mar-2003
Approval
Note
[approved by lng. Andreas
Winklerfor
ACGJ
Date of
Approval
07-Mar-2003
Date Inserted Signature !/ 1/
2
OAM 40-096
OAM 40-130
0, 1. 2,
4a, 5, 6,
7
0-3,4,5,6. 7,8
1-2
2-1,2-11.2-19.20,
21, 22, 23, 24, 25,
26
4A-3
5-24
6-1' 6-5, 6-8, 6-9,
10, 11, 12, 13. 14,
15, 16, 17, 18
7-1,7-26, 7-27.
7-28,29. 30, 31, 32,
33, 34, 35, 36, 37,
38, 39, 40, 41. 42,
43, 44
30-Apr-2003
[approved by lng. Andreas
Winkler for
ACGI
08-May-2003
3
OAM 40-099
OAM 40-118
0-3thru0-8, 1-13,
OAM 40-132
1-14,2-1,2-6,2-8,
OAM 40-136
2-16 thru 2-28, 3-2,
3-22 3-29, 3-31.
OAM 40-137
OAM 40-142 0,1.2,3,
4a.4b,5, 4a-23, 4b-5, 4b-12, 26-May-2003
OAM 40-143
6,7,9
4a-1.4a-14thru
5-1, 5-6 thru 5-25,
OAM 40-144
6-3, 6-15 thru 6-20.
OAM 40-145
7-1. 7-9thru
OAM 40-148
7-51,9-1,9-3 thru
OAM 40-149
9-6
[approved by lng. Andreas
Winkler for
ACGI
18-Jun-2003
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 0-3
Introduction DA40 DAFM
. .
T4P'
AIRCRAFT
Rev.
No.
Reason
Chapter
Page(s)
Approval
Note
Date Inserted Signature
Date of
Revision
Date of
Approval
4 type cenifi· cation In China
0 0-0,0-4 thru 0-10 15 Sep 2004 2004·12326
I
]approved by lng. Andreas
Wlnkle1 for
ACG]
I I/
I
MAM 40·
·101, ·122,
-123/e, -124,
I
I
-133, ·137,
·144, ·147,
·151. -155,
-169, ·174,
-176, -207,
-210, -246/a,
I
-253, -256/b,
·336, -343,
' i i
I
DAM 40·
I
-100/c, ·124, all, except
5 -132/a, -136/a, all cover page
-137/b, -142/a,
·144/a, ·144/b,
-151, -151/a,
-153, -153/a,
11 i
01 Jun 2008 r of the AFM
51
Doe. No.
6.01.05-E is approved underthe authority of
DOA No.
EASA.21J.052
I
I
I
I i
I I
I
I
I
I ii
I
I
-ovvlu1 -,,.,,
-157/a, -158,
-158/a, ·159,
·159/a, -165,
-166,-169 thru -177,
-180, -182,
-183, -184/a,
-185, ·191,
-193,-199,
Doe. # 6.01.05-E Page 0-4 Revision 6 31-Jul-2013
DA40 D AFM
Diamond
AIRCRAFT
Introduction
Rev.
No.
Reason
5
6 corrections
MJIM40-
-354, -356,
-366, -378,
-399, -401,
-415,-428,
-440, -529,
-545, -567,
-570, -580,
-595, -602,
-603, -644,
OJIM40·
-200, -204,
-208, -214,
-217, -224/a,
-227/a, -234,
-237, -239,
-244, -245,
-247, -250/a,
-267, -268,
-271,-275,
-277,-278,
-293, -294,
-297,
Chapter all all
Page(s) all, except cover page all, except cover page
01 Jun 2008
Revision No. 5 olthe AFM
Doe. No.
6.01.05-E is approved underthe authority of
DOA No.
EASA.21J.052
18-Jul-2008
31 Jul2013
Revision No. 6 of the AFM
Doe. No.
6.01.05-E is approved under the authority of
DOA No.
EASA.21J.052
22-Aug-2013
OJIM40·
-247a, -272.
-277a, -304,
-326a, -327,
Date of
Revision
Approval
Note
Date of
Approval
Date Inserted Signature corrections
Doe. # 6.01.05-E Revision 7 27-Sep-2013 Page 0-5
Introduction DA40 D AFM
11
Rev.
No.
7
Reason
MAM 40-701 corrections
Chapter
I
Page(s)
0, 1, 3
0-Slluu0-16. 1-3,
3-11 thru 3-14
Date or
Revision
Approval
Note
Date or
Approval
27 Sep 2013
Revision No. 7 of the AFM
Doe. No.
6.01.05-E is approved underthe authority of
DOA No.
EASA.21J.052
27 Sep 2013
Date Inserted Signature
I I
Page 0-6 Revision 7 27-Sep-2013 Doe. # 6.01.05-E
DA40 DAFM
._.Diamond
~
AIRCRAFT
Introduction
0
0.3 LIST OF EFFECTIVE PAGES
:w"'s;,:v
}, ....
;···~:·;.·· p~~~···
Ch.
..
Paae
I ..•.
> ·· ...
Date
15-Sep-2004 1 1-1 31-Jul-2013 0-0
0-12
0-13
0-14
0-15
0-16
0-0a
0-1
0-2
0-3
0-4
0-5
0-6
0-7
0-8
0-9
0-10
0-11
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
27-Sep-2013
27 -Sep-2013
27 -Sep-2013
27-Sep-2013
27-Sep-2013
27 -Sep-2013
27 -Sep-2013
27 -Sep-20 13
27-Sep-2013
27 -Sep-2013
27-Sep-2013
27-Sep-2013
1-7
1-8
1-9
1-10
1-11
1-12
1-13
1-2
1-3
1-4
1-5
1-6
1-14
1-15
1-16
1-17
1-18
1-19
1-20
1-21
1-22
31-Jul-2013
27-Sep-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
Doe.# 6.01.05-E Revision 7 27-Sep-2013 Page 0-7
Introduction
9Diamond
AIRCRAFT
DA40 DAFM
2 2-1 appr. 2-2 appr. 2-3 appr. 2-4 appr. 2-5
1 appr. 2-61 appr. 2-7 appr. 2-8 appr. 2-9 appr. 2-10 appr. 2-11
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jui-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013 appr. 2-12 31-Jul-2013 appr. 2-13 31-Jul-2013 appr.
2-141 3 ·1-jui-20·13 i appr. 2-15 31-Jul-2013 appr. 2-16 appr. 2-17 appr. 2-18 appr. 2-19
;mnr ?-?0
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
~1-.hJI-?01 ~ appr. 2-21 appr. 2-22 appr. 2-23 appr. 2-24 appr. 2-25 appr. 2-26 appr. 2-27 aoor. 2-28
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
Page 0-8 Revision 7 27 -Sep-2013
2 appr. 2-29 appr. 2-30 appr. 2-31 appr. 2-32 appr. 2-33 appr. 2-34
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
Doe. # 6.01.05-E
DA40 DAFM
3
3-14
3-15
3-16
3-17
3-18
3-19
3-20
3-21
3-22
3-23
3-24
3-7
3-8
3-9
3-10
3-1
3-2
3-3
3-4
3-5
3-6
3-11
3-12
3-13
3-25
3-26
3-27
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
27 -Sep-2013
27-Sep-2013
27-Sep-2013
27 -Sep-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
. .
"V
Diamond
AIRCRAFT
Introduction
Chi ·.·.
3 p~g· t>,,
.·<; •••.. ·.·· <,
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3-29 31-Jul-2013
3-30
3-31
3-32
3-33
3-34
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
Doe. # 6.01.05-E Revision 7 27-Sep-2013 Page 0-9
Introduction
6ADiamond
AIRCRAFT
DA40 DAFM
4A
4A-15
4A-16
4A-17
4A-18
4A-19
4A-?0
4A-21
4A-22
4A-23
4A-24
4A-25
4A-26
4A-27
4A-28
4A-1
4A-2
4A-3
4A-4
4A-5
1
4A-61
4A-7
4A-8
4A-9
4A-10
4A-11
4A-12
4A-13
4A-·i4 ~
Page 0- 10 Revision 7 27-Sep-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
3'1-Jul-20'13
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
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31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
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31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
4A
48
4A-29
4A-30
4B-i i
48-12
48-13
48-14
48-15
48-16
4R-17
48-1
48-2
48-3
48-4
48-5
48-6
48-7
48-8
48-9
48-10
48-18
48-19
48-20
48-21
48-22
Doe. # 6.01.05-E
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jui-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
3i-jui-20"i3
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
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31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
DA40 D AFM
5
5-16
5-17
5-18
5-19
5-20
5-21
5-22
5-23
5-24
5-25
5-26
5-27
5-7
5-8
5-9
5-10
5-1
5-2
5-3
5-4
5-5
5-6
5-11
5-12
5-13
5-14
5-15
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
Diamond
AIRCRAFT
Introduction
.Ch;
:····
. P~~e
> •
Y .. ·•·t)~:tie
6 6-1 31-Jul-2013
6-2
6-3
31-Jul-2013
31-Jul-20 13
6-11
6-12
6-13
6-14
6-15
6-16
6-17
6-18
6-19
6-20
6-4
6-5
6-6
6-7
6-8
6-9
6-10
6-21
6-22
6-23
6-24
6-25
6-26
31-Jul-2013
31-Jul-2013
31-Jul-2013
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31-Jul-2013
31-Jul-20 13
31-Jul-2013
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31-Jul-20 13
31-Jul-2013
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31-Jul-2013
Doe. # 6.01.05-E Revision 7 27-Sep-2013 Page 0- 11
Introduction
Ji&Diamond
T.W
AIRCRAFT
DA40 D AFM
7 7-1
7-2
7-8
7-9
7-10
7-11
7-3
7-4
7-5
I
7-61
7-7
7-12
7-13
7-i4 i
7-151
7-16
7-17
7-18
7-19
7-20
7-21
7-22
7-23
7-24
7-25
7-26
7-27
7-28
Page 0- 12 Revision 7 27-Sep-2013
31-Jul-2013
31-Jul-2013
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31-Jul-2013
31-Jul-2013
1
31-Jul-20131
31-Jui-2013
31-Jul-2013
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31-Jul-20131
31-Jul-2013
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31-Jul-2013
31-Jul-2013
31-Jul-2013
7
7-41
7-42
7-43
7-44
7-45
7-46
7-47
7-48
7-49
7-50
7-51
7-52
7-34
7-35
7-36
7-37
7-38
7-39
7-40
7-29
7-30
7-31
7-32
7-33
31-Jul-2013
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31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
3·1-ju!-20·13
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
::11-.llll-?01::1
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
Doe. # 6.01.05-E
DA40 D AFM
8
Diamond
AIRCRAFT
Introduction
8-9
8-10
8-11
8-12
8-5
8-6
8-7
8-8
8-1
8-2
8-3
8-4
'i:~ ~.'.'·.§·.··•{l'o~t~··
31-Jul-2013
31-Jul-2013
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31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
Ch;
9
. Page I• · .••
9-1
Oaf~
31-Jul-2013
9-2
9-3
9-4
9-5
9-6
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
31-Jul-2013
Doe. # 6.01.05-E Revision 7 27-Sep-2013 Page 0- 13
Introduction
Diamond
AIRCRAFT
DA40 DAFM inieni1onaiiy iefi biank.
Page 0-14 Revision 7 27-Sep-2013 Doe. # 6.01.05-E
DA40 DAFM
~Diamond
AIRCRAFT
Introduction
0.4 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 I EQUIPMENT LIST
(a non-approved chapter) ....................................... 6
DESCRIPTION OF THE AIRPLANE AND ITS SYSTEMS
(a non-approved chapter) ....................................... 7
AIRPLANE HANDLING, CARE AND MAINTENANCE
(a non-approved chapter) ....................................... 8
SUPPLEMENTS .................................................... 9
Doe. # 6.01.05-E Revision 7 27-Sep-2013 Page 015
Introduction
9Diamond
AIRCRAFT
DA40 DAFM intentionaiiy ieft biank.
Page 0- 16 Revision 7 27 -Sep-2013 Doe. # 6.01.05-E
DA40 D AFM
Diamond
AIRCRAFT
CHAPTER 1
GENERAL
General
Page
1.1 INTRODUCTION ....................................... 1-2
1.2 CERTIFICATION BASIS ................................. 1-4
1.3 WARNINGS, CAUTIONS AND NOTES . . . . . . . . . . . . . . . . . . . . . 1-5
1.4 DIMENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
1.5 DEFINITIONS AND ABBREVIATIONS ...................... 1-8
1.6 UNITS OF MEASUREMENT ............................. 1-17
1.6.1 CONVERSION FACTORS ......................... 1-17
1.6.2 CONVERSION CHART LITERS I US GALLONS ........ 1-19
1.7 THREE-VIEW DRAWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20
1.8 SOURCE DOCUMENTATION ........................... 1-21
1.8.1 ENGINE AND ENGINE INSTRUMENTS. . . . . . . . . . . . . . . 1-21
1.8.2 PROPELLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-22
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 1 - 1
I
Gono"l
~Diamond
AIRCRAFT
DA40DAFM
I
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).
NOTE ifihe Garrnin G 1000 Sy:siem i:s in:siaiied, ihe wa1 ning, caution and advisory alerts differ from those contained in the AFM.
Refer to Supplement A32, Integrated Avionics System,
G1000, Garmin, IFR-Operation (OAM 40-193 and
OAM 40-278) or Supplement A31, Integrated Avionics
System, G1000, Garmin, VFR-Operation (OAM 40-224 and
OAM 40-268) for further information.
Page 1-2 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 DAFM
•Diamond
A/RCFIAF.T
Temporary Revision
DA40D
Firmware 2.32
1. GENERAL
1.1 INTRODUCTION
The following entry must be added to the Modification List:
Modification
Firmware m2.32 for 19:1 engine
Source
RAM 40-056
Installed oyes
~0
Doe. No. 6.01 .05-E
TR-RAM-
40-056
1 0-Jan-2006
DA40 DAFM
Diamond
AIRCRAFT
Temporary Revision
RG-35AXC
Main Battery
1.1 INTRODUCTION
Die following is added to the Modifaction List:
Concorde RG-35AXC
Doe. # 6.01.05-E TR-OAM-40-384 02-Sep-2014 Page 1- 3a
DA40 DAFM
~Diamond
· AIRCRAFT
Temporary Revision
Emergency Egress
Hammer
1.1 INTRODUCTION
The following is added to the Modification List:
Modification
Emergency Egress Hammer
Source
OAM 40-401 o yes
Installed
J
.)!(no
I
Doe. No. 6.01.05-E
TR-OAM-
40-401
06-Dec-2016
I
Page 1-3b
DA40 DAFM General
66Diamond
T
AIRCRAFT
Modification
....
Increase of Fuel Temp Limit
Use of Diesel Fuel
Modified MLG-Strut
TAE 125 Rev. 5 Engine
Coolant G30
Source
MAM 40-106
MAM 40-129
MAM 40-123
MAM 40-124
MAM 40-147
Alternator with External Regulator MAM 40-151
Fuel Cooler MAM 40-169
TAE 125-02-99 Engine
T AE 125-02-99 Dual-mass
MAM 40-256
AED/CED in Combination with
T AE 125-02-99 Engine
Muffler
Long Range Tank
OAM 40-293
OAM 40-096
OAM 40-130
Winter Baffle Fresh Air Inlet
Nose Landing Gear Tie-down
ELT Artex ME 406
Autopilot Static Source
Garmin G1000, VFR
Garmin G1000, VFR without A/P
Garmin G1000, IFR
Optional Main Battery
OAM 40-183
OAM 40-200
OAM 40-247
OAM 40-267
OAM 40-224
OAM 40-268
OAM 40-193
OAM 40-272
Garmin G1000, IFR without AlP OAM 40-278
Emergency Axe OAM 40-326
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I
Ge"ernl
~Diamond
AIRCRAFT
DA40DAFM
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.
I
CAUTION
The DA 40 D is a single engine airplane. When the operating limitations and maintenance requirements are complied with, it has the high degree of reliability which is required by the certification basis. Nevertheless, an engine failure is not completely impossible. For this reason, flights during the night, on top, under instrument meteorological conditions
(IMC), or above terrain which is unsuitable for a landing, constitute a risk. lt is therefore highly recommended to select flight times and flight routes such that this risk is minimized.
1.2 CERTIFICATION BASIS
This airplane has been type certified in accordance with the JAA JCIVP procedure. The certification basis is JAR-23, published on 11-Mar-1994, including Amdt.1, and additional requirements as laid down in CRI A-01.
Page 1-4 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 D AFM
Diamond
AIRCRAFT
General
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.
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 1-5
General
1.4 DIMENSIONS
Overall Dimensions
Span
Length
Height
T-w
Diamond
AIRCRAFT appr. 11.94 m appr. 8.06 m appr. 1.97 m appr. 39 ft 2 in appr. 26 ft 5 in appr. 6ft 6 in
DA40 DAFM
Airfoil
Wing Area
Mean aerodynamic chord (MAC)
Aspect ratio
Dihedral
Leading edge sweep
Area (total, left + right)
Wing Flaps
Area (total, left+ right)
Horizontal Tail
Area
Elevator area
Angle of incidence
Wortmann FX 63-137/20- W4 appr. 13.54 m 2 appr. 145.7 sq.ft. appr. 3ft 8.1 in appr. 1.121 m appr. 10.53 appr. 5° appr. 1° appr. 0.654 m 2 appr. 7.0 sq.ft. appr. 1.56 m 2 appr. 16.8 sq. ft. appr. 2.34 m
2 appr. 0.665 m 2 appr. 25.2 sq.ft. appr. 7.2 sq.ft. appr. -3.0° relative to longitudinal axis of airplane
Page 1- 6 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 DAFM
Vertical Tail
Area
Rudder area
Landing Gear
Track
Wheelbase
Nose wheel
Main wheel
4'ADiamond
T appr. 1.60 m 2 appr. 0.47 m 2
AIRCRAFT appr. 17.2 sq.ft. appr. 5.1 sq.ft.
General appr. 2.97 m appr. 9ft 9 in appr. 1.68 m
5.00-5; 6 PR, 120 mph appr. 5 ft 6 in
:(a) 6.00-6; 6 PR, 120 mph
(b) 6.00-6; 8 PR, 120 mph
(c) 15x6.0-6, 6 PR, 160 mph (OAM 40-124; approved only in combination with MAM 40-123, main landing gear strut with 18 mm I 0.71 in thickness)
Doe.# 6.01.05-E Revision 6 31-Jul-2013 Page 1 - 7
General
Diamond
AIRCRAFT
DA40 DAFM
1.5 DEFINITIONS AND ABBREVIATIONS
(a) Airspeeds
CAS:
KCAS:
KIAS:
IAS:
"T"I\C".
IMV. vA: vc: vFE: vNE: vN
0 :
Calibrated Airspeed. Indicated airspeed, corrected for installation and instrument errors. CAS equals TAS at standard atmospheric conditions (I SA) at MSL.
CAS in knots.
IAS in knots.
Indicated Airspeed as shown on an airspeed indicator.
True Aiispeed. The speed of the airplane relative to the air. TAS is CAS corrected for errors due to altitude and temperature.
Maneuvering Speed. Full or abrupt control surface movement is not permissible above this speed.
Design Cruising Speed. This speed may be exceeded only in smooth air, and then only with caution.
Maximum Flaps Extended Speed. This speed must not be exceeded with the given flap setting.
Nevei Exceed Speed in smooth aii. This speed must not be exceeded in any operation.
Maximum Structural Cruising Speed. This speed may be exceeded only in smooth air, and then only with caution.
Page 1-8 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
DA40 D AFM
.-.Diamond
~
AIRCRAFT
General v
8 : v
80 : vx: vy:
Stalling Speed, or the minimum continuous speed at which the airplane is still controllable in the given configuration.
Stalling Speed, or the minimum continuous speed at which the airplane is still controllable in the landing configuration.
Best Angle-of-Climb Speed.
Best Rate-of-Climb Speed.
(b) Meteorological Terms
IS A: International Standard Atmosphere. Conditions at which air is identified as an ideal dry gas. The temperature at mean sea level is 15 oc (59 oF), air pressure at MSL is 1 ,013.25 hPa (29.92 inHg); the temperature gradient up to the altitude at which the temperature reaches -56.5 oc (-69.7 °F) is -0.0065 °C/m
(-0.00357 °F/ft), and above this 0 octm (0 °F/ft).
Mean Sea Level. MSL:
OAT:
QNH:
Outside Air Temperature.
Theoretical atmospheric pressure at MSL, calculated from the elevation of the measuring point above MSL and the actual atmospheric pressure at the measuring point.
Density Altitude:
Altitude in ISA conditions at which the air density is equal to the current air density.
Indicated Pressure Altitude:
Altitude reading with altimeter set to 1 ,013.25 hPa (29.92 inHg).
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 1 -9
Diamond
AIRCRAFT
DA40DAFM
Pressure Altitude:
Altitude above MSL, indicated by a barometric altimeter which is set to
1 ,013.25 hPa (29.92 inHg). The Pressure Altitude is the Indicated Pressure
Altitude corrected for installation and instrument errors.
In this Airplane Flight Manual altimeter instrument errors are regarded as zero.
Wind: The wind speeds which are shown as variables in the diagrams in this manual should be regarded as headwind or tailwind components of the measured wind.
(c) Flight Performance and Flight Planning
Demonstrated Crosswind Component:
The speed of the crosswind component at which adequate maneuverability for take-off and landing has been demonstrated during type certification.
MET: Weather, weather advice.
NAV: Navigation, route planning.
I
Page 1 - 10 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 DAFM
4ADiamond
AIRCRAFT
General
(d) Mass and Balance
CG: Center of Gravity, also called 'center of mass'. Imaginary point in which the airplane mass is assumed to be concentrated for mass and balance calculations. Its distance from the Datum Plane is equal to the Center of Gravity
Moment Arm.
Center of Gravity Moment Arm:
The Moment Arm which is obtained if one divides the sum of the individual moments of the airplane by its total mass.
Center of Gravity Limits:
The Center of Gravity range within which the airplane, at a given mass, must be operated.
DP: Datum Plane; an imaginary vertical plane from which all horizontal distances for center of gravity calculations are measured.
Empty Mass:
The mass of the airplane including unusable fuel, all operating consumables and the maximum quantity of oil.
Maximum Take-off Mass:
The maximum permissible mass for take-off.
Maximum Landing Mass:
The highest mass for landing conditions at the maximum descent velocity. This velocity was used in the strength calculations to determine the landing gear loads during a particularly hard landing.
Moment Arm:
The horizontal distance from the Datum Plane to the Center of Gravity of a component.
Moment: The mass of a component multiplied by its moment arm.
Doe.# 6.01.05-E Revision 6 31-Jul-2013 Page 1 - 11
General
Diamond
AIRCRAFT
DA40 DAFM
Usable Fuel:
The quantity of fuel available for flight planning.
Unusable Fuel:
The quantity of fuel remaining in the tank which cannot be used for flight.
Useful Load:
The difference between take-off mass and empty mass.
(e) Engine
AED: Auxiliary Engine Display
CED: Compact Engine Display
CT: Coolant Temperature
ECU: Engine Control Unit
FADEC: Full Authority Digital Engine Control
GT: Gearbox Ternperaiure
LOAD: Engine output power in percent of max. continuous power
OP: Oil Pressure (oil pressure in the lubrication system of the engine)
OT: Oil Temperature (oil temperature in the lubrication system of the engine)
RPivi: Revoiuiions per minute (roiaiionai speed of ihe propeiier)
Engine Starting Fuel Temperature:
Above this fuel temperature the engine may be started.
Take-Off Fuel Temperature:
Above this fuel temperature take off power setting is permitted.
Page 1 - 12 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 DAFM
66Diamond
"V
AIRCRAFT
General
(f) Designation of the Circuit Breakers on the Instrument Panel
ESSENTIAL BUS:
ESS. AV.
FLAPS
HORIZON
AN NUN
INST.1
PI TOT
LANDING
FLOOD
ESS. TIE
MASTER CONTROL
Essential Avionic Bus
Flaps
Artificial Horizon (Attitude Gyro)
Annunciator Panel
Engine Instrument
Pitot Heating System
Landing Light
Flood Light
Bus Interconnection
Master Control (Avionics Main Switch, Bus Connection,
Avionics Relais)
MAIN BUS:
PWR
MAIN TIE
FAN/OAT
T&B
DG
INST. LT
Power
Bus Interconnection
Fan I Outside Air Temperature
Turn And Bank Indicator
Directional Gyro
Instrument Lights
Doe.# 6.01.05-E Revision 6 31-Jul-2013 Page 1 - 13
6ADiamond
T.W
AIRCRAFT
Taxi Lights I Map Lights
Position Lights
Strobe Lights (=Anti Collision Lights, ACL)
Starter
Fuel Transfer Pump
Avionics Bus
2nd Artificial Horizon (2nd Attitude Gyro)
DA40 DAFM I
TAXI/MAP
POSITION
STROBE
START
XFER PUMP
AV. BUS
2. HORIZON
MAIN AV. BUS (MAIN AVIONIC BUS):
GPS/NAV2
COM2
AUTO PILOT
ADF
DME
Wx500
AUDIO
Global Positioning System and NAV Receiver No. 2
COM Radio No. 2
Auto Pilot System
Automatic Direction Finder
Distance Measuring Equipment
Stormscope
Audio Panel
Page 1 - 14 Revision 6 31-Jul-2013 Doe. # 6.01.05
DA40 DAFM
Diamond
AIRCRAFT
General
ESSENTIAL AV. BUS:
COM1
GPS/NAV1
XPDR
COM Radio No. 1
Global Positioning System and NAV Receiver No. 1
Transponder
ECUBUS:
ECU ALT
ECUA
ECU B
ECU Alternate power relay
ECUA
ECU B
(g) Equipment
ELT: Emergency Locator Transmitter
(h) Design Change Advisories
MAM:
OAM:
Mandatory Design Change Advisory
Optional Design Change Advisory
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 1 -15
I
Genernl
Diamond
AIRCRAFT
DA40DAFM
I
(i) Miscellaneous
ACG:
ATC:
Austro Control GmbH (formerly BAZ, Federal Office of Civil Aviation)
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
Page 1- 16 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
DA40 DAFM
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AIRCRAFT
General
1.6 UNITS OF MEASUREMENT
1.6.1 CONVERSION FACTORS
Dimension SI-Units
Length
Volume
Speed
US Units
[mm] millimeters [in]
[m] meters [ft]
[km] kilometers [NM] inches feet nautical miles
Conversion
[mm]
[m]
[km]
I 25.4 = [in]
I 0.3048 = [ft]
I 1.852 = [NM]
[I] liters [US gal] US gallons [I] I 3. 7854 = [US gal]
[qts] US quarts [I] I 0.9464 = [qts]
[kmlh] kilometers [kts] per hour
[m ph]
[mls] meters per second
[fpm] knots miles per hour feet per minute
[kmlh] I 1.852 = [kts]
[kmlh] I 1.609 = [mph]
[mls] x 196.85 = [fpm]
Speed of rotation
Mass
Force, weight
[RPM] revolutions per minute
[kg]
[N] kilograms newtons
Pressure [hP a] hectopascals
[m bar] millibars
[bar] bars
Temperature ["C] degrees
Celsius
[lb]
[lbf]
[inHg]
[psi]
["F] pounds pounds force inches of mercury pounds per square inch degrees
Fahrenheit
--
[kg) X 2.2046 = [lbj
[Nj X 0.2248 = [lbf]
[hPa] = [mbar]
[hPa] I 33.86 = [inHg]
[bar] x 14.504 =[psi]
("C]X1.8 + 32 = [°F]
WFJ - 32)11.8 = [ 0 C]
Doe.# 6.01.05-E Revision 6 31-Jul-2013 Page 1 - 17
General
6&Diamond
AIRCRAFT
Dimension SI·Units
Intensity of [A] amperes electric current
Electric charge
(battery
[Ah]
I
US Units ampere-hours
Electric potential
Time
M volts
[sec] seconds
DA40 DAFM
Conversion
--
--
--
--
Page 1 - 18 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 DAFM
._.Diamond
T/?p
AIRCRAFT
100
110
120
130
140
150
160
170
180
50
60
70
80
90
Liters
5
10
15
20
25
30
35
40
45
1.6.2 CONVERSION CHART LITERS I US GALLONS
US Gallons
1.3
2.6
4.0
5.3
6.6
7.9
9.2
10.6
11.9
13.2
15.9
18.5
21.1
23.8
26.4
29.1
31.7
34.3
37.0
39.6
42.3
44.9
47.6
26
28
30
32
20
22
24
34
36
38
40
45
50
US Gallons
1
2
4
6
8
10
12
14
16
18
Doe. # 6.01.05-E Revision 6 31-Jul-2013
General
45.4
53.0
60.6
68.1
75.7
83.3
90.9
Liters
3.8
7.6
15.1
22.7
30.3
37.9
98.4
106.0
113.6
121.1
128.7
136.3
143.8
151.4
170.3
189.3
Page 1 -19
I o ..... ,
4fADiamond
AIRCRAFT
1.7 THREE-VIEW DRAWING
DA4<l DAFM
I m
I I \
Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 D AFM
66Diamond
'V4'
AIRCRAFT
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 AND ENGINE INSTRUMENTS
Address:
Phone:
Fax:
Internet:
Documents:
Thielert Aircraft Engines GmbH
Platanenstrasse 14
D-09350 LICHTENSTEIN
GERMANY
+49-37204-696-90
+49-37204-696-50 www.thielert.com
T AE 125-01 Operation and Maintenance Manual or
T AE 125-02-99 Operation and Maintenance Manual
(MAM 40-256 carried out)
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 1 - 21
General
~&Diamond
AIRCRAFT
1.8.2 PROPELLER
Address:
Phone:
E-mail:
Internet: mt-propeller
Airport Straubing Wallmuhle
D-94348 ATTING
GERMANY
+49-9429-9409-0 [email protected] www.mt-propeller.de
Documents: E-124, Operation and Installation Manual
Hydraulically controlled variable pitch propeller
MTV -5, -6, -9, -ii, -·i2, -i4, -i5, -i6, -2i, -22,-25
DA40 DAFM
Page 1-22 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
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AIRCRAFT
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) ..................................... 2-13
2.8 CENTER OF GRAVITY ................................. 2-14
2.9 APPROVED MANEUVERS .............................. 2-15
2.10 MANEUVERING LOAD FACTORS ........................ 2-17
2.11 OPERATING ALTITUDE ................................ 2-18
2.12 FLIGHT CREW ....................................... 2-18
2.13 KINDS OF OPERATION ................................ 2-19
2.14 FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
2.15 LIMITATION PLACARDS ............................... 2-25
2.16 OTHER LIMITATIONS ................................. 2-31
2.16.1 TEMPERATURE ................................ 2-31
2.16.2 FUEL TEMPERATURE ........................... 2-31
2.16.3 DOOR LOCKING DEVICE ........................ 2-32
2.16.4 ELECTRONIC EQUIPMENT ....................... 2-32
2.16.5 SMOKING ..................................... 2-32
2.16.6 EMERGENCY SWITCH .......................... 2-32
2.16.7 ECU BACKUP BATTERY ......................... 2-33
2.16.8 USE OF THE SUN VISORS ....................... 2-33
Doe. # 6.01.05-E Revision 6 31-Jul-2013
EASA approved
Page 2- 1
Operating
Limitations
. .
T.W
Diamond
AIRCRAFT
DA40 DAFM
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.
Page 2-2 Revision 6 31-Jul-2013
EASA approved
Doe. # 6.01.05-E
DA40 DAFM
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AIRCRAFT
Operating
Limitations
2.2 AIRSPEED
VA
Airspeed
Maneuvering speed
IAS
108 KIAS above: 980 kg /2161 lb up to: 1150 kg /2535 lb
Remarks
Do not make full or abrupt control surface movement above this speed.
VFE
Max. flaps extended speed
VNO
=
Vc
Max. structural cruising speed
VNE
Never exceed speed in smooth air
94 KIAS above: 780 kg /1720 lb up to: 980 kg I 2161 lb
LOG: 91 KIAS
T/0: 108 KIAS
Do not exceed these speeds with the given flap setting.
129 KIAS
Do not exceed this speed except in smooth air, and then only with caution.
178 KIAS
Do not exceed this speed in any operation.
Doe. # 6.01.05-E Revision 6 31-Jul-2013
EASA approved
Page 2-3
Operating
Limitations
Diamond
AIRCRAFT
2.3 AIRSPEED INDICATOR MARKINGS
DA40 DAFM
Marking
White arc
Green arc
Yellow arc
Red line
IAS
49 KIAS- 91 KIAS
Significance
Operating range with flaps fully extended
52 KIAS - 129 KIAS Normal operating range.
129 KIAS - 178 KIAS 'Caution' range- "Only in smooth air".
178 KIAS Maximum speed for all operations- vNE·
Page 2-4 Revision 6 31-Jul-2013
EASA approved
Doe.# 6.01.05-E
DA40 DAFM
66Diamond
T
AIRCRAFT
Operating
Limitations
2.4 POWER-PLANT LIMITATIONS
a) Engine manufacturer b) Engine designation
Thielert Aircraft Engines
TAE 125-01 or
TAE 125-02-99 (if MAM 40-256 is carried out) c) RPM limitations (shown as propeller RPM)
Maximum
Maximum overspeed
TAE 125-01
2500 RPM
--
T AE 125-02-99
(MAM 40-256 carried out)
2300 RPM
2500 RPM (max. 20 sec) d) Engine power
Max. take-off power
Max. continuous power
99 kW (135 DIN-hp) at 2300 RPM
99 kW (135 DIN-hp) at 2300 RPM e) Oil pressure (indicated values are corrected for pressure altitude)
Minimum 1.2 bar
Maximum 6.5 bar f) Oil quantity
Minimum
Maximum
Maximum oil consumption
4.5 liters (appr. 4.8 US qts)
6.0 liters (appr. 6.3 US qts)
0.1 liters/hr (appr. 0.1 US qts/hr)
Doe. # 6.01.05-E Revision 6 31-Jul-2013
EASA approved
Page 2-5
Operating
Limitations
Diamond
AIRCRAFT
DA40 D AFM g) Oil temperature
Minimum
Maximum
TAE 125·01
-32 oc
+140 oc
I
TAE 125·02·99
(MAM40-256 carried out)
-32 oc
+140 oc h) Gearbox temperature
Maximum i) Coolant temperature
120 oc
. --·.
TAE 125-01
--
~-
+105 oc
TAE 125-02-99
(MAM40-256 carried out)
--
.-.-...
+105 oc j) Propeller manufacturer k) Propeller designation
I) Propeller diameter m) Propeller pitch angle (0.75 R) n) Oil specification mt-Propeller
MTV-6-A/187-129
187 cm (6ft 2 in)
SHELL HELIX ULTRA 5W-30
SHELL HELIX ULTRA 5W-40
AERO SHELL OIL Diesei10W-40
AERO SHELL OIL DIESEL ULTRA 5W-30
Page 2-6 Revision 6 31-Jul-2013
EASA approved
Doe. # 6.01.05-E
DA40 DAFM
•Dia"!f!c'!J! Temporary Revision
SIN 40.080
6.5 EQUIPMENT LIST AND EQUIPMENT INVENTORY
The following items must be added to the Equipment List:
NOTE
This equipment cannot be installed in any arbitrary combination. Approved combinations of equipment are shown in Section 7.4 INSTRUMENT PANEL of the Airplane Flight
Manual. iAtrplaneSeriaiNo.:
~h
V/7·
:D .. cription
!COMMUNICATION
i
COMM 2 antenna
\c0MM#2 _.... . ...
! I ICS iAuH)PILOT SYSTEM ··
1
Flight computer
! Flight computer
I
Flight computer
'Flight computer
\Pitch seivo
~Pitch-sen/o
'mount
!Roll servo
1RoU.se~o mount
!Trim servo j Trim seWo mount
[
C~nffguration module
!Son alert
I
Control stick
!cwsswitch
I
!Trim switch assy.
Type
DMC63-2 ciNs43o
GMA 340
KAP 146
KC 140
KC 140
KC146
KC 140
. KS270C
KM275
KS 271 C
KM 275 .
_KS 272 C
KM277
. KCM
100 se
\ELECTRICAL POWER
!voltage Converter j Emergency Battery (26 pes.)
! ECU BackupBatterytester
RB-125
MN 1500 AA
1011:00260-10
1
011-00401-10
!oas-oo176-5402
!(no longer available)
!065-00176-5403
1 1102
!(no longer available)
!065·00176-7703
':o6s:oo1ii-2soo
:o65-ooo3o-oooo
'065:00179:0300
065-00030-0000
:065-00180-3500 io6s-ooo41-oooo
!ri71-oooi3:sooo
:se
628
•DM-2213-12-90 jo31-oosifoooo ·
!031-00426-0000
,200-09187-0000
•DM
]Garinin
'jGafmin
i
Bendix/Kirig
:sendix/King
: Bendix/King i i BendixiKing i Bendix/Klng isendix/King
!
Bendix/King
: BendixiKing
!Bendix/King
; Bendix/King
· Bendix/King
'Mallory
:DAI .. l BendixiKing
!Bendix/King
;sendix/King
RB125-BP31
5oo69o
1
KGS Electronics
[Duracell iKn;tz
Doe. No. 6.01.05-E
TR-RAM-
40-026
06 Jun 2003 Page 2 of6
DA40 DAFM
T-w
Diamond
AIRCRAFT
Temporary Revision
Fuel Grades, Engineand Gearbox Oil
2. OPERATING LIMITATIONS
2.4 POWER-PLANT LIMITATIONS
The item "Gearbox oil (propeller gearbox)" is amended to read: p) Gearbox oil (propeller gearbox) :
SHELL EP 75W90 API GL-4
SHELL SPIRAX GSX 75W-80 GL-4
SHELL SPIRAX S4 G 75W-90
SHELL SPIRAX S6 GXME 75W-80 API GL-4
Additionally, if MAM 40-256 is incorporated:
CENTURION Gearbox Oil N1
SHELL SPIRAX S6 ATF ZM, API GL-4
CAUTION
If the gearbox oil level is low the reason must be determined and the problem must be corrected by authorized personnel.
Doe. # 6.01.05-E TR-MAM-40-739 15-Jan-2014 Page 2 -7b
DA40 DAFM
Diamond
AIRCRAFT
Operating
Limitations o) Coolant DAI-G30-MIX (TAE 125-01 engine) or
DAI-G48-MIX (TAE 125-02-99 engine)
Water according toT AE-125-0M-02-01 I Cooler protection (BASF Glysantin Alu Protect I G30
(TAE 125-01 engine) or G48 (TAE 125-02-99 engine)) 111. The freezing point of the coolant is
-36
·c
(-32.8 ·F).
CAUTION
The use of water which does not meet the specifications according to the applicable T AE Operation Manual may cause engine damage.
CAUTION
If the coolant level is low the reason must be determined and the problem must be corrected by authorized personnel. p) Gearbox oil (propeller gearbox) : SHELL EP 75W90 API GL-4
SHELL SPIRAX GSX 75W-80 GL-4
SHELL SPIRAX S4 G 75W-90
SHELL SPIRAX S6 GXME 75W-80
CAUTION
If the gearbox oil level is low the reason must be determined and the problem must be corrected by authorized personnel. q) Maximum restart altitude 6500 ft (TAE 125-01 engine)
6000 ft (TAE 125-01 R5 engine)
8000 ft (TAE 125-02-99 engine)
Doe. # 6.01.05-E Revision 6 31-Jul-2013
EASA approved
Page 2-7
Operating
Limitations
Diamond
AIRCRAFT
DA40 DAFM
2.5 ENGINE INSTRUMENT MARKINGS
Engine instrument markings and their calor code significance are shown in the tables below:
If the TAE 125-01 engine is installed: lndi· Red cation arc/bar
=
luw~o~r prohibited range
RPM
Oil below pressure 1.2 bar
. f"\l! i
temp.
Coolant temp.
I
-
-"~-
-32
..
·c below
-32
·c
Gearbox temp.
--
Load
Fuel temp.
-below
-3o
·c
Ammeter
Voltmeter
--
-below
11 V
Yellow arc/bar
=
cctuliun range
Green arc/bar
=
IJUflllill operating range
Yellow arc/bar
=
cctuliun range
Red arc/bar
=
up par prohibited range
I
-up to 2400
RPM
2400 to 2500
RPM
1.2 to 2.3 bar 2.3 to 5.2 bar 5.2 to 6.5 bar above
2500 RPM above
6.5 bar
I
=32 to 50 vc i 50 to 125 vc
I
125 to 140 vc
-32 to 60
·c
60 to 96
·c
96 to 105 oc
----....:
140
·c above
105
·c
-up to 115
·c
115 to 120
·c above
120
·c
--
0-100% ---
--.
' n -
-.
··vv
LV • .,.
~
--
' V LV VV
,.. .......
~
--.
I V LV I
-oJ
,...-,
~ above
75
·c
-up to 85 A 85 to 90 A above
90A
11to12.6V 12.6 to 15.0 V 15.0 to 15.5 V above
15.5 V
I
Fuel qty. below 0.45
US gal
--
0.45 to 14
US gal
---
Page 2-8 Revision 6 31-Jul-2013
EASA approved
Doe. # 6.01.05-E
DA40 DAFM
66Diamond
' T
AIRCRAFT
Operating
Limitations
If the TAE 125-02-99 engine and the AEDICED Engine Instrument are installed
(MAM 40-256 & OAM 40-293 are carried out): lndiRed cation arc/bar
= lower prohibited range
Yellow arc/bar
= caution range
Green arc/bar
= normal operating range
Yellow arc/bar
= caution range
RPM --
--
0-2300 RPM
--
Oil below pressure 1.2 bar
Oil temp. below
-32 oc
Coolant temp.
Gearbox temp. below
-32 oc
--
Load
Fuel temp.
-below
-30 oc
Ammeter
--
1.2 to 2.3 bar 2.3 to 5.2 bar 5.2 to 6.5 bar
-32 to 50 oc 50 to 125 oc 125 to 140 oc
-32 to 60 oc
--
--
60 to 96 oc 96 to 105 oc up to 115 oc 115to120oC
0-100%
-30 to +4 oc +5 to 69 oc
--
70 to 75 oc
-up to 85 A 85 to 90 A
Voltmeter below
11 V
Fuel qty. below 0.45
US gal
11to12.6V 12.6 to 15.0 V 15.0 to 15.5 V
--
0.45to14
US gal
--
Red arc/bar
= upper prohibited range above
2300 RPM above
6.5 bar above
140 oc above
105 oc above
120 oc
-above
75 oc above
90A above
15.5 V
--
From -30 octo -6 oc the lower yellow bar of the fuel temp bar flashes, from -5 octo +4 oc the lower yellow bar of the fuel temp is continuously on. This applies only to conventional instrument panel versions.
Doe. # 6.01.05-E Revision 6 31-Jul-2013
EASA approved
Page 2-9
Operating
Limitations
. .
T4,p"
AIRCRAFT
DA40 DAFM
2.6 WARNING. CAUTION AND STATUS LIGHTS
The following tables show the color and significance of the warning, caution and status lights on the annunciator panel.
NOTE
The ECU BACKUP UNSAFE warning !!ght is located above the airspeed indicator on the instrument panel.
NOTE
Section 7.10 - ELECTRICAL SYSTEM includes a detailed description of the lights on the annunciator panel.
Color and Significance of the Warning Lights (Red)
Warning
Liaht CRed\
WARNING
Meaning
Warning message
START
DOOR
Starter
Doors
TRIM FAIL Trim fail/ autopilot
ECU BACKUP
UNSAFE
ECU Backup Battery
Cause
--
Operation of starter, or failure of the starter motor to disengage from the engine after starting
.
.........
.......... ''"'1"'1
.
............
..............
·........ completely closed and locked
I
Failure in the automatic trim system ofthe autopilot (if installed)
ECU Backup Battery has less than 70% electric charge.
Page 2-10 Revision 6 31-Jul-2013
EASA approved
Doe.# 6.01.05-E
DA40 D AFM
.,.Diamond
~
AIRCRAFT
Operating
Limitations
Color and Significance of the Caution Lights !Amber)
Caution Light
(Amber)
CAUTION
Meaning
Caution message
LOW VOLTS Low voltage
ALTERNATOR Generator
PI TOT
LOW FUEL
ENGINE
Pitot heating
Low fuel
Engine
ECUA
ECU B
ECUA
ECU B
Cause
--
On-board voltage below 12.6 V
(±0.2V)
Generator failure
Pitot heating OFF or failure
MAIN tank, fuel low
Engine limit exceeded
A fault has occurred in the ECU A (one reset of minor faults is possible) or
ECU A is being tested during the
ECU-test procedure during the 'before take-off-check'.
A fault has occurred in the ECU B (one reset of minor faults is possible) or
ECU B is being tested during the
ECU-test procedure during the 'before take-off-check'.
Doe. # 6.01.05-E Revision 6 31-Jul-2013
EASA approved
Page 2- 11
Operating limitations
Diamond
AIRCRAFT
DA40 DAFM
Calor and Significance of the Status Lights (White)
Status Light
(White)
Meaning
FUEL TRANS
.......
-·. ll.,jLUVV
Transfer pump
I - · ll.,jiOW p1ugs
Cause
Transfer pump active I fuel transfer from the AUX tank to the MAIN tank
I ,..,
1 l.,jiOW
.. p1ugs acuve
Page 2- 12 Revision 6 31-Jul-20 13
EASA approved
Doe. # 6.01.05-E
DA40 DAFM
Diamond
AIRCRAFT
Operating
Limitations
2.7 MASS (WEIGHT)
Maximum take-off mass (Normal Category)
Maximum take-off mass (Utility Category)
Maximum landing mass
Max. load in baggage compartment
1150 kg
980 kg
1150 kg
1092 kg
30 kg
(25351b)
(2161 lb)
(25351b) if landing gear struts with
18mm (0.71 in)thickness are installed
(if MAM 40-123 is installed)
(2407 lb) otherwise
(661b)
WARNING
Exceeding the mass limits will lead to an overstressing of the airplane as well as to a degradation of flight characteristics and flight performance.
NOTE
The maximum landing mass is the highest mass for landing conditions at the maximum descent velocity. This velocity was used in the strength calculations to determine the landing gear loads during a particularly hard landing.
Doe.# 6.01.05-E Revision 6 31-Jul-2013
EASA approved
Page 2- 13
Operating
Limitations
Diamond
AIRCRAFT
DA40 DAFM
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 ofthe wedge is aligned horizontally, the Datum Plane is vertical. The Datum Plane is located 2.194 meters
(86.38 In} forward of the most forward point of the root rib on the stub wing.
Center of Gravity Limitations
The center of gravity (CG position) for flight conditions must be between the following limits:
Most forward CG:
2.40 m (94.5 in) aft of DP from 780 kg to 980 kg (1720 lb to 2161 lb}
2.46 m (96.9 in) aft of DP at 1150 kg (2535 lb) linear variation between these values
Most rearward CG:
Standard tank: 2.59 m (102.0 in) aft of DP
Long Kange 1 anK: ~.bb m ( 1 UU.4 m) an ot Ul-'
WARNING
Exceeding the center of gravity limitations reduces the controllability and stability of the airplane.
Page 2- 14 Revision 6 31-Jul-2013
EASA approved
Doe.# 6.01.05-E
DA40 D AFM
...
'V
Diamond
AIRCRAFT
Operating
Limitations
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.
Doe.# 6.01.05-E Revision 6 31-Jul-2013
EASA approved
Page 2- 15
Operating
Limitations
~Diamond
AIRCRAFT
DA40 D AFM 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.
Page 2- 16 Revision 6 31-Jul-2013
EASA approved
Doe.# 6.01.05-E
OA40 OAFM
66Diamond
AIRCRAFT
Temporary Revision
G-Load Factor
Correction
2.10 MANEUVERING LOAD FACTORS
The Tables are amended to read:
Table of maximum structural load factors:
Normal Category atvA atvNe
Positive
Negative
Utility Categorv
3.8
-1.52
3.8
0 with flaps in T/0 or LOG position
2.0
Positive
Negative at VA
4.4
-1.76 atvNe
4.4
-1.0 with flaps in T/0 or LOG position
2.0
Doe.# 6.01.05-E TR-MAM-40-863 20-Jul-2016 Page 2-17a
OA40 0 AFM
.,.Diamond
'V
AIRCRAFT
Operating
Limitations
2.10 MANEUVERING LOAD FACTORS
NOTE
The tables below show structural limitations. The load factor limits for the TAE 125-01 engine or TAE 125-02-99 engine
(if MAM 40-256 is carried out) must also be observed. Refer to the Operation & Maintenance Manual for the engine.
CAUTION
Avoid extended negative g-loads duration. Extended negative g-loads can cause propeller control problems and engine surging.
Table of maximum structural load factors:
Normal Category
Positive
Negative at
VA
38
-152 at
VNE
38
0 with flaps in T/0 or LOG oosition
20
Utility Cateqorv
Positive
Negative at
VA
44
-176 at
VNE
44
-1 with flaps in T/0 or LOG position
20
WARNING
Exceeding the maximum load factors will lead to an overstressing of the airplane.
Doe.# 6.01.05-E Revision 6 31-Jul-2013
EASA approved
Page 2-17
Operating
Limitations
Diamond
AIRCRAFT
DA40 D AFM
2.11 OPERATING ALTITUDE
The maximum demonstrated operating altitude is 16400 ft (5000 m) pressure altitude.
2.12 FLIGHT CREW
Minimum crew 1 (one person)
MFlximum numhF.r of or.r.urmnts
Normal Category 4 (four persons)
Utility Category : 2 (two persons, both must sit in front)
Page 2- 18 Revision 6 31-Jul-2013
EASA approved
Doe. # 6.01.05-E
DA40 DAFM
.,.Diamond
"Y
AIRCRAFT
2.13 KINDS OF OPERATION
Approved are :
* Flights according to Visual Flight Rules (VFR)
* Flights according to Night Visual Flight Rules (NVFR)
* Flights according to Instrument Flight Rules (IFR)
Flights into known or forecast icing conditions are prohibited.
Flights into known thunderstorms are prohibited.
Operating
Limitations
Minimum Operational Equipment (Serviceable)
The following table lists the minimum serviceable equipment required by JAR-23 and operational requirements. Additional minimum equipment for the intended operation may be required by national operating rules and also depends on the route to be flown.
Doe.# 6.01.05-E Revision 6 31-Jul-2013
EASA approved
Page 2- 19
Operating
Limitations
~Diamond
AIRCRAFT
DA40 DAFM
Flight and navlgation instru-
1 rnents
I
.
For daytime VFR flights
Airspeed indicator
Altimeter
Magnetic compass
In addition
. for night VFR flights
Vertical speed indicator
. (VS I)
Attitude gyro (artificial horizon)
I* . Turn & bank indicator
Directional gyro .
. 01\ T indicator
Chronometer with indication of hours,
. minutes, and seconds
. VHF radio (COM)
VOR receiver .
Transponder (XPDR),
In addition for IFR flights
*
Second VHF radio
(COM)
*
VOR-LOC-GS receiver
1 •
Marker beacon receiver mode A and mode C
• 1 headset
(2 headsets if PM 1000
Intercom is installed)
Page 2-20 Revision 6 31-Jul-2013
EASA approved
Doe. # 6.01.05-E
DA40 DAFM
66Diamond
V1"
AIRCRAFT
Operating
Limitations
For daytime VFR flights
In addition for night VFR flights
Engine * Fuel quantity instruments
* Oil pressure
* Oil temperature
* Coolant temperature
* Gear box temperature
* Load
* Propeller RPM
* Fuel temperature left & right tank
* Engine caution light (on White
Wire)
* Ammeter
* Voltmeter
Lighting * Position lights
* Strobe lights (anti collision lights)
* Landing light
* Instrument lighting
* Flood light
* Flashlight
In addition for IFR fliahts
Doe.# 6.01.05-E Revision 6 31-Jul-2013
EASA approved
Page 2- 21
Operating
Limitations
Diamond
AIRCRAFT
DA40 DAFM
For daytime VFR flights
In addition for night VFR flights
Other operational minimum equiplment
* Stall warning system
* Fuel quantity measuring device fcoo.o. 7 a r.f +ho.
\.,;JVV I oV VI \I IV
AFM)
* Pitot heating system
* Alternate static valve
* Safety belts for each occupied seat
* Airplane flight manual
In addition for IFR flights
* Emergency battery for horizon/ flood light
* ECU-backup
U ..
. , u . ,
'"'>:I light
NOTE
A list of approved equipment can be found in Chapter 6.
Page 2-22 Revision 6 31-Jul-2013
EASA approved
Doe. # 6.01.05-E
DA40 DAFM
Temporary Revision
Fuel Grades, Engineand Gearbox Oil
2.14 FUEL
Approved fuel grades:
The paragraph "JET Fuel" is amended to read:
JET Fuel: JET A-1 (ASTM D 1655)
JET A (ASTM D 1655)
JP-8 (MIL-DTL-83133)
JET Fuel No. 3 (China, GB 6537-2006)
Additionally, if MAM 40-256 is incorporated:
TS-1 (GOST 10227-86)
TS-1 (Ukraine GSTU 320.00149943.011-99) and blends of the above listed Jet Fuel grades,
Diesel and TS-1 Fuel.
Doe. # 6.01.05-E TR-MAM-40-739 15-Jan-2014 Page 2- 23d
DA40 D AFM
Standard tank:
Total fuel quantity
Usable fuel
Diamond
AIRCRAFT
Operating
Limitations
I
2.14 FUEL
JET Fuel:
Diesel Fuel:
JET A-1 (ASTM D 1655)
JET A (ASTM D 1655)
JP-8 (MIL-DTL-83133)
JET Fuel No. 3 (China, GB 6537-2006)
TS-1 (GOST 10227-86) (only if MAM 40-256 is incorporated) and blends of the above listed Jet Fuel grades,
Diesel and TS-1 Fuel.
Diesel Fuel (EN590) and blends of the above listed Jet Fuel grades: see CAUTIONS below.
CAUTION
Additional temperature limitations must be observed if the airplane is operated with Diesel Fuel or blends of Diesel Fuel with JET Fuel.
CAUTION
Limitations for operation in the following countries:
Indonesia, Malaysia: Use of Diesel Fuel is NOT approved.
NOTE
Use only uncontaminated fuel from reliable sources.
2 x 15.0 US gal (2 x 56.81iters)
2 x 14.0 US gal (2 x 53.0 liters)
Doe.# 6.01.05-E Revision 6 31-Jul-2013
EASA approved
Page 2-23
Operating limitations
~Diamond
AIRCRAFT
DA40 DAFM
Long Range Tank:
Total fuel quantity
Usable fuel
Max. indicated fuel quantity
Max. permissible difference between right and left tank
2 x 20.5 US gal (2 x 77.6 liters)
2 x 19.5 US gal (2 x 73.8 liters)
15 US gal (56.81iters) per tank
9 US gal (approx. 34 liters)
CAUTION
If an indicator shows 15 US gal, then 19.5 US gal must be assumed for the calculation of the difference between right and left tank.
Page 2-24 Revision 6 31-Jul-2013
EASA approved
Doe. # 6.01.05-E
DA40 D AFM
Diamond
AIRCRAFT
Operating
Limitations
2.15 LIMITATION PLACARDS
All/imitation placards are shown below. A list of all placards is included in the Airplane
Maintenance Manual (Doe. No. 6.02.01 ), Chapter 11.
On the Instrument Panel:
Maneuvering speed: vA
=
108 KIAS (above 980 up to 1150 kg I above 2161 up to 25351b) vA
=
94 KIAS (780 to 980 kg /1720 to 2161 lb)
This airplane may only be operated in accordance with the Airplane Flight
Manual. lt can be operated in the "Normal" and "Utility" categories in nonicing 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.
If KAP 140 Autopilot system is installed (OAM 40-153 carried out):
Limitations for KAP 140 Autopilot System:
Do not use AP if "Alternate Static" is open.
Conduct AP and trim check prior to each flight (see AFM).
Autopilot OFF during take-off and landing.
Maximum speed for autopilot operation is 165 KIAS.
Minimum speed for autopilot operation is 70 KIAS.
Minimum altitude for autopilot operation:
Cruise, Climb, Descent and Maneuvering: 800 feet AGL
Approach: 200 feet AGL
Doe.# 6.01.05-E Revision 6 31-Jul-2013
EASA approved
Page 2-25
Operating
Limitations
Diamond
AIRCRAFT
DA40 DAFM
GPS NOT APPROVED
FOR SBAS OPERATIONS
If the No. 2 Course Deviation Indicator (CD/) is installed on the co-pilot's side
(OAM 40-214 orOAM 40-153 carried out):
On the Instrument Panel. Next to the Fuel Quantity Indication:
Long Range Tank: max. usable fuel: 2 x 19.5 US gal
* Max. indicated fuel quantity: 2 x 15 US gal
* Refer to AFM to use entire tank capacity
* Max. difference LH/RH tank: 9 US gal
On the Conventional Instrument Panel. Next to the Fuel Temperature Indication:
Diesel Fuel or Unknown Fuel Blend:
No engine start permitted Yellow blinking:
Yellow steady on
(LH fuel tank):
No take-off permitted
Page 2-26 Revision 6 31-Jul-2013
EASA approved
Doe. # 6.01.05-E
DA40 DAFM
Diamond
AIRCRAFT
Operating
Limitations
Next to Each of the Two Fuel Filler Necks:
WARNING
APPROVED FUEL:
JET A-1 or see Airplane Flight Manual
On Airplanes with early serial numbers the placard may include "Diesel EN590".
Doe.# 6.01.05-E Revision 6 31-Jul-2013
EASA approved
Page 2-27
Operating
Limitations
. .
V
AIRCRAFT
DA40 DAFM
Next to the Essential Bus Switch:
Ess. Bus NOT for normal operation. See AFM.
In the Co'Niing. on the Door for the 0!! Fi!!er Neck:
OIL
Shell Helix Ultra
SW-30 or see Airplane Flight Manual
~-Jext to the Flan Selector S\:vitch: max.
108 KIAS
IIICVI..
91 KIAS
Page 2 • 28 Revision 6 31-Jul-2013
EASA approved
Doe.# 6.01.05-E
DA40 DAFM
. .
"T/-P/
AIRCRAFT
On the Emergency Fuel Valve:
/10;
"6'
EMERG. TRANSFER
CAUTION: Intermittent use only
(see AFM)
Q
NORMAL
0
©
0
©
OFF
Operating
Limitations
In the Cockpit. on the Left Fuselage Sidewall:
Alternate Static
OPEN
tab
~CLOSED
If Alternate Static 11 open
Emergency Wind- and
Cockpit Vant must be cloaed
Doe.# 6.01.05-E Revision 6 31-Jul-2013
EASA approved
Page 2-29
Operating
Limitations
MA
"V
Next to the Baggage Compartment:
Diamond
AIRCRAFT
DA40 DAFM
Beside the Door Locking Device:
' EMERGENCY EXiT:
The keylock must be unlocked during flight
Page 2-30 Revision 6 31-Jul-2013
EASA approved
Doe. # 6.01.05-E
DA40 D AFM
Diamond
AIRCRAFT
Operating
Limitations
2.16 OTHER LIMITATIONS
2.16.1 TEMPERATURE
The airplane may only be operated when its temperature prior to operation is not less than -20 oc (-4 oF) and not higher than 54 oc (129 oF).
With the airplane cold soaked and its temperature below -20 oc (-4 oF) the use of an external pre-heater for the engine and pilot compartment prior to operation is mandatory.
2.16.2 FUEL TEMPERATURE
JET Fuel grades and blends thereof:
TAE 125-01 engine:
T AE 125-02-99 engine
(MAM 40-256 carried out): from -30 oc to +65 oc
(from -22 oF to +149 oF) from -30 oc to + 75 oc
(from -22 oF to +167 °F)
Diesel Fuel, blends of Jet Fuel grades with Diesel Fuel or unknown fuel blend:
Engine starting fuel temperature:
Take-off fuel temperature left: min. -5 oc (+23 °F) min. +5 oc (+41 oF)
Maximum fuel temperature:
TAE 125-01 engine:
T AE 125-02-99 engine
(MAM 40-256 carried out):
+65 oc (+149 °F)
+75°C (+167 OF)
Doe.# 6.01.05-E Revision 6 31-Jul-2013
EASA approved
Page 2- 31
Operating limitations
.aoiamond
AIRCRAFT
DA40 DAFM
2.16.3 DOOR LOCKING DEVICE
The canopy and the passenger door must not be locked during operation of the airplane.
2.16.4 ElECTRONIC EQUIPMENT
The use and switching on of electronic equipment other than that which is part of the equipment of the airplane is not permitted, as it could lead to interference with the airplane's avionics.
Examples of undesirable items of equipment are:
- Mobile telephones
- Remote radio controls
-Video screens employing CRTs
- iv1inidisc recorders vvhen 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.
2.16.5 SMOKING
Smoking in the airplane is not permitted.
2.16.6 EMERGENCY SWITCH
IFR flights are not permitted when the seal on the EMERGENCY switch is broken.
Page 2-32 Revision 6 31-Jul-2013
EASA approved
Doe. # 6.01.05-E
DA40 D AFM
.,.Diamond
"V,f/
AIRCRAFT
Operating
Limitations
2.16.7 ECU BACKUP BATTERY
The ECU BACKUP UNSAFE-light (red) indicates an insufficient backup battery charge.
IFR-flights are not permitted.
2.16.8 USE OF THE SUN VISORS
The sun visors (if installed, OAM 40-327) may only be used during cruise. During all other phases of flight the sun visors must be locked in the fully upward position.
Doe.# 6.01.05-E Revision 6 31-Jul-2013
EASA approved
Page 2-33
Operating
Limitations
~&Diamond
AIRCRAFT
DA40 DAFM
Intentionally left blank.
Page 2-34 Revision 6 31-Jul-2013
EASA approved
Doe.# 6.01.05-E
DA40 D AFM
._.Diamond
T
AIRCRAFT
Emergency
Procedures
CHAPTER 3
EMERGENCY PROCEDURES
Doe.
Page
3.1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
3.1.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
3.1.2 CERTAIN AIRSPEEDS IN EMERGENCIES ............. 3-4
3.2 ENGINE PROBLEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
3.2.1 ENGINE PROBLEMS ON GROUND .................. 3-5
3.2.2 ENGINE PROBLEMS DURING TAKE-OFF ............. 3-6
3.2.3 ENGINE PROBLEMS IN FLIGHT . . . . . . . . . . . . . . . . . . . . . 3-8
3.2.4 RESTARTING THE ENGINE WITH WINDMILLING PROPELLER
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3-11
3.2.5 RESTARTING THE ENGINE WITH STATIONARY PROPELLER
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3-13
3.2.6 DEFECTIVE RPM REGULATING SYSTEM ............ 3-15
3.2.7 FUEL TRANSFER PUMP FAILURE .................. 3-19
3.3 SMOKE AND FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
3.3.1 SMOKE AND FIRE ON GROUND . . . . . . . . . . . . . . . . . . . 3-20
3.3.2 SMOKE AND FIRE DURING TAKE-OFF .............. 3-21
3.3.3 SMOKE AND FIRE IN FLIGHT . . . . . . . . . . . . . . . . . . . . . . 3-23
3.4 GLIDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-25
3.5 EMERGENCY LANDINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26
3.5.1 EMERGENCY LANDING WITH ENGINE OFF .......... 3-26
3.5.2 LANDING WITH A DEFECTIVE TIRE ON THE MAIN LANDING
GEAR .......................................... 3-27
3.5.3 LANDING WITH DEFECTIVE BRAKES . . . . . . . . . . . . . . . 3-28
# 6.01.05-E Revision 6 31-Jul-2013 Page 3- 1
Emergency
Procedures
6ADiamond
AIRCRAFT
DA40 DAFM
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 IN THE
CABIN ......................................... 3-33
3.7.4 'DOOR'-VVARN!NG L!GHT ON ....................... 3-34
NOTE
Procedures for uncritical system faults are given in Chapter
4B- ABNORMAL OPERATING PROCEDURES.
Page 3-2 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 DAFM
. .
"T
Diamond
AIRCRAFT
Emergency
Procedures
3.1 INTRODUCTION
3.1.1 GENERAL
This Chapter contains checklists as well as the description of recommended procedures to be followed in the event of an emergency. Engine failure or other airplane-related emergencies are most unlikely to occur if the prescribed procedures for pre-flight checks and airplane maintenance are followed.
If, nonetheless, an emergency does arise, the guidelines given here should be followed and applied in order to clear the problem.
As it is impossible to foresee all kinds of emergencies and cover them in this Airplane
Flight Manual, a thorough understanding of the airplane by the pilot is, in addition to his knowledge and experience, an essential factor in the solution of any problems which may arise.
WARNING
In each emergency, control over the flight attitude and the preparation of a possible emergency landing have priority over attempts to solve the current problem ("first fly the aircraft"). Prior to the flight the pilot must consider the suitability of the terrain for an emergency landing for each phase of the flight. For a safe flight the pilot must constantly keep a safe minimum flight altitude. Solutions for various adverse scenarios should be thought over in advance. Thus it should be guaranteed that the pilot is at no time shocked by an engine failure and that he can act calmly and with determination.
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 3-3
Emergency
Procedures
Diamond
AIRCRAFT
3.1.2 CERTAIN AIRSPEEDS IN EMERGENCIES
Event
850kg
18741b
Engine failure after take-off
/l=l::mc: Tin\
Airspeed for best glide angle
(Flaps UP)
Flaps UP
Emergency landing with Flaps T/0 engine off
Flaps LDG
59 KIAS
60 KIAS i
60 KIAS
59 KIAS
58 KIAS
1000 kg
2205lb
66 KIAS
68 KIAS
68 KIAS
66 KIAS
63 KIAS
DA40 DAFM
1150 kg
2535lb
72 KIAS
73 KIAS
73 KIAS
72 KIAS
71 KIAS
Page 3-4 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA 40 DAFM
• . Diamond
· AIRCRAFT
Temporary Revision
SIN 40.080 i iAtrplane Serial No.:
D
"'
[Registration:
Hf,-
!D!lllcripUon Type 'Part No.:.
I
NAVIGATION
1Tum coordinator
[ Di_rectional gyro
!Marimr antanna
1394T100·(12RZ) :
4000C-1l
Cl102
!DME loME antenna iduai
NAVIduaiGS antenna coupler
I
NAVICOMIGPS #2 lcot;voRJLOCIGS#2
\<)rs
antenna#2
KN62A
KA60
Clti25
.
GNS 430
<iiiosP.
_ j1U262-042-3 i066-01068-0004
\071:01174:0000 •..
1011-00280-10 lo13-00049-01
\o11-66J~4:oi!
.,
~ iManu!acturer
,Sigmalek
[Comant
'BendixiKing
: Bendix1Ktn9
]Comant , jGanmin
!Garmin
"\G~rintn
!Date:
Jsm
.ze.to.Js-
:In·
!stalled
Doe. No. 6.01.05-E
TR-RAM-
40-026
06 Jun 2003 Page 3 of6
DA40 D AFM
6ADiamond
"V
AIRCRAFT
3.2 ENGINE PROBLEMS
3.2.1 ENGINE PROBLEMS ON GROUND
1. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
2. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as required
NOTE
If considered necessary, the engine must be shut down.
Otherwise the cause of the problem must be established in order to re-establish engine performance.
Emergency
Procedures
CAUTION lfthe oil pressure is in the red range, the engine must be shut down immediately.
WARNING
If the problem cannot be cleared, the airplane must not be flown.
END OF CHECKLIST
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 3-5
Emergency
Procedures
66Diamond
AIRCRAFT
DA40 DAFM
3.2.2 ENGINE PROBLEMS DURING TAKE-OFF
(a) Take-Off Can Still Be Aborted !Sufficient Runway Length Available)
Land straight ahead:
1 . Power lever IDLE
On the ground:
2. Brakes ............................. as required
CAUTION
If sufficient lime is remaining, the risk of fire in the event of a collision can be reduced as follows:
- Emergency fuei vaive . . . . . . . . . OFF
- ENGINE MASTER ........... OFF
- ELECTRIC MASTER . . . . . . . . . . OFF
END OF CHECKLIST
Page 3-6 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 D AFM
Diamond
AIRCRAFT
Emergency
Procedures
(b) Take-Off Can No Longer Be Aborted
1. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 KIAS ( 1150 kg, 2535 lb)
66 KIAS (1000 kg, 22051b)
59 KIAS (850 kg, 18741b)
If time allows:
WARNING
If, in the event of an engine problem occurring during take-off, the take-off can no longer be aborted and a safe height has not been reached, then a straight-ahead emergency landing should be carried out. Do not attempt to turn back to the airfield. Turning back can be fatal.
2. Power lever
3. ECU SWAP check MAX
ECU B
WARNING
If the problem does not clear itself immediately, and the engine is no longer producing sufficient power, then an emergency landing must be carried out in accordance with
3.5.1- EMERGENCY LANDING WITH ENGINE OFF.
END OF CHECKLIST
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 3-7
Emergency
Procedures
4ADiamond
Tq
AIRCRAFT
DA40 DAFM
3.2.3 ENGINE PROBLEMS IN FLIGHT
(a) Engine Running Roughly
1. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 KIAS ( 1150 kg, 2535 lb)
68 KIAS (1000 kg, 22051b)
60 KIAS (850 kg, 18741b)
2. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . MAX
3. Engine caution light . . . . . . . . . . . . . . . . . . . check
NOTE
If the caution light is on, the engine instruments must be checked. Proceed in accordance with 48.2 -INSTRUMENT
INDICATIONS OUTSIDE OF GREEN RANGE.
4. If in icing conditions ................... Alternate Air ON
5. Fuel qty. MAIN tank ................... check
6. Fuel transfer pump . . . . . . . . . . . . . . . . . . . . ON
7. Emergency fuel valve .................. check NORMAL
8. ECU SWAP ......................... ECU B
NOTE
If selecting ECU B does not solve the problem, switch back to AUTOMATIC.
CONTINUED
Page 3-8 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 DAFM
Diamond
AIRCRAFT
WARNING
If the problem does not clear itself immediately, and the engine is no longer producing sufficient power, perform a precautionary landing on the nearest airfield in accordance with 48.1 -PRECAUTIONARY LANDING, but be prepared for an emergency landing in accordance with
3.5.1- EMERGENCY LANDING WITH ENGINE OFF.
Emergency
Procedures
END OF CHECKLIST lb) Loss of Power
NOTE
As long as an airspeed ofatleast60 KIAS is maintained, and there is no major mechanical engine defect, the propeller will continue to windmill.
1. Airspeed ............................ 73 KIAS (1150 kg, 25351b}
68 KIAS (1000 kg, 22051b)
60 KIAS (850 kg, 1874 lb}
2. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . MAX
3. If in icing conditions . . . . . . . . . . . . . . . . . . . Alternate Air ON
4. Fuel qty. MAIN tank ................... check
5. Fuel transfer pump . . . . . . . . . . . . . . . . . . . . ON
6. Emergency fuel valve . . . . . . . . . . . . . . . . . . check NORMAL
7. ECU SWAP ......................... ECU B
CONTINUED
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 3-9
Emergency
Procedures
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DA40 DAFM
ECU reset:
8. ENGINE MASTER OFF- ON
NOTE
If selecting ECU B does not solve the problem, switch back to AUTOMATIC.
WARNING
If the problem does not clear itself immediately, prepare for an emergency landing in accordance with
3.5.1 -EMERGENCY LANDING WITH ENGINE OFF, then try to restart the engine with windmilling propeller in accordance with 3.2.4- RESTARTING THE ENGINE WITH
WINDMILLING PROPELLER.
END OF CHECKLIST
Page 3- 10 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
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3.2.4 RESTARTING THE ENGINE WITH WINDMILLING PROPELLER
NOTE
As long as an airspeed of at least60 KIAS is maintained, and there is no major mechanical engine defect, the propeller will continue to windmill.
CAUTION
The maximum airspeed for windmilling is 110 KIAS. Higher airspeeds may result in propeller overspeed.
NOTE
Restarting the engine with wind milling propeller is possible at airspeeds between 73 and 110 KIAS and altitudes below
6500 ft (TAE 125-01 engine) or 6000 ft (TAE 125-01 R5 engine) or 8000 ft (T AE 125-02-99 engine) pressure altitude.
Emergency
Procedures c
(fJ
~
1. Airspeed for best glide angle ............ 73 KIAS (1150 kg, 2535 lb)
68 KIAS (1000 kg, 22051b)
60 KIAS (850 kg, 1874 lb)
2. Power lever ......................... IDLE
3. Emergency fuel valve . . . . . . . . . . . . . . . . . . check NORMAL
4. Alternate air . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
5. Fuel transfer pump . . . . . . . . . . . . . . . . . . . . ON
6. AVIONIC MASTER .................... OFF
CONTINUED
Doe. # 6.01.05-E Revision 7 27-Sep-2013 Page 3- 11
Emergency
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DA40 DAFM
7. ELECTRIC MASTER .................. ON
8. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 to 110 KIAS
ECU reset:
9. ENGINE MASTER OFFON
NOTE
If it is not possible to start the engine:
- Adopt glide configuration as in 3.4 • GLIDING.
- Carry out emergency landing in accordance with
3.5:1 -EMERGENCY LANDING WITH ENGINE OFF.
CAUTION
Engine restart following an engine fire should only be attempted if it is un!ike!y that a safe emergency landing can be made. lt must be expected that engine restart is impossible after an engine fire.
10. AVIONIC MASTER .................... ON, if required
END OF CHECKLIST
Page 3- 12 Revision 7 27 -Sep-2013 Doe. # 6.01.05-E
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Emergency
Procedures
3.2.5 RESTARTING THE ENGINE WITH STATIONARY PROPELLER
CAUTION
The propeller of a failed TAE 125-02-99 engine with dualmass flywheel (MAM 40-701) installed continues windmilling.
A stopped propeller indicates a major mechanical engine defect. A restart with a stationary propeller shall not be considered.
NOTE
Restarting the engine with stationary propeller is possible at altitudes below 6500 ft (TAE 125-01 engine) or 6000 ft
(TAE 125-01 R5 engine) or 8000 ft (TAE 125-02-99 engine, pressure altitude.
1. Airspeed for best glide angle 73 KIAS (1150 kg, 25351b)
68 KIAS (1000 kg, 22051b)
60 KIAS (850 kg, 18741b)
2. ENGINE MASTER .................... OFF
3. Power lever ......................... IDLE
4. Emergency fuel valve . . . . . . . . . . . . . . . . . . check NORMAL
5. Alternate air . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
6. Fuel transfer pump . . . . . . . . . . . . . . . . . . . . ON
7. AVIONIC MASTER .................... OFF
8. ELECTRIC MASTER .................. ON
9. ENGINE MASTER ON
NOTE
Only if the ENGINE MASTER is switched OFF and ON again, glowing will be initiated. Glowing must be initiated shortly before the restart attempt.
CONTINUED
Doe. # 6.01.05-E Revision 7 27 -Sep-20 13 Page 3- 13
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10. ELECTRIC MASTER .................. START (release when engine is running)
NOTE
By increasing the airspeed above approximately 105 KIAS
(TAE 125-01 engine) or 110 KIAS (TAE 125-02-99 engine,
MAM 40-701 NOT insiaiied), the propeiierwiii begin to rotate due to windmilling and the engine can thus be started. For thi!!, the CLCCTRIC MAGTCR should be set to ON (see 3.2.4
- RESTARTING THE ENGINE WITH WINDMILLING
PROPELLER). A loss of altitude of at least 1000 ft (300 meters) must be expected.
If it is not possible to start the engine:
- Adopt glide configuration as in 3.4 - GLIDING.
- Carry out emergency landing as in 3.5.1 - Erv1ERGENCY
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 after an engine fire.
END OF CHECKLIST
Page 3- 14 Revision 7 27-Sep-2013 Doe. # 6.01.05-E
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3.2.6 DEFECTIVE RPM REGULATING SYSTEM
CAUTION
Following a failure of the governor the RPM should be adjusted with the power lever. Every effort should be made not to exceed 2500 RPM.
CAUTION
The power lever should be moved slowly, in order to avoid over-speeding and excessively rapid RPM changes. The light wooden propeller blades produce more rapid RPM changes than metal blades.
WARNING lt is possible that the propeller blades remain in the position of highest pitch in case of a malfunction of the engine control unit. In this case the reduced engine performance should be anticipated.
(a) Oscillating RPM
1. Power setting . . . . . . . . . . . . . . . . . . . . . . . . change
If the problem does not clear:
2. ECU SWAP ECU 8
NOTE
If the problem does not clear itself, switch back to
AUTOMATIC and land on the nearest airfield.
Emergency
Procedures
END OF CHECKLIST
Doe.# 6.01.05-E Revision 6 31-Jul-2013 Page 3- 15
Emergency
Procedures
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DA40 D AFM lbl Propeller Overspeed
CAUTION
Climb performance will be reduced.
NOTE
Constant propelier overspeed indicates that the defective governor holds the propeller blades at the fine pitch stop.
NOTE
The propeller now works like a fixed pitch propeller. RPM is controlled by lhe engine power setting. Flight to the nearest airfield can be continued with a lower power setting and at a lower airspeed. Climb and go-around remain possible.
1. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . reduce to not exceed 2300 RPM
2. Flaps .............................. check UP
3. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 KIAS
4. Power lever .......................... asrequired,donotexceed2300 RPM
5. ECU SWAP ......................... ECU B
CONTINUED
NOTE
Keep controlling the climb/sink rate with the power lever and do not exceed 2300 RPM.
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Emergency
Procedures
If the problem does not clear:
6. ECU SWAP ......................... AUTOMATIC
7. Land on the next suitable airfield.
If an increased climb rate is required:
I
I
I
I
I
I
I
I
I 8. Flaps .............................. T/0 position
I 9. Airspeed ............................ 66 KIAS
I
10. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . . as required, do not exceed 2300 RPM
NOTE
If situation requires increased engine power, a maximum of
2500 RPM is permissible for a maximum of 10 minutes. Set the power lever to a maximum of 2300 RPM as soon as increased engine power is not required anymore.
Special maintenance of the engine and the propeller is required before next flight.
END OF CHECKLIST
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 3- 17
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(c) Propeller Underspeed
NOTE
The propeller speed is constantly below the speed that is correct for the given power setting. This indicates that the governor holds the propeller blades at the high pitch stop.
1. Power lever
<!. I:.CU ~VVAI-' as required
ECU B
NOTE
If selecting ECU B does not solve the problem, switch back to AUTOMATIC.
WARNING
Due to this problem the propeller RPM will drop to 1400 RPM or below. There will be no climb performance and no go-around power available. Level flight should be possible except in rough weather.
3. Land as soon as possible.
END OF CHECKLIST
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3.2.7 FUEL TRANSFER PUMP FAILURE
1. Emergency fuel valve EMERG. TRANSFER
CAUTION
When set to EMERG. TRANSFER, the emergency fuel valve transfers fuel using the engine driven fuel pump from the auxiliary tank to the main tank at a rate of approximately
18 to 21 US gal/h (70 to 80 liters/h).
WARNING
The emergency fuel valve must be switched back to
NORMAL before the auxiliary tank indication reads zero!
Otherwise, the engine will stop during flight when the auxiliary tank is empty.
WARNING
When the fuel pump takes in air (e.g. when the emergency fuel valve is not switched back and the auxiliary tank is empty), an inspection of the pump is necessary prior to next flight.
2. AUX tank ........................... monitor quantity
3. MAIN tank monitor quantity
NOTE
AUX tank quantity must not be less than 1 US gal and
MAIN tank quantity must not be more than 15 US gal.
4. Emergency fuel valve . . . . . . . . . . . . . . . . . . NORMAL
END OF CHECKLIST
Emergency
Procedures
Doe.# 6.01.05-E Revision 6 31-Jul-2013 Page 3-19
Emergency
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3.3 SMOKE AND FIRE
3.3.1 SMOKE AND FIRE ON GROUND
(a\ Engine Fire When Starting on the Ground
1. Emergency fuel valve . . . . . . . . . . . . . . . . . . OFF
2. Fuel transfer pump .................... OFF
3. ENGINE MASTER .................... OFF
11. ELECTRIC MASTER .................. OFF
After standstill:
5. Canopy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . open
6. Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . evacuate immediately
END OF CHECKL~ST
(b) Electrical Fire with Smoke on the Ground
1. ELECTRIC MASTER .................. OFF
If the engine is running:
2. Power lever ......................... IDLE
3. ENGINE MASTER .................... OFF
When the engine has stopped:
4. Canopy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . open
5. Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . evacuate immediately
END OF CHECKLIST
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Emergency
Procedures
3.3.2 SMOKE AND FIRE DURING TAKE-OFF
(a) If Take-Off Can Still Be Aborted
1. Power lever ......................... IDLE
2. Cabin heat . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . apply - bring the airplane to a stop
4. After stopping . . . . . . . . . . . . . . . . . . . . . . . . proceed as in 3.3.1 - SMOKE AND
FIRE ON GROUND
END OF CHECKLIST
(b) lfTake-Off Cannot Be Aborted
1. Cabin heat . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. If possible, fly along a short-cut traffic circuit and land on the airfield.
WARNING
If, in the event of an engine problem occurring during take-off, the take-off can no longer be aborted and a safe height has not been reached, then a straight-ahead emergency landing should be carried out. Do not attempt to turn back to the airfield. Turning back can be fatal.
3. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 KIAS ( 1150 kg, 2535 lb)
68 KIAS (1000 kg, 2205 lb)
60 KIAS (850 kg, 1874 lb)
CONTINUED
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After climbing to a height from which the selected landing area can be reached safely:
4. Emergency fuel valve . . . . . . . . . . . . . . . . . . OFF
5. Fuel transfer pump . . . . . . . . . . . . . . . . . . . OFF
6. Cabin heat . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
7. ENGINE MASTER .................... OFF
8. ELECTRIC MASTER . . . . . . . . . . . . . . . . . . OFF
9. Emergency windows .................. open if necessary
10. Carry out emergency landing with engine off. Allow for increased landing distance due to the flap position.
CAUTION
In case of extreme smoke development, the front canopy may be unlatched during flight. This allows it to partially open, in order to improve ventilation. The canopy will remain open in this position. Flight chaiacteiistics vviil not be affected significantly.
When airplane has stopped:
11. Canopy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . open
12. Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . evacuate immediately
END OF CHECKLIST
Page 3-22 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
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3.3.3 SMOKE AND FIRE IN FLIGHT
WARNING
In the event of smoke or fire, prepare to land the airplane without delay while completing fire suppression and/or smoke evacuation procedures. If it cannot be visually verified that the fire has been completely extinguished, whether the smoke has cleared or not, land immediately.
(a) Engine Fire in Flight
1. Cabin heat . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. Select appropriate emergency landing area.
When it seems certain that the landing area will be reached:
3. Emergency fuel valve .................. OFF
4. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . MAX
5. Emergency windows . . . . . . . . . . . . . . . . . . open if required
6. Carry out emergency landing with engine off.
CAUTION
In case of extreme smoke development, the front canopy may be unlatched during flight. This allows it to partially open, in order to improve ventilation. The canopy will remain open in this position. Flight characteristics will not be affected significantly.
When airplane has stopped:
7. Canopy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . open
8. Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . evacuate immediately
END OF CHECKLIST
Emergency
Procedures
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 3-23
Emergency
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(b) Electrical Fire with Smoke in Flight
1. EMERGENCY switch .................. ON, if installed
2. AVIONIC MASTER .................... OFF
3. ELECTRIC MASTER .................. OFF
4. Cabin heat . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. Emergency windows .................. open if required
6. Land at an appropriate airfield immediately
WARNING
Switching OFF the ELECTRIC MASTER will lead to total failure of all electronic and electric equipment. Also affected from this are the attitude gyro (artificial horizon) and the directional gyro, if installed.
However, by switching the EMERGENCY switch ON, the emergency battery will supply power to the attitude gyro
(artificial horizon) and the f!ood !ight.
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
When airplane has stopped:
7. Canopy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . open
8. Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . evacuate immediately
END OF CHECKLIST
Page 3-24 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
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Emergency
Procedures
3.4 GLIDING
1. Flaps .............................. UP
2. Airspeed ............................ 73 KIAS (1150 kg, 25351b)
68 KIAS (1000 kg, 22051b)
60 KIAS (850 kg, 18741b)
NOTE
The glide ratio is 8.8; i.e., for every 1000 ft (305 meters) of altitude loss the maximum horizontal distance traveled in still air is 1.45 NM (2.68 km). During this the propeller will continue to windmill.
With a stationary propeller the glide ratio is 1 0.3; this corresponds to a maximum horizontal distance of 1. 70 NM
(3.14 km) for every 1000 ft altitude. In consideration of a safe airspeed however, this configuration may not be attainable.
END OF CHECKLIST
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3.5 EMERGENCY LANDINGS
3.5.1 EMERGENCY LANDING WITH ENGINE OFF
1. Select suitable landing area. If no level landing area is available, a landing on an upward slope should be sought.
2. Consider wind.
3. Approach: If possible, fly along a short-cut rectangular circuit. On the downwind leg of the circuit the landing area should be inspected for obstacles trom a suitable height. I he degree ot ottset at each part ot the c1rcu1t will allow the wind speed and direction to be assessed.
4. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 KIAS ( 1150 kg, 2535 lb)
68 KIAS (1000 kg, 22051b)
60 KIAS (850 kg, 1874 lb)
5. Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . advise ATC
6. Emeigency fuei valve . . . . . . . . . . . . . . . . . . OFF
7. ENGINE MASTER .................... check OFF
When it is certain that the landing field will be reached:
8. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOG
9. Safety harnesses ..................... tighten
CAUTION
If sufficient time is remaining, the risk of fire in the event of a collision with obstacles can be reduced as follows:
- ELECTRIC MASTER . . . . . . . . . . OFF
10. Touchdown .......................... with the lowest possible airspeed
END OF CHECKLIST
Page 3-26 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
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Emergency
Procedures
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. lt 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. lt 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.
END OF CHECKLIST
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Emergency
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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 due to the greater rolling resistance.
CAUTION if sufficient time is remaining, the risk of fire in the event of a collision can be reduced as follows after a safe touch-down:
- Emergency fuel valve . . . . . . . . . OFF
- ENGINE MASTER ........... OFF
- ELECTRIC MASTER .......... OFF
END OF CHECKLIST
Page 3-28 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
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3.6 RECOVERY FROM AN UNINTENTIONAL SPIN
Emergency
Procedures
CAUTION
Steps 1 to 4 must be carried out immediately and simultaneously.
1. Power lever ......................... IDLE
2. Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . full deflection against direction of spin
3. Elevator (control stick) . . . . . . . . . . . . . . . . . fully forward
4. Ailerons . . . . . . . . . . . . . . . . . . . . . . . . . . . . neutral
5. Flaps .............................. UP
When rotation has stopped:
6. Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . neutral
7. Elevator (control stick) ................. pull carefully
8. Return the airplane from a descending into a normal flight attitude. Do not exceed the 'never exceed speed' vNE = 178 KIAS.
END OF CHECKLIST
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Procedures
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DA40 D AFM
3.7 OTHER EMERGENCIES
3.7.1 ICING
Unintentional Flight Into Icing Conditions
1. Leave the icing area (by changing altitude or turning back, in order to reach zones
'vvith a higher ambient temperature).
2. Pitot heating . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. Cabin heat . . . . . . . . . . . . . . . . . . . . . . . . . . ON
4. Air distributor lever .................... DEFROST
5. Power lever increase power, in order to prevent ice build-up on the propeller blades
6. Alternate air
7. Emergency windows
OPEN open if required
CAUTION
Ice build-up increases the stalling speed.
8. ATC advise if an emergency is expected
CAUTION
When the Pitot heating fails:
- Alternate static valve . . . . . . . . . . OPEN
- Emergency windows . . . . . . . . . . close
END OF CHECKLIST
Page 3-30 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
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Emergency
Procedures
3.7.2 FAILURES IN THE ELECTRICAL SYSTEM
(a) Complete Failure of the Electrical System
1. Circuit breakers ...................... check if all OK (pressed in)
2. ESSENTIAL BUS . . . . . . . . . . . . . . . . . . . . . ON
If there is still no electrical power available:
3. EMERGENCY switch .................. ON, if installed
4. Flood light, if necessary . . . . . . . . . . . . . . . . ON
5. Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . set based on lever positions and engine noise
6. Prepare landing with flaps in the given position. Refer to 48.6- FAILURES IN FLAP
OPERATING SYSTEM.
7. Land on the nearest appropriate airfield.
END OF CHECKLIST
(b) Starter Malfunction
If the starter does not disengage from the engine after starting (starter warning light
(START) on the annunciator panel remains illuminated or blinking after the engine has started):
1. Power lever IDLE
2. ENGINE MASTER .................... OFF
3. ELECTRIC MASTER . . . . . . . . . . . . . . . . . . OFF
Terminate flight preparation!
END OF CHECKLIST
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 3-31
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(c) Voltage
If a voltage in the red range (above 15. 5 V or below 11 V) is indicated:
1. Essential bus . . . . . . . . . . . . . . . . . . . . . . . . ON
2. Land on the nearest appropriate airfield.
DA40 DAFM
END OF CHECKLIST
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Emergency
Procedures
3.7.3 SUSPICION OF CARBON MONOXIDE CONTAMINATION IN THE CABIN
Carbon monoxide (CO) is a gas which is developed during the combustion process. lt is poisonous and without smell. Since it occurs however usually together with flue gases, it can be detected. Increased concentration of carbon monoxide in closed spaces can be fatal. The occurrence of CO in the cabin is possible only due to a defect. If a smell similar to exhaust gases is noticed in the cabin, the following measures should be taken:
1. Cabin heat . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . open
3. Emergency windows . . . . . . . . . . . . . . . . . . open
4. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . reduce below 120 KIAS
5. Forward canopy ...................... unlatch, push up and lock in 'Cooling
Gap' position
NOTE
The maximum demonstrated airspeed for opening the front canopy in flight is 120 KIAS.
CAUTION
In case of suspicion of carbon monoxide contamination in the cabin, the front canopy may be unlatched during flight. This allows it to partially open, in order to improve ventilation. The canopy will remain open in this position. Flight characteristics will not be affected significantly.
END OF CHECKLIST
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 3-33
Emergency
Procedures
DA40 DAFM
3.7.4 'DOOR'·WARNING LIGHT ON
1. Airspeed ............................ reduce immediately
2. Canopy ............................. check visually if closed
3. Rear passenger door .................. check visually if closed
Canopy Unlocked
I
I
4. Airspeed ............................ below 140 KIAS
5. Land at the next suitable airfield.
I
I
Rear Door Unlocked
4. Airspeed ............................ below 140 KIAS
5. Land at the next suitable airfield.
Do not try to lock the rear door in flight. The safety latch may disengage and the door opens. Usually this results in a separation of the door from the airplane.
NOTE
If the rear door has been lost the airplane can be safely flown to me next su1tao1e a1rne1a.
END OF CHECKLIST
Page 3-34 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 D AFM
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AIRCRAFT
Normal Operating
Procedures
CHAPTER4A
NORMAL OPERATING PROCEDURES
Page
4A.1 INTRODUCTION ...................................... 4A-2
4A.2 AIRSPEEDS FOR NORMAL OPERATING PROCEDURES ..... 4A-2
4A.3 CHECKLISTS FOR NORMAL OPERATING PROCEDURES .... 4A-3
4A.3.1 PRE-FLIGHT INSPECTION . . . . . . . . . . . . . . . . . . . . . . . 4A-3
4A.3.2 BEFORE STARTING ENGINE .................... 4A-11
4A.3.3 STARTING ENGINE ............................ 4A-13
4A.3.4 BEFORE TAXIING ............................. 4A-15
4A.3.5 TAXIING ..................................... 4A-16
4A.3.6 BEFORE TAKE-OFF ........................... 4A-17
4A.3.7 TAKE-OFF ................................... 4A-21
4A.3.8 CLIMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-22
4A.3.9 CRUISE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-24
4A.3.10 FUEL TRANSFER ............................ 4A-25
4A.3.11 DESCENT .................................. 4A-26
4A.3.12 LANDING APPROACH ......................... 4A-27
4A.3.13 GO-AROUND ................................ 4A-28
4A.3.14 AFTER LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-28
4A.3.15 ENGINE SHUT-DOWN ......................... 4A-29
4A.3.16 POST-FLIGHT INSPECTION .................... 4A-29
4A.3.17 FLIGHT IN RAIN .............................. 4A-30
4A.3.18 REFUELING ................................. 4A-30
4A.3.19 FLIGHT AT HIGH ALTITUDE .................... 4A-30
Doe.# 6.01.05-E Revision 6 31-Jul-2013 Page 4A- 1
Normal Operating
Procedures
66Diamond
T4P'
AIRCRAFT
DA40 DAFM
4A.1 INTRODUCTION
Chapter 4A contains checklists and describes procedures for the normal operation of the airplane.
4A.2 AIRSPEEDS FOR NORMAL OPERATING PROCEDURES
850kg
(18741b)
1000 kg
(22051b)
1150 kg
{25351b)
Flight Mass
Airspeed for rotation
(Take-off run, vR)
(Flaps T/0)
Airspeed for take-off climb
(best rate-of-climb speed vv)
(Flaps T/0)
Airspeed for cruise climb
(Flaps UP)
Approach speed for normal landing
(Flaps LDG)
Minimum speed during go-around
(Flaps T/0)
49 KIAS
54 KIAS
Dn 1/IA~
vv '"/""\""'
58 KIAS
54 KIAS
55 KIAS
60 KIAS
se :<:As
63 KIAS
60 KIAS
59 KIAS
66 KIAS
-:3 KJ,~ s
71 KIAS
66 KIAS
Page 4A- 2 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
DA40 DAFM
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AIRCRAFT
Normal Operating
Procedures
4A.3 CHECKLISTS FOR NORMAL OPERATING PROCEDURES
4A.3.1 PRE-FLIGHT INSPECTION
I. Cabin Check a) MET, NAV, Mass & CG flight planning completed b) Airplane documents .................... complete and up-to-date c) ELECTRIC MASTER ................... OFF, pull out key d) ENGINE MASTER ..................... check OFF e) ECU SWAP .......................... check AUTOMATIC f) Emergency fuel valve ................... locked, in NORMAL position g) Front canopy & rear door ................ clean, undamaged, check locking mechanism function h) All electrical equipment ................. OFF i) Circuit breakers ....................... set in (if one has been pulled, check j) Power lever reason) check condition, freedom of movement and full travel k) Power lever .......................... IDLE
I) ELECTRIC MASTER . . . . . . . . . . . . . . . . . . . ON m) Fuel quantity check, use alternate mean
NOTE
If the Long Range Tank is installed and the fuel quantity indicator reads 15 US gal, the correct fuel quantity must be determined with the fuel quantity measuring device. If this measurement is not carried out, the fuel quantity available for flight planning is 15 US gal.
CONTINUED
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 4A- 3
Normal Operating
Procedures
9Diamond
AIRCRAFT
DA40 D AFM n) Position lights, strobe lights (ACL) ......... check o) ELECTRIC MASTER ................... OFF p) Foreign objects ....................... check q) Controls and trim ...................... free and correct r) Baggage . . . . . . . . . . . . . . . . . . . . . . . . . . . . stowed and secured s) Emergency axe (if OAM 40-326 is installed) . stowed and secured
END OF CHECKLIST
11. Walk-Around Check, Visual Inspection
CAUTION
A visual inspection means: examination for damage, cracks, delamination, excessive play, load transmission, correct attachment and general condition.ln addition control surfaces should be checked for freedom of movement.
CAUTION
In low ambient temperatures the airplane should be completely cleaied of ice, snovv and similar accumulations.
CAUTION
Prior to flight, remove such items as control surfaces gust lock, Pilot cover, tow bar, etc.
CONTINUED
Page 4A- 4 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
DA40 D AFM
Temporary Revision
Emergency Egress
Hammer
4A.3 CHECKLISTS FOR NORMAL OPERATING PROCEDURES
4A.3.1. PRE-FLIGHT INSPECTION
I. Cabin Check
The following is added to the Checklist: t) Emergency Egress Hammer (if OAM 40-401 installed) ... stowed and secured
Doe. No. 6.01.05-E
TR-OAM-
40-401
06-Dec-2016 Page 4A-4a
DA40 DAFM
7.4 INSTRUMENT PAti!tl..
~Diamond
.AIRCRAFT
Temporary Revision
S/N 40.080
(\j
!).}
Instrument Panel Version 040-3123·00-00
Doe. No. 6.01 .05-E
TR-RAM-
40-026
06 Jun 2003 Page 4 of6
DA40 DAFM
Diamond
AIRCRAFT
Normal Operating
Procedures
1. Left main landing gear: a) Landing gear strut or fairing .............. visual inspection b) Wheel fairing ......................... visual inspection c) Tire inflation pressure (2.5 bar/36 psi) ...... check d) Wear, tread depth of tire . . . . . . . . . . . . . . . . check e) Tire, wheel, brake ..................... visual inspection f) Brake line connection . . . . . . . . . . . . . . . . . . . check for leaks g) Slip marks ........................... visual inspection h) Chocks .............................. remove
2. Left wing: a) Entire wing surface .................... visual inspection b) Step ................................ visual inspection c) Air intake on lower surface ............... visual inspection d) Openings on lower surface . . . . . . . . . . . . . . check for foreign objects and for traces offuel (if tank is full, fuel may spill over through the tank vent) e) Tank drain ........................... drain off to check for water and sediment (drain until no water comes out) f) Stall warning ......................... check (suck on opening) g) Tank filler ............................ visual inspection, use alternate mean for fuel qty. check h) Tank air outlet in lower surface ........... visual inspection i) 2 stall strips on wing . . . . . . . . . . . . . . . . . . . . visual inspection j) Pitot probe ........................... clean, orifices clear k) Landing/taxi light . . . . . . . . . . . . . . . . . . . . . . visual inspection
I) Wing tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . visual inspection
CONTINUED
Doe.# 6.01.05-E Revision 6 31-Jul-2013 Page 4A- 5
Normal Operating
Procedures
Diamond
AIRCRAFT
DA40 DAFM m) Position light, strobe light (ACL) ........... visual inspection n) Tie-down . . . . . . . . . . . . . . . . . . . . . . . . . . . . check, clear o) Aileron and linkage .................... visual inspection p) Aileron hinges and safety pin ............. visual inspection q) Foreign objects in aileron paddle . . . . . . . . . . visual inspection r) Flap and linkage . . . . . . . . . . . . . . . . . . . . . . . visual inspection s) Flap hinges and safety pin t) Static dischargers visuai inspection visual inspection
3. Fuselage, left side: a) Canopy, left side visual inspection b) Rear cabin door & window ............... visual inspection c) Fuselage skin ......................... visual inspection d) Antennas . . . . . . . . . . . . . . . . . . . . . . . . . . . . visual inspection e) Autopilot static source (if installed) ......... check for blockage
4. Empennage: a) Stabilizers and control surfaces ........... visual inspection b) Hinges .............................. visual inspection c) Elevator trim tab ....................... visual inspection, check safetying d) Rudder trim tab ....................... visual inspection
e) Tie-down ............................ check, cleai f) Tail skid and lower fin .................. visual inspection g) Static dischargers ..................... visual inspection
CONTINUED
Page 4A- 6 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 DAFM
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Normal Operating
Procedures
5. Fuselage, right side: a) Fuselage skin ......................... visual inspection b) Rear window . . . . . . . . . . . . . . . . . . . . . . . . . visual inspection c) Canopy, right side ..................... visual inspection d) Autopilot static source (if installed) . . . . . . . . . check for blockage
6. Right wing: a) Flap and linkage ....................... visual inspection b) Flap hinges and safety pin ............... visual inspection c) Aileron and linkage .................... visual inspection d) Aileron hinges and safety pin . . . . . . . . . . . . . visual inspection e) Foreign objects in aileron paddle .......... visual inspection f) Wing tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . visual inspection g) Position light, strobe light (ACL) ........... visual inspection h) Tie-down ............................ check, clear i) Entire wing surface . . . . . . . . . . . . . . . . . . . . visual inspection j) 2 stall strips on wing . . . . . . . . . . . . . . . . . . . . visual inspection k) Tank air outlet in lower surface ........... visual inspection
I) Tank filler ............................ visual check, use alternate mean for fuel qty. check m) Openings on lower surface .............. check for foreign objects and for traces offuel (iftank is full, fuel may spill over through the tank vent) n) Tank drain ........................... drain off to check for water and sediment (drain until no water comes out)
CONTINUED
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 4A -7
Normal Operating
Procedures
6ADiamond
""".W
AIRCRAFT
DA40 DAFM o) Fuel cooler baffle on stub wing ........... check removed, ifOATon ground is higher than 20 oc
(68 °F) installed, if OAT on ground is lower than 20 oc
(68 °F) p) Step ................................ visual inspection
q) Static dischargers ..................... visual inspection
7. Right main landing gear: a) Landing gear strut or fairing .............. visual inspection b) Wheel fairing ......................... visual inspection c) Tire inflation pressure (2.5 bar/36 psi) ...... check d) Wear, tread depth of tires ............... check e) Tire, wheel, brake ..................... visual inspection f) Brake line connection . . . . . . . . . . . . . . . . . . . check for leaks g) Slip marks ........................... visual inspection h) Chocks .............................. remove
8. Front fuselage: a) Engine oil level ........................ check dipstick (inspection hole in the upper cowling)
CAUTIOt~
Do not check the engine oil level within 5 minutes after engine shut down. The engine oil returns to the oil pan slowly; after
5 minutes 80 %, after 15 minutes 90% and after 30 minutes
100 % of the engine oil has returned to the oil pan.
Do not overfill the engine with engine oil.
CONTINUED
Page 4A- 8 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
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Diamond
AIRCRAFT
Normal Operating
Procedures b) Gearbox oillevel . . . . . . . . . . . . . . . . . . . . . . . check visually (inspection hole in the lower cowling) c) Cowling ............................. visual inspection d) 5 air intakes . . . . . . . . . . . . . . . . . . . . . . . . . . clear e) Propeller ............................ visual inspection
WARNING
Never move the propeller by hand while the ENGINE
MASTER switch is ON! Also do not move the propeller by hand while the ENGINE MASTER is OFF immediately after operation (remaining pressure in the rail). Serious personal injury may result. f) Spinner including attachment screws . . . . . . . visual inspection g) Nose landing gear strut ................. visual inspection h) Gear strut fairing (if installed) ............. visual inspection i) Winter Baffle (if installed) . . . . . . . . . . . . . . . visual inspection j) Tie-down (if installed) . . . . . . . . . . . . . . . . . . . check, clear k) Tire and wheel ........................ visual inspection, check slip marks
I) Wear, tread depth of tire ................ check m) Wheel fairing ......................... visual inspection n) Tow bar ............................. removed o) Tire inflation pressure (2.0 bar/29 psi) ...... check p) Chocks .............................. remove q) Exhaust visual inspection
WARNING
The exhaust can cause burns when it is hot.
CONTINUED
Doe.# 6.01.05-E Revision 6 31-Jul-2013 Page 4A- 9
Normal Operating
Procedures
JtADiamond
AIRCRAFT
DA40 DAFM
Underside: r) Antennas (if fitted) ..................... visual inspection s) Gascolator ........................... drain off to check for water and sediment (drain until no water comes out) t) Venting pipes ......................... check for blockage u) Fuseiage underside .................... check for excessive contamination particularly by oil, fuel, and other fluids
END OF CHECKLIST
Page 4A-10 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 D AFM
66Diamond
"T
AIRCRAFT
Normal Operating
Procedures
4A.3.2 BEFORE STARTING ENGINE
1. Pre-flight inspection . . . . . . . . . . . . . . . . . . . complete
2. Rudder pedals . . . . . . . . . . . . . . . . . . . . . . . adjusted and locked
3. Passengers . . . . . . . . . . . . . . . . . . . . . . . . . instructed
4. Safety harnesses ..................... all on and fastened
5. Rear door . . . . . . . . . . . . . . . . . . . . . . . . . . . closed and locked
6. Front canopy . . . . . . . . . . . . . . . . . . . . . . . . Position 1 or 2 ("cooling gap")
CAUTION
When operating the canopy, pilots I operators are to 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.
NOTE
A slight downward pressure on the canopy may be required to ease the handle operation.
7. Parking brake ........................ set
8. Flight controls . . . . . . . . . . . . . . . . . . . . . . . . free movement
9. Trim wheel .......................... T/0
10. Power lever ......................... check IDLE
11. Friction device on power lever . . . . . . . . . . . adjusted
12. Alternate air ......................... check CLOSED
13. Alternate static valve . . . . . . . . . . . . . . . . . . check CLOSED
14. AVIONIC MASTER ................... check OFF
15. ELECTRIC MASTER . . . . . . . . . . . . . . . . . . ON
16. Annunciator panel/ engine instruments . . . . check
17. Acknowledge button . . . . . . . . . . . . . . . . . . . press
CONTINUED
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 4A- 11
Normal Operating
Procedures
Ji&Diamond
AIRCRAFT
18. WATER LEVEL caution light ............ check OFF
19. Fuel temperature check
WARNING
Never move the propeller by hand.
DA40 DAFM
WARNING
If Diesel Fuel or a blend of Diesel Fuel with JET Fuel is used, or if the fuel grade is unknown, the engine must not be started if the fuel temperature indication on the left side prior to operation is flashing (below -5 °C/ +23 °F) on a conventional instrument panel, or is below -5 oc (+23 oF) on a G1000 instrument panel.
Operation with a flashing fuel temperature indication on a conventional instrument panel (below -5 oc/ +23 OF) or below
-5°C ( +23 oF) on a G1000 instrument panel is not permitted, as safe operation of the engine under those conditions cannot be ensured and the engine can stop.
NOTE
Make sure which fuei grade is being used (see Section 7.9.5).
If it is not possible to determine the fuel grade, the Diesel Fuel temperature limitations must be observed.
END OF CHECKLIST
Page 4A- 12 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 DAFM
41ADiamond
AIRCRAFT
Temporary Revision
Engine Starting
4A. NORMAL OPERATING PROCEDURES
4A.3 CHECKLISTS FOR NORMAL OPERATING PROCEDURES
4A.3.3 STARTING ENGINE
Item 4 of the checklist is amended to read:
4. ELECTRIC MASTER . . . . . . . . . . . . . . . . START I release when propeller speed has reached 500 RPM
The CAUTION is added after the second WARNING:
CAUTION lfthe T AE 125-02-99 engine with dual mass flywheel (MAM
40-701) is installed, disengaging the starter below a propeller speed of 500 RPM might damage the gearbox.
Doe. # 6.01.05-E TR-MAM-40-749 11-Mar-2014 Page 4A-13a
DA40 D AFM
Diamond
AIRCRAFT
Temporary Revision
Entering and Exiting the Airplane
Affected Chapter:
4A.3 CHECKLISTS FOR NORMAL OPERATING PROCEDURES
4A.3.3 STARTING ENGINE
The CAUTION is added:
CAUTION
Before starting the engine and until the engine is shut down, the canopy must be closed and latched in position 1 or 2
('cooling gap') and the door must be closed and latched.
During engine operation it is prohibited to enter or exit the airplane.
Doe. # 6.01.05-E TR-MAM 40-766 05-Jul-2014 4A-13a
DA40 DAFM
66Diamond
'V
AIRCRAFT
Normal Operating
Procedures
4A.3.3 STARTING ENGINE
1. Strobe light (ACL) .................... ON
2. Power lever ......................... check IDLE
3. ENGINE MASTER .................... ON, wait until GLOW indication extinguishes
WARNING
Before starting the engine the pilot must ensure that the propeller area is free, and no persons can be endangered.
CAUTION
Do not overheat the starter motor. Do not operate the starter motor for more than 10 seconds. After operating the starter motor, let it cool off for 20 seconds. After 6 attempts to start the engine, let the starter cool off for half an hour.
4. ELECTRIC MASTER .................. START
5. Oil pressure . . . . . . . . . . . . . . . . . . . . . . . . . check
WARNING
If the oil pressure has not moved from the red range within
3 seconds after starting, set the ENGINE MASTER switch to OFF and investigate problem. When starting the cold engine, the oil pressure can be as high as 6.5 bar for a maximum of 20 seconds.
CONTINUED
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 4A- 13
Normal Operating
Procedures liADiamond
AIRCRAFT
DA40 DAFM
6. Warm up
7. Warm up
IDLE for 2 minutes
1400 RPM until oil temperature and coolant temperature are in the green range
8. Annunciator panel I engine instruments ..... check
9. Acknowledge button .................... press
END OF CHECKLIST
Page 4A- 14 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 D AFM
Normal Operating
Procedures
4A.3.4 BEFORE TAXIING
1. AVIONIC MASTER .................... ON
2. Electrical equipment ................... ON as required
3. Flaps .............................. UP- T/0- LOG- T/0
(indicator and visual check)
4. Flight instruments and avionics .......... set, test function, as required
5. Flood light ........................... ON, test function, as required
6. Pitot heating ......................... ON, test function
7. Pilot heating ......................... OFF
8. Strobe lights (ACLs) ................... check ON
9. Position lights, landing and taxi lights ...... ON, test function, as required
CAUTION
When taxiing at close range to other aircraft, or during night flight in clouds, fog or haze, the strobe lights should be switched OFF. The position lights must always be switched
ON during night flight.
10. Idle RPM ........................... check, 890 ±20 RPM
END OF CHECKLIST
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 4A- 15
Normal Operating
Procedures
DA40 DAFM
4A.3.5 TAXIING
1. Parking brake . . . . . . . . . . . . . . . . . . . . . . . . release
2. Brakes ............................. test on moving off
3. Flight instrumentation and avionics
(particularly directional gyro and turn and bank indicator) check for correct indications
CAUTION
When taxiing on a poor surface select the lowest possible
RPM to avoid damage to the propeller from stones or similar items.
CAUTION
Avoid prolonged permanent braking while taxiing. Prolonged permanent braking while taxiing will overheat the brakes and to the airplane.
END OF CHECKLIST
Page 4A- 16 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
DA40 DAFM
66Diamond
AIRCRAFT
Normal Operating
Procedures
4A.3.6 BEFORE TAKE-OFF
1. Position airplane into wind if possible.
2. Parking brake ......................... set
3. Safety harnesses . . . . . . . . . . . . . . . . . . . . . . on and fastened
4. Rear door . . . . . . . . . . . . . . . . . . . . . . . . . . . . check closed and locked
5. Front canopy ......................... closed and locked
CAUTION
When operating the canopy, pilots I operators are to 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.
6. Door warning light (DOOR) . . . . . . . . . . . . . . check no indication
7. Engine instruments .................... check in green range (except oil pressure may be in yellow range with a warm engine and power lever at IDLE, and fuel temp may be in the low yellow range if the airplane is operated with JET Fuel)
CONTINUED
Doe.# 6.01.05-E Revision 6 31-Jul-2013 Page 4A- 17
Normal Operating
Procedures
T-w
Diamond
AIRCRAFT
DA40 DAFM
WARNING
If the airplane is operated with Diesel Fuel or a blend ofDiesel
Fuel with JET Fuel, or the fuel grade is unknown, the fuel temperature on the left side must be in the green range
(minimum +5 oc I +41 oF) before take-off.
CAUTION lfthe airplane is operated with Diesel Fuel or a blend ofDiesel
Fuel with JET Fuel, or the fuel grade is unknown, a safe fuel transfer is not ensured until the fuel temperature indication of both fuel tanks is in the green range (minimum +5 oc I
+41 °F).
8. Circuit breakers ....................... check pressed in
9. Flaps ............................... check TIO
10. Trim ................................ check TIO
11. Fliqht controls ......................... free movement, correct sense
12. Power lever .......................... MAX for 10 seconds
13. Oil pressure . . . . . . . . . . . . . . . . . . . . . . . . . . check green range
14. RPM ................................ stabilizes at 2240 to 2300 RPM
15. LOAD indication . . . . . . . . . . . . . . . . . . . . . . . stabilizes at 90 to 100 %
NOTE
Under high temperature and high altitude conditions, load indications below 90 % are possible.
CONTINUED
Page 4A- 18 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 DAFM
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Normal Operating
Procedures
16. Power lever .......................... IDLE
17. ECU TEST ........................... press and hold
18. Caution lights (ECU A, ECU B, CAUTION) .. blinking
19. 'ECU BACKUP UNSAFE'-Iight ............ blinking, if installed
WARNING
If the caution lights and the 'ECU BACKUP UNSAFE'-Iight do not illuminate, there is an error in the test procedure.
IFR-flights are prohibited.
20. Caution lights (ECU B, CAUTION) ......... blinking
21. Propeller RPM ........................ cycling
22. Caution lights (ECU A, CAUTION) ......... blinking
23. Propeller RPM . . . . . . . . . . . . . . . . . . . . . . . . cycling
24. Caution lights . . . . . . . . . . . . . . . . . . . . . . . . . extinguished
25. 'ECU BACKUP UNSAFE'-Iight ............ extinguished
WARNING
If the 'ECU BACKUP UNSAFE'-Iight does not extinguish after the test, the ECU Backup Battery System does not have sufficient power to supply the engine with electrical power in case of a severe electric malfunction. IFR-flights are prohibited.
When switching from one ECU to the other a slight shake of the engine may occur. In case of longer dropouts of the engine, or if the engine stops during the test, terminate flight preparation.
CONTINUED
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 4A- 19
Normal Operating
Procedures
. .
""""<W'
AIRCRAFT
DA40 D AFM
26. ECU TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . release
CAUTION
The whole test procedure must be passed without any error.
In case of an error terminate flight preparation even when the engine seems to run smoothly after the test procedure.
27. ECU SWAP .......................... ECU B
28. Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . check running without a change
29. ECU SWAP .......................... AUTOMATIC
NOTE
When switching from one ECU to the other a slight shake of the engine may occur.
30. Pitot heating .......................... ON, if required
31. LandinQ liQht .......................... ON, if required
32. Parking brake . . . . . . . . . . . . . . . . . . . . . . . . . release
END OF CHECKLIST
Page 4A- 20 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
DA40 D AFM
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AIRCRAFT
Normal Operating
Procedures
4A.3.7 TAKE-OFF
Normal Take-Off Procedure
1. Transponder ......................... ON/AL T
2. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . MAX
WARNING
The proper performance of the engine at MAX should be checked early in the take-off procedure, so that the take-off can be aborted if necessary.
3. Elevator . . . . . . . . . . . . . . . . . . . . . . . . . . . . neutral
4. Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . maintain direction
NOTE
In strong crosswinds steering can be augmented by use of the toe brakes. lt should be noted, however, that this method increases the take-off roll, and should not generally be used.
5. Nose wheel lift-off ..................... at vR =59 KIAS (1150 kg, 25351b) at vR =55 KIAS (1000 kg, 2205 lb) at vR = 49 KIAS (850 kg, 1874 lb)
6. Airspeed for initial climb 66 KIAS
Above a safe height:
7. Landing light ......................... OFF
END OF CHECKLIST
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 4A- 21
Normal Operating
Procedures
. .
T4,p'
AIRCRAFT
DA40 DAFM
4A.3.8 CLIMB
Procedure for Best Rate of Climb
1. Flaps .............................. T/0
2. Airspeed ............................ 66 KIAS (1150 kg, 25351b)
NOTE
With lower mass the air speeds can be reduced as given below:
1 000 kg I 2205 lb . . . . . . . . . . . . . . . 60 KIAS
850 kg I 18741b ................ 54 KIAS
The engine temperatures must be observed then.
3. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . MAX
4. Engine instruments . . . . . . . . . . . . . . . . . . . . in green range
5. Trim as required
CAUTION
!f the oil temperature and/or coolant temperature reaches the yellow range during climb, flight should be continued with an airspeed increased by 5 kts and power reduced by 10 %
(reduced climb rate) for better engine cooling.
END OF CHECKLIST
Page 4A- 22 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
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AIRCRAFT
Normal Operating
Procedures
Cruise Climb
1. Flaps .............................. UP
2. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 KIAS ( 1150 kg, 2535 lb)
NOTE
With lower mass the air speeds can be reduced as given below:
1000 kg I 2205 lb . . . . . . . . . . . . . . . 68 KIAS
850 kg /18741b ................ 60 KIAS
The engine temperatures must be observed then.
3. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . MAX
4. Engine instruments . . . . . . . . . . . . . . . . . . . . in green range
5. Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as required
END OF CHECKLIST
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 4A- 23
Normal Operating
Procedures liaOiamond
AIRCRAFT
DA40 DAFM
4A.3.9 CRUISE
1. Flaps .............................. UP
2. Power lever ......................... performance as required
3. Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as required
4. Fuel transfer ......................... repeat as required (in accordance with 4A.3.10- FUEL TRANSFER)
NOTE
The engine manufacturer recommends a cruise power setting of70 %.
NOTE
Proper operation of the transfer pump must be checked by monitoring the fuel quantities (increasing in the MAIN tank, decreasing in the AUX tank).
END OF CHECKLIST
Page 4A- 24 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
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Normal Operating
Procedures
4A.3.10 FUEL TRANSFER
CAUTION
During normal operation fuel is taken from the main tank only.
Therefore fuel must be transferred from the auxiliary tank to the main tank by activating the fuel transfer pump. The transfer rate is approximately 60 US gal/h (227 liters/h).
1. Fuel transfer switch ON
NOTE
The transfer pump turns off automatically to avoid overfilling the main tank. The switch remains in its position. If the pump is not turned off, it will continue pumping each time the fuel level in the main tank drops, but only as long as there is fuel in the auxiliary tank. The fuel transfer status light is illuminated only while the pump is running.
2. Fuel transfer switch OFF, if required
NOTE
If the fuel transfer status light starts to blink, the fuel transfer pump must be switched off.
END OF CHECKLIST
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 4A- 25
Normal Operating
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"""'1W'
AIRCRAFT
DA40 DAFM
4A.3.11 DESCENT
1. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . as required (below 5000 ft) above 5000 ft not less than 30%
CAUTION
Engine combustion may stop unrecognized during descents with idle power at altitudes above 5000 ft with outside air temperatures below -10
•c.
2. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . clear engine occasionally
Restart Procedure see Chapter 3.2.3- ENGINE PROBLEMS IN FLIGHT.
END OF CHECKLIST
Page 4A- 26 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
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Normal Operating
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4A.3.12 LANDING APPROACH
1. Safety harnesses . . . . . . . . . . . . . . . . . . . . . check fastened & tightened
2. Airspeed ............................ reduce to operate flaps (108 KIAS)
3. Flaps .............................. T/0
4. Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as required
5. Landing light . . . . . . . . . . . . . . . . . . . . . . . . . as required
Before landing:
6. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . as required
7. Airspeed ............................ reduce to operate flaps (91 KIAS)
8. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOG
9. Approach speed ...................... 71 KIAS (1150 kg, 25351b)
67 KIAS (1092 kg, 24071b)
63 KIAS (1000 kg, 22051b)
58 KIAS (850 kg, 1874 lb)
NOTE
In caseofairplaneswith a maximum landing massof1092 kg
(2407 lb), a landing with a higher mass constitutes an abnormal operating procedure. Refer to Sections 2.7 and
48.7.
NOTE
Higher approach speeds result in a significant longer landing distance during flare.
CAUTION
In conditions such as (e.g.) strong wind, danger of wind shear or turbulence a higher approach speed should be selected.
END OF CHECKLIST
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 4A- 27
Normal Operating
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9Diamond
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DA40 DAFM
4A.3.13 GO-AROUND
1 . Power lever . . . . . . . . . . . . . . . . . . . . . . . . . MAX
2. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 KIAS ( 1150 kg, 2535 lb)
60 KIAS (1000 kg, 22051b)
54 KIAS (850 kg, 18741b)
3. Flaps .............................. T/0
Above a safe height:
4. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 KIAS
5. Flaps .............................. UP
END OF CHECKLIST
1. Power lever ......................... IDLE
2. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as required
3. Transponder . . . . . . . . . . . . . . . . . . . . . . . . . OFF I STBY
4. Pitot heating . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . as required
6. Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as required
7. Flaps .............................. UP
END OF CHECKLIST
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Normal Operating
Procedures
4A.3.15 ENGINE SHUT-DOWN
1. Parking brake . . . . . . . . . . . . . . . . . . . . . . . . set
2. Power lever ......................... IDLE for 2 minutes
3. Engine instruments . . . . . . . . . . . . . . . . . . . . check
4. AVIONIC MASTER .................... OFF
5. Electrical consumers . . . . . . . . . . . . . . . . . . OFF
6. ENGINE MASTER .................... OFF
7. ELECTRIC MASTER OFF
CAUTION
Before shut-down the engine must run for at least 2 minutes with the power lever at IDLE to avoid heat damage of the turbo charger.
END OF CHECKLIST
4A.3.16 POST-FLIGHT INSPECTION
1. ENGINE MASTER .................... OFF
2. ELECTRIC MASTER .................. ON
3. AVIONIC MASTER .................... ON
4. ELT ................................ check activated: listen on 121.5 MHz
5. AVIONIC MASTER .................... OFF
6. ELECTRIC MASTER .................. OFF
7. Parking brake ........................ release, use chocks
8. Airplane ............................ moor, if unsupervised for extended period
END OF CHECKLIST
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 4A- 29
Normal Operating
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9Diamond
AIRCRAFT
DA40 D AFM
4A.3.17 FLIGHT IN RAIN
NOTE
Performance deteriorates in rain; this applies particularly to the take-off distance and to the maximum horizontal speed.
The effect on the flight characteristics is minimal. Flight through very heavy rain should be avoided because of the associated visibility problems.
4A.3.18 REFUELING
CAUTION
Before refueling, the airplane must be connected to electrical ground. Grounding points: unpainted areas on steps, left and right.
NOTE
If the airplane is operated with Diesel Fuel, additional temperature limitations must be observed. if JET Fuel is used make sure that no Diesel Fuel is remaining in the tanks, neither in the left nor in the right tank (see fuel grade, Section 7.9.5). Otherwise the temperature limitations for Diesel operation must be observed.
4A.3.19 FLIGHT AT HIGH ALTITUDE
At high altitudes the provision of oxygen for the occupants is necessary. Legal requirements for the provision of oxygen should be adhered to.
Also see Section 2.11- OPERATING ALTITUDE.
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CHAPTER4B
ABNORMAL OPERATING PROCEDURES
Page
4B.1 PRECAUTIONARY LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-2
4B.2 INSTRUMENT INDICATIONS OUTSIDE OF GREEN RANGE ... 4B-4
4B.2.1 RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-4
4B.2.2 COOLANT TEMPERATURE CT .................... 4B-5
4B.2.3 OIL TEMPERATURE OT ......................... 4B-7
4B.2.4 OIL PRESSURE OP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-8
4B.2.5 GEARBOX TEMPERATURE GT ................... 4B-9
4B.2.6 FUEL TEMPERATURE FUEL TEMP ................ 4B-9
4B.3 FAILURES IN THE ELECTRICAL SYSTEM INDICATED ON THE
ANNUNCIATOR PANEL ............................... 4B-10
4B.3.1 LOW VOLTAGE CAUTION (LOW VOLTS) .......... 4B-10
4B.3.2 ECU A FAILURE (ECU A) ........................ 4B-11
4B.3.3 ECU B FAILURE (ECU B) ........................ 4B-12
4B.3.4 ALTERNATOR FAILURE (ALTERNATOR) .......... 4B-13
4B.3.5 ENGINE FAILURE (ENGINE) ..................... 4B-14
4B.3.6 PITOT HEATING FAILURE (PITOT) ............... 4B-15
4B.3.7 LOW FUEL CAUTION (LOW FUEL) ................ 4B-16
4B.4 FAILURES IN THE ELECTRICAL SYSTEM INDICATED ON THE
AUXILIARY ENGINE DISPLAY (AED 125) ................. 4B-17
4B.4.1 HIGH ELECTRIC LOAD CAUTION (GENERATOR) ... 4B-17
4B.4.2 VOLT ....................................... 4B-18
4B.5 TAKE-OFF FROM A SHORT GRASS STRIP ............... 4B-19
4B.6 FAILURES IN FLAP OPERATING SYSTEM ............... 4B-20
4B.7 LANDING WITH HIGH LANDING MASS .................. 4B-21
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 4B- 1
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48.1 PRECAUTIONARY LANDING
NOTE
A landing of this type is only necessary when there is a reasonable suspicion that due to fuel shortage, weather conditions, or at nightfall the possibility of endangering the airpiane and its occupants by continuing the fiight cannot be excluded. The pilot is required to decide whether or not a controlled landing in a field represents a lower risk than the attempt to reach the target airfield under all circumstances.
NOTE
If no level landing area is available, a landing on an upward slope should be sought.
1. Select appropriate landing area.
2. Consider wind.
3. Approach: If possible, the landing area should be overflown at a suitable height in order to recognize obstacles. The degree of offset at each part of the circuit will allow the wind speed and direction to be assessed.
7~ U'l /11 e::.n
Vn 'Je::.~e::. lh \
68 KIAS (1000 kg, 22051b)
60 KIAS (850 kg, 18741b)
5. ATC ............................... advise
CONTINUED
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On final approach:
6. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOG
7. Approach speed ...................... 67 KIAS (1092 kg, 2407 lb)
63 KIAS (1000 kg, 22051b)
58 KIAS (850 kg, 1874 lb)
8. Safety harnesses . . . . . . . . . . . . . . . . . . . . . tighten
9. Touchdown .......................... with the lowest possible airspeed
CAUTION
If sufficient time is remaining, the risk of fire in the event of a collision with obstacles can be reduced as follows after a safe touch-down:
- Emergency fuel valve . . . . . . . . . OFF
- ENGINE MASTER ............ OFF
- ELECTRIC MASTER . . . . . . . . . . OFF
END OF CHECKLIST
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 48-3
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. . . AIRCRAFT
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48.2 INSTRUMENT INDICATIONS OUTSIDE OF GREEN RANGE
48.2.1 RPM
High RPM
1. Reduce power.
2. Keep RPM wiihin ihe green range using ihe power iever.
NOTE
An RPM in the yellow range is permissible for a short time if required, e.g. for go-around.
CAUTION
If the available power is too low to continue a safe flight, perform a precautionary landing on the nearest airfield in accordance with 4B.1 - PRECAUTIONARY LANDING.
END OF CHECKLIST
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48.2.2 COOLANT TEMPERATURE CT
High Coolant Temperature
Check coolant qty. caution light (WATER LEVEL).
If off:
During climb:
Reduce power by 10 %.
Increase airspeed by 10 KIAS.
If the coolant temperature does not reach the green range within 60 seconds, reduce power as far as possible and increase airspeed.
During cruise:
Reduce power.
Increase airspeed.
Check coolant temperature in green range.
CAUTION
If the coolant temperature does not return to the green range, perform a precautionary landing on the nearest airfield in accordance with 48.1 -PRECAUTIONARY LANDING.
If on:
- Reduce power.
- Expect loss of coolant.
CONTINUED
Doe.# 6.01.05-E Revision 6 31-Jul-2013 Page 4B- 5
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WARNING
A further increase in coolant temperature must be expected.
Prepare for an emergency landing in accordance with
3.5.1- EMERGENCY LANDING WITH ENGINE OFF.
END OF CHECKLIST
Low Coolant I emperature
Check coolant qty. caution light (WATER LEVEL).
NOTE
During an extended descent from high altitudes with a low power setting coolant temperature may decrease.
If on:
- Reduce power.
- Expect loss of coolant.
WARNING
/"\ IUilllt:l Ut:;:\.,1 Cc:t~t: IIII.AJUictllllCIIIfJCic:tlUIO IIIU~llJV
Prepare for an emergency landing in accordance with
3.5.1- EMERGENCY LANDING WITH ENGINE OFF.
END OF CHECKLIST
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48.2.3 OIL TEMPERATURE OT
High Oil Temperature
Check oil pressure.
If the oil pressure is low:
- Reduce power.
Expect loss of oil with engine failure. Prepare for an emergency landing in accordance with 3.5.1 -EMERGENCY LANDING WITH ENGINE OFF.
If the oil pressure is within the green range:
Reduce power.
Increase airspeed.
monitor oil temperature (OT).
END OF CHECKLIST
Low Oil Temperature
Increase power.
Reduce airspeed.
monitor oil temperature (OT).
END OF CHECKLIST
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48.2.4 OIL PRESSURE OP
High Oil Pressure
Check oil temperature.
Check coolant temperature.
If the temperatures are within the green range:
Expect wrong oil pressure indication. Keep monitoring temperatures.
If the temperatures are not within the green range:
Reduce power.
Expect engine failure. Prepare for an emergency landing in accordance with
3.5.1- EMERGENCY LANDING WITH ENGINE OFF.
CAUTION
When starting a cold engine, the oil pressure can be as high as 6.5 bar for a rnaxirnurn of 20 seconds.
END OF CHECKLIST
Low Oil Pressure
NOTE
If the RPM indication is less than 1500 RPM with the power lever at IDLE, the oil pressure must drop into the red range to cause the caution light to illuminate.
Reduce power.
Monitor oil temperature (OT).
Expect loss of oil with engine failure. Prepare for an emergency landing in accordance with 3.5.1- EMERGENCY LANDING WITH ENGINE OFF.
END OF CHECKLIST
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48.2.5 GEARBOX TEMPERATURE GT
High Gearbox Temperature
Reduce power.
Increase airspeed.
END OF CHECKLIST
48.2.6 FUEL TEMPERATURE FUEL TEMP
High Fuel Temperature
Reduce power.
Increase airspeed.
NOTE
Increased fuel temperature can occur when the fuel quantity in the main tank is low. The fuel temperature can be decreased by transferring fuel from the auxiliary to the main tank.
END OF CHECKLIST
Low Fuel Temperature
Increase power.
Reduce airspeed.
If the fuel cooler is in operation (baffle removed):
Select lower flight altitude, if possible.
END OF CHECKLIST
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48.3 FAILURES IN THE ELECTRICAL SYSTEM INDICATED ON
THE ANNUNCIATOR PANEL
48.3.1 LOW VOLT AGE CAUTION !LOW VOL TSl
This caution is indicated when the normal on-board voltage (14 V) drops below 12.6 V.
Possible reasons are:
- A fault in the power supply.
- RPM too low. la\ 'Low Voltage' Caution on the Ground
1. Circuit breakers . . . . . . . . . . . . . . . . . . . . . . check
2. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . increase RPM
3. if the caution light does not go out . . . . . . . . terminate flight preparation lb\ 'Low Voltage' Caution During Flight
1. Circuit breakers . . . . . . . . . . . . . . . . . . . . . . check
2. Electrical equipment . . . . . . . . . . . . . . . . . . . OFF if not needed
3. If the caution light does not go out ........ Follow procedure in 48.3.4-
AL I t:.KNA I UK t-AILUKI:. le\ 'Low Voltage' Caution During Landing
- Follow (a) after landing.
END OF CHECKLIST
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48.3.2 ECU A FAILURE CECU Al
(a) 'ECU A' Caution on the Ground
Terminate flight preparation.
(b) 'ECU A' Caution During Flight
NOTE
In case of a failure in the electronic ECU (Engine Control
Unit) 'A' the system automatically switches to ECU 'B'.
1. Press the ECU TEST button for more than 2 seconds to reset the caution message.
If the ECU A caution re-appears or cannot be reset:
2. Land on nearest suitable airfield.
3. The engine must be serviced after landing.
If the ECU A caution can be reset:
2. Continue flight.
3. The engine must be serviced after landing.
END OF CHECKLIST
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48.3.3 ECU B FAILURE CECU B)
(a\ 'ECU B' Caution on the Ground
Terminate flight preparation.
(b) 'ECU B' Caution During Flight
1. Press the ECU TEST button for more than 2 seconds to reset the caution message.
If the ECU B caution re-appears, or cannot be reset:
2. Land on nearest suitable airfield.
3. Tl1e engine must be serviced after landing.
If the ECU B caution can be reset:
2. Continue flight.
3. The engine must be serviced after landing.
END OF CHECKLIST
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Abnormal Operating
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48.3.4 ALTERNATOR FAILURE (ALTERNATOR)
An alternator failure is indicated by an illuminated or blinking alternator caution light
(ALTERNATOR) on the annunciator panel. The batteries are the last remaining source of electrical power for a minimum of 30 minutes.
1. Circuit breakers ...................... check; if all are O.K., proceed with step 2
2. ESSENTIAL BUS . . . . . . . . . . . . . . . . . . . . . ON
3. Electrical equipment . . . . . . . . . . . . . . . . . . . switch OFF all equipment which is not needed
4. Land on the nearest suitable airfield
WARNING
The ECU, which is absolutely necessary for engine operation, needs electrical power. lt is recommended to switch off all electrical consumers and to land as soon as possible. Be prepared for an engine failure and an emergency landing. For a severe electrical failure a ECU-Backup-System is installed.
CAUTION
For cases, in which the battery capacity is not sufficient to reach a suitable airfield, an emergency battery is installed in the IFR model, serving as an additional back-up system for the attitude gyro (artificial horizon) and flood light. This battery is switched on with the Emergency Switch, located on the left side of the instrument panel.
END OF CHECKLIST
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48.3.5 ENGINE FAILURE (ENGINE!
1. Engine instrument CED 125 ............. check
2. Engine instrument AED 125 . . . . . . . . . . . . . check
3. Acknowledge button . . . . . . . . . . . . . . . . . . . press
NOTE
If an indication either on the CED 125 or AED 125 is near the end of the green range, it may happen that it switches over to the yellow or red range for a short time. This will also cause the ENGINE caution light to illuminate.
NOTE
If an indication either on the CED 125 or AED 125 is outside of the green range, proceed in accordance with
40.LiNSTRUiviENT iNDiCATiONS OUTSiDE OF THE
GREEN RANGE.
END OF CHECKLIST
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48.3.6 PITOT HEATING FAILURE (PITOTl
1. Pitot heating check ON
NOTE
The Pitot heating caution message is displayed when the Pitot heating is switched off, or when there is a failure of the Pitot heating system. Prolonged operation of the Pitot heating on the ground can also cause the Pitot heating caution message to be displayed. In this case it indicates the activation of the thermal switch, which prevents overheating of the Pitot heating system on the ground. This is a normal function of the system. After a cooling period, the heating system will be switched on again automatically.
If in icing conditions:
2. Expect loss of static instruments.
3. Alternate Static . . . . . . . . . . . . . . . . . . . . . . . OPEN
4. Leave icing zone.
END OF CHECKLIST
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48.3.7 LOW FUEL CAUTION (LOW FUEL)
1. Fuel transfer pump .................... ON
2. Fuel quantity . . . . . . . . . . . . . . . . . . . . . . . . . check
CAUTION
As soon as the amount of usable fuel in the main tank is less than 3 US gal (+2/-1 US gal), a caution message is displayed.
The indication is calibrated for straight and level flight. The caution message may be triggered during turns which are flown with slip, or while taxiing in curves.
If the caution light does not extinguish:
Expect loss of fuel.
Be prepared for an emergency landing.
Proceed in accordance with 3.5.1- EMERGENCY LANDING WITH ENGINE OFF.
WARNING
When the fuel pump takes in air (e.g. when the emergency fuel valve is not switched back and the auxiliary tank is
Amntv\. Fin insnAr.tion of I hA n11mn is nAr.AssFirv nrior to nAxt flight.
END OF CHECKLIST
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48.4 FAILURES IN THE ELECTRICAL SYSTEM INDICATED ON
THE AUXILIARY ENGINE DISPLAY (AED 125)
48.4.1 HIGH ELECTRIC LOAD CAUTION (GENERATOR)
This caution is indicated when the consumption of electrical power is too high.
Possible reasons are:
- A fault in wiring or equipment
1. Electrical equipment . . . . . . . . . . . . . . . . . . . switch OFF as necessary and possible to reduce electric load
If the problem does not clear itself:
2. Land on the nearest suitable airfield.
END OF CHECKLIST
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48.4.2 VOLT
Low Voltage
1. Circuit breakers . . . . . . . . . . . . . . . . . . . . . . check
2. Electrical equipment ................... OFF if not needed if 'Low voitage' is stiii indicated on the AED 125:
3. Follow procedure in 48.3.4ALTERNATOR FAILURE (ALTERNATOR)
END OF CHECKLIST
High Voltage
Land on the nearest suitable airfield.
NOTE
The ENGINE caution light on a conventional instrument panel can illuminate during warm-up on the ground due to the increased voltage indication in case of a cold engine (see voltmP.tP.r SP.r:tion 7 1 m
END OF CHECKLIST
Page 4B- 18 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 DAFM
4aOiamond
AIRCRAFT
Abnormal Operating
Procedures
48.5 TAKE-OFF FROM A SHORT GRASS STRIP
1. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . apply
2. Flaps .............................. T/0
3. Power lever . . . . . . . . . . . . . . . . . . . . . . . . . MAX
4. Elevator (control stick) ................. fully aft
5. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . release
6. Hold direction . . . . . . . . . . . . . . . . . . . . . . . . using rudder
NOTE
In strong crosswinds steering can be augmented by use of the toe brakes. lt should be noted, however, that this method increases the take-off roll, and should not generally be used.
7. Elevator (control stick) ................. Release slowly after nose wheel has lifted.
Allow airplane to lift off as soon as possible and increase speed at low level.
8. Airspeed ............................ 66 KIAS (1150 kg, 25351b)
60 KIAS (1000 kg, 22051b)
54 KIAS (850 kg, 1874 lb)
9. Flaps .............................. UP, above safe altitude
10. Airspeed ............................ 73 KIAS (1150 kg, 25351b)
68 KIAS (1000 kg, 22051b)
60 KIAS (850 kg, 1874 lb)
11. Landing light . . . . . . . . . . . . . . . . . . . . . . . . . as required
END OF CHECKLIST
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 4B- 19
Abnormal Operating
Procedures
DA40 DAFM
4B.6 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 svv'itch.
Modified Approach Procedure Depending on the Available Flap Setting
(a) Only UP available:
Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 KIAS ( 1150 kg, 2535 lb)
68 KIAS (1000 kg, 22051b}
60 KIAS (850 kg, 18741b}
Land at a fiat approach angle, use povver lever to controi aii piane speed and fate of descent.
(b) Only T/0 available:
Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 KIAS ( 1150 kg, 2535 lb)
68 KIAS (1000 kg, 22051b) t;() I<IAC:: lA<;() lm 1A7L1 lh\
Land at a flat approach angle, use power lever to control airplane speed and rate of descent.
(c) Only LOG available:
Perform normal landing.
END OF CHECKLIST
Page 4B - 20 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 DAFM
Diamond
AIRCRAFT
Abnormal Operating
Procedures
48.7 LANDING WITH HIGH LANDING MASS
NOTE
This Section only applies to airplanes with a maximum landing mass of 1092 kg (2407 lb). In case of airplanes with a maximum landing mass of 1150 kg (2535 lb) a landing with a mass between 1092 kg and 1150 kg (2407 and 2535 lb) constitutes a normal operating procedure. Refer to Sections
2.7 and 4A.3.12.
NOTE
The maximum landing mass given in Chapter 2 is the highest mass for landing conditions at the maximum descent velocity.
This velocity was used in the strength calculations to determine the landing gear loads during a particularly hard landing.
Perform landing approach and landing according to Chapter 4A, but maintain an increased airspeed during landing approach.
Approach speed .......................... 71 KIAS (1150 kg, 2535 lb)
WARNING
Damage of the landing gear can result from a hard landing with a flight mass above the maximum landing mass.
END OF CHECKLIST
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 48-21
Abnormal Operating
Procedures
. .
T<W'
AIRCRAFT
DA40 DAFM
Intentionally left blank.
Page 48-22 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 DAFM
Diamond
AIRCRAFT
Performance
CHAPTER 5
PERFORMANCE
Page
5.1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
5.2 USE OF THE PERFORMANCE TABLES AND DIAGRAMS ...... 5-2
5.3 PERFORMANCE TABLES AND DIAGRAMS ................. 5-3
5.3.1 AIRSPEED CALIBRATION .......................... 5-3
5.3.2 DIAGRAM FOR SETTING ENGINE PERFORMANCE . . . . . 5-4
5.3.3 PRESSURE ALTITUDE - DENSITY ALTITUDE . . . . . . . . . . 5-5
5.3.4 INTERNATIONAL STANDARD ATMOSPHERE .......... 5-6
5.3.5 STALLING SPEEDS ............................... 5-7
5.3.6 WIND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
5.3.7 TAKE-OFF DISTANCE ............................. 5-9
5.3.8 CLIMB PERFORMANCE- TAKE-OFF CLIMB .......... 5-13
5.3.9 CLIMB PERFORMANCE- CRUISE CLIMB ............ 5-15
5.3.10 CRUISING (TRUE AIRSPEED TAS) ................. 5-17
5.3.11 LANDING DISTANCE- FLAPS LDG ................ 5-18
5.3.12 LANDING DISTANCE- FLAPS UP .................. 5-22
5.3.13 GRADIENT OF CLIMB ON GO-AROUND ............ 5-26
5.3.14 GLIDE PERFORMANCE .......................... 5-26
5.3.15 APPROVED NOISE DATA ........................ 5-27
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 5-1
Performance
Diamond
AIRCRAFT
DA40 DAFM
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 comprehensive and sufficiently accurate flight planning. The values in the tables and the diagrams were obtained in the framework of the flight trials using an airplane and power-plant in good condition, and corrected to the conditions of the
International Standard Atmosphere (I SA= 15 oC/59 oF and 1,013.25 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 it the procedures quoted in this manual are applied, and the airplane has been well maintained.
Where appropriate, any flight performance degradation resulting from the absence of wheel fairings is given as a percentage.
5.2 USE OF THE PERFORMANCE TABLES AND DIAGRAMS
In order to illustrate the influence of a number of different variables, the performance data is reproduced in the form of tables or diagrams. These contain sufficiently detailed
........................
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...... . of adequate performance data for the planned flight.
The installation ofthe optional fairings on the main landing gear struts and/or nose landing gear strut has only minor effects on the flight performance of the DA 40 D. Therefore, no change applies to the performance tables and diagrams.
Page 5-2 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 DAFM
6ADiamond
AIRCRAFT
5.3 PERFORMANCE TABLES AND DIAGRAMS
5.3.1 AIRSPEED CALIBRATION
Performance
180
170
160
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Flaps T/0
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Page 5-3 Doe.# 6.01.05-E Revision 6 31-Jul-2013
Performance DA40 DAFM T-w
AIRCRAFT
5.3.2 DIAGRAM FOR SETTING ENGINE PERFORMANCE
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Doe. # 6.01.05-E Page 5-4 Revision 6 31-Jul-2013
DA 40 DAFM
~Diamond
AIRCRAFT
Temporary Revision
SIN
40.080
Ma)e>t Instruments and controls
1 Electric Master switch
2 Engine Master switch
3 Electrical switches
4 ECU Test button
5 ECU Swap switch
6 Rotary buttons for instrument lighting and flood light
7 Flap selector switch
8 Microphone socket
9 Circuit breakers*
10 Accessory power socket
11 Alternate static valve
12 Ventilation nozzles
13 Chronometer with OAT indicator
14 Turn & bank indicator
15 Airspeed indicator
16 Suction gauge
17 Attitude gyro (artificial horizon)
18 Altimeter
19 Vertical speed indicator (VS I)
20 Annunciator panel
21 Course deviation indicator (CD I)
22 Intercom
23 COM I NAV I GPS
24 ELT control unit
25 Compact Engine Display (CED)
26 Auxiliary Engine Display (AED)
27 Transponder
28 Stall warning horn
29 Directional gyro
30 Autopilot control unit
31 Emergency switch
32 Slaving meter
33 Horizontal situation indicator (HSl)
34 GPS Annunciation Unit
35 ADF indicator
36 COM I NAV I GPS No. 2
37 DME
38 ADF receiver
39 Remote DME switch
40 'ECU Backup Unsafe' light
*) Designations and abbreviations used to identify the circuit breakers are explained in Section 1.5 DEFINITIONS AND ABBREVIATIONS.
Doe. No. 6.01.05-E
TR-RAM-
40-026
06 Jun 2003 Page 5 of6
DA40 D AFM
. .
V
AIRCRAFT
Performance
5.3.3 PRESSURE ALTITUDE • DENSITY ALTITUDE
Conversion from pressure altitude to density altitude.
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0 0
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-4
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0
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10
50
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68
30 ['C]
86 ['F] temperature
Example: 1. Set 1,013.25 hPa on altimeter and read pressure altitude (900ft).
2. Establish ambient temperature (+21 'C).
3. Read off density altitude (1800 ft).
Result: From a performance calculation standpoint the airplane is at 1800 ft.
2000
1500
1000
500
§:
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Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 5-5
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DA40 DAFM
66Diamond
AIRCRAFT
5.3.5 STALLING SPEEDS
Mass: 980 kg (2161 lb)
Airspeeds in KIAS
Flaps
980kg
UP
T/0
LOG o•
47
44
42
Bank Angle
30° 45°
52
51
49
58
58
57
Performance so·
73
72
71
Mass: 1150 kg (2535 lb)
Airspeeds in KIAS
Flaps
1150 kg
UP
T/0
LOG o•
52
51
49
Bank Angle
30° 45°
57
55
55
66
64
62 so·
79
78
76
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 5-7
Performance
~Diamond
. . . AIRCRAFT
5.3.6 WIND COMPONENTS
Flight Direction
t
4 0' 10' 20' 3 0 °
32'
40 °
DA40 D AFM
60'
Vl
:';:: 2
+c:
Qj c: g_1
E
0
LJ
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Qj
I
70'
80'
" " " " " ' ' 90'
10 0
Q
110 °
Example: Flight direction
Wind
I
1 0
I
3 0
Crosswind Component lkts.]
120'
,
I
4 0
360'
32'/30 kts
Result: Crosswind component
Max. demonstrated crosswind component
16 kts
20 kts
Page 5-8 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 D AFM
.,.Diamond
'V
AIRCRAFT
Performance
5.3.7 TAKE-OFF DISTANCE
Conditions: - Power lever . . . . . . . . . . . . . . . MAX
- Flaps .................... T/0
- Nose wheel lift-off ........... at vR =59 KIAS (1150 kg, 2535 lb) at vR =55 KIAS (1000 kg, 2205 lb) at vR = 49 KIAS (850 kg, 18741b)
- Airspeed for initial climb . . . . . . 66 KIAS ( 1150 kg, 2535 lb)
60 KIAS (1000 kg, 22051b)
- Runway
54 KIAS (850 kg, 1874 lb) level, asphalt surface
WARNING
Poor maintenance condition of the airplane, deviation from the given procedures as well as unfavorable outside conditions (high temperature, rain, unfavorable wind conditions, including cross-wind) will increase the take-off distance.
CAUTION
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.
CAUTION
The figures in the following NOTE are typical values. On wet ground or wet soft grass covered runways the take-off roll may become significantly longer than stated below. In any case the pilot must allow for the condition of the runway to ensure a safe take-off.
NOTE
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 5-9
Performance liaDiamond
T.W
AIRCRAFT
DA40 D AFM
For take-off from dry, short-cut grass covered runways, the following corrections must be taken into account, compared to paved runways (typical values, see CAUTION above):
- Grass up to 5 cm (2 in) long: 10% increase in take-off roll.
- Grass 5 to 10 cm (2 to 4 in) long: 15% increase in take-off roll.
- Grass longer than 10 cm (4 in): at ieast 25% increase in take-off roll.
NOTE
An uphill slope of 2 % (2 m per 100 m or 2ft per 100ft) results in an increase in the take-off distance of approximately
10 %. The effect on the take-off roll can be greater. r-::-
Page 5- 10 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
w
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TAKE-OFF GROUND ROLL
OUTSIDE AIR TEMPERATURE ["F] T/0 MASS [lb] 'MND COMPONENT [mls]
·25 ·15 ·5 5 15 25 35 45 55 65 75 85 95 105 115
ALTIMETER SETTING
··-~ 01~: hf'a~ ~~~.9~·~~gL ,
OUTSIDE AIR TEMPERATURE ['C] -
0 2 4 6 8 10
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T/0 MASS [kg]
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'MND COMPONENT [kts] -
850
800
750
700
650
600
550
500
450
400
350
300
250
200
150
100
2700
2600
2500
2400
2300
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TAKE-OFF DISTANCE OVER 50ft OBSTACLE
OUTSIDE AIR TEMPERAT JRE rFJ -
· - T/OMASS[b] VVlND c:JMPONENT [m/s]-
-25 -15 -5 5 15 25 35 45 55 65 75 85 95 105 115
-35 -30 -25 -20 -15 -10 -5 0 5 10 -; 20 25 30 35 40 45
OUTSIDE AIR TEMPERAT IRE fC] l'"'"'*""'!!!h"''"nlr~phmh\
'nh m '· nnjn ut-
2 6 8
I • I , I , I , I
10
I
6000
1800
5500
1600
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1200 ;':
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0
1000
800
600 l:i: ill
0:: w e; w
0 z
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400 i5 s
5000 t
4500
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3000 0:: w
2500
>
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0 z
2000
~ i5
15000
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1000
200
500 g
0>
0
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-·- T/0 MASS [kg]
0
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VVlND COMPONENT [kts] -
I
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•
DA40 DAFM
Diamond
AIRCRAFT
Performance
5.3.8 CLIMB PERFORMANCE- TAKE-OFF CLIMB
Conditions: - Power lever . . . . . . . . . . . . . . . MAX
- Flaps .................... T/0
- Airspeed .................. 66 KIAS (1150 kg, 25351b)
60 KIAS (1000 kg, 22051b)
54 KIAS (850 kg, 18741b)
- Altitude . . . . . . . . . . . . . . . . . . . 0 up to 8500 ft pressure altitude
NOTE
The graph on the following page shows the rate of climb. The
gradient of climb cannot easily be determined with a graph, but it can be calculated using the following formulae:
.
Grad1ent [Vo] ~
ROC [fpm]
TAS [KTAS]. 0.95
.
Grad1ent
0
[%]
~
ROC [m/s]
TAS [KTAS]'190
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 5- 13
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....
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(11 m
CLIMB
PE~~FORMANCE-
TAKE-OFF CLIMB
OUTSIDE AIR TE viPERATURE rFJ
~
--FLIGI-T-MASS [lb]
-25 -15 -5 5 15 25 35 4! 55 65 75 85 95 10511!;
1,1
I ""'""I""'"" I"' I,.
11
I
1 1,! 11 1 .!1 11 1
I
11 11l 111.! 11111 .. 11 lu4
1
,
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0 0
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11 !1 11 .! 11 1 .!1 · 11 111 .. r.
11.! 1" 1 lu.u.~
0
"""~ :
'
•. j -'
<-~~~~:
. . ' ::§±:;:a 100
200
300
400
500
600
700
800
EXAMPLE:::··
-PRESSURE ALTITUDE 8000
::::~~:!r.~~~~::
________ ,
t
1 .:~-----'-----:
....... : ...... : ...... : .. : ... H
- RATE OF CL! MB 560 lt/rr n
2.8 mls j
1""1""1 1111 1 1111 1' 1 "1""1""1""1" 1 1:~ 1 ~ 11 ~ 1 1~"~"~1 1 ~ 11 ~ 1 ~1'~"~11;"~"~1~"~"~1'~11~1j~ 1 ;"rrll
-35 -30-25 -20 -15-10 -5 0 5 10 15 20 25 30 35 40 45 5<16
I I I I
I
I I 1 . , . . , . . . . . . .
..,.,-.-.-....,..,.-l
~
0 ijl
()) ijl
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.....
. - FL!Gf-T-MASS [l<:g] OUTSIDE AIR TEIIPERATURE fq ~
900
1000
1100
1200
[ :5
1.5
2
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]_
2.5
Ill
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0
35
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s::
0 m·
~=
•
DA40 DAFM
66Diamond
"V
AIRCRAFT
Performance
5.3.9 CLIMB PERFORMANCE· CRUISE CLIMB
Conditions: - Power lever . . . . . . . . . . . . . . . MAX
- Flaps .................... UP
- Airspeed . . . . . . . . . . . . . . . . . . 73 KIAS ( 1150 kg, 2535 lb)
68 KIAS (1000 kg, 22051b)
60 KIAS (850 kg, 18741b)
- Altitude . . . . . . . . . . . . . . . . . . . 0 up to 8500 ft pressure altitude
NOTE
The graph on the following page shows the rate of climb. The
gradient of climb cannot easily be determined with a graph, but it can be calculated using the following formulae:
•
Grad1ent [Yo] =
ROC [fpm]
TAS [KT AS]. 0.95
.
Gradient [Yo] =
ROC [m/s]
TAS [KTAS]"190
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 5- 15
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(1)
(]1
.....
Ol
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::::l
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~
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0
0 p
=1:1:
Ol
.....
0
(]1
m
CLIMB PERFORMANCE·- CRUISE CLIMB
OUTSIDE AIR TE ~PERATURE ~
-FLIGHT-MASS[Ib]
-25 -15 -5 5 15 25 35 4o ss 65 75 ss 95 10511::;
0 0
~ ~
0 0 0 0 0 0 0
lil
~ ~ ~
§l
~ ~
''"'"""'"'"''"'"'"''""'""'' -"'"'"""'"1"""'111 "I Ill hfl.l( I
111111 Ill "I
Plhlll,llldl'l
"11'1'11-LL~
~:~ ~ 0
100
200 ~~
. . . : s
: : :
300
400
500
1. ...... ~ ····-~·-···-~·-··-· ··----~ 600
700
800
..
EXAMPLI~:
... , ..... ; .... ; ..... ; .... ; ...
- PRESSURE AlTITUDE: 4000 ft '
.. -OUTSIDEAIRTEMP. 18°C(I4°FJ ..
-FLIGHT MASS
+·· .... , .......... .; .... ,
975 kg [:2150 I~)
··RESULT:.: .............. : ........... -'. ..... : ..... •····
-RATE OF CLIMB 740ft/m
1
3.75 m"~
111111""1""1""1"1'1""1""1""1'"
,;;,~~~~~~~~~~~~l~"~"~l'~l~ll~jl;"~l~jl~li~l~jl~";lj;;Lr,-ri
1 1 1 1 1 1
-35-30-25-20-15-10-5 0 5 !015202530354045~
1 1 1 1 1 1 1 1 1 1 1 o--.--r-i
§
~ ~ ~
000
1000
1100
1200
OUTSIDE AIR TEIIPERATURE ["C] ~ -FLIGHT-MASS [kg]
[ :.5
1.5
2
2.5
7i)
~ en
3 0
0
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0
(}1
m
CRUISING (TRUE AIRSPEED
I
TAS)
16~r---------------~----rT77----------------,-~~~,.~----~------,
15000
Ul c.,
:...
0
0
;:tJ c: c;; z
Ci)
14000
EXAMPLE:--------- ... ______ ---------
POWERSETIING
PRESSURE ALTITUDE 6750 ft
OAT
80% LOAD
ISA+10"C·
13000 ,__RESULT:--
TRUE AIRSPEED
12000
11~
10000 g
~9000
8000 s
<(
7000 w
"'
i
8000
5000 r··
4~
/ ., /
·c / / / / /
H~· c
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.;..
0 c
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D
m·
ha
~~
•
110
TRUE AIRSPEED [kts]
145
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3
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CD
Performance
(l({ADiamond
AIRCRAFT
DA40 D AFM
5.3.11 LANDING DISTANCE· FLAPS LOG
Conditions: - Power lever ............... IDLE
- Flaps .................... LDG
- Approach speed . . . . . . . . . . . . 71 KIAS ( 1150 kg, 2535 lb)
63 KIAS (1000 kg, 22051b)
58 KIAS (850 kg, 18741b)
- Runway .................. level, asphalt surface
Values for ISA and MSL, at 1150 kg (2535lb)
Landing distance over a 50ft (15 m) obstacle 744 m (2441 ft)
Ground roll 287 m (942 ft)
WARN!NG
Poor maintenance condition of the airplane, deviation from the given procedures as well as unfavorable outside conditions (high temperature, rain, unfavorable wind conditions, including cross-wind) will increase the landing distance.
CAUTION
For a safe landing the available runway length must be at least equal to the landing distance over a 50 ft (15 m) obstacle.
Page 5- 18 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
DA40 DAFM
~&Diamond
AIRCRAFT
Performance
CAUTION
The figures in the following NOTE are typical values. On wet ground or wet soft grass covered runways the landing distance may become significantly longer than stated below.
In any case the pilot must allow for the condition of the runway to ensure a safe landing.
NOTE
For landings on dry, short-cut grass covered runways, the following corrections must be taken into account, compared to paved runways:
- Grass up to 5 cm (2 in) long: 5% increase in landing roll.
- Grass 5 to 10 cm (2 to 4 in) long: 15% increase in landing roll.
- Grass longer than 10 cm ( 4 in): at least 25 % increase in landing roll.
NOTE
A downhill 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 landing roll can be greater.
NOTE
Higher approach speeds result in a significant longer landing distance during flare.
Doe.# 6.01.05-E Revision 6 31-Jul-2013 Page 5- 19
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CD
LANDING DISfANCE OVER 50ft OBSTACLE I FLAPS LDG
OUTSIDE AIR TEMPEF •,TURE ["F] ··- LANDING MASS [lb] \MND ·~OMPONENT [m/s]-
-25 -15 -5 15 25 35 45 55 65 75 85 95 105 115
8 8 8 8 8 8 8
~ ~ ~ RI
(:;j
~ ~ o
2 4 e a
10
1200
Pressure Altitude :
OAT
Mass .
Headwind comp. :
Result; · · ·
LOG distance over 50 ft: obstacle :
3750
1100
1000
~
000
800
700
600
500
400 w d
""
m
0
1;:
"' liS
"'
~
0
~
~ i5
~
300
1250~
1000
"' z
:5
3500
3250 g
3000
~
2750
1-gJ
2500
0
1;: liS w
>
2000
8
0
1750
~
200
750
···- LANDING MASS
[kg:
\MND COMPONENT [kts] OUTSIDE AIR TEMPEF •• TURE ["C] -
0
m·
~=
~~
• c
>
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.,
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0
01 m
LANDING GROUND ROLL I FLAPS LDG
OUTSIDE AIR TEMPERATURE rFJ -
LANDING MASS Db] WIND COMPONENT [mls]-
-25 -15 -5 5 15 25 35 45 55 65 75 85 95 105 115
0 0 0 0 0 0 0
0 0 0 0 0 0 0
~
(i!j
Fi ~ " ~ ~
0 6 8 10
.... ALTIMETER SETTING ......
1013 hPa/29,92 inHg ·
.L ......... .
·
.L.....LW.
---;--""") t
450
Example:
Pressure Attitude ·
···oAT
Mass
.. Result: ....... : ....... : ·····' ·············'········'···
LOG Ground Roll: 195 m (640ft) :
------1 ·····'··············-'·------; .... ·· · · -·'······I-
400
350
300
I
..J .o
"'
::0
250
~
Cl z
200 i5 z
::;
150
100
1500
1400
1300
1200 t
1100 g
1000
900
..J
6
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0
800 "'
Cl
700
600
~ i5 s
500
400
300 lJ
Ill cc
(1)
01
OUTSIDE AIR TEMPERATURE fC] -
LANDING MASS [kg] WIND COMPONENT [kls] c
)>
0
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(I)
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3
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•
Performance
Diamond
AIRCRAFT
DA40 D AFM
5.3.12 LANDING DISTANCE- FLAPS UP
Conditions: - Power lever ............... IDLE
- Flaps .................... UP
- Approach speed ............ 71 KIAS (1150 kg, 2535 lb)
63 KIAS (1000 kg, 22051b)
58 KIAS (850 kg, 18741b)
- Runway .................. level, asphalt surface
Values for ISA and MSL, at 1150 kg (25351b)
LFmding distance over a 50ft (15 m) obstacle 916 m (3005 ft)
Ground roll 304 m (977 ft)
WARNING
Poor maintenance condition of the airplane, deviation from the given procedures as well as unfavorable outside conditions (high temperature, rain, unfavorable wind conditions, including cross-wind) will increase the landing distance.
CAUTION
For a safe landing the available runway length must be at least equal to the landing distance over a 50 ft (15 m) obstacle.
Page 5-22 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
DA40 D AFM
Diamond
AIRCRAFT
Performance
CAUTION
The figures in the following NOTE are typical values. On wet ground or wet soft grass covered runways the landing distance may become significantly longer than stated below.
In any case the pilot must allow for the condition of the runway to ensure a safe landing.
NOTE
For landings on dry, short-cut grass covered runways, the following corrections must be taken into account, compared to paved runways:
- Grass up to 5 cm (2 in) long: 5% increase in landing roll.
- Grass 5 to 10 cm (2 to 4 in) long: 15% increase in landing roll.
- Grass longer than 10 cm ( 4 in): at least 25 % increase in landing roll.
NOTE
A downhill slope of 2% (2 m per 100 m or 2ft per 100ft) results in an increase in the landing distance of approximately
10 %. The effect on the landing roll can be greater.
NOTE
Higher approach speeds result in a significant longer landing distance during flare.
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 5-23
"U
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01 m
LANDING
DIST~NCE
OVER 50ft OBSTACLE/ FLAPS UP
OUTSIDE AIRTEMPERATL 'lE ['F] LANDING MASS
PbJ VI~ND CO~NENT
-25 -15 .5 5 15 25 35 45 55 65 75 85 95 105 115
8888888 l'l
;'!j
~ 81 I< ~ ~
ALTIMETER SETTING
···1013 hPa I 29.92 i~Hg r··
Example:
···Pressure Altitude · 2000 tt····
... ~~~ ·.15~~~~~51b)
Headwind comp. . 10 kts · ·
--Result ···············'··· ... : ....... .;. .. .
LOG distance over 50 ft obstacle :
1600
1500
1400
13oo
I
1200
.!J
D
-<
1100:;;
:D
:J
1000:;:
900
800
0
~
.!J
5
700
"'
800
<
!ii i5
500
(!) z
400
~
:s
300
200
5000
4750
4500
t
4250
!E:
4000~
0
3750
~
35000
3250 tL
3000~
"'
2750
~
2500
~
.,.
2000!;j
1750
~
1500~
1250~
1000
750
OUTSIDE AIR TEMPERATL 'lE ['C] LANDING MASS [Kg] VI1ND COM='ONENT [kts] -
I c
>
~
0 c
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~
~
3
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0
01
m
LANDING GROUND ROLL I FLAPS UP
OUTSIDE AIR TEMPERATURE ['F] LANDING MASS ~b] 'MND COMPONENT [m's]-
-25 -15 -5 5 15 25 35 45 55 65 75 85 95 105 115
8888888
~
('\
~ 8l (;; ~ ~
0 2 4 6 8 10 l""''"""lld"""M''"""M"n•n!!'""'"PR'"''M"'""''"h""'U.!
111 •wd"""'"'"""""m""'"n"mlgu!!"'h"'"l J''''"'''''''''''''''''""'''''l I • I • I I I , I
550
500
450
Example:
..... 6'Zf"'e
Altitude :
2()0.0. ft_·c·c::. ... : ....... 1 ...... : ....... : ....... , ·····'·······+ ..... ,
····+
Mass
Headwind camp.
Result: ·
LOG Ground Roll:
: : : :
2i0~(600ft):
'I''' I'
11
'I
1111 p
1 lljlllljll'll''''l' 1
"l'n-rprn• f11Hf'TTIJ'IIIjlllljlllljllll'
-35 -30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45 50 iil 8 iil 8 iil 8 iil
~ != ~ ~
0> m ro
OUTSIDE AIR TEMPERATURE fC] LANDING MASS [kg] 'MND COMPONENT [kts] -
100
50
400
350
300
250
200
I
:::i
~
0 z
:::>
0
"'
0 z
:S
150
1800
1700
1800
1500
1400
1300
t
1200
1100
_,
~
800 "'
500
400
300
200
"'
I
=1.
0
..
-a
(1)
3
Q)
:::::J
0
(1) c
)>
~
0 c
., s:::
I
D m· l>=
21Q.
•
Performance
6ADiamond
Tq
AIRCRAFT
DA40 D AFM
5.3.13 GRADIENT OF CLIMB ON GO-AROUND
The DA 40 D reaches a constant gradient of climb of 4.86% (conforming to an angle of 2.8°) in the following condition:
- Mass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . max. flight mass
(1150 kg, 25351b)
- Power lever . . . . . . . . . . . . . . . . . . . . . . . . . ~v4A...X
- Flaps .............................. LOG
- Airipeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 KIAS
- ISA, MSL
5.3.14 GLIDE PERFORMANCE
The following table shows the glide ratio and the resulting maximum horizontal distance in nautical miles per 1000 ft of altitude loss in a glide traveled in still air.
I
Glide ratio Maximum horizontal distance per 1 000 ft altitude loss
Wind milling propeller
8.8 1.45 NM (2.68 km)
Stationary propeller
10.3 1.70 NM (3.14 km)
Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 KIAS ( 1150 kg, 2535 lb)
68 KIAS (1000 kg, 22051b)
60 KIAS ( 850 kg, 18741b)
Page 5-26 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 D AFM
.-.Diamond
AIRCRAFT
5.3.15 APPROVED NOISE DATA
If TAE 125-01 engine is installed:
With exhaust pipe:
ICAO Annex 16 Chapter X .................. 78.7 dB(A)
JAR-36 Subpart C ......................... 78.7 dB(A)
With muffler:
ICAO Annex 16 Chapter X .................. 69.5 dB(A)
JAR-36 Subpart C ......................... 69.5 dB(A)
If TAE 125-02-99 engine is installed (if MAM 40-256 carried out):
ICAO Annex 16 Chapter X . . . . . . . . . . . . . . . . . . 73.0 dB(A)
JAR-36 Subpart C ....................... 73.0 dB(A)
Performance
Doe.# 6.01.05-E Revision 6 31-Jul-2013 Page 5-27
Performance
Diamond
AIRCRAFT
DA40 D AFM
Intentionally left blank.
Page 5-28 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 DAFM
.-.Diamond
T
AIRCRAFT
Mass & Balance
CHAPTER 6
MASS AND BALANCE
I
EQUIPMENT LIST
Page
6.1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
6.2 DATUM PLANE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
6.3 MASS AND BALANCE REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
6.4 FLIGHT MASS AND CENTER OF GRAVITY ................. 6-5
6.4.1 MOMENT ARMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
6.4.2 LOADING DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
6.4.3 CALCULATION OF LOADING CONDITION . . . . . . . . . . . . . 6-9
6.4.4 PERMISSIBLE CENTER OF GRAVITY RANGE . . . . . . . . 6-11
6.4.5 PERMISSIBLE MOMENT RANGE ................... 6-13
6.5 EQUIPMENT LIST AND EQUIPMENT INVENTORY .......... 6-15
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 6- 1
Mass & Balance
Diamond
AIRCRAFT
DA40 D 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). !n this, he should note the movement of the CG due to fue! consumption.
The permissible CG range during flight is given in Chapter 2.
The procedure for determining the flight mass CG position is described in this Chapter.
Over and above this there is a comprehensive list of the equipment approved for this airplane (Equipment List), as also a list ofthat 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.
. ..
I VIIUVVIII~ IVtJCliiV VI lVfJOIIILIII~ Ult;; llli:OVV 01111-.JlY 1110\J.;:) OIIU liiV 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.
Page 6-2 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
DA40 DAFM
4ADiamond
"T
AIRCRAFT
Mass & Balance
NOTE
Refer to Section 1.6 UNITS OF MEASUREMENT for conversion of SI units to US units and vice versa.
6.2 DATUM PLANE
The Datum Plane (DP) is a plane which is normal to the airplane's longitudinal axis and in front of the airplane as seen from the direction of flight. The airplane's longitudinal axis is parallel with the upper surface of a 600:31 wedge which is placed on top of the rear fuselage in front of the vertical stabilizer. When the upper surface of the wedge is aligned horizontally, the Datum Plane is vertical. The Datum Plane is located 2.194 meters
(86.38 in) forward of the most forward point of the root rib on the stub wing.
6.3 MASS AND BALANCE REPORT
The empty mass and the corresponding CG position established before delivery are the first entries in the Mass and Balance Report. Every change in permanently installed equipment, and every repair to the airplane which affects the empty mass or the empty mass CG must be recorded in the Mass and Balance Report.
For the calculation of flight mass and corresponding CG position (or moment), the current empty mass and the corresponding CG position (or moment) in accordance with the Mass and Balance Report must always be used.
Condition of the airplane for establishing the empty mass:
Equipment as per Equipment Inventory (see Section 6.5).
Including brake fluid, lubricant(6.0 liters = 6.3 qts), coolant (6.0 liters = 6.3 qts), gearbox oil (0.9 liters = 0.95 qts), plus unusable fuel (2 US gal =approx. 7.6 liters).
Doe.# 6.01.05-E Revision 6 31-Jul-2013 Page 6-3
Mass & Balance
ltifADiamond
T4P'
AIRCRAFT
DA40 D AFM
I
Date
MASS AND BALANCE REPORT
(Continuous report on structural or equipment changes)
DA40D Page No.: Serial No.: Registration:
Changes in Mass
Addition(+) Subtraction(-) Current Empty Mass
I
Entry No.
Descriplion of
I Partor
IN OUT Modification
Mass
Moment Moment Moment
Arm Moment Mass Arm Moment Mass Arm Moment
(m] (kg m] {kg] (m] (kgm] (kg] upon delivery
1/ / / / / /
(m] (kg m]
Page 6-4 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
Mass & Balance
•Diamond
AIRCRAFT
DA40 DAFM
MASS AND BALANCE REPORT
(Continuous report on structural or equipment changes)
DA40D llellaiNo.:]lf.
"~f~ 1
Rogletration:,5Q"G Page No.:
1
Changes In Mass
Dala IN
Enl!yNo.
DIIICilpllon of
Part or
Currant Einply Mass
....
Addlllon(t)
Moment
Arm
Sulltrll!)llon(<)
Moment M•••
Moment
Arm Momtnl Mall
Moment
Arm Momtnt our
.Modlflllation [llg) [m] lkuml [llg] [m) jkgm] I kill
[m) )kg m]
11cg
L:
R4.90<J
/ ' / upon delivery
J~ D +V.\
~
/ /
/_
/ / /
K4't,' t,'10
,wn;r:
,w
,Jw,
8%, 2.14SIJ W'16
1 p
/ / T/JS~. ~51,0 z,4n 2.1o5
1
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I" ·p1,'c. ij;)J i
2~41" ~-, 1 O'{ ~
12:01 /
/ £ o~~ vJ2~ i'-x;i
1'·
•J e 1\)')5{ ;2.'1~ U::£5\
Page 6-4 Revision 5 01-Jun-2008 Doe. # 6.01 .05-E
DA40 D AFM
Diamond
AIRCRAFT
Mass & Balance
6.4 FLIGHT MASS AND CENTER OF GRAVITY
The following information enables you to operate your DA 40 D within the permissible mass and balance limits. For the calculation ofthe flight mass and the corresponding CG position the following tables and diagrams are required:
6.4.1 - MOMENT ARMS
6.4.2 - LOADING DIAGRAM
6.4.3 -CALCULATION OF LOADING CONDITION
6.4.4 -PERMISSIBLE CENTER OF GRAVITY RANGE
6.4.5 - PERMISSIBLE MOMENT RANGE
The diagrams should be used as follows:
1. Take the empty mass and the empty mass moment of your airplane from the Mass and Balance Report, and enter the figures in the appropriate boxes under the column marked 'Your DA 40 D' in Table 6.4.3- CALCULATION OF LOADING CONDITION.
2. Read the fuel quantity indicators to determine the fuel quantity. If an indicator shows
15 US gal, up to 19.5 US gal can be in the Long Range Tank. In this case, the exact quantity must be determined with the alternate rnean for fuel quantity indication.
3. Multiply the individual masses by the moment arms quoted to obtain the moment for every item of loading and enter these moments in the appropriate boxes in Table
6.4.3- CALCULATION OF LOADING CONDITION.
4. Add up the masses and moments in the respective columns. The total moments may be rounded to whole numbers. The CG position is calculated by dividing the total moment by the total mass (using row 5 for the condition with empty fuel tanks, and row 7 for the pre take-off condition). The resulting CG position must be inside the limits.
As an illustration the total mass and the CG position are entered on Diagram
6.4.4- PERMISSIBLE CENTER OF GRAVITY RANGE. This checks graphically that the current configuration of the airplane is within the permissible range.
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 6-5
Mass & Balance
66Diamond
AIRCRAFT
DA40 D AFM
5. Graphical method:
Diagram 6.4.2- LOADING DIAGRAM is used to determine the moments. The masses and moments for the individual items of loading are added. Then Diagram
6.4.5- PERMISSIBLE MOMENT RANGE is used to check whether the total moment associated with the total mass is in the admissible range.
The result found with the graphical method is however inaccurate. in doubtful cases the result must be verified using the exact method given above.
Page 6-6 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 DAFM
. .
T
AIRCRAFT
6.4.1 MOMENT ARMS
The most important lever arms aft of the Datum Plane:
Front seats
Rear seats
Wing tank
Baggage
2.30m
3.25m
2.63m
3.65 m
90.6 in
128.0 in
103.5 in
143.7 in
3.65 m (143.7 in)
3.25 m (128.0 in)
2.63 m (103.5 in)
2.30 m (90.6 in)
Mass & Balance
2.194 m (86.4 in)
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 6-7
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Fuel Quantity
[US gal] [liters]
400
300
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150
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Load Moment a>
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DA40 DAFM
~Diamond
AIRCRAFT
Mass & Balance
6.4.3 CALCULATION OF LOADING CONDITION a) Standard tank
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: CALCULATION OF • .
+ '·LOAJ)JNG CONDITION .
;
; >DA40D ·.
YQur DA40 D
.
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Mas.s Moment Mass··
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Moment
•.. • [!<g) {kg m] [kg] [kgml
'·'<···< ..
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....
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.·······
[lb] [ln.lb] fib] [ln;lb]
1. Empty mass (from Mass and
Balance Report)
735 1820
1620 158,000
2. Front seats
Lever arm: 2.30 m
3. Rear seats
Lever arm: 3.25 m
4. Baggage
Lever arm: 3.65 m
(90.6 in)
(128.0 in)
(143. 7 in)
150
331
150
331
0
0
345
29,989
487.5
42,368
0
0
5. Total mass and total moment with empty fuel tanks (Total of 1.-4.)
6. On-board usable fuel
(0.84 kg!liter)
(7.01/b/US gal)
Lever arm: 2.63 m
(103.5in)
1035
2282
100.8
222
2652.5
230,357
265.10
23,001
7. Total mass and total moment with full fuel tanks (Total 5. plus 6.)
1135.8 2917.60
2504 253,357
8. The total moments from rows 5 and 7 (2652.5 and 2917.6 kgm
(30,357and53,357in.lbJ) must be divided by the related total mass (1 035 and 1135.8 kg
(2282 and 2504 lb} respectively) and then located in Diagram 6.4.4 - PERMISSIBLE CENTER OF
GRAVITY RANGE.
As in our example CG positions (2.562 m and 2.569 m
(100.95 and 101.18 in) respectively) and masses fall into the permitted area, this loading condition is allowable.
Page 6-9 Doe.# 6.01.05-E Revision 6 31-Jul-2013
Mass & Balance b) Long Range Tank
ltf&Diamond
AIRCRAFT
DA40 D AFM
2. Front seats
Lever arm: 2.30 m
(90.6 in)
3. Rear seats
Lever arm: 3.25 m
(128.0 in)
4. Baggage
Lever arm: 3.65 m
(143.7 in)
150
331
80
176
0
0
345
29,989
260
22,528
0
0
5. Total mass and total moment with empty fuel tanks (Total of i .-4.)
6. On-board usable fuel
(0.84 kg/liter)
(7.01tb!US gal)
Lever arm: 2.63 m
(103.5in)
965
2127
100.8
222
2425
210,517
265.10
22,977
7. Total mass and total moment with full fuel tanks (Total 5. plus 6.)
1065.8 2690.10
I
8. The total moments from rows 5 and 7 (2425 and 2690.1 kgm
(210,517and233,494in.lb)) must be divided by the related total mass (965 and 1065.8 kg
(2127 and 2349/b) respectively) and then located in Diagram 6.4.4 - PERMISSIBLE CENTER OF
GRAVITY RANGE.
As in our example CG positions (2.513 m and 2.524 m
(98.97and99.40in) respectively) and masses fall into the permitted area, this loading condition is allowable.
Page 6-10 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
DA40 DAFM
~Diamond
AIRCRAFT
Mass & Balance
6.4.4 PERMISSIBLE CENTER OF GRAVITY RANGE a) Standard Tank:
Center of Gravity Position [in]
94 96 98 100 102
2 600
1150
/
/
/1150 kg I 25351b
Normal
X
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1100
1050
!/)
1000
950
900
850
980 kQ I 2161 lb
Utility & Normal
2 400
2 200
800
780 kg I 1720 lb
750
2.40 2.45 2.50 2.55 2.60
1 800
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!/)
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2 000
Ll..
X CG
-Em.elope
Center of Gravity Position [m]
The CG shown in the diagram is that from the example in Table 6.4.3 (a) CALCULA-
TION OF LOADING CONDITION, row 7 (pre take-off condition).
The flight CG position must be within the following limits:
Most forward flight CG:
2.40 m (94.5 in) aft of Datum Plane at 780 to 980 kg (1720 to 2161 lb)
2.46 m (96.9 in) aft of Datum Plane at 1150 kg (25351b) linear variation between these values
Most rearward flight CG:
2.59 m (102.0 in) aft of Datum Plane
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 6- 11
Mass & Balance
4ADiamond
AIRCRAFT b) Long Range Tank
Center of Gravity Position [in]
941
96
98
100
101
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1150 I +---/~1~1~50:::-:k:-g~/~25::-::3:"::"5"":":"1b-.-l
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1000
950
980 kg /2161 lb
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900
850
Utility & Normal
2400 ~ f/)
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2200 ~
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2000 .2>
800
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750
1
2.40 2.45 2.50 2.55
Center of Gravity Position [m]
j
1800
DA40 D AFM
The CG shown in the diagram is that from the example in Table 6.4.3 (b) CALCULA-
The flight CG position must be within the following limits:
Most forward flight CG:
2.40 m (94.5 in) aft of Datum Plane at 780 to 980 kg (1720 to 2161 lb)
2.46 m (96.9 in) aft of Datum Plane at 1150 kg (2535 lb) linear variation between these values
Most rearward flight CG:
2.55 m (102.0 in) aft of Datum Plane
Page 6- 12 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
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DA40 DAFM
16Diamond
V
AIRCRAFT
Temporary Revision
ComantCOM
Antennas
Affected Chapters:
6.5 EQUIPMENT LIST AND EQUIPMENT INVENTORY
The following items are added to the Equipment List:
Airplane Serial No.:
Descriotioli
COMMUNICATION
NAVIGATION
COMM #1 antenna
"'l)4 , ~ {)":f.
Registration:
\-\~)·-~<;:cc_
.,
Date:
Type Part No.: Manulacturer
Cl 291 Cam ant l~" \~. \~
SIN installed --
COMM #2 antenna Cl 292-2 Cam ant
Doe. # 6.01.05-E TR-OAM 40-371 31-Jan-2014 Page 6- 15a
DA40 DAFM
•Diamond
" AIRCRAFT
Temporary Revision
DA400
Firmware 2.32
6.5 EQUIPMENT LIST AND EQUIPMENT INVENTORY
The following items must be added to the Equipment List:
[N~IJle~~Nu: .:b.
4 .·1 tiJ1: ifle!1stratim:
\j
\3, ·-
.~C, ~
!Date:
!Part No.:. i&N
ECU j02·761(}.5RJ01R(') 'lhlelert
ECUSaftware ;02-761(}.ffi101R(') iiliielert
TAE·125m232
ECUtvtppng
S14\<230~A jW-761(}.ffi105R(") ilhielert
2<f.
ro.
IShniSialled
*Approved Software and Mapping see Service Information SI 04.018.
Doe. No. 6.01.05-E
TR-RAM-
40-056
10-Jan-2006 Page 6- 15e
DA40 DAFM
9Diamond
·. AIRCRAFT
Temporary Revision
RG·35AXC
Main Battery
6.5 EQUIPMENT LIST AND EQUIPMENT INVENTORY
The following items are added to the Equipment List:
~~~sooa
No.:
J)~
,
·~&~ Re~;~oo: ~\ ~-
Description
ELECTRICAL POWER! iJYpe PiltNo.:
SL;
[Concorde
C:
'~ lome:
2f . f o , I r·
SIN
I
·~
. ,
Doe.# 6.01.05-E TR-OAM 40-384 02-Sep-2014 Page 6- 16a
DA40 DAFM Mass & Balance
4ADiamond
AIRCRAFT
6.5 EQUIPMENT LIST AND EQUIPMENT INVENTORY
All equipment that is approved for installation in the DA 40 D is shown in the Equipment
List below.
The items of equipment installed in your particular airplane are indicated in the appropriate column. The set of items marked as 'installed' constitutes the Equipment Inventory.
NOTE
The equipment listed below cannot be installed in any arbitrary combination. The airplane manufacturer must be contacted before removing or installing equipment, with the exception of replacing a unit by an identical unit.
Airplane Serial No.:
J)4 .
JCf-
Registration:
\"W>-~C
Date:
Description Type Part No.
Manufacturer
AV/ON/CS COOLING
Avionics cooling lan
Avionics cooling lan
PFD cooling I an
MFD cooling I an
Avionics cooling lan
ACF314
SAFE 328
SAFE 128
SAFE 128
ACF314
305-467-00
305-468-00
305-468-00
Cyclon 21·3 Port CRB6457
Sandia Aerospace
Sandia Aerospace
Sandia Aerospace
Sandia Aerospace
Lone Star Aviation
--
--
S/N -t-.Y
\0
.\_; installed
.Y,
X y
COMMUNICATION
COMM 1 antenna
COMM 2 antenna
COMM#1
COMM#1
COMM#2
Audio panel/ Marker /ICS res
Headset pilot
Headset copilot
DMC63·1/A
DMC63·2
GNS 430
GNS 530
GNS 430
GMA 340
PM1000 11
Echelon 100
Echelon 100
011-00280-10
011-00550·1 0
011-00280·1 0
011-00401-10
11922
Doe. # 6.01.05-E Revision 6 31-Jul-2013
DM
DM
Garmin
Garmin
Garmin
Garmin
PS Engineering
Telex
Telex
--
')I(...
')<....
Page 6- 15
Mass & Balance DA40 D AFM
.,.Diamond
AIRCRAFT
Airplane Serial No.:c ,,\)'-\ ,
,S£,1-
Registration:\.
?.)-S.'CC.
Date:
Headset, RH pax
Headset, LH pax
Speaker
Handmic
Description Type
Echelon 100
Echelon 100
FRSB/4 Ohms
100TRA
Part No.
62800·001
Manufacturer
Telex
Telex
Visaton
Telex u.\v.tr
--S/N installed
X
.X..
AUTOPILOT SYSTEM: KAP 140 Bendix/King rtiyllt cornputer
Flight computer
Flight computer
Flight computer
Flight computer
Pitch servo
~Pitch servo mount
Roll servo
Roll servo mount
Trim servo
Trim servo mount
Configuration module
Sonalert
Control stick
CWSswitch
AP-Disc switch
Trim switch assy
ELECTRICAL POWER
Main battery
Optional main battery
ECU backup battery
Alternator excitation battery
External power connector
KC 140
KC 140
KC 140
KC 140
KC 140
KS 270 C
;KM 275
KS 271 C
KM 275
KS 272 C
KM 277
KCM 100 se
G-35
CB-35AXC
SLA Battery
SLA Battery
065·00176-5402
(prior MSB40·01 B)
065-00176· 7702
(prior MSR40-01 B)
065-00176-5403
(post MSB40·018)
065-00176· 7703
(post MSB40-018)
065-00176-7904
065-00178-2500
065"00030-0000
065-00179-0300
065·00030-0000
065-00180-3500
065-00041-0000
071-00073-5000
SC62B
DA4·2213-12-90
031-00514-0000
031-00428-0000
200-09187-0000
CB-35AXC
LC·RA1212P01
LC-R121R3P0
Oondixll<ing
Bendix/King
BendixiKing
Bendix/King
Bendix/King
Bendix/King
;8endiYJKing
Bendix/Kiog
Bendix/King
Bendix/King
Bendix/King
Bendix/King
Mallory
Diamond
Bendix/King
Bendix/Kinq
Bendix/King
Gill
Concorde
Panasonic
Panasonic
Diamond
'
~
X -----
'
X
'
}(
----
-----
)('
·x
)(
'-,("
V
x
)(
~
)(_
---
---
X...
X..
"'
.X
Page6-16 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
DA40 DAFM
4f6Diamond
AIRCRAFT
Temporary Revision
RG-35AXC
Main Battery
6.5 EQUIPMENT LIST AND EQUIPMENT INVENTORY
The following items are added to the Equipment List:
Airplane Serial No.:
.. '1>4,
· TvtJe
3bl
Registration:
ParrNo.:
~~s~c
Manuracturer
Date:
···-
Z5'
.. IQ
SIN
...
. . .
'
installed oescrilitloll
ELECTRICAL POWER
,.,.....
:~
Optional Main Battery RG·35AXC RG-35AXC Concorde
---
Doe. # 6.01.05-E TR-OAM 40-384 02-Sep-2014 Page 6 -16a
DA40 DAFM Mass & Balance
.ao;amond
AIRCRAFT
Voltage converter
Emergency battery (28 pes)
Emergency battery
ECU backup battery tester
DC/AC inverter
Voltage converter
RB-125
MN 1500 AA
MO 26
RB-125
RB125-BP31
040-2560-93-00
DAI-9024-00-01
MO 26-14
KGS Electronics
Ouracell
Diamond
Diamond
Mid Continent
KGS Electronics t_,:f.
lo-
- - -
Airplane Serial No.:
J}\.
,~b',} Regist~~tio~1\l) re.
C
Date:
Manu-
Description Type Part No. facturer
---
S/N installed
''>("
X
:X:
J!
EQUIPMENT
Safety belts. pilot
Safety belts. co-pilot
Safety belts, RH pax
Safety belts, LH pax
ELT unit
ELT remote unit
ELT antenna
ELT unit
ELT remote unit
ELT antenna
ELT unit
ELT remote switch
ELT antenna
ELT antenna
JE2-NG
C406-1
Buzzer
ELT unit
ELT buzzer
Arm rest from semi hard integral foam
ME 406
Winter baffle
Nose gear tie-down
FLIGHT CONTROLS
Stall warning horn assy
Stall warning horn assy
Stall warning horn assy
Stall warning horn assy
"A"
"B"
"C"
"0"
5-01-1C070HH
5-01-1C5701-RH
5-01-180701-RH
5-0HB570HH
E-01
E0105
E0109
JE2-1978-1NG
JE2-1978-16
JE2-1978-73
453-5002-(
345-6196-04
110-338
110-773
130-4004
453-6603
452-6505
OM-5210-50-91
DA4-2157-00-00
OA4-1001-00-00
)'
DA4-2739-10-00
DA4-2739-10-00X01
DA4-2739-10-00X02
DA4-2739-1 O-OOX03
Doe. # 6.01.05-E Revision 6 31-Jul-2013
Diamond
Diamond
Diamond
Diamond
Schroth
Schroth
Schroth
Schroth
ACK
ACK
ACK
Jolliet Electronique
Jolliet Electronique
Jolliet Electronique
Art ex
An ex
An ex
Art ex
Art ex
Art ex
Art ex
Diamond
Diamond
Diamond
--
--
--
--
--
--
--
>(
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X
:x:.
'><.
'>(
X..
X
>(
X
)(
Page 6- 17
Mass & Balance
Page 6- 18 Revision 6 31-Jul-2013
DA40 DAFM
Airplane Serial No.:'J)L-\ ...
~ G-:~
Registration:
Description
Stall warning horn assy
Stall warning horn assy
Flaps control unit (inst. panel)
Flaps actuator assy
Flaps actuator
Flap control unit (PCB)
SAFETY EQUIPMENT
Fire extinguisher, portable
Fire extinguisher, portable 3
First aid kit
Er11eryerrcy axe
"E"
"F"
Type Part No.
DA4-2739-10-00X04
DA4-2739-10-00X05
500510
500535
DAI-9027-50-03
DAI 9027 50 04
HALl
A620 T
G45912
AIR Total
Amerex
Fi::,kar::,
Diamond
Diamond t~C?.~~c
Date:
2.:?.(. \0
Manufacturer
Diamond
Diamond
Krutz
Krutz
---
---
-S/N in· stalled
X
If
--
--~--
X:
X::
FUEL r-··-
Fuel transfer pump
HYDRAULIC
Master cylinder
Parking valve
Brake assembly i i
5100-00-15
10-54A
60-5D
30-239B
INDICATINGIREC. SYSTEM
Digital chronometer with OAT
Flight timer
Annunciator panel
Primary flight display (PFD)
Multi function display (MFD)
Primary flight display (PFD)
Multi function display (MFD)
Primary flight display (PFD)
Multi function display (MFD)
M803
GDU 1040
GDU 1040
GDU 1040
GDU 1040
GDU 1040
GDU 1040
85094-12
WW-IDC 002
011-00972-02
011-00972-02
011-00972-03
011-00972-03
011-00972-10
011-00972-10 i
Dukes i1iC.
Cleveland
Cleveland
Cleveland
Davtron
Hobbs
White Wire
Garmin
Garmin
Garmin
Garmin
Garmin
Garmin i
---·
,,
X i
--
X
X
X:
--
K
.X..
X
Doe. # 6.01.05-E
DA40 DAFM
.aoiamond
V,#"
AIRCRAFT
Temporary Revision
Emergency Egress
Hammer
6.5 EQUIPMENT LIST AND EQUIPMENT INVENTORY
The following item is added to the Equipment List:
Alrplane Serial No.:
Description
SAFETY EQUIPMENT
Emergency Egress Hammer
Type
Registration:
Part No.:
067·2560·80·50
Date:
Manufacturer SIN
Diamond
L----in· stalled
Doe. No. 6.01.05-E
TR-OAM-
40-401
06-Dec-2016 Page 6-18a
DA40 DAFM Mass & Balance
~&Diamond
"V,.p"
AIRCRAFT
Airplane Serial
No.:~\,\
.
1
b
l Registration;t\\S~C
Date:
2!{
.1 0.
tS'
Description Type Part No.
Manufacturer
LIGHTS
~ht lnstr./Radio lights dimmer assy
Glareshield lamp assy
Glareshield lamp assy
Glareshield light inverter
Glareshield light inverter
Glareshield light inverter
Placards inverter
Placard inverter
Strobe/Pos. light assy LH
Strobe/Pos. light assy RH
Strobe light power supply LH/RH
Taxi light
Landing light
A600-PRD-14
A600-PGD-14
A490ATS-CF -14/28 01-0770062-05
70346
70346
W1461.0.010
W1461.0.Q10
WW-LCM001
DA4-3311-10-01
DA4-3311-1 0-02
APVL314-8-3-L-18QF Quantanex
APVL314-8-3-L-15QF Quantaflex
APVL-314-4-1-L-5QF Quanta flex
APVL314-8-3-L-5QF
APVL-314-4-1-L-15QF Quanta flex
01-0790006-06
01-0790006-04
01-0770346-00
01-0770346-00
Rivoret
Rivoret
White Wire
Diamond
Diamond
Quantaflex
Whelen
Whelen
Whelen
Whelen
Whelen
---
--
---
--
--
--
S/N installed
X
)('
X
X
''X(
)( x
>(
K
X..
Electroluminescent lamp
Electroluminescent lamp
Electroluminescent lamp
Quantaflex 1600 D4D-1131-20-05
Quantaflex 1600 D4D-1131-21-07
Quantanex 1600 D4D-1131-20-08
Quantaflex
Quanta flex
Quanta flex
Electroluminescent lamp Quantaflex 1600 D4D-1131-20-09 Quanta flex
NAVIGATION
PitoVStalic probe head, heated
PiS probe HTR fail sensor
Altimeter inHg/mbar. primary
Altimeter inHg/mbar, primary
Altimeter inHg/mbar, secondary
Altimeter inHgimbar, secondary
Vertical speed indicator
Vertical speed indicator
Airspeed indicator
Airspeed indicator
Magnetic compass
Directional gyro
Directional gyro
Attitude indicator
LUN 1128
LUN 1128
LUN 1144
LUN 1116
40008-31
4000C-17
1100-14LK(OD)
DAI-9034-57-00
D4D-3031-01-00
5934PD-3
1128-1288
5934PD-3
1128-1288
7000
1144-A283
8025
1116-8283
C2400L4P
1 U262-002-42
1 U262-042-3
504-0110-926
Diamond
Diamond
United lnstr.
Mikrotechna
United lnstr.
Mikrotechna
United lnstr.
Mikrotechna
United lnstr.
Mikrotechna
Airpath
Sigma-Tek
Sigma-Tek
8F-Goodrich
--
---
'X
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 6- 19
DA40 DAFM Mass & Balance
6&Diamond
AIRCRAFT
Description Type Part No.
Attitude indicator
Attitude indicator. secondary
Attitude indicator, secondary
Attitude indicator
Attitude indicator
Turn coordinatorw/o AP pickup
Turn coordinator
Turn coordinator
4
Transponder
Transponder
GTX 327
GTX 328
GTX 330 Transponder
XPDR antenna
XPDR antenna
Altitude digitizer
NAV anlenrm coupler
KA60
KA61
SAE5 35
Cl507 dual NAV/dual GS antenna coupler Cl1125 iVUR/LUCiG::> Qiheiiiia 'Clb/P
NAV/COM/GPS #1
NAV/COM/GPS #1
NAV/COM/GPS #2
CDI, VORILOC/GS
1394T100-(12RZ)
1394T100-(12RA)
1394T100-(12RO)
GNS 430
GNS 530
GNS 430
GI106A
GI106A CDI, VORILOC/GS #2
GPS antenna #1
GPS antenna #2
GPS annunciation
1100-14LK(-2D) 504-0110-927
11 00-14LK(OD) 504-0110-926
1100-14LK(-2D) 504-0110-927
LUN 1241 1241.A4Y4W
LUN 1241
1394T100-(3Z)
1241.C4Y4W
GA56
GA56
MD41-1484
011-00490-00
011-01684-00
011-00455-00
071-01591-0001
071-00221-0010
305154-00
011-00280-10
011-00550-10
011-00280-10
013-00049-01
013-00049-01
011-00134-00
011-00134-00
GPS antenna
Compass system C/0
Slave gyro
HSI
Slaving unit
Flux valve
Marker antenna
DME
DME antenna
DME antenna
ADF
GA35
KCS 55A
KG 102 A
KI525A
KA51B
KMT112
Cl102
KN62A
KA60
KA61
KR87
013-00235-00
060-00015-0000
066-03046-0007
071-01242-0000
071-01052-0000
066-01068-0004
071-01174-0000
071-00221-0010
066-01072-0004
Manu· facturer
BF-Goodrich
BF-Goodrich
BF-Goodrich
Mikrotechna
Mikrotechna
Electric Gym Corp.
Mid Continent lnstr.
Mid Continent
Mid Continent
Garmin
Garmin
Garmin
Bendix/King
Bendix/King
Comant
Coma m
·comam
Garmin
Garmin
Sandia Aerospace
i - - - - -
---
Garmin
Garmin
Garmin
Garmin
Garmin
Mid Continent
Garmin
Bendix/King
Bendix/King
Bendix/King
--
--
Bendix/King
Bendix/King
Comant
Bendix/King
Bendix/King
Bendix/King
Bendix/King
SIN in· stalled
X
X
><
X
Doe.# 6.01.05-E Page 6-20 Revision 6 31-Jul-2013
DA40 D AFM
66Diamond
AIRCRAFT
Temporary Revision
New ECU
P/N 05-7611-001904
Affected Chapters:
6.5 EQUIPMENT LIST AND EQUIPMENT INVENTORY
The following item is added to the Equipment List:
Airplane Serial No.:
Type
:16+
Registration:
Part No:: Description
ENGINE
ENGINE CONTROL UNIT ECU
\*t ,~~
05-7611-001904 Technify
C
Manufacturer
Date:
2·f
.10.
\~
S/N installed
Doe. # 6.01.05-E TR-MAM 40-771 01-Jul-2014 Page 6- 22a
DA40 D AFM
Diamond
AIRCRAFT
Mass & Balance
,.----------------1511 .
Airplane Serial No.: .,_ .
-~b
+
Registration:
~·;.::.c;c
Date:
28
1
o_
t;)
Description Type Part No.
Manufacturer
BendixiKing
SIN installed
ADF antenna KA448 071-01234-0000
ADF indicator
Stormscope
Stormscope antenna
Audio panel/ marker /ICS
Backup altimeter
Backup airspeed indicator
Backup artificial horizon
Emergency compass
OAT probe
Digital air data system
Kl227
WX-500
NY-163
GMA 1347
5934PD-3
8025
4300
PG2
GTP59
GDC 74A
Digital air data system
Integrated avionics #1
Integrated avionics #2
Integrated avionics #1
Integrated avionics #2
GDC 74A
GIA63
GIA63
GIA63W
GIA63W
Transponder
Attitude I Heading reference system GRS 77
Attitude I Heading reference system GRS 77
Magnetometer
Magnetometer
ADF receiver
ADFIRMI converter
ADF antenna
DME
GTX 33
GMU 44
GMU 44
RA 3502-(01)
AC 3504-(01)
AN3500
KN 63
066-03063-0001
805-11500-001
805-10930-001
011-00809-00
5934-PD3
8025-8.833
4300-206
PG2C-12V
011-00978-00
011-00882-00
011-00882-10
011-00781-01
011-00781-01
011-01105-20
011-01105-20
011-00779-10
011-00868-00
011-00868-10
011-00870-00
011-00870-10
0576.786-912
0576.808-912
0576.816-912
066-1070-01
Garmin
Garmin
Garmin
Garmin
Garmin
Garmin
Garmin
Garmin
Garmin
Bendix/King
Goodrich
Goodrich
Garmin
United Instruments
Unrted Instruments
Mid Continent
SIRS Navigation
Garmin
Garmin
Garmin
Seeker
Seeker
Seeker
Bendix/King
')(
K
X
X
X
X::
><
X
'(
.'(
X
'K
)(
)('
)(
X
X
)(...
VACUUM
Vacuum regulating valve
Suction gauge
Pneumatic filter
2H3-2
1J7-2
5001
Parker
Varga
Parker
ENGINE
ENGINE
ENGINE
ENGINE CONTROL UNIT
TAE-125-01
TAE-125-01
TAE-125-02-99
ECU
02-7200-14001 R(")
02-7200-14005R5
Thielert
Thielert
125-02-99-(0001 )-(01) Thielert
02-7610-55001 R(") Thielert
Doe. # 6.01.05-E Revision 6 31-Jul-2013
"'-
Page 6-21
Mass & Balance DA40 DAFM
Diamond
AIRCRAFT
Airplane Serial No.:
'j)lJI ,
3 6
f.
Registration:
\~
&·c,c
11(.
Date: "' .
l
--;,;;o-
0· I~
Description
ENGINE CONTROL UNIT
ENGINE CONTROL UNIT
ECU
Type Part No.
02-7610-55180R(")
02-7610-E000101 5
Manufacturer
Thielert
S/N in· stalled
ECU Thielert
ENGINE EJ\'HAUS T
Exhaust pipe
Mufner
ECU
ECU Firmware 7
ECU Mapping 7
05-7610-E0001 02 6
600400
D4D-7807-1 0-00
Thielert
Thielert
Thielert
Diamond
Diamond
---
I~
X
--x
ENGINE INDICATING
Compact engine display
Compact engine display iAuxiiiCIIy erryirre Ui:)(JiCJy
Auxiliary engine display
Engine I Airframe unit
CED· 125
TAE-CED-125 iAED- 125
AED-125
GEA 71
02-7730-5501 ·(01)-(01) Thielert
02-7730-5501-(06)·(02) 6 Thielert
;02-7730-5503-(01 )-{01) lTilieiert
02 -7730-5503-(02)-(02) Thielert
011-00831-00 Garmin i i
>< i
>< PROPELLER MTV-6-N187-129 mt-Propeller
LANDING GEAR
LANDING GEAR STANDARD
FA/RINGS
MLG wheel fairing LH
MLG wheel fairing RH
NLG wheel pant shell LH
NLG wheel pant shell RH
LANDING GEAR SPEEDK/T
MLG speed cover LH
MLG speed cover RH
D41-3213-91 -00
D41 ·3213-92-00
D41-3223-91-00 1
D41-3223-92-00_1
Diamond
Diamond
Diamond
Diamond
DM-3219-27-00_1
DA4-3219-28-00 1
Diamond
Diamond
Page 6-22 Revision 6 31-Jul-2013
--
---
Doe. # 6.01.05-E
DA40 D AFM Mass & Balance
Diamond
AIRCRAFT
Airplane Serial No.:
'l'H . -..,·--~,..~~.~
, . ., b·t
Registration: lf!.h
"'"r-····
S (.(..
Date:
Description
MLG sheet cover LH
MLG sheet cover RH
MLG cover speed LH
MLG cover speed RH assembly
MLG strut cover LH
MLG strut cover RH
NLG wheel pant shell LH
NLG wheel pant shell RH
NLG s~ut cover
LANDING GEAR SMALL TIRES AND
FA! RINGS
MLG wheel fairing assy small tire LH
MLG wheel fairing assy small tire RH
NLG wheel fairing shell LH
NLG wheel fairing shell RH
Bracket assy LH MLG wheel fairing
Bracket assy RH MLG wheel fairing
Brake cover MLG wheel frame LH
Brake cover MLG wheel frame RH
NLG strut fairing assy
Type Part No.
DA4.3219-25-00
DM-3219-26-00
DM-3219-21-00
D4D-3219-12-00
DA4·3219·23·00
DM-3219·24-00
D41-3223-91-00_1
D41-3223-92-00_1
DA4-3229-29-00
DM-3215-91-00
DM-3215-92-00
DM-3225-91-00
DM-3225-92-00
DA4-3215-31-00
DM-3215-32-00
DM-3215-93-00
DM-3215-94-00
DM-3227-90-00
Manufacturer
Diamond
Diamond
Diamond
Diamond
Diamond
Diamond
Diamond
Diamond
Diamond
Diamond
Diamond
Diamond
Diamond
Diamond
Diamond
Diamond
Diamond
Diamond
............
_.,~~ lf.
/O.jj
----
--
--
---
---
S/N installed
)(
)<.
LANDING GEAR SMALL TIRES AND
FA! RINGS WITH MAINTENANCE
ACCESS
MLG wheel fairing assy access door
LH
MLG wheel fairing assy access door
RH
NLG wheel fairing shell LH
NLG wheel fairing shell RH
Bracket assy LH MLG wheel fairing
Bracket assy RH MLG wheel fairing
Brake cover MLG wheel frame LH
Brake cover MLG wheel frame RH
NLG s~ut fairing assy
DA4-3215-91-00X01
DA4-3215-92-00X01
DA4-3225-91·00X01
DM-3225-92-00
DM-3215-31-00
DM-3215-32-00
DM-3215-93-00
DM-3215-94-00
DM-3227-90-00
Diamond
Diamond
Diamond
Diamond
Diamond
Diamond
Diamond
Diamond
Diamond
Doe.# 6.01.05-E Revision 6 31-Jul-2013 Page 6-23
Mass & Balance DA40 DAFM
~Diamond
AIRCRAFT
-
- - - - - -
Airplane Serial No.:
Description
TANK SYSTEM
Standard tank chamber'
Long range tank chamber'
Type
AIRPLANE FLIGHT MANUAL
Registration:
Part No.
D4D-2817-21 (22)-00
D4D-2807-23-00
Doe. No 6.01.05-E
Diamond
Diamond
Diamond
Manufacturer
Date:
---
S/N installed ---
~
--
X
(*) ...... Mod. Status
1. One of the following tanks may be installed:
Standard Tank (OAM 40-100) or Long Range Tank (OAM 40-130).
2. Tne cornpiete Part i\!urnber of the ELT unit depends on the registration of the airpiane in which the ELT is installed.
3. Amerex A620T is UL approved and can be used in airplanes registered in Canada and in the USA. For airplanes registered in other countries, contact the local airworthiness authority.
4. The turn coordinator 1394T100-(12RA) can only be installed in conjunction with the
\,jarmm \,j'IUUU ::;ystem.
5. On replacement the ECU P/N 02-7610-E000101 must be replaced by
ECU P/N 02-7610-E000102.
6. For TAE 125-02-99 engine only (if MAM 40-256 is carried out).
Page 6-24 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 DAFM
Diamond
AIRCRAFT
Temporary Revision
Alternate Means for
Fuel Quantity
6.5 EQUIPMENT LIST AND EQUIPMENT INVENTORY
The following item is added to the existing table:
Airpiane Serial No.:
Description
FUEL
AJtemate means for fuel qty. 11
Tvpe
Registration:
Part No.
Date:
Manufacturer S/N
D4D·2807·90·00_01 Diamond Aircraft lnst'd
~
Doe. # 6.01.05-E TR-MAM-40-816 18-Nov-20 15 Page 6-24a
DA40 D AFM
66Diamond
"V,f'
AIRCRAFT
Mass & Balance
7. Refer to Service Bulletin MSB-04-044, latest effective issue for approved firmware and mapping.
Place: Date:
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 6-25
Mass & Balance
Diamond
AIRCRAFT
DA40 DAFM
Intentionally left blank.
Page 6-26 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
DA40 DAFM llaDiamond
AIRCRAFT
Airplane
Description
CHAPTER 7
DESCRIPTION OF THE AIRPLANE
AND ITS SYSTEMS
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 ...................................... 7-17
7.9.1 ENGINE, GENERAL .............................. 7-17
7.9.2 OPERATING CONTROLS ......................... 7-18
7.9.3 PROPELLER .................................... 7-22
7.9.4 ENGINE INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24
7.9.5 FUEL SYSTEM .................................. 7-26
7.9.6 COOLING SYSTEM .............................. 7-35
7.9.7 TURBO CHARGER SYSTEM ....................... 7-36
7.9.8 OIL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-37
7.10 ELECTRICAL SYSTEM ................................ 7-38
7.10.1 GENERAL ..................................... 7-39
7.10.2 ENGINE CONTROL UNIT I ECU ................... 7-45
7.10.3 ANNUNCIATOR PANEL (WARNING, CAUTION AND STATUS
LIGHTS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-47
7.11 PITOT-STATIC SYSTEM ............................... 7-51
7.12 STALL WARNING SYSTEM ............................. 7-51
7.13 AVIONICS ........................................... 7-51
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 7- 1
Airplane
Description
T4P'
AIRCRAFT
DA40 D AFM
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.
The wings have a front and rear spar; each wing has a top shell and a bottom shell - a
'fail-safe' concept. The wings, as well as the ailerons and flaps, are made of GFRP/CFRP, and are principally of sandwich construction. An aluminum fuel tank is installed in each of the wings.
Empennage
The airolane has a 'T' tail of GFRP semi monocoaue construction. Both the stabilizers have twin spars and a skin with no sandwich. Rudder and elevator are of sandwich construction.
Page 7-2 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
DA40 DAFM
.,.Diamond
V
AIRCRAFT
Airplane
Description
7.3 FLIGHT CONTROLS
The ailerons, elevator and wing flaps are operated through control rods, while the rudder is controlled by cables. The flaps are electrically operated. Elevator forces can be balanced by a trim tab on the elevator, which is operated by a Bowden cable.
Construction: GFRP/CFRP composite sandwich.
Hinges: There are 4 hinges, which are hinge pins mounted in an aluminum bracket. They are secured in position by a roll pin. The absence of this roll pin can lead to the loss of the hinge pin and a consequent loss of flight safety.
Operation: A rod-end bearing is screwed into a steel push rod and locked by means of a jam nut which has locking varnish applied to it. Damage to this varnish can indicate a twisting and thus a change to the adjustment. The connection between the rod-end bearing and the control horn is a bolt, the nut of which is likewise sealed with locking varnish.
The aluminum control horn is attached to the aileron with 3 screws.
Doe.# 6.01.05-E Revision 6 31-Jul-2013 Page 7-3
Airplane
Description
~Diam_J!l!J!
DA40 DAFM
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 ofthe hinge pin and a consequent loss of flight safety. Another a!uminum fitting is located at the fuselage and is attached to a torsion tube. The torsion tube is located in the fuselage, creating a connection between the left and right flaps.
Operation: A rod-end bearing is screwed into a steel push rod and locked by means of a jam nut which has locking varnish applied to it. Damage to this varnish can indicate a twisting and thus a change to the adjustment. The connection between the rod-end bearing and the control horn is a bolt, the nut of which is likewise sealed with locking varnish. i ne flap controi 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/0), and
- Landing (LOG).
Page 7-4 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
DA40 DAFM
Diamond
AIRCRAFT
Airplane
Description
The flaps are operated by means of a 3-position flap selector switch on the instrument panel. The positions of the switch correspond to the positions of the flaps, the Cruise position of the switch being at the top. If the switch is moved to another position, the flaps continue to travel automatically until they have reached the position selected on the switch.
The UP and LOG positions are additionally protected by a limit switch to guard against over-running the end positions.
The electrical flap drive has an automatic circuit breaker which can also be operated manually.
Flap position indicator:
The current flap position is indicated by means of three lights beside the flap selector switch.
When the upper light (green) is illuminated, the flaps are in the Cruise position (UP); when the center light (white) is illuminated, the flaps are in Take-off position (T/0); when the lower light (white) is illuminated, the flaps are in Landing position (LOG).
When two lights are illuminated simultaneously, the flaps are between the two indicated positions. This is the case only when the flaps are traveling.
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 7-5
Airplane
Description
Diamond
AIRCRAFT
DA40 DAFM
Construction: GFRP sandwich.
Hinges: 5 hinges.
Operation: Steel push-rods;
Two of the bell crank 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.
Construction: GFRP sandwich.
Hinges: Upper hinge: One bolt.
Operation:
LO\"Jer hinge: Bearing bracket including rudder stops, heid 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.
Steel cables, the eyes of which are connected to the bolts on the bracket.
Page 7-6 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
DA40 DAFM
Airplane
Description
Elevator Trim
The trim control is a black wheel in the center console to the rear of the power lever. To guard against over-rotating, the trim wheel incorporates a friction device. A mark on the wheel shows the take-off (T/0) 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.
Doe.# 6.01.05-E Revision 6 31-Jul-2013 Page 7- 7
Airplane
Description
Diamond
AIRCRAFT
DA40 D AFM
7A INSTRUMENTPANEL
Instrument Panel Variants
The DA 40 D can be equipped with one of numerous instrument panel variants. Therefore only two example variants (VFR, IFR) are described in this section. The equipment that is actually installed in a particular airplane is listed in the Equipment Inventory in
Section 6.5. The airpiane manufacturer rnusi be contacted before removing or installing equipment, with the exception of replacing a unit by an identical unit.
1 Electric Master switch
2 Engine Master switch
3 Electrical switches
4 ECU Test button
5 ECU Swap switch
.. i
-.
.. lighting and flood light
7 Flap selector switch
8 Microphone socket
Major instruments and controls
22 Intercom
23 COM I NAV I GPS
24 ELT control unit
25 Compact Engine Display (CED)
26 Auxiliary Engine Display (AED)
,.........,.
~~ ~ ~=-
9 Circuit breakers
10 Accessory power socket
11 Alternate static valve
•n \ /
__
...
:,_ ..
: _ -
·. -·····-··.
·-
___ ,_-
-------
13 Chronometer with OAT indicator
28 Stall warning horn
29 Directional gyro
30 Autopilot control unit
31 Emergency switch
32 Slaving meter
~~
--
I 1--=---J.-1
- - - - - - - • • ¥ • •
~:J. ..... J.:,.._ :-...J! ...... J. ... /l_jC'-1\
- - - - - - - - - -
····-··--·--
\ '
--,
34 GPS annunciation unit
14 Turn & bank indicator
15 Airspeed indicator
16 Suction gauge
17 Attitude gyro (artificial horizon)
18 Altimeter
19 Vertical speed indicator (VSI)
20 Annunciator panel
21 Course deviation indicator (CDI)
35 ADF indicator
36 COM I NAV I GPS No. 2
37 DME
38 ADF receiver
39 Remote DME switch
40 'ECU Backup Unsafe' light
41 'Clear WX 500' button
Page 7-8 I Revision 6 31-Jul-2013 I Doe. # 6.01.05-E
DA40 DAFM
4ADiamond
AIRCRAFT
Airplane
Description
*) Designations and abbreviations used to identify the circuit breakers are explained in
Section 1.5 - DEFINITIONS AND ABBREVIATIONS of the AFM.
12
VFR instrument panel (example)
IFR instrument panel (example)
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 7-9
Airplane
Description
~Diamond
AIRCRAFT
DA40 D AFM
Cockpit Ventilation
Ventilation in the front is provided by the movable ventilation over nozzles (12) in the instrument panel. Furthermore there are spherical nozzles in the roll bar on the left and right side next to the front seats as well as on the central console above the passengers' heads. The spherical nozzles are opened and closed by twisting.
The figures below show the position of the panel mounted switch of the
ELT, ARTEX C406-1 or ME 406, which are applicable for all instrument panel versions of the DA 40 D, except the Garmin G1 000 variant.
Page 7- 10 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 DAFM
Diamond
AIRCRAFT
Airplane
Description
7.5 LANDING GEAR
The landing gear consists of a main landing gear of sprung steel struts, and a free-castering nose wheel which is sprung by an elastomer package.
The wheel fairings are removable. When flying without wheel fairings, it should be noted that there is a reduction in some areas of performance (see Chapter 5).
Wheel Brakes
Hydraulically operating disk brakes act on the wheels of the main landing gear. The wheel brakes are individually operated by means of toe pedals.
Parking Brake
The lever is located on the small center console under the instrument panel, and is in the upper position when the brakes are released. To operate the parking brake pull the lever downwards until it catches. Brake pressure is built up by multiple operation of the toe brake pedals, and is maintained until the parking brake is released. To release, the lever is pushed upwards.
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 7- 11
Airplane
Description
Hydraulic System Schematic
4ADiamond
AIRCRAFT brake pedals, pilot
DA40 D AFM brake pedals, co-pilot parking brake valve brake cvlinder. LH brake cvlinder. RH
Page 7- 12 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 DAFM
41aDiamond
AIRCRAFT
Airplane
Description
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 allow the maintenance and inspection of the underlying controls. Covers on the control sticks prevent loose objects from falling into the area of the controls.
The seats have removable furnishings and are equipped with energy-absorbing foam elements.
The seats are fitted with three-point safety harnesses. The harnesses are fastened by inserting the belt clip into the belt lock, and are opened by pressing the release button 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.
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 7- 13
Airplane
Description
. .
. . . .
Diamond
AIRCRAFT
DA40 DAFM
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.
"Cooling Gap" position: A second setting allows the bolts to lock in, leaving a gap under the forward canopy.
The canopy can be blocked by a locking device on the left side near the canopy opening lever by turning the key clockwise. The closed and blocked canopy can be opened from inside by pulling the lever inside the opening handle.
WARNING
The airplane may be opeiated with the front canopy in the
"cooling gap" position on the ground only. Before take-off the front canopy must be completely closed and locked.
Do not block the front canopy with the locking key before flight in order to assure emergency evacuation from outside.
A window on the left and right hand side of the canopy can be opened for additional ventilation or as an emergency window.
Page 7- 14 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 DAFM
Temporary Revision
Emergency Egress
Hammer
7.8 CANOPY. REAR DOOR. AND CABIN INTERIOR
The following Paragraph is added:
Emergency Egress Hammer
If OAM 40-401 is incorporated an Emergency Egress Hammer is installed on the floor panel under the co-pilot's seat.
If the canopy can not be opened in case of an emergency use the Emergency Egress
Hammer to break through the canopy.
WARNING
Make sure not to harm other persons by using the
Emergency Egress Hammer.
WARNING
Beware of sharp edges and fragments of the broken canopy.
Doe. No. 6.01.05-E
TR-OAM-
40-401
06-Dec-2016 Page 7-14a
DA40 D AFM
Diamond
AIRCRAFT
Airplane
Description
Rear Door
The rear door is closed in the same way, by pulling down on the frame and locking it with the handle. A gas pressure damper prevents the door from dropping; in strong winds the assembly must be held. The rear door is protected against unintentional opening by an additional lever.
The door can be blocked by a locking device on the left side near the door opening lever by turning the key clockwise. The closed and blocked door can be opened from inside by pulling the lever inside the opening handle. For a better handling an additional handle is mounted.
WARNING
Do not block the door with the locking key before flight in order to assure emergency evacuation from outside.
Heating and Ventilation
Heating and ventilation are operated using two levers located on the small center console under the instrument panel.
Left lever: up down heating ON heating OFF
Central lever:
(air distribution lever) up down airflow to canopy (DEFROST) airflow to floor (FLOOR)
Doe.# 6.01.05-E Revision 6 31-Jul-2013 Page 7- 15
Airplane
Description
~Diamond
AIRCRAFT
DA40 DAFM
Emergency Axe
If OAM 40-326 is incorporated an emergency axe is installed on the floor panel under the co-pilot's seat (see Figure below).
If the canopy can not be opened In case of an emergency use the emergency axe to break through the canopy.
WARNiNG
Make sure not to harm other persons by using the emergency axe.
WARNING
Beware of sharp edges and fragments of the broken canopy.
Page 7-16 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 DAFM
Diamond
AIRCRAFT
Airplane
Description
7.9 POWER PLANT
7.9.1 ENGINE. GENERAL
Thielert Aircraft Engines T AE 125:
- Liquid-cooled four-stroke Diesel-cycle engine with wet sump lubrication
- In-line construction
- Common-rail direct injection
- Propeller speed-reducing gear 1:1.69
- Digital Engine Control with Integrated Propeller Governor (separate oil system)
- Turbo charger with lntercooler
Displacement:
TAE 125-01:
TAE 125-02-99:
1689 cm
3
(103 in')
1991 cm• (121.5 in")
Max. power: 99 kW (135 DIN-HP) at 2300 RPM at sea level and ISA
Max. continuous power: 99 kW (135 DIN-HP) at 2300 RPM at sea level and ISA
The indications for monitoring important engine-parameters during operation are integrated within two instruments (CED 125; AED 125) in the right half ofthe instrument panel. The engine can only be operated with the ENGINE MASTER switch ON. The ECU receives its electrical power from the battery even if the battery is disconnected from the electric power distribution system by the ELECTRIC MASTER switch.
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 7- 17
Airplane
Description
66
T.W
Diamond
AIRCRAFT
DA40 DAFM
7.9.2 OPERATING CONTROLS
Power Lever
The engine performance is controlled by the power lever, situated on the large center console. 'Front' and 'rear' are defined in relation to the direction of flight. Friction can be adjusted by pulling up the friction handle (high friction) or pressing the button (low friction) on top of the !ever.
This lever is used to set the desired engine power LOAD (%)
Lever forward (MAX)
Lever to rear (IDLE)
Full power
Idle
The ECU controls manifold pressure, injected fuel quantity and propeller speed according to the desired engine power preselected with the power lever.
The propeller governor is flanged onto the front of the engine. The propeller governor oil circuiaiion is a separate oii circulation systern, Foiiowmg a loss of oil pressure the blades go to the finest possible pitch (maximum RPM), thus allowing continuation of the flight according to 3.2.6- DEFECTIVE RPM REGULATING SYSTEM.
CAUTION
Followinq qovernor failure the RPM should be adjusted usinq the power lever. Every effort should be made not to exceed
2500 RPM.
CAUTION
The power lever should be moved slowly, in order to avoid over-speeding and excessively rapid RPM changes. The light wooden propeller blades produce more rapid RPM changes than metal blades.
Page 7- 18 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 DAFM
4'ADiamond
AIRCRAFT
Airplane
Description
WARNING lt is possible that the propeller blades remain in the position of highest pitch in case of a malfunction of the engine control unit. In this case the reduced engine performance should be taken into consideration.
ELECTRIC MASTER
The key can be switched into three positions:
OFF disconnecting battery power connecting battery power to the power distribution system ON
START starting the engine
ENGINE MASTER
The engine can only be cranked with the ENGINE MASTER switched to ON. To shut down the engine the ENGINE MASTER is switched to OFF.
ECU SWAP
For normal operation this switch is set to AUTOMATIC. The engine is controlled by ECU A.
In case of a failure of the active engine control unit (ECU) there should be an automatic switch-over to the ECU B. If the automatic switch-over fails, switch-over can be done manually by switching to ECU B. This procedure should only be applied in an emergency.
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 7- 19
Airplane
Description
T-w
AIRCRAFT
DA40 D AFM
ECU TEST
Depending on the position ofthe power lever and the engine speed, the ECU TEST button has two different functions.
Power lever at IDLE and RPM below approximately 900:
By pushing and holding the button until the end of the procedure, the self-test of the engine control unit is started. The procedure is possible on the ground as well as during flight, but only if the power lever is in the IDLE position. Otherwise the test will not start.
During the procedure the ECU performs a switch trom ECU A to ECU l::l with the propeller cycling. The propeller RPM is monitored automatically by the ECU. When switching from one ECU to the other, a slight shake of the engine may occur. Finally the ECU switches back from ECU B to ECU A. After that both caution lights must extinguish and the engine must run without a change.
Power lever above IDLE, or RPM above approximately 900:
If an ECU A or ECU B caution message is displayed, the ECU TEST button can be pressed for more than 2 seconds to reset the message. The reset is possible only once, and only in case of system faults of minor criticality.
In addition, the 'ECU Test'-button is used in IFR equipped airplanes to test the ECU Backup
Battery for proper charge. This test must be passed prior to each flight. The test is possible on ground as well as during flight, but only if the ECU Backup Battery is not in use.
Otherwise the test will not start. During the test, a battery tester, installed in the instrument panel, measures several parameters of the ECU Backup Battery. This will be indicated with a red LED flashing, installed on the left hand side of the instrument panel. If the capacity of the ECU Backup Battery has been found to be less than 70% of its rated capacity the 'ECU BACKUP UNSAFE'- light is on continuously.
Page 7-20 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
DA40 DAFM
.,.Diamond
T
AIRCRAFT
Airplane
Description
Alternate Air
In the event of power loss because of icing or blocking of the air filter, there is the possibility of drawing air from the engine compartment. The ALTERNATE AIR operating lever is located under the instrument panel to the left of the center console. To open the alternate air source the lever is pulled to the rear. Normally, the alternate air source is closed, with the lever in the forward position.
Placard on the lever, forward position:
I
ALTERNATE AIR
I
Placard on the lever, visible when lever is in the rearward position:
ALTERNATE AIR
ON
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 7-21
Airplane
Description
4'ADiamond
'T
AIRCRAFT
DA40 DAFM
7.9.3 PROPELLER
An mt-Propeller MTV-6-A/187-129 hydraulically regulated 3-bladed constant speed propeller is installed. lt has wood-composite blades with fiber-reinforced plastic coating and stainless steel edge cladding; in the region of the propeller hub the leading edge is coated with adhesive PU foil. These blades combine the lowest weight whilst minimizing vibration.
Propeller Control
The propeller pitch control system is integrated into the engine. The pitch is controlled automatically by the ECU.
Depending on the power setting the propeller pitch is adjusted so that the required RPM will be obtained as shown in the following diagram.
. ..... ···.:..;.;.;.-:
2175•
2000········
1750······················:
2
0...
~
0+-----+----------------+----------~
0
20
%LOAD
75 100
Page 7-22 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
DA40 DAFM
4&Diamond
"V
AIRCRAFT
CAUTION
Operation on the ground at high RPM should be avoided as far as possible, as the blades could suffer stone damage. For this reason a suitable site for engine runs should be selected, where there are no loose stones or similar items.
WARNING
Never move the propeller by hand.
Airplane
Description
Doe.# 6.01.05-E Revision 6 31-Jul-2013 Page 7-23
Airplane
Description
~({A
"""1W"
7.9.4 ENGINE INSTRUMENTS
Diamond
AIRCRAFT
DA40 DAFM lllli .........
REO
NOTE indicated vaiues are only for general inforrnaiion. Exact values cannot be indicated on the CED 125.
Indications on the Engine Instrument CED 125
Designation
RDM
OP
OT
CT
GT
LOAD
Indication
PrnnAIIAr RD"-A
Oil pressure
Engine oil temperature
Coolant temperature
Gearbox temperature
Available power
Unit
1/min bar oc oc oc
%
Page 7-24 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
DA40 D AFM
. .
"V
Diamond
AIRCRAFT
Airplane
Description
~-
........ YELLOW
Fuel quantity: digits
= appr. 1 US gal
Indications on the Auxiliary Engine Instrument AED 125
Designation Indication
FUEL QUANTITY MAIN Fuel quantity MAIN tank
FUEL QUANTITY AUX
WATER LEVEL
FUEL TEMP. LEFT
FUEL TEMP. RIGHT
GENERATOR
VOLT
FUEL FLOW
Fuel quantity AUX tank
Coolant level
Fuel temperature left tank
Fuel temperature right tank
Amperes
Volts
Fuel flow
Doe. # 6.01.05-E Revision 6 31-Jul-2013
Unit gal gal
-oc oc
A
V
US gal/h
Page 7-25
Airplane
Description
7.9.5 FUEL SYSTEM liADiamond
AIRCRAFT
NORMAL FUEL
SUPPLY
& NORMAL FUEL
TRANSrm emergency fuel valve
EMERGENCY
NORMA(WRANSFER
\ '\./;--......_
'-......:Y OFF main tank t = FUEL SUPPLY =
FUEL RETURN lliEi8 FUEL TRAI'.ISFER transfer pump
DA40 DAFM emergency fuel valve
NORMAL
EMERGENCY FUEL
C"llf'H')l V
& EMERGENCY FUEL
TRANSFER main tank
= EMERGENCY FUEL SUPPLY
EMERGENCY FUEL TRANSFER
& FUEL RETURN transfer pump
Page 7-26 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 D AFM
66Diamond
AIRCRAFT
Airplane
Description
Fuel is injected with high pressure directly into the cylinders. The injection nozzles (one per cylinder) are supplied with fuel by the common rail. Pressure inside the rail is generated by a high pressure pump which receives fuel from a low pressure pump. Both pumps are powered mechanically by the engine.
Normally fuel is taken only from the MAIN tank (left wing). Fuel that is not injected is lead through the AUX tank (right wing) back into the MAIN tank (left wing). This way hot fuel from the rail is cooled and cold fuel in both tanks is heated. With the help of an electrical transfer pump fuel can be transferred from the AUX tank (right wing) to the MAIN tank
(left wing) manually.
The transfer pump is switched off automatically when the auxiliary tank is empty or the main tank is full.
If fuel transfer with the transfer pump becomes impossible for any reason, fuel can also be taken directly from the AUX tank (right wing). As the return line goes back into the MAIN tank (left wing), fuel will be transferred from right to left.
The rail pressure is controlled by an electrical valve using the return flow as parameter.
CAUTION
Switching the emergency fuel valve to the EMERG.
TRANSFER position will start the transfer of fuel with the help of the engine driven fuel pump from the auxiliary tank through the fuel return line to the main tank at a rate of approximately
18 to 21 US gal/h (70 to 80 liters/h). The emergency fuel valve must be switched back to the NORMAL position before the auxiliary tank indication reads zero. If the emergency fuel valve is not switched back to the NORMAL position, the engine will stop during flight when the auxiliary tank is empty.
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 7-27
Airplane
Description
66Diamond
V"
AIRCRAFT
DA40 DAFM
Emergency Fuel Valve
The emergency fuel valve is situated on the center console. Its positions are NORMAL,
EMERG. TRANSFER and OFF. The desired position is reached by turning the valve handle while pulling up the safety catch on the valve handle. This is to ensure that a selection is not made unintentionally.
Fuel Tanks
Main tank (left wing):
The main tank consists of an aluminum chamber and a filler tube which are connected by a flexible hose. There are two tank vents. One includes a check valve with a capillary and one includes a relief pressure valve, which operates at 150 m bar (2 psi) and allows fuel and air to flow to the outside with higher internal pressure. The relief pressure valve protects the tank against high pressure, if the tank will be overfilled in case of a fuel transfer faiiure. The check vaive '.Vith capiiiar1 ailovvs air to enter the tank but prevents flO'."J of fuei to the outside. The capillary equalizes the air pressure during climb. The hose terminations are situated on the underside of the wing, approximately 2 meters (7ft) from the wing tip.
Auxiliary tank (right wing):
The auxiliary tank consists of an aluminum chamber and a filler tube which are connected by a flexible hose. There are two tank vents. One includes a check valve with a capillary and one includes a capillary. The check valve with capillary allows air to enter the tank during descent but prevents flow of fuel to the outside. The capillary equalizes the air pressure during climb. The second capillary is installed for additional safety. The hose terminations are situated on the underside of the wing, approximately 2 meters (7ft) from the wing tip.
In each tank a coarse filter (finger filter) is fitted before the outlet. To allow draining of the tank, there is an outlet valve at its lowest point.
Page 7-28 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 DAFM
Diamond
AIRCRAFT
Airplane
Description
A gascolator sits at the lowest point in the fuel system. A drain valve is fitted to the gascolator, which can be used to remove water and sediment which has collected in the fuel system. This valve is fitted centrally on the underside of the fuselage, approximately
30 cm (1 ft) forward of the wing leading edge.
A capacity probe measures the fuel quantity in each tank. The AED shows only counts.
The indication is non-linear, therefore proportional calculations to determine the remaining fuel quantity or direct calculations of fuel consumption are not possible. Information about the fuel consumption can be found in Chapter 5- PERFORMANCE.
Long Range Tank
If the Long Range Tank is installed, the filler tube of the main and the auxiliary tank is replaced by another tank chamber. This tank chamber has a capacity of approx. 5 US gal
( 19 liters). The ventilation system of the main and the auxiliary tank remains unchanged.
When the fuel quantity indicator reads zero, only the unusable fuel remains in the tank.
The useable capacity of each tank is 19.5 US gal, the maximum quantity that can be indicated is 15 US gal. Up to an actual quantity of 15 US gal the indication is correct. At an actual quantity above 15 US gal the indication remains at 15 US gal.
NOTE
When the fuel quantity indicator reads 15 US gal, the correct fuel quantity must be determined with the alternate mean for fuel quantity indication. If this measurement is not carried out, the fuel quantity available for flight planning is 15 US gal.
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 7-29
Airplane
Description
Diamond
AIRCRAFT
DA40 D AFM
Fuel Cooler
The fuel cooler reduces the fuel temperature in the return line between the AUX tank (right wing) and the MAIN tank (left wing).
The fuel cooler is installed in the right hand stub wing between the main spars. it receives its cooling air through an air scoop on the lower surface ofthe stub wing. This inlet is closed with a baffie which must be removed at high outside air temperatures (OAT higher than
20 oc
(68 °F), see also Sections 4A.3.1 and 48.2.6).
Fuel Cooler Baffle:
Page 7-30 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
DA40 DAFM
~Diamond
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AIRCRAFT
Alternate Mean for Fuel Quantity Indication for the Standard Tank
The alternate mean for fuel quantity indication allows the fuel quantity in the tank to be determined during the pre-flight inspection. lt 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 ofthe 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
Airplane
Description
Doe.# 6.01.05-E Revision 6 31-Jul-2013 Page 7- 31
Airplane
Description
4rADiamond
AIRCRAFT
Alternate Mean for Fuel Quantity Indication for Long Range Tank
DA40 DAFM
Page 7-32 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 D AFM
. .
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Diamond
AIRCRAFT
Temporary Revision
Alternate Means for
Fuel Quantity
7.10 FUEL SYSTEM
The following is added after the existing Alternate Means for Fuel Quantity
Indication:
Alternate Means for Fuel Quantity Indication with Fuel Indicator 11
For an exact indication the airplane must stand on horizontal ground with the wings level.
I
The fuel indicator 11 includes a protractor for an additional pitch angle measurement. The
I
fuel indicator 11 is placed on top of the fuselage tube just in front of the vertical tail. The
I
lower edge of the fuel indicator 11 must be supported by the fuselage for its entire length.
I
Read the pitch angle on the fuel indicator 11 and read the exact fuel quantity on the tables
I
provided.
Doe.# 6.01.05-E TR-MAM-40-816 18-Nov-2015 Page 7-32a
DA40 DAFM
The Figure is added:
4ADiamond
AIRCRAFT
Temporary Revision
Alternate Means for
Fuel Quantity
240
220
220
210
200
170
150
190
180
160
140
120
120
.,§
~a l.
~
~
2
~
I
0
Fuel Quantity Indicator 11
Doe. # 6.01.05-E TR-MAM-40-816 18-Nov-2015 Page 7-32b
DA40 DAFM
6&Diamond
AIRCRAFT
Temporary Revision
Alternate Means for
Fuel Quantity
The tables are added:
Standard Tank Configuration
Fuel Quantity Indicator 11 Pitch Angle Reading
10 20 30 40 so up to 5 up to 5 up to 5
25 21 16
47
72
83
37
58
75
28
45
55
90 87 78
105
112
123
135
97
107
115
90
98
108
120
145
160
175
192
225
128
137
152
168
188
215
130
145
157
180
208 up to 5 up to 5
12
20
6
10
32
48
30
40
71
80
92
103
112
55
73
83
95
105
124
137
150
172
202
112
130
143
165
192
Usable Fuel Quantity
US gal Liter
2
3
4
5
0
1
8
9
6
7
10
11
12
13
14
0
3.8
7.6
11.3
15.1
18.9
22.7
26.5
30.3
34.1
37.8
41.6
45.4
49.2
53.0
Doe.# 6.01.05-E TR-MAM-40-816 18-Nov-2015 Page 7-32c
DA40 D AFM
Ita
V
Diamond
AIRCRAFT
Temporary Revision
Alternate Means for
Fuel Quantity
I
Long Range Tank (if installed) Configuration
Fuel Quantity Indicator 11 Pitch Angle Reading
10 20 30 40 so
123
132
136
149
158
171
180
195
205
220
238 up to 5
25
36
48
68
80
90
108
185
200
217
232
248
148
162
174
180 up to 5
35
45
65
75
92
110
118
130
140
175
184
196
215
230
129
138
150
162 upto5
16
30
40
55
72
78
95
110
115 up to 5 up to 0
8 1
20
35
47
15
28
39
66
70
55
65
87
100
102
77
122
130
138
156
90
95
113
118
131
146
166
176
189
204
221
156
168
181
196
214
Usable Fuel Quantity
US gal Liter
30.3
34.1
37.8
41.6
45.4
49.2
53.0
56.8
60.6
64.4
68.1
0
3.8
7.6
11.3
15.1
18.9
22.7
26.5
12
13
14
15
8
9
10
11
16
17
18
3
4
5
6
7
0
1
2
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Airplane
Description
Fuel Temperature
The fuel temperature is indicated by the AED. The temperature indication range goes from
-30 oc up to +75 oc ( -22 oF to +167 °F) . The lower yellow bar indicates temperatures from -30 oc to +4 oc (-22 °F to +39 OF).
The lower yellow bar of the fuel temp flashes from -30 octo -6 oc (-22 oF to +21 °F). The flashing bar indicates the temperature range in which the engine must not be started if
Diesel Fuel or a blend of Diesel Fuel with JET Fuel is used. If the fuel blend is uncertain, the engine must not be started in this temperature range either.
Between -5 oc and +4 oc (+23 °F to +39 °F) the lower yellow bar of the fuel temp is continuously on. This indicates that the airplane is not ready for take-off if Diesel Fuel or a blend of Diesel Fuel with JET Fuel is used. If the fuel grade is uncertain, take-off is not allowed in this temperature range either.
If the airplane is being operated with JET Fuel, operation in the yellow temperature range
(conventional instrument: flashing or steady on) is permissible.
Doe.# 6.01.05-E Revision 6 31-Jul-2013 Page 7-33
Airplane
Description
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AIRCRAFT
DA40 D AFM
Fuel Grades:
The airplane may be operated with JET Fuel and Diesel Fuel according to Section 2.14, and with blends of these fuel grades. As the fuel grade is important concerning operating temperature limitations, the pilot must be sure about the fuel grade. Solid particles can form in cold Diesel Fuel which can lead to blocking of the gascolator filter. The gascolator filter is not heated.
If the airplane is operated in a cold environment, it must be changed from Diesel Fuel operation to JET Fuel operation. To ensure that no blend of JET Fuel with Diesel Fuel is in one of the tanks, each tank must be refilled at least twice with more than 10.6 US gal
(40 liters) of JET Fuel or 17.2 US gal (65 liters) when the long range tank is installed
(OAM 40-130). Otherwise both tanks must be drained before refueling with JET Fuel.
NOTE
In order to provide information about the fuel grade it is recommended to enter the fue! grade in the airp!ane !og each time fuel is refilled.
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Description
7.9.6 COOLING SYSTEM
The water cooling system consists of a radiator and a bypass to this radiator. The bypass cooler is in operation when coolant temperatures are low. lt therefore allows a warm-up of the engine. Upon reaching a certain temperature (approximately 80 oc) the radiator is activated by a thermostat valve. Additionally a coolant to air heat exchanger is provided for the cabin heat system. The flow through the heat exchanger is independent of the coolant temperature. An expansion tank helps to adjust the pressure in the system. The system is protected against overpressure by means of a pressure relief valve.
thermostatic valve heat exchanger bypass line coolant heat exchanger expansion tank cabin heater engine drain
pressure
relief cap
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 7-35
Airplane
Description
7.9.7 TURBO CHARGER SYSTEM
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AIRCRAFT
DA40 DAFM
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charger
box
engine waste gate valve
The exhaust system contains a collecting line which collects exhaust gases from the outlets of the cylinders and leads them to the turbine of the turbo charger. Behind the turbine the exhaust gases are guided through the lower cowling to the exterior of the airplane. Excess exhaust gases bypass the turbine. The bypass is controlled by the ECU through the waste
..
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~Q\.1:;< V Q I V V , r \ I I I Q I I I I V I U tJIV;;:).::JUI'V.;::)\:;ioii.;:)VI IJVIIUIY LIIV \.,oVIIItJIU.,;;I.,;lOVI V.IIVWY'OJ LIIV ..__....,.\.V .......,n.;._., ..... .,...,. the correct position of the waste gate valve. This prevents too high manifold pressures at low density altitudes. The intake air is compressed in the compressor which is driven by the turbine, and afterwards cooled down in the intercooler to increase power. Cooling the air increases efficiency through the higher density of the cooler air.
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Description
7.9.8 OIL SYSTEMS
The engine has two separate oil systems.
Lubrication System (Engine and Turbo Charger)
The engine lubrication is a wet sump lubrication system. Oil is cooled by a separate cooler on the underside of the engine.
A dip-stick is provided to check the oil quantity through an inspection hole in the upper cowling. If required, oil can also be filled in there (for specified oil types refer to
2.4- POWER-PLANT LIMITATIONS).
Gearbox and Propeller Governor System
The second oil circuit lubricates the gear and serves the governor system and the regulation of the propeller.
Gear oil quantity can be checked with the help of an inspection glass which can be reached through an inspection hole on the front side of the lower cowling.
CAUTION
If the gear oil quantity is too low, an unscheduled maintenance is necessary (for specified oil types refer to 2.4 - POWER-
PLANT LIMITATIONS).
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 7-37
Airplane
Description
~Diamond
AIRCRAFT
7.10 ELECTRICAL SYSTEM
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7.10.1 GENERAL
The DA 40 D has 12 Volt DC system, which can be sub-divided into:
- Power generation
-Storage
- Distribution
-Consumers
Airplane
Description
Power Generation
Power generation is provided by a 90 ampere alternator (generator) which is mounted on the bottom left side of the engine. The alternator is driven by a flat-belt.
The power output line of the alternator is connected to the 'battery bus' via a 100 A fuse, which is installed in the relay junction box mounted on the left-hand side of the firewall.
The power output line also runs through the current sensor, which provides an indication of the power being supplied to the electrical system by the alternator including the current for battery charging.
In the event of a main battery failure the field of the alternator is energized by a 12 V, 1.3 Ah sealed-lead-acid battery ('excitation'-battery) which is installed behind the instrument panel.
The 'ENGINE MASTER'-switch connects the 'excitation'-battery to the alternator field or the external voltage regulator via a 5 A fuse.
The alternator (PIN: 02-7150-55 002R2) has an internal voltage regulator and the alternator
(P/N: 02-7150-55850R1) has an external voltage regulator which regulates the output voltage between 12 and 14 V.
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Description
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AIRCRAFT
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Alternator Control:
The alternator (PIN: 02-7150-55850R 1) has an external alternator control unit. lt measures the alternator output voltage and controls the current through the alternator field coils via a pulse-width modulated signal. To keep the output voltage stable in all load and speed situations, the alternator field signal is modulated accordingly.
The alternator control unit includes a comprehensive set of diagnostic functions that will warn the operator using a caution message (ALTERNATOR) on the Annunciator Panel in case of over- or undervoltage as well as a couple of other internal warning levels.
'Main'-battery power is stored in a 12 V, 23 Ah lead-acid battery mounted on the right-hand side of the firewall. The 'main' battery is connected to the 'hot battery bus' via a 50 A fuse and to the 'battery bus' via the 'battery'-relay which is installed in the relay junction box on the left-hand side of the firewall.
The 'battery'-reiay is controlled with the 'ELECTRIC MASTER'-key switch which is located on the left-hand side of the instrument panel.
In addition, a 12 V, 12 Ah sealed-lead-acid battery ('ECU backup'-battery) is installed under the rear right seat as a further source of power for the 'Engine Control Unit' (ECU B only).
Under normal operating conditions the 'ECU backup'-battery is charged by the 'ECU bus'.
In the event of an alternator failure and a depleted 'main'-battery the 'ECU alternate power'relay connects the 'ECU backup'-battery automatically to ECU B via a 30 A fuse. This prevents the engine from stopping in the unlikely event of an alternator failure and a totally discharged 'main'-battery.
In addition, a non-rechargeable dry battery is installed in the IFR model as a further source ofpowerfortheattitude gyro (artificial horizon) and the flood light. When the EMERGENCY switch is set to ON, these two systems are supplied with power for 1 hour, independent of all other electrical consumers. During each 100 hour inspection, this battery is checked for proper functioning. Every 2 years or after use (broken seal on the switch) the battery cells must be replaced.
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Description
Distribution
Electrical power is distributed via the 'hot battery bus', the 'battery bus', the 'ECU-bus', the 'main bus', the 'essential bus', the 'avionic bus', and the 'essential avionic bus'.
Hot battery bus:
The 'hot battery bus' is directly connected to the 'main'-battery via a 50 A fuse installed in the relay junction box and cannot be disconnected from the 'main'-battery. The 'hot battery bus' provides power to the pilot map/reading light and the accessory power plug which are protected by their own fuses.
Battery bus:
The 'battery bus' is connected to the 'main'-battery via the 'battery'-relay which can be controlled by the 'ELECTRIC MASTER'-key switch. The 'battery bus' provides power to the 'ECU bus' and heavy duty power to the starter. it also provides power to the 'main bus' via the 'power'-relay which can be controlled by the 'ELECTRIC MASTER'-key switch and the 'ESSENTIAL BUS'-switch. The 'ELECTRIC MASTER'-key switch must be set to 'ON' and the 'ESSENTIAL BUS'-switch must be set to OFF to connect the 'battery bus' to the
'main bus'.
The 'battery bus' is also connected to the power output line ofthe alternator and the power input line of the external power plug.
ECU bus:
The 'ECU bus' is directly connected to the 'battery bus' and provides power for the ECU A and ECU B via the 'ENGINE MASTER'-switch. it also provides power for charging the
'ECU backup'-batteryvia the 'ECU alternate power'-relay. The 'ENGINE MASTER'-switch must be set to 'ON' to connect the ECU A and ECU B to the 'ECU bus'.
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Description
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Main bus:
The 'main bus' is connected to the 'battery bus' via the 'power'-relay. it provides power to the consumers directly connected to the 'main bus' and the 'avionic bus' via the 'avionic master'-relay. The 'AVIONIC MASTER'-switch must be set to 'ON' to connect the 'main bus' to the 'avionic bus'. Under normal operating conditions the 'main bus' is also connected to the 'essential bus' via the 'essential tie'-relay. In the event of an alternator failure the piiot must switch ON the 'ESSENTiAL BUS'-switch (refer to Section 3.7.2- FAiLURES
IN THE ELECTRICAL SYSTEM). This separates the 'main bus' from the 'battery bus' and the 'essential bus' and the equipment connected to the 'main bus' no longer has power.
Essential bus:
Under normal operating conditions the 'essential bus' is connected to the 'main bus' via the 'essential tie'-relay. The 'essential bus' provides power to the consumers connected to the 'essential bus' and the 'essential avionic bus' via the 'essential avionic'-relay. The
'AVIONIC MASTER'-switch must be set to 'ON' to connect the 'essential bus' to the
'essential avionic bus'. In the event of an alternator failure the pilot must switch ON the
'ESSENTIAL BUS'-switch (refer to Section 3.7.2 FAILURES OF THE ELECTRICAL
SYSTEM). This separates the 'essential bus' from the 'main bus'. The 'essential bus' is then connected to the 'hot battery bus' which provides battery power for a limited time to the equipment essential for safe flight and landing.
Consumers
The individual consumers (e.g. radio, electrical fuel transfer pump, position lights, etc.) are connected to the appropriate bus via automatic circuit breakers.
Designations and abbreviations used to identify the circuit breakers are explained in Section
1.5- DEFINITIONS AND ABBREVIATIONS.
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Description
Voltmeter
The voltmeter shows the voltage ofthe ECU bus. Under normal operating conditions the alternator voltage is shown, otherwise it is the voltage of the 'main'- or 'ECU backup'-battery, depending on which battery is currently connected to the 'ECU bus'.
As long as the operating temperature of the alternator is not reached, it is possible that the voltage indication is in the upper yellow range. After 10 minutes of engine operation the indication should be in the green range.
On a conventional instrument panel the ENGINE caution light illuminates, if the voltage stays in the yellow range for longer than 1 minute.
Ammeter
The ammeter displays the intensity of current which is supplied to the electrical system by the alternator.
Landing and Taxi Lights
Landing and taxi lights are built into the left wing, and are each operated by means of a switch (LANDING, TAXI) on the row of switches on the instrument panel.
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.
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 7-43
Airplane
Description
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Flood Light
A two-dimensional light emitter is mounted above the instrument panel. lt 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 otthe Instrument panel the internal lighting of the instruments is switched on and its brightness is adjusted.
Pilot Heating
The Pilot probe, which provides measurement for the Pitot-static system, is electrically heated_ The heating is activated with a switch (P!TOT) on the row of switches on the instrument panel. The temperature is automatically kept constant by means of a thermal switch on the Pitot probe, and as an additional safety measure a thermal fuse is built in.
If this thermal fuse is activated, the Pitot heating can no longer be switched on, and the
Pitot heating caution will be displayed. In this case the system should be serviced. The
Pitot heat caution light is also on if the Pilot heating is switched off.
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Description
7.10.2 ENGINE CONTROL UNIT I ECU
Engine Control and Regulation
The ECU monitors, controls and regulates all important parameters for engine operation.
Sensors installed are:
- Oil temperature (lubrication system engine) I OT
- Oil pressure (lubrication system engine) I OP
Coolant temperature I CT
Gearbox temperature I GT
Camshaft RPM (twice)
Crankshaft RPM (twice)
Fuel pressure in the common rail
Manifold pressure
Manifold air temperature
Ambient air pressure
Propeller governor I oil pressure
Power lever position (twice)
Voltage
ELECTRIC MASTER signal (starter)
Fuel pressure
'ECU Swap'-switch signal
'ECU Test'-switch signal
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 7-45
Airplane
Description
4iADiamond
T.q
AIRCRAFT
DA40 D AFM
In accordance with the received signals and a comparison with the programmed characteristic diagrams the necessary inputs are calculated and transmitted by the following signal lines to the engine:
Activation of starter (relay)
Signal for propeller governor pressure valve
Signal for the rail-pressure regulation vaJve
Signal for each of the 4 injection nozzles
Activation of the glow plugs
Signal for the waste gate valve
The following signals are transmitted to the annunciator panel installed in the instrument panel:
Glow sparks active
Status ECU A
Status ECU B
Normally the engine is controlled and regulated by the ECU A. The ECU B is a backup system to ensure redundancy. In case of an internal error during operation or the loss of a sensor signal the system automatically switches to the ECU B. If the loss of the sensor signal was the cause for the error, the system automatically switches back to ECU A. f\ .f,...., ,14. ;...., ...,.....,....,. ..... ¥=+h..., Cl""' I
l'ri<" irorli,..'"'fr..rl
. ,-..~, 1+inn ~nniiOr'i~fnr" n~nAJ
(ECU A I ECU B). In case of minor faults, the annunciation can be reset once by pressing the ECU TEST button for more than 2 seconds. However, the annunciation will re-appear upon the next attempt to start the engine. After the indication of the ECU AIB FAIL caution message, the engine must be serviced, even if the caution message could be reset.
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Description
7.10.3 ANNUNCIATOR PANEL (WARNING, CAUTION AND STATUS LIGHTS)
CAUTION
~
WARNING
START
DOORS
TRIM FAIL
LOW VOLTS
ALTERNATOR
ECU A
ECU B
FUEL TRANS
[J
PITOT
LOW FUEL
ENGINE
GLOW
Testing the Annunciator Panel
In the process of the pre-flight check, proper functioning of the annunciator panel must be verified. This functional check is automatically started after switching the ELECTRIC
MASTER to ON. All lights are flashed, and the aural alert is muted. By pressing the
'acknowledge' button, the lights are extinguished, and a momentary aural alert is sounded.
This test verifies functionality of the microprocessor, the lights, and the aural signal.
The pilot may initiate additional system tests by holding the 'acknowledge' button for
2 seconds. All lights will begin to blink, and the aural alert will sound continuously.
Warning Messages
A warning is indicated by a continuous aural alert (sounded in the airplane's intercom system), blinking of the red WARNING light, and blinking of the red warning light associated with the affected system.
By pressing the 'acknowledge' button, which is now illuminated green, the aural alert will be terminated, and the WARNING light will be extinguished. The warning light associated with the affected system will change from blinking to solid illumination.
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Description
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Door warning (DOORS)
The door warning is indicated when one of the two cabin doors is not closed or latched.
Starter warning message (START)
The starter warning message is displayed when the connection between the starter motor and the engine has not been broken. This occurs when the pinion of the starter motor remains engaged.
Furthermore, the START warning light is illuminated continuously as long as the starter is being operated.ln 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.
Tritn failure warr;;r;g n1essage (TRil'vi FAiLj
The White Wire annunciator panel is prepared for the installation of an autopilot in the
DA 40 D. When the autopilot is installed and ready for operation, this warning message indicates a failure of the automatic trim system of the autopilot. For further details, refer to the Supplement to the AFM for the autopilot (if installed).
Caution Messages
A caution is indicated by a momentary aural alert (sounded in the airplane's intercom system), blinking of the amber CAUTION light, and blinking of the amber caution light associated with the affected system.
By pressing the 'acknowledge' button, which is now illuminated green, the CAUTION light will be extinguished. The caution light associated with the affected system will change from blinking to solid illumination.
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Description
Alternator caution message (ALTERNATOR)
The alternator caution message is displayed on alternator failure. The only remaining source of electrical power is the battery.
The procedure to be followed upon alternator caution is given in 48.3.4- ALTERNATOR
FAILURE (ALTERNATOR).
Low voltage caution message (LOW VOLTS)
The low voltage caution message is displayed when the on-board voltage drops below
12.6 volts. lt is terminated when the voltage exceeds 12.9 volts again.
The procedure to be followed upon low voltage caution is given in 48.3.1 -LOW VOLTAGE
CAUTION (LOW VOLTS).
Engine control unit caution message (ECU A or ECU B)
This caution message is displayed in case of a malfunction of the related engine control unit (ECU A or ECU B).
In case of minor faults, the annunciation can be reset once by pressing the ECU TEST button for more than 2 seconds. However, the annunciation will re-appear upon the next attempt to start the engine.
Low fuel caution message (LOW FUEL)
As soon as the amountofusablefuel in the main tank is less than 3 US gal (+21-1 US gal), this caution message is displayed.
The indication is calibrated for straight and level flight. The caution message may be triggered during turns which are flown with slip, or while taxiing in curves.
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Description
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DA40 DAFM
Pitot heating caution message (PI TOT)
The Pitot heating caution message is displayed when the Pitot heating is switched off, or when there is a failure of the Pitot heating system.
Prolonged operation of the Pitot heating on the ground can also cause the Pltot heating caution message to be displayed. In this case it indicates the activation of the thermal switch, which prevents overheating of the Pitot healing system on the ground. This is a normal function of the system. After a cooling period, the heating system will be switched on again automatically.
Engine parameter caution message (ENGINE)
This caution message is displayed if a parameter shown on the engine instruments
(AED 125 or CED 125) is outside of the green range.
The procedure to be followed is given in 4B.2 -INSTRUMENT INDICATIONS OUTSIDE
OF GREEN RANGE.
Status Lights
Fuel transfer pump status light (FUEL TRANS)
This light will be illuminated as long as the electric fuel transfer pump is active.
Glow plugs status light (GLOW)
This status light will be illuminated as long as the glow plugs are active.
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7.11 PITOT ·STATIC SYSTEM
Total pressure is measured at the leading edge of a Pitot probe under the left wing. Static pressure is measured at two orifices at the lower and rear edges of the same probe. To protect against dirt and condensation there are filters in the system, which are accessible from the wing root. The Pitot probe is electrically heated.
With the alternate static valve, the static pressure in the cabin can be used as static pressure source in the event of a failure of the Pitot-static system.
If an Autopilot System is installed, additional static sources may be installed.
7.12 STALL WARNING SYSTEM
If airspeed drops below approximately 10 to min. 5 knots above the stalling speed, the stall warning horn, located in the instrument panel, will sound. The horn becomes progressively louder the closer one gets to stalling speed. Suction at an orifice on the left wing leading edge activates the horn via a hose. The orifice for the stall warning in the left wing is marked by a red ring.
7.13 AVIONICS
The radio and navigation equipment is located in the central part ofthe instrument panel.
A push-to-talk (PTT) button for the radio is mounted on the end of each control stick. There are connection facilities for up to 4 headsets between the front seats.
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Intentionally left blank.
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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 I 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
8.6 GROUND DE-ICING ................................... 8-12
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8.1 INTRODUCTION
Chapter 8 contains the manufacturer's recommended procedures for proper ground handling and servicing of the airplane. The Airplane Maintenance Manual
(Doe. No. 6.02.01) lists certain inspection and maintenance requirements which must be followed if the airplane is to retain a new plane performance and reliability.
8.2 AIRPLANE INSPECTION INTERVALS
Inspections are scheduled every 100, 200 and 1000 hours. Independent of the flight hours an annual inspection must be performed every year. The respective inspection checklists are prescribed in the Airplane Maintenance Manual, Chapter 05.
For maintenance work on engine and propeller, the currently effective Operator's Manuals,
Service Instructions, Service Letters and Service Bulletins ofT AE and mt-Propeller must be followed. For airframe inspections, the currently effective checklists/manuals, Service
Bulletins and Service Instructions of the manufacturer must be followed.
CAUTION
Unscheduled maintenance checks are required after:
- hard landings
fJI UfJt::Ut::oa ::tU 11\t:
- engine fire
- lighting strike
- occurrence of other malfunctions and damage
Unscheduled maintenance checks are described in the
Airplane Maintenance Manual (Doe. No. 6.02.01;
Section 05-50).
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8.3 AIRPLANE ALTERATIONS OR REPAIRS
Alterations or repairs of the airplane may be carried out only according to the Airplane
Maintenance Manual, Doe. No. 6.02.01, and only by authorized personnel.
8.4 GROUND HANDLING I ROAD TRANSPORT
8.4.1 GROUND HANDLING WITHOUT TOW BAR
During forward traversing the nose wheel will follow the movement ofthe airplane. Change in direction is achieved by pulling on the propeller near the spinner. To traverse in the rear direction, the tail section of the airplane should be pushed down until the nose wheel is clear of the ground. This method can also be used to turn the airplane around its main landing gear.
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I
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.
Page 8-4 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 DAFM
Diamond
AIRCRAFT
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.
Handling
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 8-5
Handling
. .
T.W
Diamond
AIRCRAFT
DA40AFM
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. lt 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 coniroi surfaces gust iock is instaiied as foiiows:
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.
NOTE lt is recommended to cover the canopy when the airplane is parked outdoors, in direct sunlight, at outside air temperatures above +25 oc
(77 °F), in order to prevent excessive heat generation within the instrument panel which can cause damage to the equipment. Such a canopy cover is available from Diamond Aircraft Industries, P/N: S_30172.
Page 8-6 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 D AFM
Diamond
AIRCRAFT
Temporary Revision
Removal of Pilot Gust
Lock Mount
Affected Chapters:
8.4 GROUND HANDLING I ROAD TRANSPORT
8.4.3 PARKING
The Figures are amended to read:
Doe.# 6.01.05-E TR-MAM 40-1 020 13-Sept-2018 8-7a
DA40 DAFM
.,.Diamond
AIRCRAFT
Handling
Doe. # 6.01.05-E Revision 6 31-Jul-20 13
I
HondUng
J~&Diamond
AIRCRAFT
DA40AFM
8.4.4 MOORING
The tail fin of the airplane has a hole which can be used to tie-down the airplane to the ground. Also on each wing near the wing tip, an eyelet with a metric M8 thread can be installed and used as tie"'down points.
8.4.5 JACKING
The airplane can be jacked at the two jackpoints located on the lower side of the fuselage's
LH and RH root ribs as well as at the tail fin.
8.4.6 ALIGNMENT
For alignment push down on the tail section at the fuselage/vertical tail junction until the nose wheel is clear of the ground. With the nose wheel free, the airplane can be turned around the main landing gear. After turning the airplane into the correct position, release the tail section slowly until the nose wheel is back on the ground.
I
Page 8-8 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
DA40 D AFM
66Diamond
AIRCRAFT
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. lt must be ensured that the fuselage will not move in any direction. Furthermore, it must be ensured that the propeller has sufficient clearance so that it cannot be damaged due to fuselage movement during transportation.
2. Wings:
For transportation, both wings must be removed from the fuselage. To avoid any damage, the wings must be stored in an upright position on the leading edge with the root rib area positioned on an upholstered profiled surface with a width of at least 400 mm (1.3 ft). The outside wing area (approximately 3 m (10ft) from the root rib area) must be placed on an upholstered profiled surface with a minimum width of 300 mm (1 ft).
The wings must be secured to avoid any sliding movement to the rear.
3. Horizontal stabilizer:
The horizontal stabilizer must be stored flat on the trailer and secured with straps, or in an upright position sitting on the leading edge on a profiled surface. All storing surfaces must be upholstered with felt or cellular rubber.
Doe.# 6.01.05-E Revision 6 31-Jul-2013 Page 8-9
I
HaodUog
8.5 CLEANING AND CARE
Diamond
AIRCRAFT
DA40AFM
I
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, it is recommended to protect the airplane against moisture and dampness. it is a! so recommended not to store HH~ airpiane OLHS1de for !ong periods of time.
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. l:!etore starting, ensure tnat tne detergent does not arrect tne surrace nn~sn.
Use commercial automotive preservatives without silicone additives to conserve the paint finish.
Page 8- 10 Revision 6 31-Jul-2013 Doe. # 6.01.05-E
DA40 DAFM
~A
'V
Diamond
AIRCRAFT
Handling
8.5.2 CANOPY AND REAR DOOR
The canopy and rear door should be cleaned with 'Piexiklar' 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.
The manufacturer uses PU paint or acrylic paint which is resistant to almost any solvent.
The blades may be treated with commercial automotive cleaning agents or preservatives.
The penetration of moisture into the wooden core must be avoided by all means. Should doubts arise, an appropriately rated inspector must be consulted.
8.5.4 ENGINE
Engine cleaning is part of the scheduled inspections.
8.5.5 INTERIOR SURFACES
The interior should be cleaned using a vacuum cleaner. All loose items (pens, bags etc.) should be removed or properly stored and secured.
All instruments can be cleaned using a soft dry cloth, plastic surfaces should be wiped clean using a damp cloth without any cleaning agents.
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 8 -11
I
HandUng DA40AFM
8.6 GROUND DE-ICING
Approved de-icing fluids are:
Name
I.KiWro•t"
Manufao'"'•'
"Aeroshell"
Any source
Compound 07
AL-5 (DTD 4060)
1. Remove any snow from the airplane using a soft brush.
2. Spray de-icing fluid onto ice-covered surfaces using a suitable spray bottle.
3. Use a soft piece of cloth to wipe the airplane dry.
I '
Page 8- 12 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
DA40 DAFM
4aDiamond
"V
AIRCRAFT
Supplements
CHAPTER 9
SUPPLEMENTS
Page
9.1 INTRODUCTION ....................................... 9-2
9.2 LIST OF SUPPLEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Doe.# 6.01.05-E Revision 6 31-Jul-2013 Page 9- 1
I
Supplomon!o
•Diamond
'ey AIRCRAFT
DA40DAFM
I
9.1 INTRODUCTION
Chapter 9 contains information concerning additional (optional) equipment ofthe DA 40 D.
Unless otherwise stated, the procedures given in the Supplements must be applied in addition to the procedures given in the main part of the Airplane Flight Manual.
All approved supplements are listed in the List of Supplements in this ChapteL
The Airplane Flight Manual contains exactly those Supplements which correspond to the installed equipment according to the Equipment Inventory of Section 6.5,
Page 9-2 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
DA40 DAFM
•Diamond
AIRCRAFT
Temporary Revision
SIN 40.080
9.2 LIST OF SUPPLEMENTS
The following supplements must be added to the List of Supplements: s
Supplement A10, DME, KN 62 A s Supplement A25, Audio Panel, GMA 340, VFR
Doe. No. 6.01.05-E
TR-RAM-
40-026
06 Jun 2003 Page 6 of6
DA40 DAFM
.-.Diamond
AIRCRAFT
Supplements
9.2 LIST OF SUPPLEMENTS
Airplane SIN:
·~\Jl{ " ?J;f.
Registration:
\~V,
\L;
c
Date: Z.fJ 10
:--
. · . '
'
sup.
.No;
'
..
Title
Rev.
No.
Date applicable
YES NO lntercomm System,
A2 Model PM 1000 11
PS Engineering, Inc.
0 11-Nov-2002 D .X
A9
ADF, KR 87
Bendix/King
A10
A11
DME, KN 62A
Bendix/King
Compass System, KCS 55 A
Bendix King
A13
Autopilot, KAP 140
Bendix/King
COM I NAV I GPS
A17 GNS 430
Garmin
A18
Audio Panel, GMA 340
Garmin
A19
Transponder, GTX 327
Garmin
A20
CDI, GI106A
GARMIN
2
2
4
1
3
2
0
0
17 -Feb-2003
17 -Feb-2003
15-Mar -2005
26-May-2003
22-Jun-2005
22-Jun-2005
11-Nov-2002
11-Nov-2002
D
D
)(
·~
D
~
)('
D
D
D
D
D
'(
~
'>(
~
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 9-3
Supplements
~Diamond
AIRCRAFT
DA40 DAFM
Airplane
SIN:])~
.
JG f
Registration:
Sup .
. No,
8PS Annunciation Unit
A23 MD41-148811484
MID CONTINENT
A24
Stormscope
WX500
A25 l\udio Pane!
8MA340, VFR
COM I NAV I 8PS
A26 8NS 430, VFR
; GARMIN
COM I NAV I 8PS
A28 8NS 530 (VFR Operation)
8armin
A29
Transponder, 8TX 330 I 8TX 328
8armin
Integrated Avionics System
A31 81000, VFR Operation
8armin
Integrated Avionics System
A32 81000, IFR Operation
8armin
20-Dec-2002 D
~
2
2
28-Feb-2003 t'
~ D
15-Mar-2005 D ~·
0 20-Mar-2003
D
D
1 11-0ct-2007 D
3 01-Jun-2008
'
D
4
15-Mar-2005
12-Mar-2012
""'
>(
J(
?(
D
'
~
Page 9-4 Revision 6 31-Jul-2013 Doe.# 6.01.05-E
DA40 DAFM
._.Diamond
~
AIRCRAFT
Supplements
Airplane
S/N:'~ _,.?6 •t
Registration: t ts~'c:r c
Date:
·"")!?I' ; -
·
0· J su~.
Nq;<
Title
Rev.
N().
Date applicable
YES NO
Attitude Indicator,
E3 AIM 1100-14LK(OD)
BF Goodrich
1 14-Mar-2003
D
>'
DIGITAL CHRONOMETER
E4 MODEL 803
DAVTRON
0 11-Nov-2002
D
X
Attitude Indicator,
E5 LUN 1241
MIKROTECHNA
0 11-Nov-2002
D
<
Operation with Baggage
Extension and Baggage Tray
E6 0 09-Jan-2004
D ~
E7 Winter Baffle Fresh Air Inlet 1 27-Apr-2005
D
~
Emergency Locator Transmitter,
S1 Model E-01
ACK
Emergency Locator Transmitter,
S2 JE2-NG
JOLLIET ELECTRONIQUE
S3
Emergency Locator Transmitter
ELT, ARTEX C406-1
0 11-Nov-2002
D
~
0 11-Nov-2002
D
·~
0 12-May-2003
D
-~
Doe. # 6.01.05-E Revision 6 31-Jul-2013 Page 9-5
Supplements
66Diamond
T4?'
AIRCRAFT
DA40 DAFM
S4 ELT Artex ME 406 10-Apr-2007 0
I I I I I I I
Page 9-6 Revision 6 31-Jul-2013
\t
Doe. # 6.01.05-E
DA40 D FHB
•Diamond
AIRCRAFT
Erglinzung A13
Autopilot, KAP 140
ERGANZUNG A 13
ZUM FLUGHANDBUCH DA 40 D
AUTOPILOT -SYSTEM
KAP 140
BENDIX/KING
Dok. Nr. : 6.01.05
Ausgabedatum der Erg~nzung : 11 November 2002
Unterschrift
Be hOrde
Stempel
Anerkennungsdatum
4\USTRO ···
Abi,
13. DEL 1.002 l l nmbli
,·imik
Diese Erg~nzung ist anerkannt fOr die Joint Aviation Authorities (JAA) durch die Osterreichische Luftfahrtbehorde Austro Control (ACG) als primare Zulassungsbehorde
(PGA) in Obereinstimmung mit den JAA Zulassungverfahren (JAA JCNP).
DIAMOND AIRCRAFT INDUSTRIES GMBH
N.A. OTTO·STR. 5
A-2700 WIENER NEUSTADT
OSTERREICH
Seite9·A13·0
DA40 D FHB
•Diamond
· AIRCRAFT
Erglinzung A13
Autopilot, KAP 140
Rev. AnlaB
Nr.
Ab· schnltt
Se~e Datum der
Revision
An er· kennungs·
V$fll!erk
Datum der Datum der Unter·
Anerkennung Ein· schrift arbeltun9
MAM 40-099
P/N Anderung
Autopilot
Computer alle alle ausgenommen
26-Mai-2003
9-A13-0
\
Dok. Nr. 6.01.05 Revision 1 26 Mai 2003 Seite 9 - A 13 - 1
DA 40 D FHB
.Diamond
AIHCHA/-1
Ergiinzung A13
Autopilot, KAP 140
0.2 VERZEICHNIS DER SEITEN
Kapitel
0
1
2
3
Seite
9-A13-0
9-A 13-1
9-A13-2
9-A13-3
9-A13-4
9-A13-5
Datum
11 Nov 2002
26 Mai 2003
26 Mai 2003
26 Mai 2003
26 Mai 2003
26 Mai 2003
9-A13-6 anerk. 9-A13-7 anerk. 9-A 13-8
26 Mai 2003
26 Mai 2003
26 Mai 2003
9-A13-9 26 Mai 2003
9-A13-10 26 Mai 2003
9-A13-11 26 Mai 2003
9-A13-12 26 Mai 2003
Dok. Nr. 6.01.05 Revision 1 26 Mai 2003 Seite 9- A13- 2
DA 40 D FHB
4A
48
5,6
Erganzung A 13
Autopilot, KAP 140
9-A 13-12 26 Mai 2003
9-A 13-13 26 Mai 2003
9-A 13-14 26 Mai 2003
9-A13-15 26 Mai 2003
9-A13-16 26 Mai 2003
9-A13-17 26 Mai 2003
9-A 13-18 26 Mai 2003
9-A 13-19 26 Mai 2003
9-A13-20 26 Mai 2003
9-A13-21 26 Mai 2003
9-A13-22 26 Mai 2003
9-A13-23 26 Mai 2003
9-A13-24 26 Mai 2003
9-A13-25 26 Mai 2003
9-A·i3-26 ; 26 i'viai 2003
9-A13-27 26 Mai 2003
9-A13-28 26 Mai 2003
9-A13-29 26 Mai 2003
9-A13-29 26 Mai 2003
9-A13-30 26 Mai 2003
9-A13-31 , 26 ~v1ai 2003
26 Mai 2003
9-A13-321
9-A13-33 26 Mai 2003
Dok. Nr. 6.01.05 Revision 1 26 Mai 2003 Seite 9 - A 13 - 3
DA 40 D FHB
7
8
Erganzung A13
Autopilot, KAP 140
9-A13-33 26 Mai 2003
9-A13-34 26 Mai 2003
9-A13-35 26 Mai 2003
9-A13-36 26 Mai 2003
9-A13-37 26 Mai 2003
9-A13-38 26 Mai 2003
9-A13-39 26 Mai 2003
9-A13-40 26 Mai 2003
9-A13-41 26 Mai 2003
9-A13-42 26 Mai 2003
Dok. Nr. 6.01.05 Revision 1 26 Mai 2003 Seite 9 - A 13 - 4
DA 40 D FHB
•Diamond
AIRCRAFT
Erganzung A13
Autopilot, KAP 140
0.3 INHAL TSVERZEICHNIS
Seiie
1. ALLGEMEINES ........................................... 9-A13-6
2. BETRIEBSGRENZEN ...................................... 9-A13-7
3. NOTVERFAHREN ............. . . ................ 9-A13-9
4A. NORMALE BETRIEBSVERFAHREN .. . ................ 9-A13-12
48. ABNORMALE BETRIEBSVERFAHREN ................. 9-A13-29
5. LEISTUNGEN . ........................................ 9-A13-33
6. MASSE UNO SCHWERPUNKT .. . ............... 9-A13-33
7. BESCHREIBUNG DES FLUGZEUGES UNO SEINER SYSTEME ... 9-A13-33
8. HANDHABUNG, iNSTANDHALTUNG Ut'liO VVARTUNG ........... 9~Ai3~42
Dok. Nr. 6.01.05 Revision 1 26 Mai 2003 Seite 9 - A 13 - 5
DA40DFHB
Erganzung A13
Autopilot, KAP 140
1. ALLGEMEINES
Diese Erganzung liefert die notigen lnformationen zur effizienten Bedienung des
Flugzeuges, wenn das Autopilot-System KAP 140 installiert ist. Die lnformationen, die in dieser Erganzung enthalten sind, mussen zusammen mit dem vollstandigen Handbuch verwendet werden.
Diese Erganzung ist ein permanenter Teil des Flughandbuches und mur.. solange im
Handbuch verbleiben, wie das Autopilot-System KAP 140 installiert ist.
Diese Erganzung wurde nach bestem Wissen und Gewissen Obersetzt. In jedem Fall ist die Originalversion in englischer Sprache mar..geblich.
Dok. Nr. 6.01.05 Revision 1 26 Mai 2003 Seite 9 - A 13 - 6
DA 40 D FHB
Ergiinzu ng A 13
Autopilot, KAP 140
2. BETRIEBSGRENZEN
A. Die gesamte Vorflugkontrolle gemar.. Kapitel 4 dieser Ergiinzung mur.. vor jedem
Flug erfolgreich beendet sein. Die Verwendung des Autopiloten oder der manuellen elektrischen Trimmung vor Beendigung dieser Tests ist verboten.
B. Wiihrend des Autopilotbetriebs mur.. ein Pilot angeschnallt auf dem linken Pilotensitz sitzen.
C. Der Autopilot mur.. bei Start und Landung deaktiviert sein.
D. Das System ist nur fOr Category 1-Betrieb (Approach-Modus gewiihlt) zugelassen.
E. Der gror..te zuliissige Klappenausschlag im Landeanflug ist die T/0-Position.
F. Maximale Geschwindigkeit Autopilot: 165 KIAS
Minimale Geschwindigkeit Autopilot: 70 KIAS
G. Das !ntercep!ieren vorgewah!!er Hohen un!er 800ft uber Grund ist verboten (sofern die 'Altitude Preselect'-Option installiert ist)
H. Der Autopilot mur.. beim Landeanflug unterhalb von 200ft iiber Grund und bei alien anderen Flugphasen unterhalb von 800ft iiber Grund deaktiviert sein.
I. Das Obersteuern des Autopiloten (d.h. manuelles Eingreifen), um die Liings- oder
Querneigung zu iindern, ist verboten (wiihrend des Manovers entkoppeln oder CWS driicken).
J. Die AUTOPILOT-Sicherung mur.. gezogen werden, wenn die rote TRIM FAIL-
Warnleuchte im Flug aufleuchtet, aber erst nach Abschlur.. der Notverfahren (Kapitel
3). Die manuelle elektrische Trimmung und die automatische Trimmung durch den
Autopiloten werden durch Ziehen der AUTOPILOT-Sicherung deaktiviert.
Dok. Nr. 6.01.05 Revision 1 26 Mai 2003 Seite 9 - A 13 7
DA 40 D FHB
.Diamond
AIHCHAfl
Erganzung A13
Autopilot, KAP 140
ANMERKUNG
Die rote TRIM FAIL-Warnleuchte leuchtet normalerweise wahrend des Vorflug-Selbsttests auf. Wenn die TRIM FAIL-
Warnleuchte nach dem Vorflug-Selbsttest noch leuchtet, mul1 die AUTOPILOT-Sicherung gezogen werden. Die
TRIM FAIL-Warnleuchte erlischt, sobald die Sicherung gezogen ist.
K. Bei offenem Alternate Static-Venlil mul1 der Autopilot deaktiviert werden.
L. Folgendes Hinweisschild fOr Betriebsgrenzen ist im direkten Sichtfeld des Piloten anzubringen:
Betriebsgrenzen des KAP 140 Autopilot-Systems:
Wenn 'Alternate Static' offen ist, AP nicht verwenden.
AP und Trimmcheck vor jedem Flug durchfOhren (siehe FHB).
AP wahrend des Starts und der Landung ausschalten.
Maximale Fluggeschwindigkeit fOr den AP: 165 KIAS
Minimale Fluggeschwindigkeit fOr den AP: 70 KIAS
AP-Mindestfluqhohen:
Reise-, Steig-, Sinkflug und Kurvenflug:
Landeanflug:
800 Fuss/Gnd
200 Fuss/Gnd
Dok. Nr. 6.01.05 Revision 1 26 Mai 2003 Seite 9- A13- 8
DA 40 D FHB
.Dia~J!r!c'!J! Ergiinzung A13
Autopilot, KAP 140
3. NOTVERFAHREN
Folgendes Vier-Punkte-Verfahren sollte Teil der grundlegenden Notverfahren des
Flugzeugs sein, die der Pilot auswendig kann. Es ist wichtig, dafl. der Pilot geObt ist, a lie vier Punkte auszufOhren, ohne in diesem Handbuch nachzuschlagen. lm Falle einer Fehlfunktion des Autopiloten, der automatischen Trimmung oder der manuellen elektrischen Trimmung (Punkte A und B gleichzeitig durchfOhren):
A. SteuerknOppel - FESTHAL TEN und Kontrolle Ober das Flugzeug wiedererlangen.
B. AP DISC-Knopf- DRUCKEN und HAL TEN wiihrend des Abfangens.
C. FLUGZEUG - manuell neu TRIMMEN - nach Bedarf.
D. AUTOPILOT-Sicherung- ZIEHEN.
ANMERKUNG
Alternativ kann der Avionik-Hauptschalter ausgeschaltet werden, um die Stromversorgung des Autopiloten und des elektrischen Trimmsystems zu unterbrechen. Wenn notig, sind Punkte A bis C durchzufOhren (s.o.) und der Avionik-
Hauptschalter auszuschalten, bevor die AUTOPILOT-Sicherung lokalisiert und gezogen wird. Sobald wie moglich ist der Av1on1K-Hauptscna1ter w1eder e1nzuscna1ten, dam1t d1e restlichen Avionik-Geriite mit Strom versorgt werden. Die
Primiirinstrumente fOr Fluglage, Geschwindigkeit und Flughohe bleiben durchgehend funktionstOchtig.
Dok. Nr. 6.01.05 Revision 1 26 Mai 2003 Seite 9 - A 13 - 9
DA 40 D FHB
.Diamond
A/HCHAI-1
Erganzung A 13
Autopilot, KAP 140
WARNUNG
Nach einer Fehlfunktion des Autopiloten, der automatischen
Trimmung oder der manuellen elektrischen Trimmung darf nicht versucht werden, den Autopilot wieder zu aktivieren, solange die Ursache der Fehlfunktion nicht behoben wurde.
Maximale Hohenverluste und maximale absolute Fluglageanderungen durch eine
Autopilot-Fehlfunktion:
Konfiguration
Reise-, Steig-, Sinkflug
Manover
Landeanflug
Hoh.enveri!,Jst . Uingsneigung Querneigung
(Anstellwinkel)
400ft 25° 50°
400ft
100ft
25°
15°
35°
20°
HINWEISE
Folgende Absatze beinhalten zusatzliche lnformationen, um dem Piloten ein besseres
Verstandnis der empfohlenen Vorgehensweise in einer Notfallsituation zu geben.
1. Eine Fehlfunktion der automatischen Trimmung kann an einer unbeabsichtigten
Flugbahnanderung oder an abnormalen Steuerausschlagen oder Bewegungen des
Trimmrads erkannt werden. In manchen Fallen, speziell bei automatischer Trimmung, kann keine oder nur eine geringe Flugzeugbewegung auftreten, dennoch kann die rote TRIM FAIL-Warnleuchte aufleuchten und ein Warnsignal ertonen. Die prima re Aufgabe als Reaktion auf eine Fehlfunktion des Autopiloten oder der automatischen Trimmung oder auf die automatische Deaktivierung des Autopiloten is! das Erhalten der Kontrolle uber das Flugzeug. Halten Sie sofort den Steuerknuppel fest, drucken und halten Sie den AP DISC-Knopf wahrend des Abfangens. Betatigen Sie die Steuer nach Bedarf, um das Flugzeug sicher innerhalb aller Betriebsgrenzen zu halten.
Dok. Nr. 6.01.05 Revision 1 26 Mai 2003 Seite 9- A13- 10
DA 40 D FHB
•DiamJ!c'!J!
Erganzung A13
Autopilot, KAP 140
Die Trimmung sollte manuell betatigt werden, je nach Bedarf zur Reduktion der
Steuerkrafte. Schlief).lich ist die AUTOPILOT-Sicherung zu lokalisieren und zu ziehen, um diese Systeme komplett stillzulegen.
2. Eine Fehlfunktion der manuellen elektrischen Trimmung kann am Aufleuchten der roten TRIM FAll -WnrniP.ur.htP. mit zusiitzlir.hP.m akustisr.hen Warnton erkannt werden, oder auch an abnormalen Trimmradbewegungen bei deaktiviertem Autopiloten und ohne Betatigung der manuellen elektrischen Trimmung durch den Piloten.
Wie bei der Fehlfunktion des Autopiloten is! die erste Aufgabe nach einer Fehlfunktion der manuellen elektrischen Trimmung das Wiedererlangen der Kontrolle uber das Flugzeug. Halten Sie den Steuerknuppel fest, drucken und halten Sie den
AP DISC-KnuiJL St:lilief).lidi i~l die AUTOPILOT-Sit;IJeJuliy
LU lukalisi8f'Elll und lU ziehen.
3. Beachten Sie, dar.. das Notverfahren fUr jede Fehlfunktion im wesentlichen dasselbe ist: Halten Sie sofort den Steuerknuppel fest und erlangen Sie die Kontrolle uber das
Flugzeug zuruck, wahrend Sie den AP DISC-Knopf drucken und halten, und trimmen Sie das Flugzeug nach Bedarf handisch nach. Nach diesen Schritten is! das automatische bzw. elektrische Trimmsystem durch Ziehen der richtigen Sicherung stillzulegen. Wie bei jedem anderen Notverfahren ist es wichtig, daf). der Pilot die vier Schritte der Notverfahren fUr Autopilot/elektrische Trimmung gemar.. Seite 9 dieser Erganzung auswendig weir...
4. Der Avionik-Hauptschalter kann bei Bedarf zur Trennung der Stromversorgung des
Autopilot- bzw. elektrischen Trimmsystems verwendet werden, bis die entsprechende Sicherung lokalisiert und gezogen wurde. Danach ist umgehend der Avionik-
Hauptschalter wieder einzuschalten. Bei ausgeschaltetem Avionik-Hauptschalter bleiben alle Fluguberwachungsinstrumente betriebsbereit, die COM-, NAV- und ldentifikationsgerate sind jedoch inoperativ.
5. Der Autopilot KAP 140 hat einen Anstellwinkelsensor, der abnormale Flugzeugbeschleunigungen in der vertikalen Achse erkennt; dadurch kann bei schnellen
Anderungen des Anstellwinkels - aus welchen Grunden immer - der Autopilot automatisch deaktiviert werden.
6. Es is! essentiell, dar.. alle Teile des Autopilot- und elektrischen Trimmsystems vor jedem Flug gemar.. den hierin beschriebenen Verfahren kontrolliert werden, damit deren lntegritat und der sichere Betrieb im Fluge gewahrleistet sind.
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Autopilot, KAP 140
WARNUNG
Nach einer Fehlfunktion des Autopiloten, der automatischen
Trimmung oder der manuellen elektrischen Trimmung darf nicht versucht werden, den Autopilot wieder zu aktivieren oder die manuelle elektrische Trimmung zu verwenden, solange die Ursache der Fehlfunktion nicht behoben wurde.
4A. NORMALE BETRIEBSVERFAHREN
4A.3.4.A VOR DEM ROLLEN
1. STROMVERSORGUNG UND SELBSTTEST - Ein Selbsttest wird mit Einschalten der Stromversorgung des Computers durchgefl.ihrt. Dieser Selbsttest ist eine Abfolge einzelner interner Checks, die den ordnungsgemar..en Betrieb des Systems i.iberpri.ifen, bevor normaler Betrieb ermoglicht wird. Die Abfolge wird durch 'PFT' und eine ansteigende Zahl fUr die einzelnen Schritte angezeigt. Der erfolgreiche
Abschlur.. des Selbsttests wird durch Aufleuchten aller Display-Segmente (Display-
Test) und durch den 'Disconnect'-Ton angezeigt.
ANMERKUNG
Nach erfolgtem Vorflug-Selbsttest kann das rote 'P' auf dem
Display des Autopiloten aufleuchten, um darauf hinzuweisen, dar.. die Nickachse (Pitch Axis) nicht aktiviert werden kann. Dieser Zustand sollte ein vori.ibergehender sein und ea. 30 Sekunden dauern. Das 'P' geht aus, und normaler
Betrieb ist moglich.
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Autopilot, KAP 140
Wenn die Stromversorgung des Autopiloten im Flug ausund eingeschalten wird (d.h. etwa uber die AUTOPILOT-
Sicherung), kann eine 5-minutige Verzogerung vor der Verwendung des Autopiloten notig sein, um den Nickachsen-
Beschleunigungsmesser-Schaltkreis zu stabilisieren. Cin
Aktivieren vor der Stabilisierung kann zu leicht unregelma!1igem Verhalten der Nickachse fl.ihren.
WARNUNG
Wenn die TRIM FAIL-Warnleuchte anbleibt, hat die automatische Trimmung den Vorflug-Test nicht bestanden. Die
AUTOPILOT-Sicherung mu!1 gezogen werden. Die manuelle elektrische Trimmung kann nicht verwendet werden.
2. TEST DER MANUELLEN ELEKTRISCHEN TRIMMUNG wie folgt:
Drucken Sie AP DISC-Knopf, wahrend Sie die manuelle elektrische Trimmung betatigen. Die manuelle elektrische Trimmung sollte weder in Richtung NOSE UP noch in Richtung NOSE DOWN arbeiten.
3. AUTOPILOT- AKTIVIEREN durch Drucken des AP-Knopfes. dal1 die Autopilot-Kupplungen ubersteuert werden konnen.
5. AP DISC-Knopf- DROCKEN. Prufen, ob der Autopilot deaktiviert wird.
6. TRIMMUNG- handisch aufTAKE-OFF stellen.
7. AP DISC-Knopf- DRUCKEN.
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Autopilot, KAP 140
8. Bedienung von Hohenalarm/Hohenvorwahl (falls die 'Altitude Preselect'-Option installiert ist) a. BARO-Einstellung- prOfen.
WICHTIGER HINWEIS
Sollte die Installation keine automatische Baro-Einstellung beinhalten, blink! das Baro-Display bis zur manuellen Eingabe durch den Piloten. Setzen Sie die manuellen Eingaben wahrend des Fluges fort, jedesmal wenn das QNH am Hohenmesser eingestellt werden mu~. Es werden keine weiteren Aufforderungen (Biinken) erteilt. b. ALTITUDE SELECT-Knopf (Hohenvorwahl; nur vorhanden wenn die 'Altitude
Preselect'-Option installiert ist) - DREHEN bis die gewOnschte Flughiihe angezeigt wird.
ANMERKUNG
Eine Hohenwarnung wird 1000 ft vor Erreichen der gewahlten Flughohe erteilt. Nach Erreichen der gewahlten Flughohe wird eine weitere Warnung erteilt, sobald das Flugzeug von der gewahlten Flughohe urn ±200ft abweicht. Die Warnung besteht aus einer Serie 5 kurzer Tone.
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Autopilot, KAP 140
4A.3.8 STEIGFLUG I 4A.3.11 SINKFLUG
1. Trimmung- PRUFEN bzw. EINSTELLEN, um Flugzeug vor Aktivierung des Autopiloten auszutrimmen.
ANMERKUNG
Aktivierung des Autopiloten bei vertrimmtem Zustand kann zu ungewol!!en F!ug!ageiinderungen fUhren und TR!M FA!L-
Warnung auslosen.
2. AP-Knopf - DROCKEN. Achten Sie darauf, da~ die 'ROL' und 'VS'-Anzeigen angehen. Wenn keine weiteren Moden gewiihlt sind, arbeitet der Autopilot den Moden
'ROL' und 'Vertical Speed Hold' ('Halten der Steig-/Sinkgeschwindigkeit').
WARNUNG
Bei aktiviertem Autopiloten mu~ der verantwortliche Pilot diesen laufend uberwachen und vorbereitet sein, ihn zu deaktivieren sowie korrektive Sofortma~nahmen - inklusive manueller Steuerung des Flugzeuges und/oder DurchfUhrung von Notverfahren - zu setzen, falls der Autopilot nicht wie erwartet arbeitet oder die Kontrolle Ober das Flugzeug nicht aufrechterhalten wird. verantwortliche Pilot die richtigen Autopilot-Befehle verwenden sowie die geeignete Kombination von Motorleistung und Klappenstellung wiihlen, damit die Geschwindigkeit zwischen 70 und 165 KIAS gehalten wird und das Flugzeug auch die anderen Betriebsgrenzen nicht Oberschreitet.
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Autopilot, KAP 140
WARNUNG
Bei Betrieb bei oder nahe der Geschwindigkeit fOr die beste
Steigrate und Verwendung der 'Vertical Speed Hold'-Funktion kann es leicht zu einer Verzogerung auf eine
Geschwindigkeit auf der Ruckseite der Leistungskurve kornrnen, wo eine Abnahrne der Fluggeschwindigkeit zu einer
Abnahrne der Steigrate fOhrt. Andauernder Betrieb auf der
Ruckseite der Leistungskurve irn 'Vertical Speed Hold'-Modus fOhrt zurn Oberziehen.
Bei Betrieb bei oder nahe der rnaxirnalen Geschwindigkeit fOr den Autopiloten kann eine Verrninderung der Leistung notwendig sein, urn die gewunschte Sinkrate zu halten, ohne die rnaxirnale Geschwindigkeit fOr den Autopiloten zu
Oberschreiten.
WICHTIGER HINWEIS
Verrneiden Sie abrupte Leistungsanderungen bei geringer angezeigter Fluggeschwindigkeit und aktiviertern Autopiloten.
WARNUNG
Versuchen Sie nicht, dern Autopilot zu helfen bzw. bei aktiviertern Autopiloten das Flugzeug von Hand zu steuern, da dieser dann die Trirnrnung betatigt, urn dern Steuerausschlag entgegenzuwirken. Wenn der Pilot bei aktiviertern
Autopiloten die Steuerung von Hand betatigt, kann dies zu einer Fehltrirnrnung des Flugzeugs begleitet von groBen
Hohensteuerkraften fOhren.
3. BARO-Einstellung - PRO FEN wenn nicht autornatisch.
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Autopilot, KAP 140
4. Verwendung von CWS a. CWS-Knopf- DROCKEN und Flugzeugnase auf die gewOnschte Steig-/Sinkrate
BEWEGEN. b. CWS-Knopf - LOS LASS EN. Der Autopilot regelt die Steig-/Sinkrate bis hin zu den Grenzwerten von ±2000 fUmin.
5. Verwendung von 'Vertical Trim' a. VERTICAL TRIM-Steuerung - DRUCKEN Sie entweder den UP- (hinauf) oder den ON- (hinunter) Knopf, um die Steig-/Sinkrate innerhalb der Grenzwerte von
±2000 fUmin zu verandern. b. VERTICAL TRIM-Steuerung- LOSLASSEN, sobald die gewOnschte Steig-/Sinkrate angezeigt wird. Der Autopilot wird diese dann halten.
4A.3.9 RE!S(::FLUG
ANMERKUNG
I m 'Altitude Hold' kann die Flughohe in starken Turbulenzen um bis zu 120ft variieren, wenn die bei Geschwindigkeit von 70 auf 140 KIAS verandert wird.
1. AL T-Moduswahlknopf- DROCKEN. Beachten Sie, daB die Anzeige 'AL T' aufleuchtet. Der Autopilot halt nun die gewahlte Baro-korrigierte Flughohe.
2. Vorgewahlte Flughohe (sofern 'Altitude Preselect'-Option installiert ist) a. ALTITUDE PRESELECT-Knopf (Hohenvorwahl) - DREHEN bis gewOnschte
Flughohe angezeigt wird. Beachten Sie, daB bei Hohenvorwahl automatisch die
Anzeige 'ARM' aufleuchtet, wenn der Autopilot aktiviert ist.
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Autopilot, KAP 140 b. ARM-Knopf (Altitude Select Mode= FlughOhenvorwahi-Modus) • DROCKEN, um das lnterceptieren der Flughi:ihe zu aktivieren/deaktivieren. c. Flugzeug • Steig-/Sinkrate fUr das lnterceptieren der gewiihlten Flughohe EIN-
STELLEN.
ANMERKUNG
Turbulenzen verschlechtern die Kursverfolgung durch den
Autopiloten. Die Verwendung des ROL-Basismodus wird bei
Betrieb in starken Turbulenzen empfohlen. Bei schwersten
Turbulenzen wird empfohlen, den Autopiloten zu deakti· vieren und das Flugzeug hiindisch zu steuern.
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Autopilot, KAP 140
3. Hohenanderungen a. Unter Verwendung von CWS (empfohlen fOr Hohenanderungen Ober 100ft)
1) CWS-Knopf- DROCKEN und Flugzeug auf gewunschte Hohe bringen.
2) CWS-Knopf - LOSLASSEN sobald die gewunschte Hohe erreicht ist. Der
Autopilot wird diese dann halten. b. Unter Verwendung von 'Vertical Trim' (empfohlen fOr Hohenanderungen unter
100ft)
1) VERTICAL TRIM-Steuerung- DRUCKEN und HAL TEN des UP- (hinauf) oder rlAs DN- (hinunfAr) KnopfAs 'VArtical Trim' wird eine Rate von etwa 500 ftlmin wahlen.
2) VERTICAL TRIM-Steuerung - Loslassen, sobald die gewunschte Hohe erreicht ist. Der Autopilot wird diese dann halten.
ANMERKUNG
Alternativ kann UP oder DN mehrmals kurz gedruckt werden, um einen Anstieg oder ein Absinken der Referenzhohe von 20ft pro Knopfdruck zu programmieren.
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Autopilot, KAP 140
4. Steuerkursanderungen a. Manuelle Steuerkursanderungen im ROL-Modus
1) CWS-Knopf- DROCKEN. STEUERN Sie das Flugzeug auf den gewUnschten
Kurs.
2) CWS-Knopf - LOSLASSEN. Der Autopilot wird versuchen, das Flugzeug geradeaus im ROL-Modus zu fliegen.
ANMERKUNG
Der Steuerkurs kann sich im ROL-Modus infolge Turbulenzen andern. b. 'Heading Hold' (Steuerkurs halten)
1) 'Heading Selector Bug' - DREHEN auf den gewUnschten Steuerkurs (Heading).
2) HDG-Knopf (Steuerkurs-Modus)- DROCKEN. Beachten Sie, da~
'HOG' aufleuchtet. Der Autopilot bring! das Flugzeug automatisch auf den gewahlten Steuerkurs (Heading). c. 'Command Turns' (Gesteuerte Kurven; 'Heading Hold'-Modus ein)
1) 'Heading Select'-Knopf- 'HEADING SELECT BUG' auf den Soii-Steuerkurs
DREHEN. Der Autopilot bringt das Flugzeug automatisch auf den neuen gewahlten Steuerkurs (Heading).
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Autopilot, KAP 140 falls Compass System KCS 55A installiert ist:
5. NAV-Kopplung a. Kurszeiger- auf Sollkurs SETZEN. b. 'Heading Select'-Knopf- 'HEADING SELECT BUG' auf gewOnschten lnterceptierwinkel SETZEN und HOG-Modus aktivieren. c. NAV-Moduswahlknopf- DRUCKEN.
1) Wenn der Kursabweichungsbalken mehr als 2-3 Punkte ausgeschlagen ist:
Das Flugzeug verbleibt im HOG-Modus (oder ROL, falls HDG nichi gewahli
!st) mit angezeigtem '!'U\V ARM'; soba!d der errechr.ete !ntercept-Punkt erreicht ist, wird HDG deaktiviert, die Anzeige 'ARM' erlischt, und der gewahlte Kurs wird automatisch interceptiert und verfolgt.
2) Wenn der Kursabweichungsbalken weniger als 2-3 Punkte ausgeschlagen ist: der HOG-Modus wird deaktiviert sobald der NAV-Modus gewahlt wird; die
Anzeige 'NAV' leuchtet auf, und der lnterceptier- und Kursverfolgungsvorgang wird automatisch eingeleitet. falls der vakuumbetriebene DG Sigma-Tek 4000C-17 installiert ist:
5. NAV-Kopplung a. Nr. 1 OBS-Knopf - auf Sollkurs SETZEN. b. NAV-Modus Auswahlknopf- DRUCKEN. Achten, ob NAVARM angezeigt wird. c. 'Heading Select'-Knopf- DREHEN, bis Obereinstimmung mit dem OBS-Kurs.
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Erganzung A 13
Autopilot, KAP 140
ANMERKUNG
Wenn NAV ausgewahlt ist, wird am Autopilot 5 Sekunden lang HOG blinken, um den Piloten daran zu erinnern, den
HOG-Bug auf den OBS-Kurs zu setzen. Basierend auf der
Position des HOG-Bug wird danach automatisch ein 45°lnterceptionswinkel eingestellt.
ANMERKUNG
Eine Interception mit einem beliebigen Winkel nach Erhalt von Radar-Vektoren kann durchgefi.ihrt werden, indem man den HOG-Modus deaktiviert (automatisch zuri.ick in den
ROL-Modus) bevor der NAV-Knopf gedri.ickt wird. Oer
HOG-Bug mul1 weiterhin in Obereinstimmung m it dem OBS-
Kurs stehen um dem Autopiloten den Bezug zum Kurs zu liefern, das Flugzeug wird allerdings bis zur Interception annahernd das letzte Heading verfolgen. d. Wenn der Kursabweichungsbalken (COl) mehr als 2 bis 3 Punkte ausgeschlagen ist: der Autopilot zeigt NAVARM an; wird der errechnete Intercept-Punk! erreicht, wird die ARM-Anzeige erloschen und der gewahlte Kurs automatisch interceptiert und verfolgt. e. Wenn der Kursabweichungsbalken (COl) mehr als 2 bis 3 Punkte ausgeschlagen ist: der HOG-Modus wird deaktiviert sobald der NAV-Modus gewahlt wird; die
Anzeige NAV leuchtet auf, und der lnterceptier- und Kursverfolgungsvorgang wird automatisch eingeleitet (nach einer Zeitspanne von 5 Sekunden, in welcher der HOG-Bug auf den gewi.inschten Kurs eingestellt wird).
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Autopilot, KAP 140
4A.3.12 LANDEANFLUG falls Compass System KCS 55A installiert ist:
1. Approach- (Landeanflug-) Kopplung (APR; ermi:iglicht Glideslope-Kopplung auf einern ILS, ~uwie pliiLisere Kursve1iolgung beim lnstrumentenanflug). a. BARO-Einstellung- PRUFEN wenn nicht automatisch.
1) Kurszeiger- auf Sollkurs SETZEN.
?) 'HAF1cling SAIAr.I'-Knopf - 'HEADING SELECT BUG' auf gewOnschten lnterceptierwinkel DREHEN.
3) 'APR'-Moduswahlknopf- DRUCKEN. a) Wenn der Kursabweichungsbalken mehr als 2-3 Punkte ausgeschlagen ist: Das Flugzeug verbleibt im HOG-Modus (oder ROL, falls HDG nicht gewahlt ist) m it angezeigtem 'APR ARM'; so bald der errechnete Intercept-
Punkt erre!cht !st: wird der HDG~Modus deaktiviert. die Anzeige 'i~RM' erlischt, und der gewahlte Kurs wird automatisch interceptiert und verfolgt. b) Wenn der Kursabweichungsbalken weniger als 2-3 Punkte ausgeschlagen ist: Der HOG-Modus wird deaktiviert sobald der APR-Modus gewahlt wird; die Anzeige 'APR' leuchtet auf, und der lnterceptier- und
Kursverfolgungsvorgang wird automatisch eingeleitet.
4\ Fluaaeschwindiakeit- Halten Sie mindestens 90 bis 100 K!AS wahrend des
Autopilot-Landeanflugs (Empfehlung).
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Autopilot, KAP 140 falls der vakuumbetriebene OG Sigma-Tek 4000C-17 installiert ist:
1. Approach- (Landeanflug-) Kopplung (APR; ermoglicht Glideslope-Kopplung auf einem ILS, sowie prazisere Kursverfolgung beim lnstrumentenanflug). a. Nr. 1 OBS-Knopf - auf Sollkurs SETZEN (beim Localizer als Erinnerungshilfe setzen). b. APR-Modus Auswahlknopf- ORUCKEN. Achten, ob APRARM angezeigt wird. c. 'Heading Select'-Knopf - OREHEN (innerhalb von 5 Sekunden), bis
Obereinstimmung m it dem OBS-Kurs.
ANMERKUNG
Wenn APR ausgewahlt ist, wird am Autopilot 5 Sekunden lang HOG blinken, um den Piloten daran zu erinnern, den
HOG-Bug auf den gewunschten Anflugkurs zu setzen.
Basierend auf der Position des HOG-Bug wird danach automatisch ein 45°-lnterceptionswinkel eingestellt.
ANMERKUNG
Eine Interception mit einem beliebigen Winkel nach Erhalt von Radar-Vektoren kann durchgefl.ihrt werden, indem man den HOG-Modus deaktiviert (automatisch zuruck in den
ROL-Modus) bevor der APR-Knopf gedruckt wird. Oer
HOG-Bug mull weiterhin in Obereinstimmung m it demOBS-
Kurs stehen um dem Autopiloten den Bezug zum Kurs zu liefern, das Flugzeug wird allerdings bis zur Interception annahernd das letzte Heading verfolgen.
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Autopilot, KAP 140 d. Wenn der Kursabweichungsbalken (CD I) mehr als 2 bis 3 Punkte ausgeschlagen ist: der Autopilot zeigt APRARM an; wird der errechnete Intercept-Punk! erreicht, wird die ARM-Anzeige erloschen und der gewi:ihlte Kurs automalisch interceptiert und verfolgt. e. Wenn der Kursabweichungsbalken (CDI) mehr als 2 bis 3 Punkte ausgeschlagen ist: der HOG-Modus wird deaktiviert sobald der APR-Modus gewi:ihlt wird; die
Anzeige APR !euchtet auf, und der !nterceptier- und Kursverfo!gungsvorgang wird automatisch eingeleitet (nach einer Zeitspanne von 5 Sekunden, in welcher der HDG-Bug auf den gewunschten Kurs ein~estellt wird). falls Compass System KCS 55A installiert ist:
2. BC-Landeanflug-Kopplung (d.h. ruckseitiger Localizer-Kurs) (REV) a. BARO-Einstellung - PRO FEN wenn nicht automatisch.
1) Kurszeiger- auf den 'iLS Front Course inbound'-Sieuerkurs SETZEN.
2) 'Heading Select'-Knopf - 'HEADING SELECT BUG' auf gewunschten lnterceptierwinkel DREHEN, HOG-Modus aktivieren.
3) REV-Moduswahlknopf- DRUCKEN. a) Wenn der Kursabweichungsbalken mehr als 2-3 Punkte ausgeschlagen ist: Das Flugzeug verbleibt im HOG-Modus (oder ROL, falls HDG nicht gewi:ihlt ist) m it angezeigtem 'REV ARM'; sobald der errechnete Intercept-
Punk! erreicht ist, wird der HOG-Modus deaktiviert, die Anzeige 'ARM' erlischt, und der gewi:ihlte Kurs wird automatisch interceptiert und verfolgt.
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Autopilot, KAP 140 b) Wenn der Kursabweichungsbalken weniger als 2-3 Punkte ausgeschlagen ist: Oer HOG-Modus wird deaktiviert sobald der REV-Modus gewahlt wird; die Anzeige 'REV' leuchtet auf, und der lnterceptier- und
Kursverfolgungsvorgang wird automatisch eingeleitet. falls der vakuumbetriebene OG Sigma-Tek 4000C-17 installiert is!:
2. BC-Landeanflug-Kopplung (d.h. rlickseitiger Localizer-Kurs) (REV) a. Nr. 1 OBS-Knopf - auf den Localizer Front Course lnbound - Steuerkurs
SETZEN (als Erinnerungshilfe). b. REV-Modus Auswahlknopf- ORUCKEN. c. 'Heading Select'-Knopf- OREHEN, bis Obereinstimmung m it dem Localizer Front
Course lnbound - Steuerkurs.
ANMERKUNG
Wenn REV ausgewahlt ist, wird am Autopilot 5 Sekunden lang HOG blinken, urn den Piloten daran zu erinnern, den
HOG-Bug auf den Localizer Front Course lnbound -
Steuerkurs zu setzen. Basierend auf der Position des HOG-
Bug wird danach automatisch ein 45'-lnterceptionswinkel eingestellt.
ANMERKUNG
Eine Interception mit einem beliebigen Winkel nach Erhalt von Radar-Vektoren kann durchgeflihrt werden, indem man den HOG-Modus deaktiviert (automatisch zurlick in den
ROL-Modus) bevor der REV-Knopf gedrOckt wird.
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Autopilot, KAP 140
Oer HOG-Bug mur.. weiterhin in Obereinstimmung mit dem
Localizer Front Course lnbound - Steuerkurs stehen um dem Autopiloten den Bezug zum Kurs zu liefern, das
Flugzeug wird allerdings bis zur Interception anniihernd das letzte Heading verfolgen. d. Wenn der Kursabweichungsbalken (COl) mehr als 2 bis 3 Punkte ausgeschlagen ist: der Autopilot zeigt REV ARM an; wird der errechnete Intercept-Punk! erreicht, wird die ARM-Anzeige erloschen und der gewahlte Kurs automatisch interceptiert und verfolgt. e. Wenn der Kursabweichungsbalken (COl} mehr als 2 bis 3 Punkte ausgeschlagen ist: der HOG-Modus wird deaktiviert sobald der APR-Modus gewahlt wird; die
Anzeige REV leuchtet auf, und der lnterceptier- und Kursverfolgungsvorgang wird automatisch eingeieitet (nach einer Zeiispanne von 5 Sekunden, in weict1er der HOG-Bug auf den gewunschten Kurs eingestellt wird}.
3. Glideslope-Kopplung
·-
..
-·--
,. '
ANMERKUNG
.
....
>ui.-rl ••nta.-h••nNon hoi Hatrioh irT)
NAV- oder REV-Modus. Glideslope-ARM und -kopplung erfolgen automatisch im APR-Modus, wenn ein Localizer-
Kurs verfolgt wird. a. APR-Modus- AKTIVIEREN. Beachten Sie, daP.. 'GS ARM' aufleuchtet.
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•Dia~':!c'!J! Ergiinzung A13
Autopilot, KAP 140 b. Sobald die Mitte des Glideslope erreicht ist, geht die 'ARM'-Anzeige aus.
ANMERKUNG
Der Autopilot kann den Glideslope von oben oder unten interceptieren.
ANMERKUNG
Das lnterceptieren einer vorgewiihlten Hohe zum Erreichen der MDA ist bei Nichtpriizisionsanflugen nicht zu empfehlen.
Die Glideslope-Kopplung verhindert das lnterceptieren einer vorgewiihlten Hohe am ILS.
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Erganzung A13
Autopilot, KAP 140
4. Fehlanflug (Missed Approach) a. AP DISC-Knopf- DROCKEN, um den Autopiloten zu deaktivieren. b. FEHLANFLUGVERFAHREN - DURCHFUHREN. c. AP-Knopf - nach Trimmung des Flugzeugs DROCKEN, falls Autopilotbetrieb weiterhin erwi.inscht.
ANMERKUNG
Wenn das Verfolgen des ILS-Outbound-Kurses als Teil des
Fehlanflugverfahrens gewi.inscht ist, verwenden Sie den
NAV-Modus, um eine unbeabsichtigte Glideslope-Kopplung zu verhindern.
5. Vor der Landung a. AP DISC-Knopf- DROCKEN zum Deaktivieren des Autopiloten.
48. A8NORMALE 8ETRIE8SVERFAHREN
48.7 FEHLFUNKTION DES AUTOPILOTSYSTEMS
A. Blinkende 'PT'-Anzeige mit einem auf- oder abwarts zeigendem Pfeil auf dem
[)isnlflv des Autooilot-Comouters.
Eine blinkende 'PT'-Anzeige (fi.ir die automatische Trimmung) am Autopilot-Display deutet darauf hin, daf1 die automatische Trimmung den Hohenruder-Servo nicht zeitgerecht entlasten konnte. Dieser Zustand sollte nur vori.ibergehend sein.
1. BLINKENDE 'PT'-ANZEIGE - BEOBACHTEN Sie das Nickverhalten des
Flugzeugs. Wenn das Nickverhalten zufriedenstellend ist, warten Sie 5 - 10
Sekunden bis die Anzeige erlischt.
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Autopilot, KAP 140
2. Sollte die Anzeige weiterhin leuchten: Steuerkni.ippel - FESTHAL TEN, CWS-
Knopf drucken und auf Fehltrimmung pri.ifen. Nach Bedarf manuell nachtrimmen.
3. CWS-Knopf- Loslassen.
4. AUTOPILOT-BETRIEB - FORTSETZEN falls gewif). ist, daf?, die Anzeige der
Fehltrimmung nur vorubergehend war. BEENDEN, falls es Anzeichen einer
Fehlfunktion der automatischen Trimmung gibt.
B. Ein rotes 'P' oder 'R' auf der Anzeige des Autopilot-Computers.
1. Ein rotes 'P' zeigt an, daf?, die Nickachse (Pitch Axis) des Autopiloten abgeschaltet wurde und nicht wieder aktiviert werden kann. AKTIVIEREN SIE
NIGHT EIN SYSTEM MIT AUSSCHLIESSLICHER ROLLACHSEN-FUNKTION.
ANMERKUNG
Wenn das rote 'P' aufgrund einiger abnormer
Beschleunigungen des Flugzeugs hervorgerufen wurde, sollte die Anzeige innerhalb etwa einer Minute erloschen und der Normalbetrieb des Autopiloten wiederhergestellt sein.
2. Ein rotes 'R' zeigt an, daf?, die Rollachse (Roll Axis) des Autopiloten abgeschaltet wurde. Der Autopilot kann nicht aktiviert werden.
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Autopilot, KAP 140
C. Blinkende 'Baro'-Einstellung im Display des Autopiloten (falls die automatische
'Baro'-Einstellung eingebaut ist).
Eine blinkende 'Baro'-Einstellung im Display des Autopiloten zeigt an, daB eine
Kommunikationsstorung zwischen Hohenmesser und Autopilot vorliegt (bei einer
Installation, bei der die 'Baro'-Einstellung automatisch m it jeder Anderung der 'Baro'-
Einstellung des Codierenden Hohenmessers KEA 130 aktualisiert wird). Das Blinken wird bei Registrieren d!eser Kommun!kationss!i.irung ausgeli.is! und danach bei jeder
Anderung der vorgewahlten Hohe.
1. Hllnkende 'Haro'-Cinstellung - korrekte 'Baro'-Einstellung IIH:muell EINGEBEN
(oder BARO drucken, um den momentanen Wert zu akzeptieren).
2. Hohenwarnung/-vorwahl - nach Bedarf EINSTELLEN.
D. Blinkende Modus-Anzeige im Display des Autopiloten.
Eine blinkende Modus-Anzeige im Display des Autopiloten weist Oblicherweise auf den Ver!ust dieses Morhts hin
1. Blinkendes 'HOG' - zeigt an, daB kein gultiges Steuerkurs- (Heading-) Signal anliegt. HDG-Knopf DROCKEN, um das Blinken zu beenden. 'ROL' wird angezeigt.
2. Blinkendes 'NAV', 'APR' oder 'REV'- zeigt an, daB eine NAV-Quelle im 'Fiag'-
(Warnsignal-) Zustand ist. NAV-, APR- oder REV-Knopf DROCKEN, um das
Blinken zu beenden. 'ROL' wird angezeigt. (Eine verwertbare NAV-Quelle auswahlen).
ANMERKUNG
Eine blinkende 'NAV'-, 'APR'- oder 'REV'-Anzeige kann auch daher kommen, daB kein gOitiges Steuerkurs-
(Heading-) Signal anliegt.
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Ergiinzung A13
Autopilot, KAP 140
3. Blinkendes 'GS'- zeigt an, dal1 der Glideslope im 'Flag'- (Warnsignal-) Zustand ist. (GS geht automatisch wieder auf ARM, sobald ein verwertbares Glideslope-
Signal empfangen wird).
ANMERKUNG
Um den Localizerkurs weiterhin zu verfolgen, beachten Sie die entsprechenden Minima fUr einen Nichtpriizisionsanflug.
(Drucken Sie AL T zweimal in kurzer Folge, um das Blinken zu beenden. Steuern Sie die Nickachse (Pitch Axis) im
Standard-VS-Modus).
ANMERKUNG
Bei Beginn des Blinkens einer Modus-Anzeige hat der
Autopilot bereits auf eine Standard-Betriebsart zuruckgeschaltet, d.h. 'ROL' und/oder 'VS'. Ein sofortiger Versuch, den verlorenen Modus zu reaktivieren kann unternommen werden, wenn das hinderliche NAV-, Glideslope- oder
Kompai1-Warnsignal ('Flag') verschwunden ist.
E. Auswirkungen von lnstrumentenausfiillen wiihrend des Autopilotbetriebs.
1. Ausfall des kunstlichen Horizonts- kein Einflul1 auf den Autopiloten.
2. Ausfall des Wendezeigers- Autopilot funktioniert nicht.
3. Ausfall des HSI- HDG-, NAV- und APR-Moden funktionieren nicht.
4. Ausfall der Hiihenkodierung - automatische 'Baro'-Einstellung, lnterceptieren einer vorgewiihlten Flughiihe und Hiihenwarnung funktionieren nicht.
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Autopilot, KAP 140
5. LEISTUNGEN
Es ergeben sich keine Anderungen des Kapitels 5 des Flughandbuches.
6. MASSE UNO SCHWERPUNKT
Anderungen von Leermasse und Leermassenschwerpunktlage des Flugzeuges sind bei
Aus- oder Einbau des Autopilot-Systems KAP 140 gemal1 Kapitel 6 des
Flughandbuches zu beri.icksichtigen.
7. BESCHREIBUNG DES FLUG7EUGES UNr:l SEINER SYSTEME
7.14 AVIONIK
Diese Erganzung zum Flughandbuch soli den Piloten m it den Betriebsgrenzen sowie den normalen Betriebsverfahren und den Notverfahren fi.ir den Autopilot Bendix/King
KAP 140 vertraut machen. Die hier aufgefi.ihrten Betriebsgrenzen sind maf1geblich fi.ir die Verwendung des KAP 140-Systems in der DA 40-lnstallation; der Autopilot mul1 innerhalb dieser Grenzen betrieben werden.
Der Autopilot KAP 140 hat ein elektrisches Trimmsystem. Dieses ermoglicht eine automatische Trimmung wahrend des Autopilotbetriebs sowie eine manuelle elektrische
Trimmung fi.ir den Piloten wahrend der Autopilot nicht in Betrieb ist. Das Trimmsystem id '"' knn7ini»rt rt"R "'" mr iPrtP im Flune einzeln auftretende Trimmfehlfunktion 'fail safe' ist. Trimmfehlfunktionen werden i.iberwacht und sowohl akustisch als auch visuell angezeigt.
Eine Sperrvorrichtung verhindert die lnbetriebnahme des Autopiloten, bis das System den Vorflug-Selbsttest erfolgreich abgeschlossen hat. Der automatische Vorflug-
Selbsttest beginnt mit dem Einschalten der Stromversorgung des Autopiloten.
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Autopilot, KAP 140
Folgende Bedingungen veranlassen den Autopiloten zum automatischen Deaktivieren:
A. Ausfall der Stromversorgung.
B. Ausfall des internen Flugkontrollsystems.
C. Nickbeschleunigungen uber +1 ,4 g oder unter 0,6 g veranlassen die Autopilot-
Servokupplungen zum Auskuppeln.
D. Ausfall des Wendezeigers.
E. Oberwachungssystem des Autopilot-Computers erkennt enlweder eine 'R' (Roll-) oder 'P'- (Pitch-= Nick-) Fehlfunktion.
Mit dem Avionik-Hauptschalter wird die Stromzufuhr zur 'Avionic Bus'-Schiene fUr die
Sicherungen der Funkgerate und des Autopiloten ein- und ausgeschaltet.
Die Funktion 'Electric Master'-Schlusselschalter bleibt unverandert. Er kann in
Notsituationen dazu verwendet werden, die Stromzufuhr zu alien Flugkontrollsystemen abzuschalten, wahrend das Problem isoliert wird.
Das Drucken des AP DISC-Knopfes am Knuppel deaktiviert ebenso den Autopiloten.
Folgende Sicherungen schutzen die folgenden Teile des Autopiloten KAP 140:
I
BEZEICHNUNG l
AUTOPILOT
FUNKTION
Versorgt den Computer KC 140 sowie die Servos
(Hi:ihenruderservo, Querruderservo, Trimmservo).
AN NUN Versorgt die Autopiloten-Warnung separat m it Strom.
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Autopilot, KAP 140
BEZEICHNUNG
DG
T&B
XPDR
XPDR
FIJNKTION
Versorgt das Kompa~system KCS 55A.
Versorgt den im lnstrumentenbrett eingebauten Wendezeiger/Kreisel (Turn & Bank).
Versorgt den Hi:ihenmesser King KEA 130A, falls installiert.
Versorgt den Blind Altitude Encoder, falls installiert.
RFOIENELEMENTE UNDANZ:~IGEN
1. NICKACHSE, 'P'-ANZEIGE - Wenn sie leuchtet, zeigt dies eine Fehlfunktion der
NlcKacnse an. t:mweoer w1ro oer AUtOpilOt oeClKliVIell uue• 01e ""''v'"''u"H u"'
Nickachse verhindert. Die 'P'-Anzeige kann auch leuchten, wenn der Autopilot deaktiviert ist. Dieser Zustand kann sich bei Flugmani:ivern ergeben, bei denen die
Schwellwerte fUr das Lastvielfache uberschritten werden. Der 'Autopilot Monitor' verhindert das Aktivieren solange 'P' leuchtet.
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2. AUTOPILOT AKTIVIEREN/DEAKTIVIEREN (AP)-Knopf- Durch Drucken wird der
Autopilot aktiviert, wenn alle logischen Bedingungen erfullt sind. Der Autopilot wird aktiviert in den Moden 'ROL', d. h. Stabilisierung urn die Langsachse (Wing Leveler) und 'Vertical Speed Hold' ('VS'), d.h. Halten einer konstanten Steig-/Sinkrate. Die gewahlte Steig-/Sinkrate kann rechts oben im Autopilot-Display angezeigt werden indem entweder UP oder ON gedruckt wird. Die eingenommene Steig-/Sinkrate entspricht jener zum Zeitpunkt des Druckens von AP. Bei weiterem Drucken des
AP-Knopfes wird der Autopilot wieder deaktiviert. Wenn MAM 40-099 oder
MSB 40-018 durchgefUhrt wurde, ist dieser Knopf ist der einzige Knopf, m it dem der
Autopilot aktiviert werden kann.
3. ROLLACHSE, 'R'-ANZEIGE - Wenn sie leuchtet, zeigt dies eine Fehlfunktion der
Rollachse an. Der wird Autopilot deaktiviert bzw. wird dessen Aktivierung verhindert.
4. HDG-MODUSWAHLKNOPF (Heading = Steuerkurs) - Wenn gedruckt, geht der
Autopilot in den HOG-Modus, der das Flugzeug anweist, jenen Steuerkurs
(Heading) aufzunehmen und zu halten, der m it der 'Heading Select Bug' auf dem
HSI gewahlt wurde. Ein neuer Steuerkurs kann jederzeit gewahlt werden und bring! das Flugzeug dazu, auf den neuen Steuerkurs zu drehen. Der Knopf kann auch verwendet werden, urn zwischen den Mod en HOG und ROL hin- und herzuschalten.
Wenn MAM 40-099 oder MSB 40-018 noch nicht durchgefUhrt wurde, kann auch mit diesem Knopf der Autopilot aktiviert werden.
5. NAV-MODUSWAHLKNOPF- Wenn gedruckt, wird der NAV-Modus gewahlt. Dieser
Modus ermoglicht das automatische lnterceptieren und Verfolgen eines VOR-,
Localizer- oder GPS-Kurses, je nach Wahl der Anzeige am HSI oder CD I. Der NAV-
Modus empfiehlt sich fUr das Verfolgen eines Kurses im Reiseflug.
6. APR-MODUSWAHLKNOPF (Approach
=
Landeanflug) - Wenn gedruckt, wird der
NAV-Modus gewahlt. Dieser Modus ermoglicht das automatische lnterceptieren und
Verfolgen eines VOR-, GPS- oder Localizerkurses bzw. Glideslopes auf einem ILS, je nach Wahl der Anzeige am HSI oder CD I. Die Empfindlichkeit der Kursverfolgung des APR-Modus empfiehlt sich fUr lnstrumentenanfluge.
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7. REV-MODUSWAHLKNOPF ('Back Course'-Anflug)- Wenn gedrUckt, wird 'Back
Course'-Anflugmodus aktiviert. Dieser funktioniert identisch wie der APR-Modus, auP..er daP.. die Reaktion des Autopiloten auf Localizer-Signale umgekehrt wird.
8. ALT-MODUSWAHLKNOPF (Altitude Hold= FlughOhe halten)- Wenn gedrUckt, wird der 'Altitude Hold'-Modus aktiviert. Dieser ermoglicht das lnterceptieren und Halten der gewahlten Flughohe. Die gewahlte Flughohe entspricht der Flughohe in jenem
Moment, in dem der AL T-Knopf gedruckt wird. Wird der AL T-Knopf wahrend eines
Steig-/Sinkflugs gedrUckt, wird die Hohe um ea. 10% der Steig-/Sinkrate Uber-
/untertroffen und das Fluqzeuq dann konsequent auf die gewahlte Flughohe zurUckgebracht. Wenn MAM 40-099 oder MSB 40-018 noch nicht durchgefOhrt wurde, kann auch m it diesem Knopf der Autopilot aktiviert werden.
9. 'VERTICAL TRIM'-KNOPFE (UP/DN)- Die Funktion dieser Knopfe ist abhangig vom
Vertikai-Modus zum Zeitpunkt der Betatigung. lm VS-Modus wird beim ersten
DrUcken die vorgegebene Steig-/Sinkrate im Display angezeigt. Jeder unmittelbar folgende kurze Knopfdruck erhiihUvermindert die vorgegebene Rate um 100 fUmin.
Halten des Knopfs andert die Raie um ea. 300 ftimin pro Sekunde. ifn AL T -Modus bewirkt jeder Knopfdruck eine Veranderung der 'Altitude Hold'-ReferenzhOhe um
±20ft. Bei kontinuierlichem Knopfdruck wird das Flugzeug mit einer Steig-/Sinkrate von 500 ft/min nach oben oder unten gesteueri, und die 'Altitude Hold'-
ReferenzhOhe wird beim Loslassen des Knopfes auf die tatsachliche Flughohe eingestellt. (Beachte: die 'Altitude Hold'-ReferenzhOhe wird am Display nicht angezeigt. Das Display zeigt weiterhin die ReferenzhOhe fUr die Hohenwarnung an.)
10.DREHKNOPFE (nur wenn die 'Altitude Preselect'-Option installiert ist)- Werden verwendet, um die Referenzhohe fUr die Hohenwarnung einzustellen. Konnen auch verwendet werden, um unmittelbar nach DrUcken des BARO-Knopfs die 'Baro'-
Einstellung des Autopiloten an jene des Hohenmessers anzupassen, falls manuelle
Einstellung notwendig ist.
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Autopilot, KAP 140
11. BARO-KNOPF ('Baro'-Einstellung, nur wenn die 'Altitude Preselect'-Option installiert ist) - Nach kurzem Knopfdruck wechselt das Display fUr 3 Sekunden von der
Referenzhohe fUr die Hohenwarnung zur 'Baro'-Einstellung (IN HG oder HPA).
Wenn der KnopffUr 2 Sekunden gedruckt bleibt, wechselt die Anzeige fUr die 'Baro'-
Einstellung von IN HG auf HPA oder umgekehrt. Sobald die 'Baro'-Einstellung angezeigt wird, konnen die Knopfe verwendet werden, um die 'Baro'-Einstellung manuell zu veriindern, sofern die Konfiguration keine automatische Korrektur beinhaltet.
12.ARM-KNOPF ('Altitude ARM', nur wenn die 'Altitude Preselect'-Option installiert ist)-
Durch Knopfdruck wird 'Altitude Arm' ein- und ausgeschaltet. Wenn 'AL T ARM' angezeigt wird, interceptiert der Autopilot die angezeigte Referenzhohe fUr die
Hohenwarnung (sofern das Flugzeug im VS-Modus auf die angezeigte Hohe steigt oder sink!). Wenn der Autopilot aktiviert ist, wird automatisch 'Altitude Hold Arming' aktiviert, sobald die Referenzhohe fUr die Hohenwarnung mit den Drehknopfen eingestellt wird. Beachte: Die Warnfunktionen sind unabhiingig vom 'Arming'-Prozel3. und somit auch bei deaktiviertem Autopiloten ununterbrochen aktiv.
13.'PT'-ANZEIGE (Pitch Trim
=
Hohenrudertrimmung) - Zeigt die Richtung an, in die nachgetrimmt werden soli. Wenn die elektrische Trimmung installiert ist, wird nur angezeigt, ob der Autopilot gerade trim m!. Eine Daueranzeige zeigt den geringsten
Bedarf nach Trimmung an, wogegen eine blinkende Anzeige einen gr613.eren Bedarf anzeigt. Ein dauerndes 'PT' ohne Pfeil zeigt einen Fehler in der Trimmung an.
Richtige Reaktion auf einen Fehler in der Trimmung: siehe NOTVERFAHREN. lm
MET-Betrieb (manuelle elektrische Trimmung) kann diese Anzeige auf einen hiingengebliebenen MET-Schalter zurOckzufUhren sein. Wenn der hiingengebliebene Schalter gelost wird, wird die Trimmung fortgesetzt.
14.ANZEIGE FOR HOHENWARNUNG/STEIG-/SINKRATE/BARO-EINSTELLUNG
(nur wenn die 'Altitude Preselect'-Option installiert ist) - Zeigt Oblicherweise die gewiihlte Referenzhohe fUr die Hohenwarnung an.
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Wenn im VS-Modus (Steig-/Sinkrate halten) der UP- oder DN-Knopf gedruckt wird, wechselt das Display auf die Soii-Steig/Sinkrate fUr den VS-Modus. Die
Anzeige erfolgt in ft/min und dauert 3 Sekunden. Wenn der BARO-Knopf gedruckt wird, wechselt das Display fUr 3 Sekunden zur 'Baro'-Einstellung des
Autopiloten in IN HC oder HP/\.
ANMERKUNG
Das Display kann nach dem Einschalten bis zu 3 Minuten nur Striche anzeigen, falls ein Blind Encoder installiert ist, der e1ne Vorwarmzelt benl.ltlgt.
15. 'ALERT'-ANZEIGE (Hi:ihenwarnung; nur falls die 'Altitude Preselect'-Option installiert ist)- Leuchtet dauerhaft im Bereich zwischen 200 und 1000 ft van der vorgewahlten
Flughi:ihe, sofern das Flugzeug vorher aur..erhalb dieses Bereiches war.
Blink!
( 1) fUr zwei Sekunden beim erstmaligen Oberfliegen der gewiihlten Hi:ihe, und
(2) dauernd im Bereich zwischen 200 und 1000 ft van der vorgewiihlten Flughi:ihe, sofern das Flugzeug vorher innerhalb dieses Bereiches war (d.h. auf der gewahlten Flughi:ihe). Begleitet wird diese visuelle Warnung van einem akustischen Warnsignal (5 kurze Warnti:ine), welches 1000 ft vor Erreichen bzw.
200 ft nach Verlassen der gewahlten Hi:ihe auftritt.
ALT, GSARM, GS) und Roii-Moden (ROL, HDG, NAVARM, NAV, APRARM,APR,
REV ARM, REV) an. Aur..erdem wird bei jedem Deaktivieren des Autopiloten ein blinkendes 'AP' angezeigt (5 Sekunden), begleitet van einem akustischen Signal (2
Sekunden).
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Autopilot, KAP 140
17.AP DISC-KNOPF (Autopilot-Deaktivierung; nicht abgebildet)- Wenn gedrUckt, wird der Autopilot deaktiviert und die Stromversorgung der elektrischen Trimmung unterbrochen (auf den SteuerknUppeln fUr Pilot und Copilot angebracht).
18.SCHAL TER FUR MANUELLE ELEKTRISCHE TRIMMUNG (nicht abgebildet) -
Wenn beide Kni:ipfe in dieselbe Richtung gedrUckt werden, aktivieren sie die
Trimmung in die gewiihlte Richtung. Wird nur ein Schalter betiitigt, arbeitet das
Trimmsystem nicht. Wenn ein Schalter nicht funktioniert oder fUr 3 Sekunden betiitigt wird, erkennt das TrimmUberwachungssystem eine Schalterfehlfunktion.
Dies fUhrt zur Anzeige von 'PT' am Display des Autopiloten und zur Deaktivierung der elektrischen Trimmung. Der Stromkreis fUr den Autopiloten mu~ aus- und eingeschaltet werden, um den Fehler zu beheben. Die Verwendung der manuellen elektrischen Trimmung bei Autopilotbetrieb fUhrt zur Deaktivierung des Autopiloten.
(Auf dem SteuerknUppel des Piloten angebracht.)
19.CWS-Knopf (Control Wheel Steering; nicht abgebildet) - Wenn gedrUckt und gehalten, werden die Servokupplungen fUr Hi:ihenruder, Querruder und Trimmung gei:iffnet, wodurch der Pilot das Flugzeug von Hand steuern kann. DrUcken des
CWS-Knopfs synchronisiert auch den 'AL T'- oder 'VS'-Sollwert des Autopiloten m it der aktuellen Flughi:ihe oder Steig-/Sinkrate beirn Loslassen. (Auf dem
SteuerknUppel des Piloten angebracht).
20.0BS-KNOPF (Omni Bearing Selector)- Dam it wird der Sollkurs eingestellt, den der
Autopilot verfolgen soli (auf dem HSI).
21.'HEADING SELECT'-KNOPF. Damit wird die 'Heading Select Bug' auf der
Kompa~scheibe positioniert (auf dem HSI).
22.'TRIM FAIL'-ANZEIGE - Leuchtet auf, wann immer der automatische Vorflug-
Selbsttest einen Trimmfehler erkennt oder ein kontinuierliches Beobachtungssystem einen Trimmfehler wiihrend des Flugs erkennt (auf dem Annunciator Panel, Version
'White Wire'). Richtige Reaklion auf einen Fehler in der Trirnrnung: siehe
NOTVERFAHREN.
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SPRACHNACHRICHTEN
Die Sprachnachrichten-Funktion liefert dem Piloten eine zusi:itzliche Anzeige uber den normalen und abnormalen Betrieb des Autopilot-Systems. Die Sprachnachrichten konnen vom Piloten, Copiloten und den zwei Passagieren Uber die Headsets und auch uber den Lautsprecher im Cockpit gehort werden. Folgende Sprachnachrichten konnen wi:ihrend des Betriebs des Autopiloten auftreten, wobei einige Nachrichten nur auf
'Altitude Preselect'-Fiugcomputer zutreffen: s Die Nachricht 'ALTITUDE' trill 1000 ft vor Erreichen der gewi:ihlten Hohe auf. s Die Nachricht 'LEAVING ALTITUDE' trill bei einer Abweichung von 200ft von der gewi:ihlten Hohe auf. s Die Nachricht 'AUTOPILOT' trill auf, wenn der Autopilot entwcdcr durch den
Piloten oder automatisch deaktiviert wurde. s Die Nachricht 'CHECK PITCH TRIM' trill 10 Sekunden nach andauerndem
Biinken des 'Nose up'- udt:( 'Nose doi.vn!-Tr~mpfel:es l::: D~splcey des ;\utopHcten auf. s Die Nachricht 'AUTOPILOT BARO SET FAIL- SET MAUALL Y' ist eine einmalige
Nachricht und wird nach Erkennen eines Fehlers in der automatischen 'BARO'-
Einstellung ausgegeben. s Die Nachricht 'TRIM IN MOTION, TRIM IN MOTION' trill auf, wenn die
,....,,t,...,,...,.....,ti"',.ho Tr-irY'II'Yllln~ rnohr ~~~ t:;; ~Alo~nrlP.n ::tktiv W~r IJnrl sie
Wiederhlot
SiCh sobald die automatische Trimmung stoppt. s Die Nachricht 'CHECK PITCH TRIM' tritt auf, wenn das KAP 140 System einen
'Out-of-Trim'-Zustand fUr mehr als 15 Sekunden erkannt hat.
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Autopilot, KAP 140
8. HANDHABUNG. INSTANDHAL TUNG UND WARTUNG
Es ergeben sich keine Anderungen des Kapitels 8 des Flughandbuches.
Dok. Nr. 6.01.05 Revision 1 26 Mai 2003 Seite 9 - A 13 - 42
DA40 FHB
DA40 D FHB
Diamond
AIRCRAFT
Ergllnzung A24
Stormacope WX-500
ERGANZUNG A24
ZUM FLUGHANDBUCH DA 40
STORMSCOPE
WX-500
GOOD RICH
Dok. Nr. : 6.01.01 (DA 40)
6.01.06 (DA 40 D)
Ausgabedatum der Erglnzung : 16 Mlr 2002
Anderungsmitteilung : OAM 40-117 (DA 40)
OAM 40-137 (DA 40 D)
Unterschrift
Be horde
Stempel
Anerkennungsdatum
/_,_'i:ll:d~..· i\-1030 Wicu, ~chuirchgasse 11
18. JW1! i:JO:S
Diese Ergl:lnzung ist anerkannt fOr die Joint Aviation Authorities (JAA) durch die
Osterreichische Luftfahrtbehorde Austro Control (ACG) als prim/ire
ZulassungsbeMrde (PCA) in Obereinstimmung mit den JAA Zulassungverfahren (JAA
JCNP).
DIAMOND AIRCRAFT INDUSTRIES GMBH
N.A. OTTO-STR. 5
A-2700 WIENER NEUSTADT
0STERREICH
Seito 9 • A24 . 0, Rev. 2
DA40 FHB
DA40 D FHB
•Diamg'!.f!
0.1 ERFASSUNG DER BERICHTIGUNGEN
Erganzung A24
Stormscope WX-500
I
1
?
Rev. AnlaB
Nr.
OAM 40-12B
I
7
3140-00-00
OAM 40-137
WX-500
::~liP.
Abschnitt
Selte
::~liP.
9-A24-1, 9-A24-2,
9-A24-7
Datum der IAner·
Revision kennungs·
Datum der Datum der Unter·
Anerkennung Ein· schrlft vermerk arbeitung
,~·-V I
?R-Feh-?OOJ
V V i
I I
·; ·;
I i
I I i i
I i i ;,
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DA40 FHB
DA40 D FHB
•Dia~9c'!J!
0.2 VERZEICHNIS DER SEITEN
Kapitel Seite
Ergiinzung A24
Storm scope WX-500
0
1,2, 3,4A
48, 5,6
7
8
9-A24-0
9-A24-1
9-A24-2
9-A24-3
9-A24-4
9-A24-5
9-A24-5
9-A24-6
9-A24-7
9-A24-7
Datum
28 Feb 2003
28 Feb 2003
28 Feb 2003
28 Feb 2003
28 Feb 2003
28 Feb 2003
28 Feb 2003
28 Feb 2003
28 Feb 2003
28 Feb 2003
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DA40 FHB
DA40 D FHB
• DiBil1J!c';!f! Erganzung A24
Stormscope WX-500
0.3 INHAL TSVERZEICHNIS
Seite
..... 9-A24-4 1. ALLGEMEINES
2. BETRIEBSGRENZEN ...................................... 9-A24-4
3. NOTVERFAHREN ...................... . 9-A24-4
4A. NORMALE BETRIEBSVERFAHREN ........ . . .......... 9-A24-4
48. ABNORMALE BETRIEBSVERFAHREN ......... . . ......... 9-A24-5
5. LEISTUNGEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-A24-5
6. MASSE UNO SCHWERPUNKT ............................... 9-A24-5
7. BESCHREIBUNG DES FLUGZEUGES UNO SEINER SYSTEME .... 9-A24-5 o.
HANDH.t.,BUNG, !NST.t..NDHAL TUNG UND VVARTUNG ............ 8-.424-7
Dok. # 6.01.01
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DA40 FHB
DA40 D FHB
Ergiinzung A24
Stormscope WX-500
1. ALLGEMEINES
Diese Erganzung liefert die notigen lnformationen zur effizienten Bedienung des
Flugzeuges, wenn das Good rich Stormscope WX-500 installiert ist. Die lnformationen, die in dieser Erganzung enthalten sind, mussen zusammen mit dem vollstandigen
Handbuch verwendet werden.
Diese Erganzung ist ein permanenter Teil des Flughandbuches und muf?, solange im
Handbuch verbleiben, wie das Stormscope WX-500 installiert ist.
Diese Erganzung wurde nach bestem Wissen und Gewissen ubersetzt. In jedem Fall ist die Originalversion in englischer Sprache mar?.geblich.
ANMERKUNG
Das Stomscope ersetzt weder ein Wetterradar noch eine
Wetterinformation. Das Stormscope dient lediglich als zusatzliche lnformationsquelle neben anderen, zugelassenen Wetterinformationen.
2. BETRIEBSGRENZEN
Es ergeben sich keine Anderungen des Kapitels 2 des Flughandbuches.
3. NOTVERFAHREN
Es ergeben sich keine Anderungen des Kapitels 3 des Flughandbuches.
4A. NORMALE BETRIEBSVERFAHREN
Es ergeben sich keine Anderungen des Kapitels 4A des Flughandbuches.
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DA40 D FHB
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. AIRCRAFT
Ergiinzung A24
Stormscope WX-500
48. ABNORMALE BETRIEBSVERFAHREN
Es ergeben sich keine Anderungen des Kapitels 4B des Flughandbuches.
5. LEISTUNGEN
Es ergeben sich keine Anderungen des Kapite!s 5 des Flughandbuches.
6. MASSE UNO SCHWERPUNKT
Anderunqen von Leermasse und Leermassenschwerpunktlage des Flugzeuges sind bei Aus- oder Einbau des Stormscopes WX-500 gemii~ Kapitel 6 des
Flughandbuches zu berucksichtigen.
7. BESCHREIBUNG DES FLUGZEUGES UNO SEINER SYSTEME
ANMERKUNG
Alle Funktionen des Stormscopes werden durch das
COM/NAV/GPS GNS 430/530 oder durch das MFD/GPS
KMD 150 (nur DA 40) gesteuert. Eine genaue Beschreibung der Betriebsverfahren und spezieller Display-lnformationen des GNS 430/530 befinden sich in Ergiinzung A17/A21
I n - .. :_: ___ A\ ..l!- ' - l/1\At""'\ ACt"\:~~~~:..:.-... ..-..-. f.
"'D
/D,....,: .... :.-..-.
\ ' · - · · - · - · · . , , - · - - ... --~---·---··Q
0) zum FHB DA 40 (D).
Der Good rich WX-500 'Weather Mapping Sensor' (Stormscope) erkennt m it Gewittern verbundene elektrische Entladungen und zeigt diese am GNS 430/530
COM/NAV/GPS an.
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DA40 FHB
DA 40 D FHB
.Diamond
AIRCRAFT
Erganzung A24
Stormscope WX-500
Das System besteht aus einer Antenne, welche sich in der DA 40 auf der
Rumpfunterseite hinter der COM 2-Antenne und in der DA 40 D in der Seitenflosse befindet, und einem Prozessor, der sich unter der Ruckbank befindet. Die Antenne erkennt elektrische und magnetische Felder, welche bei Entladungen innerhalb einer
Wolke, zwischen Wolken und zwischen Wolken und der Erde innerhalb von 200 nm um das Flugzeug entstehen und leitet diese 'Entladungsdaten' zum Prozessor we iter.
Der Prozessor digitalisiert, analysiert und konvertiert diese 'Entladungssignale' in
Entfernungs- und Lagedaten und leitet diese alle zwei Sekunden zum GNS 430/530 oder KMD 150 weiter.
BEDIENUNG
EINSCHAL TEN
Beim Einschalten fUhrt das WX-500 einen 'Einschalt-Selbsttest' durch. Der Selbsttest dauert ungefiihr 25 Sekunden, um sicherzustellen, da~ a lie Hauptfunktionen des WX-
500 einwandfrei funktionieren. Die getesteten Funktionen beinhalten Antennenbetrieb,
Speicher und Mikroprozessor-Funktionen. Falls eine Fehlfunktion erkannt wird, erscheint eine 'Error'-Nachricht.
FORTLAUFENDER UND BENUTZERGESTEUERTER SELBSTTEST
Zusiitzlich zum 'Einschalt-Selbsttest' fUhrt das WX-500 einen fortlaufenden Selbsttest durch. Getestete Teile sind Antennenbetrieb, Mikroprozessor-Funktionen, Speicher und 'Heading-Inputs'. Dieser fortlaufende Selbsttest wird mehrmals in einer Minute durchgefUhrt. Es besteht auch die Miiglichkeit, einen Selbsttest uber das GNS
430/530 oder das KMD 150 einzuleiten.
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DA40 FHB
DA40 D FHB
.DiBIJ!r!c'!J! Erganzung A24
Stormscope WX-500
LOSCHEN ALLER ENTLADEPUNKTE
Periodisches Loschen der Entladepunkte wahrend der Beobachtung eines Gewitters ist eine gute Methode um festzustellen, ob sich das Gewitter bildet oder zerstreut.
Entladepunkte in einem entstehenden Gewitter erscheinen schneller und in groP.,erer
Anzahl. Entladepunkte in einem sich zerstreuenden Gewitter erscheinen langsamer und in geringerer Anzahl. Die Entladepunkte konnen uber das GNS 430/530 oder das
KMD 150 oder durch die 'CLEAR VVX 500'-Taste gel6scht weiden.
Durch das optional angeschlossene und eingeschaltete Kursstabilisierungs-Feature mussen nicht nach jedem Kurswechsel die Entladepunkt geloscht werden um sicherzustellen, dal), die Entladepunkte in bezug auf den aktuellen Kurs korrekt sind.
KURSSTABILISIERUNG (optional)
Das Kursstabilisierungs-Feature korrigiert automatisch die Position der Entladepunkte am Dispiay nach jedem Kurswechsei des Fiugzeuges. Normaierweise rnuiS die
Kursstabilisierung nie abgeschaltet werden. Moglicherweise trill eine Situation ein, in welcher der 'Heading-Input' falsch zu sein scheint, aber kein Warnsignal angezeigt wird. In diesem Falle sollten Sie die Kursstabiliserung ausschalten, bis der 'Heading-
Input' korrekt ist. Wenn m it ausgeschalteter Kursstabilisierung geflogen wird, konnen nach jedem Kurswechsel die Entladepunkte geloscht werden, um neue Entladepunkte in der richtigen Position relativ zur Nase des Flugzeuges anzuzeigen.
8. HANDHABUNG.INSTANDHALTUNG UNO WARTUNG
Es ergeben sich keine Anderungen des Kapitels 8 des Flughandbuches.
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DA40 DFHB
~Diamond
AIRCRAFT
Erg!inzung A32
Garmin G1000, IFR
ERGANZUNG A32
ZUM FlUGHANDBUCH DA 40 D
INTEGRIIERTES AVIONIK·SYSTIEM
G1000
GARMIN
BETRIEBSART IFR
Dok. Nr.
Ausgabadatum der Erganzung
Anderungsmitteilung
: 6.01.05
30 Jun 2005
: OAM40-193
Unterschrlft
AUSTRO C' ·cOL GmbH
Behorde
Stempel :
.:.~·k
A-1030Wicn . ..,dumchgussc 1
1
1
~~ f'-«;)~ ,.·~"}
Anerkennungsdatum 0 7 OIU. Z005
Dlese Erganzung ist f!lr die EASA durch die Clsterri.che l · 'I
1 Luftfah~~e:orde
Austro Control
(ACG) als primiire Zulassungsbeh6rde (PCA) in Obereinstimmung mit den gliltlgen
Zulassungsverfahren genehmlgt und zugelassen durch die EASA mit der Zulassungsnummer
5"\SA, A.C.."
0-1590
DIAMOND AIRCRAFT INDUSTRIES GIVIBH
N.A. OTIO..STR. 5
A-2700 WIENER NEUSTADT
AUSTRIA
Belle 9-A32-0
DA40 D FHB
.Dia~~!!f!
Ergiinzung A32
Garmln G1000, IFR
0.1
ERFASSUNG DER BERICHTIGUNGEN
Rev.
Nr.
AnlaB
IFR-Betrieb ohne Aulopllol
Kapltel Sel!e(n)
Datumder Zulassungs· Datum
Revision vennerk Zulassu
9-A32-1 bii 9·A32·5
9-A32·6, 9-A32-7,
9A-32-10,
9-A32-17 bls
9-A32-20
9-A32-44
26 Feb 2007
JH. Lackner fOrDAIJ 16 Mal2007
ElngefOgl
Datum
Unterschrllt
GARMIN
Service
Bullelin Nr.
0708 Rev.A erngearbeitet
~A
9-A32-1 bls
9-A32·5
9-A32-35 bis
9-A32-5B
15 Feb 2008 tR.Kremnltzer fOrDAI! 29 Mal 2008
Marklerungen dar Motorenlnslrumenle fOr
TAE
125-02-99
M0!~r
Alle
Alle, auBer Deckblall
01 Jun 2008
=
~
- '
=;
.,;
11
I
I I i
I
~
I I
Dok. # 6.01.05 Rev. 3 01 Jun 2008
OAM 40-193
OAM 40-278
Seite 9 - A32 - 1
DA 40 D FHB
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AIRCRAFT
Erganzung A32
Garmin G1000, IFR
0.2 VERZEICHNIS DER SEITEN
Kapitel
0
1
%
%
%
%
%
%
%
%
%
2
Seite
9-A32-0
9-A32-1
9-A32-2
9-A32-3
9-A32-4
9-A32-5
9-A32-6
9-A32-7
9-A32-8
9-A32-9
9-A32-10
9-A32-11
9-A32-12
9-A32-13
9-A32-14
9-A32-15
9-A32-16
9-A32-17
9-A32-18
9-A32-19
9-A32-20
9-A32-21
9-A32-22
Datum
30 Jun 2005
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
Dok. # 6.01.05 Rev. 3 01 Jun 2008
DAM 40-193
OAM 40-278
Seite 9 - A32 - 2
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%
%
%
%
%
%
%
%
3
%
AA
48
%
I
5,6
•Diamond
AIRCRAFT
Ergiinzung A32
Garmin G1000, IFR
9-A32-23
9-A32-24
9-A32-25
9-A32-26
9-A32-27
9-A32-28
9-A32-29
9-A32-30
9-A32-31
9-A32-32
9-A32-33
9-A32-34
9-A32-35
9-A32-36
9-A32-37
Q._A1?-1R
9-A32-39
9-A32-40
9-A32-41
9-A32-42
9-A32-43
9-A32-44
Q.A1?-4'i
9-A32-46
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
-. - -·
.
----
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 .llm ?OOR
01 Jun 2008
Dok. # 6.01.05 Rev. 3 01 Jun 2008
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DA 40 D FHB
%
%
%
%
7
%
%
%
%
%
8
.Diamond
. AIRCRAFT
Ergan.:ung A32
Garmin 01000, IFR
9-A32-47
9-A32-48
9-A32-49
9-A32-50
9-A32-51
9-A32-52
9-A32-53
9-A32-54
9-A32-55
9-A32-56
9-A32-57
9-A32-58
9-A32-59
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
01 Jun 2008
Dok. # 6.01.05 Rev. 3
OAM 40-193
01 Jun 2008 OAM
40
_
278
Seite 9 - A32 - 4
DA 40 D FHB
•
Diamond
AIRCRAFT
Ergiinzung A32
Garmin G1000, IFR
0.3 INHAL TSVERZEICHNIS
Seite
1. ALLGEMEINES ........................................... 9-A32-6
2. BETRIEBSGRENZEN ........... . ..... 9-A32-8
%
3. NOTVERFAHREN ............................ . . ....... 9-A32-23
% 4A. NORMALE BETRIEBSVERFAHREN .......................... 9-A32-37
% 4B. ABNORMALE BETRIEBSVERFAHREN ....................... 9-A32-40
5. LEISTUNGEN ........................................... 9-A32-46
6. MASSE UNO SCHWERPUNKT .............................. 9-A32-46
7. BESCHREIBUNG DES FLUGZEUGES UNO SEINER SYSTEME ... 9-A32-47
% 8, HAi\IDHABUNG; ii-..JSTANDHALTUNG UNO VVARTUNG . .... 9-A32-59
Dok. # 6.01.05 Rev. 3 01 Jun 2008
OAM 40-193
OAM 40-278
Seite 9 - A32 - 5
DA40 D FHB
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AIRCRAFT
Erganzung A32
Garmin G1000, IFR
1. ALLGEMEINES
Diese Erganzung liefert die notigen lnformationen zur effizienten Bedienung des
Flugzeugs, wenn das integrierte Avionik-System Garmin G1000 installiert ist Die lnformationen, die in dieser Erganzung enthalten sind, mOssen zusammen mit dem vollstandigen Handbuch verwendet werden.
Diese Erganzung ist ein permanenter Teil des Flughandbuches und muB so lange im
Handbuch verbleiben, wie das Garmin G1000 im Flugzeug installiert ist
1.5 BEZEICHNUNGEN UNO ABKURZUNGEN
(f) Bezeichnung der Sicherungen am lnstrumentenbrett
ESSENTIAL BUS:
HORIZON
ADC
AHRS
COM1
FLOOD
GPS/NAV1
XPDR
LANDING
PFD
PI TOT
FLAPS
APWARN
MASTER CONTROL
Artificial Horizon (KOnstlicher Horizon!)
Air Data Computer (Fiugdatenrechner)
Attitude and Heading Reference System
COM Radio Nr. 1 (Funkgerat Nr. 1)
Flood Light (Fiutlicht)
Global Positioning System and NAV Receiver Nr. 1
(GPS- und Navigationsanlage Nr. 1)
Transponder
Landing Light (Landescheinwerfer)
Primary Flight Display (Primares Flugdatendisplay)
Pilot Heating System (Pitotrohrheizung)
Flap System (Kiappen)
Autopilot Warning (AutopilotWarnung, falls
Autopilot eingebaut)
Master Control (Avionik-Hauptschalter bzw. Avionik-
Relais)
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OAM 40-193
OAM 40-278
Seite 9 - A32 - 6
DA40 D FHB
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AIRCRAFT
Ergiinzung A32
Garmin G1000, IFR
ESS TIE
ENGINST
MAIN BUS
MAIN TIE
XFERPUMP
MFD
INST. LT
AV/CDU FAN
PWR
STROBE
POSITION
TAXI/MAP
START
AV. BUS
ECU BUS
ECU ALT.
ECUA
ECU B
A V/ON/CS BUS
GPS/NAV2
COM2
AUDIO
AP
ADF
DME
WX500
Bus Interconnection (Busverbindung)
Engine Instruments (Motorinstrumente)
Bus Interconnection (Busverbindung)
Fuel Transfer Pump (Kraftstofftransferpumpe)
Multi Function Display (Multifunktionsdisplay)
Instrument Lights (lnstrumentenbeleuchtung)
Avionic-, CDU-Cooling Fans (Avionik, CDU- LOfter)
Power
Strobe Lights (Zus<HIHilellstor..warnlidtter = ACLs)
Position Lights (Positionslichter)
Taxi Light I Map Lights (Rollscheinwerfer I
Kartenlampe)
Starter
Avionic Bus (Avionikbus)
ECU Alternate power relay (ECU-Notstromrelais)
ECUA
ECU B
Global Positioning System and NAV Receiver No. 2
\~.;or-;:,UIIU I~CIVI9CiliUJISCIJIICIYt: I'll. L)
COM Radio No. 2 (Funkgeriit Nr. 2)
Audio Panel/ Marker Beacon Receiver
Autopilot System (falls eingebaut)
Automatic Direction Finder (Radiokompar..)
Distance Measuring Equipment (DME-
Empfangsanlage)
Storm scope
Dok. # 6.01.05 Rev. 3 01 Jun 2008
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OAM 40-278
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DA40 D FHB
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AIRCRAFT
Erganzung A32
Garmin G1000, IFR
2. BETRIEBSGRENZEN
%
2.4 TRIEBWERKSGRENZWERTE
% g) Oltemperatur
Minimum
Maximum
TAE 125·01
-32 oc
+140 oc
T AE 125·02·99
(MAM 40·256 durchgefi.ihrt)
-30 oc
+140°C
% i) KOhlmitteltemperatur
Minimum
Maximum
TAE 125·01
-32 oc
+105 oc
T AE 125·02·99
(MAM 40·256 durchgefiihrt)
-30 oc
+105°C
Dok. # 6.01.05 Rev. 3 01 Jun 2008
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OAM 40-278
Seite 9 - A32 - 8
DA40 D FHB
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AIRCRAFT
Ergiinzung A32
Garmin G1000, IFR
2.5 MARKIERUNGEN DER MOTORINSTRUMENTE
%
Die folgenden Tabellen geben die Markierungen der Motorinstrumente und die
Bedeutung der verwendeten Farben an.
% Wenn der TAE 125-01 Motor eingebaut ist:
Anzeige
Roter
Bogen/
Balken
= onterer verbotener
Bereich
Gelber
Bogen/
Sal ken -
Warnbereich
GrUner
Bogen I Balken
= normaler
Betriebsbereich
Roter
Bogen/ Gelber
Bogen/
Sal ken
Balkan
=
oberer
Warnbereich verbotener
Bereich
Drehzahl
Old ruck
; O!temp unter
1,2 bar unter
-32 "{_;
1,2 bis 2,3 bar bis
2400
RPM 2400 bis 2500
RPM
Ober
2500 RPM
2,3 bis 5,2 bar 5,2 bis 6,5 bar
Ober
6,5 bar
50 his 130 oc . 130 bis 140 oc.
Ober i 14U ~t..,; i
KOhlmitteltemp.
Getriebetemp. unter
-32 oc -32 bis 60 oc
60 bis 101 oc
101 bis 105 oc
115 bis 120 oc
Ober i05°C
Ober
120 oc
Leistung
Kraftstoff temp.
Stromstarke
Spannung unter
-30 oc unter
11 V
Kraftstoffunter 0,45 menge US gal
0- 100%
-30 bis 5 oc
-- -------
5 bis 70 oc
70 bis 75 oc
Ober
75 oc
-------------~--'------------'--------'
Ober bis 85 A 85 bis 90 A
90A
11 bis 12,6 V 12,6 bis 15,0 V
15,0 bis 15,5 V
Ober
15,5 V
0,45 bis 14
US gal
Dok. # 6.01.05 Rev. 3 01 Jun 2008
OAM 40-193
OAM 40-278
Seite 9 A32 9
DA40 D FHB
.Diamond
AIRCRAFT
Ergiinzung A32
Garmin G1000, IFR
Wenn der TAE 125-02-99 Motor eingebaut ist (MAM 40-256 durchgefOhrt):
Anzeige roter
Bogen/
Balken
= unterer verbotener
Bereich
Drehzahl
·-
%
%
%
Oldruck
%
%
%
Oltemp.
Kuhlmitteltemp. unter
1,2 bar unter
-30 oc unter
-30 oc
Getriebetemp.
%
Leistung
Kraftstofftemp.
--
-unter
-30 oc
Stromstarke
--
Spannung
Kraftstoffmenge unter
11 V unter
1 US gal gelber
Bog en/
Balken
=
Warnbereich griiner
Bogen/
Balken
= normaler
Betriebsbereich gelber
Bog en/
Balk en
=
Warn· be rei eh roter
Bogen/
Balken
= oberer verboten er
Be rei eh
-·
1,2 bis 2,3 bar 2,3 bis 5,8 bar 5,8 bis 6,5 bar
-30 bis 50 oc
50 bis 130 oc
130 bis 140 oc
-30 bis 60 oc
60 bis 101 oc
101 bis 105 oc
--
--
-30 bis 5 oc
5 bis 70 oc
70 bis 75 oc
-bis 2300 RPM
0- 100% bis 85A
-bis 115 oc
115 bis 120 oc
--
85 bis 90 A
11 bis 12,6 V 12,6 bis 15,0 V 15,0 bis 15,5 V uber
2300 RPM uber
6,5 bar uber
140 oc uber
105 oc uber
120 oc
-uber
75°C uber
90A uber
15,5 V
--
1 bis 14 US gal ---
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Ergiinzung A32
Garmin G1000, IFR
2.6 WARN-, VORWARN- UNO ZUSTANDSANZEIGEN
ANMERKUNG
Die ECU BACKUP UNSAFE Warnleuchte befindet sich unter dem ECU Testknopf am lnstrumentenbrett.
ANMERKUNG
Alle mit dem Garmin G1 000-System ausgestatteten
Flugzeuge haben kein Annunciator Panel. Alle lntormatlonen werden aut den Dtsplays des Garmln
G1 000-Systems angezeigt. Die Anzeigen unterscheiden sich von denen, die im Hauptteil des flughandbuches fltJfgalistat sind.
Die folgenden Tabellen beschreiben die Farben und Bedeutungen der Warn-,
Vorwarn· und Zustandsanzeigen des G1000-Systems.
Farbe und Bedeutungen der Warnungen des G1000-Systems:
Warnungen (rot)
WARNING
Bedeutung I An laB
Eine der unten aufgelisteten Warnungen wird angezeigt.
ENG TEMP
OIL TEMP
OIL PRES
LIR FUEL TEMP
Die Kuhlmitteltemperatur des Motors befindet sich im oberen
__ ,. __ n--,....:-1- '-·· h ....... hll .... :.:.l- .......... 1 ... -1nc:
·-·-··
----·-··
,--· ··--
. ··-··-·
--·-
.
Cl"\ -",.
Die Motor61temperatur befindet sich im oberen roten Bereich
(zu hoch/h6her als 140 oc).
Der Old ruck im Motor befindet sich im unteren roten Bereich
(zu niedrig/weniger als 1 ,2 bar).
Kraftstofftemperatur im oberen roten Bereich (zu hoch/h6her als 75 °C).
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· AIRCRAFT
Erganzung A32
Garmin G1000, IFR
Warnunaen Crotl
GBOX TEMP
Bedeutuna I AnlaB
Die Temperatur des Getriebes am Motorist im oberen roten
Bereich (zu hoch/hoher als 120 oc).
ALTN AMPS Die vom Generator gelieferte Stromstarke befindel sich im oberen roten Bereich (zu hoch/ Uber 90 Ampere).
ALTN FAIL
STARTER
Der Generator ist defekt.
Der Starter ist noch eingerUckt ("hangen geblieben").
DOOR OPEN
AP TRIM FAIL
POSN ERROR
ATTITUDE FAIL
AIRSPEED FAIL
ALTITUDE FAIL
VERT SPEED
FAIL
HOG
WARN
ECU BACKUP
UNSAFE
Die vordere und/oder die hintere Kabinenhaube isUsind nicht geschlossen und verriegelt.
Fehler im automatischen Trimmsystem des Autopiloten (wenn
Autopilot eingebaut).
Das G1000-System kann keine GPS-basierten
Navigationsdaten liefern.
Das G1000-System empfangt keine Fluglagedaten vom
AHRS.
Das G 1 000-System erhalt keine Fluggeschwindigkeilsdaten vom Flugdatenrechner.
Das G1000-System erhalt keine Flughohendaten vorn
Flugdatenrechner.
Das G1000-System erhalt keine Variometerdaten vom
Flugdatenrechner.
Das G1000-System erhalt keine Flugrichtungsdaten vom
AHRS.
RAIM Positionswarnung: der Kursabweichungsbalken wird nicht rnehr angezeigt.
Die ECU Backup-Batterie ist zu weniger als 70% geladen.
Diese Warnung wird durch eine Warnleuchte am lnstrumentenbrett angezeigt.
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AIRCRAFT
Ergiinzung A32
Garmin G1000, IFR
Farbe und Bedeutungen der Vorwarnungen des G1000-Systems
Vorwarnungen
(gelb)
Bedeutung I AnlaB
CAUTION
ECU A FAIL
ECU 8 FAIL
·-·-
L FUEL LOW
VOLTS LOW
COOL LVL
PITOT FAIL
PITOT HT OFF
INTEG RAIM not
:::1\/:iil~hl,:::t.
Eine der unten aufgelisteten Vorwarnungen wird angezeigt. .
Fehier in der Moiorsieuereinheii ECU A oder
.
I:GU A beftndet sich im FADEC-Test wilhrend des Checks
"Vor dem Start".
' Fehler in der Motorsteuerelnhelt ECU B oder
* ECU B befindet sich im FADEC-Test wahrend des Checks
"V or de m Start".
Wenig Kraftstoff im Haupttank.
I
Die Spannung am Bus fur den Motorist niedrig (unter 12,6
Volt).
KOhlmittelstand im Motorist zu niedrig.
Die Pitotrohrheizung ist ausgefallen.
Die Pitotrohrheizung ist ausgeschaltet (OFF).
RAIM (Receiver Autonomous Integrity Monitor) ist nicht
\/Arfiinh~u
AHRS ALIGN:
Keep Wings
Level
Das AHRS (Attitude and Heading Reference System) richtet sich aus, die Tragflachen waagrecht halten.
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AIRCRAFT
Ergiinzung A32
Garmin G1000, IFR
Farbe und Bedeutung der Zustandsanzeiqen des G1000-Systems
Zustands· anzeigen
(weiB)
GLOW ON
FUEL XFER
PFD FAN FAIL
MFD FAN FAIL
GIA FAN FAIL
Bedeutung/ AnlaB
Gli.ihkerzen des Motors sind aktiv.
Kraftstotf wird vom Zusatz- in den Haupttank gepumpt.
Der Li.ifter fi.ir das Primare Flugdisplay arbeitet nicht.
Der Li.ifter fi.ir das Multifunktionsdisplay arbeitet nicht.
Der Li.ifter fi.ir die G I As arbeitet nicht.
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· AIRCRAFT
Ergiinzung A32
Garmin G1000, IFR
2.13 BETRIEBSARTEN
Wenn die nationalen operationellen Vorschriften fOr den Betrieb des Flugzeuges erfullt werden, sind folgende Betriebsarten zugelassen:
Fluge nach Sichtflugregeln bei Tag (VFR).
• mit der dazu notwendigen Ausrustung: Nachtfluge entsprechend den
Sichlflugregeln (VFR).
• mit der dazu notwendigen Ausrustung: Nachtfluge entsprechend den lnstrumentenflugregeln (IFR).
Fluge in bekannte oder vorhergesagte Vereisungsgebiete sind verboten.
Fluge in bekannte Gewitter sind verboten.
Funktionsfahige operationelle Mindestausrustung
In der folgenden Tabelle ist die funktionsfiihige Mindestausrustung angefOhrt, die gema~ JAR-23 notwendig ist. Zusatzliche Mindestausrustung fOr die gewunschte
Betriebsart kann auf nationaler Ebene vorgeschrieben sein und ist unter anderem abhangig von der Flugroute.
ANMERKUNG
Fin nrnRPr TPil riPr in riPr fnlnPnriPn T"hPIIP ""fnpli~IPIPn
Mindestausrustung ist bereits in das Garmin G1000-
System integriert.
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AIRCRAFT
Erganzung A32
Garmin G1000, IFR fi.ir SichtfiOge am
Tag fur Sichtfluge in der
Nacht zusatzlich
Flug- und •Fahrtmesser (am
Navigations G1000 PFD oder instrumente Backupinstrument)
• Variometer (VS I)
• Kunstlicher Horizon!
(attitude gyro, am
G 1 000 PFD oder
Backupinstrurnent) •Hi:ihenmesser
(am G1000 PFD oder
• Wendezeiger
Backupinstrument
• Kurskreisel
(directional gyro)
)
• UKW(VHF)
• Magnetkompar..
Funkgerat (COM)
• Kopfsprechgarnit mit Lautsprecher ur (Headset) in und Mikrofon
Verwendung des
• VORverantwortlichen
Piloten
Empfangsanlage
• Transponder
(XPDR), Modus A und Modus C
• GPS-Empfanger fur IFR-Fiuge zusatzlich
. ein zweiter
Fahrtmesser (am
G1000 PFD und
Backupinstrurnent) . ein zweiter Hi:ihenrnesser (am
G 1 000 PFD und
Backupinstrument) . ein zweiter Kunstlicher Horizon!
(attitude gyro, am
G 1 000 PFD und
Backupinstrument) ein zweites UKW
(VHF) Funkgerat
. (COM)
VOR-LOC-GP
Empfangsanlage . ein zweiter GPS-
Empfanger
Motor• Kraftstoffrnenge instrurnente •Oidruck
• Oltemperatur
• Kuhlmitteltemperatur
• Kuhlmittelstand
•Getriebetemperatur
•Leistung
• Propellerdrehzahl
• Kraftstofftemperatur irn linken/rechten
Tank
• Stromstarkeanzeige
(Ampererneter)
• Spannungsanzeige
(Voltmeter)
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AIRCRAFT
Erganzung A32
Garmin G1000, IFR
Beleuchlung fur Sichtfluge am
Tag fur Sichtfluge in der
Nacht zusatzlich
• Posilionslichter
• Zusammenstol:\warnlichtanlage (anti collision lights, ACL)
• Landescheinwerfer
• lnstrumenten- beleuchtung
• Flutlicht (flood light)
• Taschenlampe fiir IFR·Fiuge zusatzlich
Weitere operationelle
Mindest-
. ~~~~rii~hmn
• Oberziehwarnung • Pitotrohrheizung
• Kraftstoffkontrollm • Alternate Static esser (siehe 7.9) Valve i
..
,. ' tur jeaen oeiegteni
SitZ
I
• Flughandbuch
.
Notbatterle (f(lr
Backup-
Kunstlichen
Horizon! und
F!u!lich!
• "ECU Backup
Unsafe"
Warnleuchte
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Ergiim:ung A32
Garmin G1000, IFR
System
010-00370-( )
Manifest
006-B0093-( )
006-B0172-( )
006-B0190-( )
006-B0193-( )
006-B0203-( )
006-B0223-( )
006-B0224-( )
006-B0319-( )
006-B0328-( )
006-B0329-( )
006-C0048-( )
006-C0049-( )
006-C0055-( )
006-00159-( )
2.16.8 GARMIN G1000 AVIONIK-SYSTEM
1. Der Garmin G1000 Cockpit Reference Guide, PiN 190-00324-03 Rev. A oder eine neuere gultige Revision muB der Besatzung jederzeit zur Verfugung stehen.
2. Das Garmin G1000-System muB mit der Software Garmin P/N: 010-00370-11, oder einer neueren zugelassenen Software, gemaB Mandatory Service Bulletin
DAI MSB 04-045, ausgerustet sein:
'Software Zugel~tssene
Version
F.unktion
Q)
.<::
Q)
'(ii c
0
'§
..0
'<t
9
'<t
0
00
(/)
~
<(
0 c
0
'§
~
2
1/J
Q)
:::>
Q) c
GPS1, GPS2
GTX1-GIA1, GTX1-GIA2
GIA1, GIA2
GEA1-GIA1; GEA1-GIA2
GMA1-GIA1, GMA1-GAI2
GRS1-GIA1, GRS1-GIA2
GMU1
PFD1, MFD1
Q)
>
Q) c
Q)
1/J
1/J ro
Qj
GMU1FPGA
GRS1FPGA
Ol
:::>
N
GDC1FPGA
e
GRS1 MV DB
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Erganzung A32
Garmin G1000, IFR
$QftWare Zugelas~;~ene
Version
'
' '
'
Fur\ldion
006-D0202-( )
006-B0261-( )
006-B0081-( )
006-B0083-( )
I
006-B0082-(
GDC1 GIA1
COM1, COM2
GS1, GS2
I
NAV1, NAV2
ANMERKUNG
Die Softwareversionsnummer wird auf dem Multifunktionsdisplay (MFD) unmittelbar nach dem Hochfahren des Systems angezeigt und mul~ bestatigt werden, lJie anderen Systemsoftwareversionen konnen in der AUX-
Gruppe uber die Unterseite 5, "AUX- SYSTEM STATUS" angezeigt und verglichen werden.
3. Die IFR-Navigation mit dem G1000 GPS-Empfiinger auf Langstrecken, uber
Meeren und im Endanflug ist nur dann erlaubt, wenn der Pilot die Aktualitiit der
Datenbasis oder die Obereinstimmung aller ausgewahlten Wegpunkte mit zugelassenen Datenquellen uberpruft.
4. Die Endanflugsnavigation mit dem G1000 GPS-Empfanger ist gemar.. den zugelassenen lnstrumentenanflugverfahren, die der GPS-Datenbank entnommen
-=--
-1 -•- ___ ._ __ .J::· ....... __
-···-,
--·
-··--·-· .. -···
Stand sein.
ANMERKUNG
Nicht alle veroffentlichten Endanfluge befinden sich in der
FMS-Datenbank. Der Pilot mur.. sich vergewissern, dar.. der geplante Endanflug in der Datenbank verfugbar ist.
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Erganzung A32
Garmin G1000, IFR
(a) lnstrumentenanfluge unter Verwendung des GPS-Empfangers mussen im
"Approach Mode" ausgefllhrt werden und das "Receiver Autonomous
Integrity Monitoring- RAIM" mur.. am Final Approach Fix verfugbar sein.
(b) Die Durchfllhrung von Anflugen nach ILS, LOC, LOC-BC, LOA, SDF, MLS oder anderen Verfahren, die nicht fUr GPS-Overlay mit dem 01000 GPS zugelassen sind, ist unzulassig.
(c) Die Verwendung des 01000 VOR/ILS-Empfangers fUr Anfluge, die nicht fUr GPS zugelassen sind, erfordert, dar.. die VORIILS Navigationsdaten am Display angezeigt werden.
(d) Wenn ein Ausweichflugplatz auf Grund der glllligen Vorschriften erforderlich ist, mur.. dieser durch eine anderes Navigationsverfahren als
GPS oder Loran-C erreichbar sein. Das Flugzeug mur.. mit dieser
Navigationshilfe ausgerustet sein, und dieselbe mur.. funktionstllchtig sein.
(e) Die VNAV-Informalionen durfen nur als Zusatzinformationen verwendet werden. Die Verwendung der VNAV-Informationen fUr lnstrumentenanflug-verfahren garantiert keine korrekten Hohen beim
Abslieg oder die Ankunft in korrekten Minimalhohen fUr die Landung.
(f) RNAV (GPS)-Anfluge mussen unter Verwendung des GPS-Systems erfolgen.
5. Wenn nicht vorher anders beschrieben, mussen die folgenden Grundeinstellungen im "SYSTEM SETUP"-Menu des Garmin 01000-Systems vor dem Betrieb durchgefllhrt werden (falls erforderlich findet sich die Vorgangsweise auch im
Garmin-'Pilot's Guide'):
(a) DIS, SPD : nm, kt (setzt die Navigalionseinheiten auf "Nautische
Meilen" und "Knoten").
(setzt Hoheneinheiten auf "Fur.." and "Fur.. pro (b) ALT, VS : ft, fpm
Minute").
(c) MAP DATUM : WGS 84 (setzt die Kartendaten auf WGS-84, siehe auch
(d) POSITION untenstehende Anmerkung).
: deg-min (setzt die Navigalionsgittereinheiten auf Minuten im Dezimalformat).
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Ergiinzung A32
Garmin G1000, IFR
ANMERKUNG
In e1mgen Gebieten werden andere geodatische
Bezugssysteme als WGS-84 oder NAD-83 verwendeL
Wenn das benutzte G 1 000-System von der dort zustandigen Luftfahrtbeh6rde zugelassen ist, mur.. das entsprechende geodatische Bezugssystem vor der
Verwendung zur Navigation eingestellt werden.
6 Die Verwendung des Systems ist ni:irrllich von 70° N unci siirllir.h von 70° S nir.ht erlaubt. Zusatzlich ist die Verwendung in den folgenden zwei Regionen verboten:
(a) nordlich von 65° N zwischen 75° W und 120° W (westlicher Uinge), und
(b) sOdlich von 55° S zwischen 120° E und 165° E (ostlicher Lange)
7. Falls ein Autopilot eingebaut ist: FOr lnstrumentenanfiOge mit dem Autopiloten mur.. die CDi Sequencing des ILS auf MANUAL gesetzt werden. VVenn die CDI-Quelle gewechselt wird, wahrend der Autopilot sich im NAV-Modus befindet, dann wird der
"Laterai"-Modus des Autopiloten auf den "ROLL ATTITUDE"-Modus geandert und der "NAV"-Modus mur.. vom Piloten von Hand ausgewahlt werden.
8. Die Funktionen des G1000-Systems zur Anzeige von Kraftstoffmenge (fuel quantity), benotigtem Kraftstoff (fuel required) und verbleibendem Kraftstoff (fuel remaining) auf der Kraftstoffseite (wird angezeigt, wenn der 'Fuel Button' wie unter
1 .\1.<1 geze1g1, geurucKt w1ru1 SlflU nur ergctnLenue urrurrnauunen uno IIJu:;:;ell uurc11 die Besatzung verifiziert werden.
9. Der Hohenmesser des Piloten ist die erste Hohenreferenz wahrend aller
Operationen, die 'advisory vertical navigation' (VNAV) benutzen.
10. Die Navigationsentscheidungen dOrfen nicht auf Grundlage der vom Garmin
G1000-System angezeigten Gelande- oder Hindernisdaten getroffen werden.
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•Dia~f!l!J! Ergiinzung A32
Garmin G1000, IFR
ANMERKUNG
Die Gelandeanzeige ist nur als Hilfe gedacht, urn die
Gelandesituation darzustellen. Das System kann irn allgemeinen weder die Genauigkeit noch die Auflosung bieten, urn Entscheidungen zu treffen oder Flugmanover zu planen, urn Gelande- oder Hinderniskollisionen zu verrneiden.
11. Die Datenbasis fOr das Gelande, Hindernisse und Flugplatzgelande des G1000-
Systems umfaBI die folgenden Gebiete:
1. Die Daten fUr das Gelande umfassen den Bereich von 75° Nord bis 60° SOd,
Ober alle Langengrade.
2. Die Flugplatzgelandedaten umfassen folgende Gebiete: Vereinigte Staaten von Amerika (United States of America), Kanada (Canada), Mexiko (Mexico),
Lateinamerika (Latin America) und SOdamerika (South America).
3. Die Hindernisdaten umfassen die Vereinigten Staaten von Arnerika (United
States of America).
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Ergiinzung A32
Garmin G1000, IFR
3. NOTVERFAHREN
3.1.3 EINSTELLEN DER NOTFREQUENZ (EMERGENCY FREQUENCY! lm Falle eines Notfalls wahrend des Fluges wird durch DrOcken des 'COM transfer' -
Knopfes » o am Garmin G 1000 fOr mehr als 2 Sekunden die Notfrequenz von 121 ,500
MHz automatisch eingestellt. Wenn das Display verfOgbar ist, wird die Frequenz im aktiven Fenster angezeigt.
3.8 FLUGZEUGBEZOGENE G1000-WARNUNGEN
ANMERKUNG
Alle mlt dem G I 000 ausgestatteten Flugzeuge tle~ben kein
Annunciator Panel. Alle lnformationen werden auf den
Displays des Garmin G 1 000-Systems angezeigt. Die
Anzeigen unterscheiden sich gegenOber denen, die im
Hauptteii des Flughandbuches aufgeiisiei sind.
3.8.1 WARNUNGEN I ALLGEMEIN
MERKMALE "Warnung" bedeutet, dal). die Nichtbeachtung des zugehi:irigen Verfahrens zu einer unmittelbaren oder bedeutenden Beeintrachtigung der Flugsicherheit
Blinkender Warntext in roter Farbe.
Warnsignalton von jeweils 1 ,5 Sekunden Dauer, der bis zur Bestatigung durch die Besatzung ohne
Unterbrechung wiederholt wird.
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Ergiinzung A32
Garmin G1000, IFR
3.8.2 ENG TEMP
ENG TEMP Die KOhlmitteltemperatur befindet sich im oberen roten
Bereich (zu hoch I Ober 105 oc). die KOhlmittelstandsanzeige (COOL LVL) kontrollieren. falls 'aus': wahrend des Steigfluges:
Motorleistung urn 10% reduzieren.
Fluggeschwindigkeit urn 10 KIAS erhOhen.
Wenn die KOhlmitteltemperatur nicht innerhalb von 60 Sekunden den grOnen
Bereich erreicht: die Motorleistung so weit wie moglich reduzieren und die
Fluggeschwindigkeit erhohen. wahrend des Reisefluges:
Motorleistung reduzieren.
Fluggeschwindigkeit erhOhen.
OberprOfen, ob die KOhlmitteltemperatur im grOnen Bereich ist.
WICHTIGER HINWEIS
Wenn die KOhlmitteltemperatur nicht in den grOnen Bereich zurOckkehrt, is! eine vorsorgliche Landung entsprechend den im Hauptteil des Flughandbuchs angegebenen
Verfahren am nachstgelegenen Flugplatz durchzufOhren. falls 'ein':
Motorleistung reduzieren. mit dem Verlust von KOhlmittel rechnen.
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Ergiinzung A32
Garmin G1000, IFR
WARNUNG
Mit einem weiteren Anstieg der Kl.ihlmitteltemperatur mur..
Qerechnet werden. Auf eine Notlandung entsprechend den im Hauptteil des Flughandbuchs angegebenen Verfahren vorbereiten.
3.8.3 OIL TEMP
OIL TEMP Die Motori:iltemperatur befindet sich im oberen roten
Bereich (zu hoch I ubcr 140 oc). die Anzeige des Oldrucks (OIL PRES) kontrollieren. wenn der 0/druck zu niedrig ist:
Motorieistung reduzieren. mit weiterem Olverlust und einem Motorschaden rechnen. Auf eine Notlandung entsprechend den im Hauptteil des Flughandbuchs angegebenen Verfahren vorbereiten. wenn der 0/druck im griinen Bereich steht:
Fluggeschwindigkeit erhi:ihen.
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Erganzung A32
Garmin G1000, IFR
3.8.4 OIL PRES
OILPRES Der Motoriildruck befindet sich im unteren roten
Bereich (zu niedrig I unter 1 ,2 bar).
ANMERKUNG
Wenn der Drehzahlmesser weniger als 1500 Umdrehungen pro Minute (RPM) anzeigt und der Leistungshebel auf
Leerlauf (IDLE) steht, mur.. der Oldruck in den roten Bereich abfallen, und dadurch wird die Oldruckwarnung (OIL PRES) angezeigt.
Motorleistung reduzieren. mit weiterem Olverlust und Motorschaden rechnen. Auf eine Notlandung entsprechend den im Hauptteil des Flughandbuchs angegebenen Verfahren vorbereiten.
3.8.5 GBOX TEMP
GBOX TEMP
Die Getriebetemperatur befindet sich im oberen roten
Bereich (zu hoch I uber 120 oc).
Motorleistung reduzieren.
Fluggeschwindigkeit erhiihen.
3.8.6 LIR FUEL TEMP
LIR FUEL TEMP
Die Kraftstofftemperatur befindet sich im oberen roten
Bereich (zu hoch I uber 75 oc).
Motorleistung reduzieren.
Fluggeschwindigkeit erhiihen.
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Erganzung A32
Garmin G1000, IFR
3.8.7 ALTN AMPS
ALTN AMPS
Die Stromstarke am Generator befindet sich im oberen roten Bereich (zu hoch I Ober 90 Ampere).
Diese Warnung wird angezeigt, wenn der Verbrauch von elektrischer Energie zu hoch ist.
Mogliche Grunde dafOr sind:
- Ein Fehler in der Verkabelung oder der elektrischen AusrOstung.
1. Elektrische AusrOstung ausschalten, so weit notwendig und moglich, urn die
Belastung des Stromnetzes zu reduzieren.
Wenn sich das Problem nicht beheben /al!.t:
2. Auf dem nachstgelegenen, geeigneten Flugplatz landen.
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Garmin G1000, IFR
3.8.8 AL TN FAIL
ALTN FAIL Der Generator ist ausgefallen.
Ein Generatorausfall wird durch eine Warnung (ALTN FAIL) am G1000-System angezeigt. Die Batterie ist die letzte verbleibende Stromquelle und kann Energie fUr etwa 30 Minuten liefern.
1. Sicherungen ........................ . UberprUfen; wenn alle O.K. sind:
2. ESSENTIAL BUS .... fortfahren m it Schritt 2.
ON
3. Elektrische AusrUstung Alle nicht gebrauchte elektrische
AusrUstung ausschalten (OFF).
4. Auf dem niichstgelegenen, geeigneten Flugplatz landen.
WARNUNG
Die ECU, die fUr den Betrieb des Motors unbedingt notwendig ist, benotigt elektrische Energie. Es wird empfohlen, alle nicht benotigten elektrischen Verbraucher auszuschalten und so bald wie moglich zu landen. Auf einen Motorschaden und eine Notlandung gefa11t sein. FUr den Fall eines schwerwiegenden elektrischen Fehlers ist eine ECU- Reservebatterie installiert.
VORWARNUNG
Wenn die Batteriekapazitiit nicht ausreicht, einen geeigneten Flugplatz zu erreichen, is! in Modellen mit der
IFR-Ausstattung eine Notbatterie installiert, die zusiitzlich auch als Backupsystem fUr den KUnstlichen Horizon! und das Flutlicht dient. Diese Batterie wird m it dem "Emergency
Switch", der sich oben links am lnstrumentenbrett befindet, eingeschaltet.
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Garmin G1000, IFR
3.8.9 STARTER
I
STARTER
I
Der Starter ist eingerOckt.
Die 'STARTER'-Warnung am Garmin G1000-System ist gleichbedeutend mit der
'START'-Warnung, die am Annunciator Panel angezeigt wird und im Hauptteil des
Flughandbuchs mit den notwendigen Verfahren beschrieben wird, wobei die
'STARTER'-Warnung des G1000 beim Auftreten des Fehlers stetig angezeigt wird.
3.8.10 DOOR OPEN
DOOR OPEN
Vordere und/oder hintere Kabinenhaube(n) ist/sind nicht geschlossen und verriegelt.
Die 'DOOR OPEN'-Warnung des G1000-Systems ist gleichbedeutend mit der 'DOOR'-
Warnung, die am Annunciator Panel angezeigt wird und im Hauptteil des
Flughandbuchs mit den notwendigen Verfahren beschrieben wird.
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Garmin G1000, IFR
3.9 G1000-SYSTEMBEZOGENE WARNUNGEN
3.9.1 ROTES X
Ein rotes X quer Liber ein Anzeigenfeld, wie zum Beispiel COM-Frequenzen, NAV-
Frequenzen oder Motordaten zeigt an, da~ dieses Anzeigefeld keine gultigen Oaten empfangt.
3.9.2 POSN ERROR
POSN ERROR
Das System zeigt keine GPS- Oaten zur
Unterstutzung der Navigation an.
Die G1000 VORIILS-Empfanger oder andere alternative Navigationsmethoden zur
Navigation verwenden.
3.9.3 ATTITUDE FAIL
ATTITUDE FAIL Das Anzeigesystem empfangt keine
Fluglageninformationen vom AHRS und es wird kein
Horizon! mehr angezeigt; zusatzlich markiert ein rotes
X den Kunstlichen Horizon! des G1000 als ungultig.
Es ist der Backup-Kunstliche Horizon! zu verwenden.
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3.9.4 AIRSPEED FAIL
AIRSPEED FAIL Das Anzeigesystem empfangt keine
Fluggeschwindigkeitsdaten vom Flugdatenrechner; ein rotes X markiert die Fahrtmesseranzeige am
G1000 als ungOitig.
Es isi der Backup-Fahrtrnesser zu verwenden.
3.9.5 ALITI UUI: I-AIL
ALTITUDE FAIL Das Anzeigesystem empfiingt keine Hohcndaten vom
Flugdatenrechner; ein rotes X markiert die
Hohenmesseranzeige des G1000 als ungultig.
Es ist der Backup-Hohenmesser zu verwenden.
3.9.6 VERT SPEED FAIL
VERT SPEED FAIL Das Anzeigesystem empfangt keine Variometerdaten vom Flugdatenrechner; ein rotes X markiert die
Variometeranzeige des G1000 als ungUitig.
LJIV
VIlli\~
UIIU ....
IMI\..4~._.,,
I
1\.VIIII.._.II ._.._.._. ._.....,, o '""'''...,,, ...
-' - L •. - 1 - ! . l - L . . · - · · - 1 - - -
,,...,...,.,..,.,,:::1 ._...,:::1....,., .............. ,_._.,,,
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3.9.7 HOG
HOG Das Anzeigesystem empfangt keine gOitigen
Flugrichtungsdaten vom AHRS; ein rotes X markiert die Flugrichtungsanzeige des G1000 als ungOitig.
Es is! der Backup-Kompar! zu ve!Wenden.
3.9.8 WARN
WARN RAIM Positionswarnung - der Balken zur Darstellung der Navigationsabweichung wird nicht mehr angezeigt.
1. CDI softkey . . . . . . . . . . . . . . . . . . . . . . . . . . umschalten auf VOR/LOC
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3.10 AUSFALLE DES G1000-SYSTEMS
3.10.1 AUSFALL DER NAVIGATIONSINFORMATIONEN
Wenn die GARMIN G 1000 GPS-Navigationsinformationen nicht verfugbar oder ungultig sind, ist die verbliebene funktionstochtige Navigalionsausrustung zu ve!Wenden.
3.10.2 PFD· ODER MFD·DISPLAYAUSFALL
1. DISPLAY BACKUP-Taste am Audio-Bedienteil: DROCKEN
%
Automatlscher Elntrltt von Anzelgefehlem
Wenn PFD und MFD automatisch in umgekehrten Modus Obergegangen sind, ist
% folgende Vorgehensweise anzuwenden.
%
(a) DISPLAY BACKUP-Taste am Audio-Bedienteil: DRUCKEN (Position OUT)
ANMERKUNG
%
% muss die DISPLAY BACKUP-Taste am Audio-Bedienteil gedrOcki werden. Nach DrOcken der DiSPLAY BACKUP-
Taste bleibt das System im umgekehrten Modus, auch wenn das Problem gelost ist, dass zum automatischen
Wechsel gefOhrt hat. Ein einmaliger Versuch zum normalen
Modus zurOckzukehren, ist mit Hilfe folgender Vorgehensweise zugelassen.
% {b) DISPLAY BACKUP-Taste am Audio-Bedienteil: DRUCKEN (Position IN)
%
Wenn das System zum normalen Modus Obergeht, DISPLAY BACKUP-Taste in
% gedruckter Position (Position IN) lassen.
% Wenn das System im umgekehrten Modus bleibt oder une!Wartetes Anzeigeverhalten wie Flackern auftritt, DISPLAY BACKUP-Taste erneut drOcken (Position
OUT).
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3.10.3 AHRS-AUSFALL
ANMERKUNG
Ein Ausfall des "Attitude and Heading Reference System
(AHRS)" wird durch das Entfernen der Darstellung des
Horizontes und durch ein rotes X sowie durch die gelbe
Vorwarnung "AHRS FAILURE" auf dem PFD angezeigt. Die digitale Flugrichtungsdarstellung wird durch die gelben
Buchstaben "HOG" ersetzt und die Kompar:lrose entfernt.
Der Kurszeiger zeigt senkrecht nach oben, der Kurs kann unter Verwendung des digitalen Fensters gesetzt werden.
1. Zur Navigation sind der Backup-Kiinstliche Horizon!, der Backup-Kompar:l und
Flugkarten zu verwenden.
2. Kurs ................... . mit Hilfe des digitalen Fensters festlegen.
3.10.4 AUSFALL DES FLUGDATENRECHNERS (ADC)
ANMERKUNG
Der komplette Verlust des Flugdatenrechners wird durch ein rotes X und gelben Text iiber den Anzeigen von Fahrtmesser, H6henmesser, Variometer, Wahrer Fluggeschwindigkeit (TAS) und Aur:lentemperatur (OAT) angezeigt. Einige Funktionen der FMS-Seite wie die Wahre
Fluggeschwindigkeit (TAS) und Windberechnungen gehen mitunter auch verloren.
1. Die Backup-lnstrumente fiir die Fluggeschwindigkeit und H6henmessung verwenden.
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3.10.5 FEHLERHAFTE ODER FEHLENDE MOTOR· UNO KRAFTSTOFFANZEIGEN
ANMERKUNG
Der Verlust eines Motorenmer..wertes wird durch ein rotes X im enlspreclienden Anzeigefeld angezeigt. Fehlerhafte lnformationen konnen durch widerspruchliche Anzeigen anderer Systeme identifiziert werden.
1. Die Motorleistung auf Basis der Stellung des Leistungshebels, des
MotorP.ngP.riiw:;r.hP.s unrl rlP.r FluggP.sr.hwindigkeit wahlen.
2. Andere Anzeigen beobachten, um den Zustand des Motors einzuschatzen.
3. Verwendung bekannter Leistungseinstellungen und Flugleistungsdaten a us dem
Flughandbuch, um den Kraftstoffverbrauch naherungsweise zu bestimmen.
4. Verwendung weiterer Systeminformationen wie (Vor-) Warnungen, GPS-
Kraftstoffanzeige und Verbrauchsdaten, um den Flug sicher zu Ende zu flihren.
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3.10.6 FEHLERHAFTE ODER FEHLENDE WARNUNGS- UNO VORWARNUNGS·
ANZEIGEN
ANMERKUNG
Der Verlust einer (V or- )Warnanzeige kann mitunter dadurch erkannt werden, dal1 Motor- oder Kraftstoffanzeigen eine abnormale oder eine Notsituation anzeigen, wiihrend die (V or- )Warnung ausbleibt. Eine fehlerhafte (V or-)
Warnanzeige kann dadurch identifiziert werden, dal1 andere
Systeminformationen nicht mit einer angezeigten (Vor-
)Warnung ubereinstimmen.
1. Wenn eine (V or- )Warnung angezeigt wird, is! sie als tatsachlich eingetretene
Situation zu behandeln. Es is! den Verfahren im Hauptteil des Handbuchs zu folgen.
2. Wenn ein Display einen abnormalen Zustand anzeigt, aber keine (Vor-)Warnung angezeigt wird, sind andere Systeminformationen wie zum Beispiel Motoranzeigen oder GPS-Daten zu Kraftstoffmenge und -verbrauch heranzuziehen, um zu beurteilen, ob die Notsituation wirklich existiert. Wenn die Anzeige eine (Vor-)
Warnung nicht eindeutig widerlegt werden kann, is! die (Vor-) Warnung als berechtigt anzunehmen und auch entsprechend zu reagieren. Es is! den
Verfahren im Hauptteil des Flughandbuchs zu folgen.
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Garmin G1000, IFR
4A. NORMALE BETRIEBSVERFAHREN
ANMERKUNG
Alle mit dem G1000 ausgestatteten Flugzeuge haben kein
Annunciator Panel. Alle lnformationen werden auf den
Displays des Garmin G1000-Systems angezeigt. Die
Anzeigen unterscheiden sich gegenuber denen, die im
Hauptteil des Flughandbuches aufgelistet sind.
4A.3.4 VOR DEM ROLLEN
WARNUNG
1st bereits ein Abflugsverfahren im Flugplan des G 1000 progralT:iTiiert, rnuss cHeses ge!Oscht \-verden, bevor eln neues Abflugsverfahren in den Flugplan geladen wird. Bei
Nichtbeachten ki:innen fehlerhafte CDI-Angaben, Verlust der GPS-Navigationsdaten und weitere Anzeigeabweichungen entstehen.
ANMERKUNG
Wenn Anzeiqeabweichunqen nach der Bearbeitung des
Flugplanes am G 1000 auftreten, ist entweder eine
"direct to" oder "activate leg"-Operation entsprechend dem
Flugplan vorzunehmen, um eine korrekte Flugplansequenzierung und -flihrung sicherzustellen.
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4A.3.11 SINKFLUG
WARNUNG
1st bereits ein Anflugsverfahren im Flugplan des G 1000 programmiert, muss dieses geliischt werden, bevor ein neues Anflugsverfahren in den Flugplan geladen wird. Bei
Nichtbeachten kiinnen fehlerhafte CDI-Angaben, Verlust der GPS-Navigalionsdaten und weitere Anzeigeabweichungen entstehen.
ANMERKUNG
Wenn Anzeigeabweichungen nach der Bearbeitung des
Flugplanes am G 1000 auftreten, is! entweder eine
"direct to" oder "activate leg"-Operalion entsprechend dem
Flugplan vorzunehmen, um eine korrekte Flugplansequenzierung und -fl.ihrung sicherzustellen.
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Garmin G1000, IFR
4A.4 ZUSTANDSANZEIGEN DES G1000-SYSTEMS
Das G 1 000-System stellt folgende Zustandsanzeigen im Alarmfenster des PFD dar:
4A.4.1 ZUSTANDSANZEIGEN I ALLGEMEIN
I
MERKMALE
I
Text in wemer Farbe.
4A.4.2 GLOW ON
GLOW ON
4A.4.3 FUEL XFER
Gluhkerzen des Motors sind in Betrieb.
FUELXFER Kraftstofftransfer vom Zusatz- zum Haupttank ist im
Gange.
4A.4.4 PFD/MFD/GIA FAN FAIL
PFD FAN FAIL
MFD FAN FAIL
GIA FAN FAIL
Der Lufter fUr das PFD ist aul1er Betrieb.
Der Lufter fUr das MFD ist aul1er Betrieb.
Der Lufter fUr das G lA ist aul1er Betrieb.
Ut::'l ,--,U~ "-C:tllll IVIl~e<.;::u::aLl VVCIUCII 1 GtUCI IIQI.JII UCI L-CUIUUII~ 1.;:)~ CIIIC VVOilUII~ durchzufUhren.
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48. A8NORMALE 8ETRIE8SVERFAHREN
48.8 ANZEIGE DER MOTORINSTRUMENTE DES G1000
AUSSERHAL8 DES GRUNEN 8EREICHES
48.8.1 HIGH RPM
Vorgangsweise entsprechend:
48.2.1 DREHZAHL RPM im Hauptteil des FH8.
48.8.2 HIGH ODER LOW COOLANT TEMPERATURE
Vorgangsweise entsprechend:
48.2.2 KUHLMITTELTEMPERATUR CT im Hauptteil des
FH8.
48.8.3 HIGH ODER LOW OIL TEMPERATURE
Vorgangsweise entsprechend:
48.2.3 OL TEMPERATUR OT im Hauptteil des FH8.
48.8.4 HIGH ODER LOW OIL PRESSURE
Vorgangsweise entsprechend:
48.2.4 OLDRUCK OP im Hauptteil des FH8.
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48.8.5 HIGH GEARBOX TEMPERATURE
Vorgangsweise entsprechend:
48.2.5 GETRIE8ETEMPERATUR GT im Hauptteil des
FH8.
48.8.6 HIGH ODER LOW FUEL TEMPERATURE
Vorgangsweise entsprechend:
18.2.6 KP.AFTSTOFFTEMPERATUR FUEL TEMP im
Hauptteil des FH8.
48.8.7 HIGH ODER LOW VOLTAGE
Vorgangsweise entsprechend:
48.4.2 SPANNUNG (VOLT) im Hauptteil des FH8.
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48.9 VORWARNUNGEN DES G1000-SYSTEMS
Das 8armin 81 000-System stellt folgende Vorwarnungen am PFD im Alarmfenster zur
Verfugung.
48.9.1 VORWARNANZEIGEN/ ALLGEMEIN
MERKMALE * Text in gelber Farbe
* Einmaliger Signalton m it 1 ,5 Sekunden Dauer
48.9.2 ECU A FAIL
ECU A FAIL * Fehler in der Motorsteuereinheit ECU A oder
* ECU A befindet sich im FADEC-Test wahrend des
Checks "Vor dem Start".
Eine 'ECU A FAIL'-Vorwarnung am 81000-System is! gleichbedeutend mit einer 'ECU
A'-Vorwarnung, die am Annunciator Panel angezeigt wird und im Hauptteil des
Flughandbuches mit den notwendigen Verfahren beschrieben wird. Dabei wird die
'ECU A FAIL'- Vorwarnung am 81000-System kontinuierlich angezeigt, so lange der
Fehler auftritt.
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46.9.3 ECU 6 FAIL
ECU 6 FAIL * Fehler in der Motorsteuereinheit ECU B oder
* ECU B befindet sich im FADEC-Test wahrend des
Checks "Vor dem Start".
Eine 'ECU 8 FAIL'~Vorwarnung am G1 000-System ist gleichbedeutend m
B'-Vorwarnung, die am Annunciator Panel angezeigt wird und im Hauptteil des
Flughandbuches mit den notwendigen Verfahren beschrieben wird. Dabei wird die
'ECU B FAIL'- Vorwarnung am G1000-System kontinuierlich angezeigt, so lange der
Fehler auftritt.
46.9.4 L FUEL LOW
L FUEL LOW Die Kraftstoffmenge im Haupttank ist gering.
Eine 'L FUEL LOW'-Vorwarnung am G 1 000-System ist gleichbedeutend m it der 'LOW
FUEL'-Vorwarnung, die am Annunciator Panel angezeigt wird und im Hauptteil des
Flughandbuches m it den notwendigen Verfahren beschrieben wird.
48.9.5 LOW VOLTAGE CAUTION (LOW VOLTS)
I
VOLTS LOW
I Die Busspannunq ist zu niedriq (weniqer als 12.6 Volt}.
-----------------------------
Eine 'VOLTS LOW'- Vorwarnung am G1000-System ist gleichbedeutend mit einer
'LOW VOL TS'-Vorwarnung, die am Annunciator Panel angezeigt wird und im Hauptteil des Flughandbuches mit den notwendigen Verfahren beschrieben wird.
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48.9.6 COOL LVL
COOL LVL Der Motorkuhlmittelstand is! niedrig.
Eine 'COOL LVL'-Vorwarnung am G1 000-System is! gleichbedeutend m it der 'WATER
LEVEL'-Vorwarnung, die am AED-125 angezeigt wird und im Hauptteil des Flughandbuches mil den notwendigen Verfahren beschrieben wird.
48.9.7 PITOT FAIL I PITOT HT OFF
PITOT FAIL
PITOT HT OFF
Die Pitotrohrheizung ist fehlerhaft.
Pitotrohrheizung is! ausgeschaltet (OFF).
Eine 'PITOT FAIL'-Vorwarnung am G1 000-System is! gleichbedeutend m it der 'PITOT'-
Vorwarnung, die am Annunciator Panel angezeigt wird und im Hauptteil des Flughandbuches m it den notwendigen Verfahren beschrieben wird.
Eine 'PITOT HT OFF'-Vorwarnung am G1000-System informiert den Piloten, da~ die
Pitotrohrheizung ausgeschaltet is!.
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4B.9.8 INTEG-RAIM NOT AVAILABLE
INTEG
RAIM not available
RAIM (Receiver Autonomous Integrity Monitor) ist nicht verfugbar. la) Flugphasen Reiseflug. Langstrecken und Anflug
Wenn die "!NTEG-RA!M not available" Vorwarnung in diesen Flugphasen angezeigt wird, kann der Flug unter Verwendung des GPS-Systems oder mit Hilfe alternativer, vom G 1000 unabhangiger Navigationsverfahren entsprechend der aktuellen l-lugphase we1tergefuhrt werden. Falls das GPS-System zur 1-.Javlgatlon verwendel wird, ist die Position alle 15 Minuten mit dem G1000 VOR/ILS-Empfanger oder mit einem anderen 11-K-zugelassenem System zu kontrollieren. lbl Endanflug
Wenn die "INTEG-RAl M not available" Vorwarnung wahrend des Endanfluges auftritt, wird die GPS-gestlitzte Navigation bis zu 5 Minuten lang m it der Genauigkeit des CDI
(0,3 Nautische Meilen) weiter angezeigt. Nach etvva 5 rvtinuten warden keine
Kursdaten mit Anfluggenauigkeit angezeigt. Die "Missed Approach"-Kursflihrung kann weiterhin m it einer CDI-Genauigkeit von 1 nautischen Meile verfugbar sein, wenn der
"Missed Approach" durchgeflihrt wird.
46.9.9 AHRS ALIGNING · KEEP WINGS LEVEL
AHRS ALIGN:
Keep Wings
Level
Das AHRS (Attitude and Heading Reference System) richtet sich aus.
Die Tragflachen unter Verwendung des Backup-Kunstlichen Horizonts waagrecht halten.
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5. LEISTUNGEN
Keine Anderungen.
6. MASSE UNO SCHWERPUNKT
Nach de m A us- oder Einbau des Garmin G 1 000-Systems mussen die Anderungen der
Leermasse und des Leermassen-Schwerpunktes des Flugzeugs im Kapitel 6 des
Flughandbuches eingetragen werden.
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7. BESCHREIBUNG DES FLUGZEUGES UNO SEINER SYSTEME
7.4 INSTRUMENTENBRETT i'->
-·--·~--------- ~-----~-~
-
-·
Die wichtigsten lnstrumente und Bedienelemente
1 ELECTRIC MASTER
2 Kraftstofftransferschalter
3 Pitotrohrheizungsschalter
4 AVIONIC MASTER
5 ESSENTIAL BUS
-
V
--·.-
.......
,.
·- ...
L - V V L . . l r \ V I , V I V ....... I
..
7 ECU TEST Taster
8 ECU SWAP Schalter
9 ENGINE MASTER
10 Drehschalter fOr lnstrumentenbeleuchtung und Flutlicht
11 Lichtschalter
14 Schalter fOr die Klappen
15 Alternate static valve
16
17
18
-~
·~
20
UlftungsdOsen
Backup-Fahrtmesser
Backup-KOnstlicher Horizon!
~
I
,, .. ,
,...,.,,,._.11111.._. .... ._. ..... , .....\.AVIH,.Of""
Kompar.. fOr Nolfi:ille
21
22
ELT- Bedieneinheit
Zusatzsteckdose
23 Autopilot-Bedienungseinheit (wenn
Autopilot eingebaut ist)
24 Primi:ires Flugdatendisplay (PFD)
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Ergiinzung A32
Garmin G1000, IFR
12 Notschalter
13 Sicherungen*
25 Audioverstarker /Intercom I
Marker-Empfangsanlage
26 Multifunktionsdisplay (MFD)
*) Bezeichnungen und Abklirzungen, die zur Kennzeichnung der elektrischen
Sicherungen verwendet werden, sind im Abschnitt 1.5 BEZEICHNUNGEN UNO
ABKURZUNGEN erlautert.
ANMERKUNG
Die Abbildung auf der vorhergehenden Seite zeigt die typische Anordung der Ausrlistung in der DA 40 D, wenn das Garmin G 1 000-System installiert is!. Die aktuelle
Anordnung kann durch die verschiedenen zugelassenen
Ausrlistungen variieren.
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Erganzung A32
Garmin G1000, IFR
7.9 TRIEBWERK
7.9.4 MOTORINSTRUMENTE
Die Motorinstrumente werden am Garmin G1000-Multifunktionsdisplay (MFD) angezeigt. Siehe auch 7.14.3- MULTIFUNKTIONSDISPLAY (MFD).
Standardseite Motor wenn die SYSTEM-Taste gedruckt wird wenn die FUEL-Taste gedruckt wird
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Ergiinzung A32
Garmin G1000, IFR
ANMERKUNG
Die Darstellung auf der vorhergehenden Seite zeigt den prinzipiellen Aufbau des G 1 000-Multifunktionsdisplays
(MFD) in den verschiedenen Anzeigemodi. Die abgebildeten Markierungen an den Motorinstrumenten mussen nicht m it den aktuell gultigen Betriebsgrenzen des
Motors der DA 40 D ubereinstimmen.
ANMERKUNG
Die Kraftstoffberechnungen auf der FUEL CALC-Seite des
G1000 beziehen die aktuell im Flugzeug gemessenen
Kraftstoffmengen nicht in die Rechnung ein. Die angezeigten Werte werden auf Grund der zuletzt vom
Piloten eingegebenen Kraftstoffmenge und der aktuellen
Kraftstoffverbrauchsdaten errechnet. Darum durfen diese errechneten Flugdauer- und Reichweitendaten nicht zur
Flugplanung verwendet werden, sie dienen nur der
Information.
Bezeichnung
LOAD
RPM
VOLT
Anzeige
Verfugbare Motorleistung
Umdrehungszahl des Propellers elektrische Spannung
AMPS elektrische Stromstarke
COOLANT TEMP Kuhlmitteltemperatur
GEARBOX Getriebetemperatur
OIL TEMP
OIL PRES
FUEL QTY
FFLOW
FUEL TEMP
Motoroltemperatur
Old ruck
Kraftstoffmenge
Kraftstofffluf).
Kraftstofftemperatur
Einheit
%
1/min
V
A oc oc oc bar
US gal
US gallhr oc
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Ergiinzung A32
Garmin G1000, IFR
7.10 ELEKTRISCHES SYSTEM
7.10.3 WARNUNGEN, VORWARNUNGEN UNO ZUSTANDSANZEIGEN
Crew Alerting System (CAS)
Das G1000 Crew Alerting System (CAS) dient der Abgabe visueller und akustischer
Aiarme fUr die Besaizung. Die Aiarme werden in die foigenden drei Stufen geteilt:
WARNING (WARNUNG)
CAUTION (VORWARNUNG)
ADVISORY (ZUSTANDSANZEIGE)
Die Alanne erscheinen im Alarmfenster des Primaren llugdisplays (rFD). In dicscm
Fenster werden Warnungen ganz oben, gefolgt von den Vorwarnungen und
Zustandsanzeigen, angezeigt. lnnerhalb der drei Gruppen werden die lnformationen von der neuesten Meldung (oben) zur altesten Meldung (unten) gereiht.
Am unteren rechten Rand der Anzeige befindet sich der MSG (Message) soft key.
Dieser MSG soft key beinhaltet zwei Funktionen im Rahmen des CAS:
1. Das Drllcken der MSG-Taste bestatigt eine neu angezeigte Warnung I
Vorwarnung I Zustandsanzeige.
2. Ein weiteres Drllcken auf die MSG-Taste 6ffnet ein zusatzliches Fenster (Auxiliary
-
.
.
At=n\ rl!:H:: lnfnrm::.tinn fi'lr ::::!llj:::l ::::~kthJAn Al::umP. :=tn7P.int
Dieser Aufbau erlaubt der Besatzung durch alle Systemalarme zu blattern, auch wenn im Alarmfenster nicht mehr alle Meldungen angezeigt werden konnen. So werden die kritischen Alarme standig im unmittelbaren Blickfeld des Piloten angezeigt, und es gib! weiters die Option, Alarme mit niedrigerer Prioritat im AFD-Fenster anzusehen.
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Erganzung A32
Garmin G1000, IFR
Alarmstufen
>:
I : store
'::>'
> >:
Warning
(Warnung)
Caution
(Vorwarnung)
Annunciation
Advisory
(Zustandsanzeige)
Message Advisory
(Informationsanzeige)
Safe Operation
Annunciation
(Anzeige sicherer
Betriebsdaten)
'fE!1Stfarbe>
:
Rot
Gelb
Weir..
Weir..
Grun
Pdoritat
> >
>
Al<ustlsche
Warnung
Kann unmittelbare
Korrekturmar..nahmen erfordern
Signalton
"Warnung", der ohne Unterbrechung wiederholt wird, bis er von der Besatzung bestatigt wird.
Kann zukOnftig
Korrekturmar..nahmen erfordern
Einmaliger
Signalton
"Warnung".
Keine
Niedrigste
Keine
Keine
Warnung, Vorwarnung and Zusatzanzeigen
Eine Lisle aller Alarme findet sich unter 2.6 WARNUNGEN, VORWARNUNGEN UNO
ZUSTANDSANZEIGEN in dieser Ergiinzung zum Flughandbuch.
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Garmin G1000, IFR
7.14 GARMIN G1000 INTEGRIERTES AVIONIKSYSTEM
7.14.1 ALLGEMEINES nas Garmin G1000 ist ein integriertes Flug-, Motor-, Kommunikations-, Navigationsund Oberwachungsinstrumentensystem. Dieses integrierte Avionik-System besteht aus einem Primiiren Flugdatendisplay (Primary Flight Display - PFD), einem Multifunkiionsdispiay (Muiiifunction Display - MFD), einem Audiobedienteil, einem
Fluglagen- und Flugrichtungsreferenzsystem (Attitude and Heading Reference System
- AHRS), cincm Flugdotcnrcohnor (Air De~ta Computer - ADC), den Sansoran und
Rechnern (GEA) und der integrierten Avionik (GIA) mit UKW (VHF)-Funkgeriiten,
UKW (VHF)-Navigation und GPS (Globe~! Positioning System).
Die primiire Aufgabe des PFD is! die Anzeige von Fluglage, Flugrichtung,
Navigationsdaten und Alarmierungsdaten fUr den Piloten. Das PFD kann auch zur
Flugplanung verwendet werden. Das MFD zeigt Motor-, Karten- und
Geliindeinformationen an und dient auch der Flugplanung. Das Audiobedienteil dient der .A.usviat"-:1 dc:r Funkgcr8te, der !ntercom- und der Marker-Funkt!onen.
Die Aufgabe des UKW (VHF)-Funkgeriiteteils des G1000 ist es, die
Funkkornmunikation zu ermoglichen. Der VOR/ILS-Empfiinger dient dem Empfang und der Entschlusselung der VOR-, Localizer- und Glide Slope-Signale. Die GPS-
Empfiinger fangen die Signale der GPS-Satelliten auf und berechnen daraus die aktuellen Positions-, Geschwindigkeits- und Zeitangaben.
Bei entsprechendem Empfang des Garmin G1000 GPS-Empfiingers wurden
Genauigkeiten nachgewiesen, die folgende Spezifikationen erfullen: s VFR/IFR Reiseflug, Langstrecken- und Nichtpriizisions-lnstrumenten-anfluge
(GPS, Loran-C. VOR, VOR-DME, TACAN, NOB, NDB-DME, RNAV): Betrieb entsprechend AC 20-138A.
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Ergiinzung A32
Garmin G1000, IFR s Oberseefluge und Fluge in abgelegenen Gebieten entsprechend FAA Notice
8110.60: zwei FMs mussen installiert sein, welche funktionstOchtig sind und brauchbare Signale von zwei unabhangigen GPS-Empfangern erhalten (ein
GPS-Empfanger fOr jene Strecken, auf denen nur LRN (Long Range
Navigation) erforderlich ist). Damit ist keine operationelle Zulassung verbunden. s North Atlantic (NAT) Minimum Navigation Performance Specifications (MNPS)
Airspace, wie in AC 91-49 und AC 91-70 definiert, wenn zwei FMS installiert und in Betrieb sind und brauchbare Signale mit zwei beliebigen GPS-
Empfangern empfangen werden (ein GPS-Empfanger fOr jene Strecken, auf denen nur ein Long Range Navigation Empfanger (LRN) vorgeschrieben ist).
Der GPS-Empfanger erfullt die Erfordernisse der FAA Notice 8110.60 fOr
Empfanger der Primarnavigation. Damit ist keine operationelle Zulassung verbunden. s RNAV (GPS)- Anfluge: Das G1000 GPS erfullt die Erfordernisse der AC 20-
138(A) fOr GPS-basierte RNAV-Anfluge. Dies beinhaltet RNAV-Anfluge, die als RNAV (GPS) eingetragen sind, vorausgesetzt die GPS-Daten sind gOitig.
%
% s Das System erfullt die Anspruche nach RNP5 Airspace (BRNAV) gema[),
AC 90-96 und in Obereinstimmung mit AC 20-138-A und die FAA-
Bestimmung 8110.60 fOr Oberseefluge und Fluge in abgelegene Gebiete,
%
%
% vorausgesetzt, es werden entsprechende Oaten vom GPS empfangen. Das
System erfullt die Anspruche nach EASA AMC 20-4 fOr Basis RNAV.
Die Navigation verwendet das WGS-84 (NAD-83) Koordinatenbezugssystem. Die
Navigation mit GPS-Daten basiert ausschlie[),lich auf der Verwendung des GPS-
Systems der Vereinigten Staaten von Amerika (USA).
Das Avionikgerat ist auf der Ruckseite des hinteren Gepackraums eingebaut. Je ein push-to-talk {PTT)-Taster fOr den Kommunikationsteil (COM) des G1000-Systems ist am Griff jedes Steuerknuppels montiert. Bis zu vier Headsets konnen an den Buchsen zwischen den vorderen Sitzen angesteckt werden.
Weitere lnformationen finden sich im Garmin G1 000 Cockpit Reference Guide, Garmin
P/N 190-00324-03 Rev. A, und Pilot's Guide, P/N 190-00363-01 Rev. B, wo das
System in alien Einzelheiten beschrieben wird (in englischer Sprache).
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Erganzung A32
Garmin G1000, IFR
7.14.2 DAS PRIMARE FLUGDATENDISPLAY
(PRIMARY FLIGHT DISPLAY - PFD)
Der Primi:ire Flugdatendisplay (Primary Flight Display - PFD, siehe Abbildung) zeigt im Normalbetrieb die folgenden Flugdaten im gewohnten Format an:
Fluggeschwindigkeit, Fluglage (Kunstlicher Horizon!), Hi:ihe und Flugrichtung. Unter der Quer!agenanzeige wird der Schiebewinke! in Form eines Trapezes angezeigt.
Eine Breite des Trapezes entspricht einem Schiebewinkel von einer Kugel. Der
Wendezei~er wird in Form einer Skala uber dem Kompa~ angezeigt; der volle
Ausschlag entspricht einem standard rate turn. Die folgenden Anzeigen werden am
PFD dargestellt (im Uhrzeigersinn von rechts oben):
*Funkgerate: Lautstarke- und Rauschunterdruckungseinstellung
*Funkgeri:ite: Frequenzeinstellungen
*Funkgerate: Frequenztransfertaste
*Baro set (QNH-Einstellung)
* Kurseinste!!ung
*Karten-Zoom-einstellung und Cursorsteuerung
*FMS: Steuerungstasten und Knopf
*PFD softkey-Tasten inklusive Warnungs- und Vorwarnungsbestatigung
*Einstellung der Referenzhi:ihe (altitude reference bug)
*Einstellung der Refrenzflugrichtung (Heading bug)
• Navigation: Frequenztransfertaste
*Navigation: Frequenzeinstellung
• Navigation: Lautstarke- und ldentifikationsknopf
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Erganzung A32
Garmin G1000, IFR
Das Primare Flugdatendisplay (PFD) zeigt das Alarmsystem fUr die Besatzung an.
Wird eine Warnung oder Vorwarnung empfangen, ertiint ein Signalton, und eine
Warnungs- oder Vorwarnungsanzeige blink! auf dem PFD. Eine Warnung wird von einem sich standig wiederholenden Signalton begleitet, wahrend eine Vorwarnung m it einem einmaligen Signalton angekundigt wird. Das Bestatigen des Alarms beendet das Blinken und ein erklarender Text wird stattdessen angezeigt. Weitere Verfahren finden sich im Flughandbuch und unter 7.10.3- WARNUNGEN, VORWARNUNGEN
UNO ZUSTANDSANZEIGEN in dieser Erganzung.
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Erganzung A32
Garmin G1000,IFR
Zustandsanzeigen, die sich auf den Systemstatus des G1000-Systems beziehen, erscheinen in weif1er Farbe als 'ZUSTANDSANZEIGEN'-Aiarm am PFD. Weitere lnformationen finden sich im G1000 "Pilot's Guide" und "Cockpit Reference Guide" mit
Erkliirungen und empfohlenen Vorgangsweisen.
Die Tendenzanzeigen fOr Huggeschwindigkeit und Hohenmesser warden 6 Sekunden im voraus mit der aktuellen Anderungsrate berechnet und als Linie in der Farbe
Magenta angezeigt. Der Wendezeiger arbeitet gieichzeitig ais Tendenzanzeige auf der Kompal1skala.
Dae PFD oder MFD kann fOr dan Notfall (Ausfall eines Displays) auch als geteilte
Anzeige verwendet warden, die Umschaltung erfolgt durch Drucken der DISPLAY
B/\CKUP"Taste am Audiobedienteil. In dieser Betriebsart bleiben alle Alarmfunktionen aufrecht, es sind aber keine Karteninformationen verfugbar.
7.14.3 DAS MULTIFUNKTIONSDISPLAY (MULTI-FUNCTION DISPLAY- MFDl
Das tviuitifunkHonsmspiay (MFD) zeigt im normaien Betrieb iviotordaten, i<.arten,
Geliinde, Luftverkehr und Topografie sowie Flugplanungsinformationen an. Der
Bildschirm ist identisch zum PFD aufgebaut und verfllgt uber die gleichen
Bedienelemente wie vorher beschrieben.
Motorinstrumente warden am Multifunktionsbildschirm (MFD) angezeigt. Die einzelnen
Sensordaten des Motors warden im 'Garmin Engine Airframe (GEA)'-Subsystem verarbeitet. Wenn ein Motorsensor einen Mel1wert aul1erhalb des normalen
Betriebsbereiches liefert, wird der Text im Falle einer Vorwarnung in gelber, im Falle einer Warnung in roter, blinkender Schrift angezeigt.
Weitere lnformationen unter 7.9.4 - MOTORINSTRUMENTE.
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Ergiinzung A32
Garmin G1000, IFR
7.14.4 AUDIOBEDIENTEIL
Der Audiobedienteil umfar..t die gewohnten Sende- und Empfangswahlschalter und eine integrierte Intercom- und Markerempfangsanlage. Die Markerleuchten erscheinen am PFD. Zusatzlich werden die jeweils letzten 2 Y, Minuten der empfangenen Audiosignale aufgezeichnet. Leuchten oberhalb der Tasten zeigen an, welche Funktionen gerade aktiv sind. Durch das DrOcken der roten 'DISPLAY
BACKUP'-Taste am Audiobedienteil werden sowohl das PFD als auch das MFD in den
Modus der geteilten Anzeigen versetzt.
7.14.5 ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS)
Das Attitude and Heading Reference System (AHRS) verwendet GPS,
Geschwindigkeitsdaten, Flugdaten und die Veranderungen des magnetischen Feldes, um Nick- und Rollbewegungen, Schiebeflug und Flugrichtung zu errechnen. Der
Betrieb ist auch beim Verlust einer dieser Datengruppen mit eingeschrankter
Genauigkeit moglich. Statusanzeigen informieren den Piloten, falls eine der lnformationen nicht an das AHRS geliefert wird. Das AHRS richtet sich im Flug immer wieder aus; wenn die Tragflachen waagrecht gehalten werden, wird der Vorgang beschleunigt.
7.14.6 FLUGDATENRECHNER (AIR DATA COMPUTER- ADC)
Der Flugdatenrechner (ADC) stellt Fluggeschwindigkeit, Flughohe, Variometerdaten und Lufttemperatur fOr die Anzeigen zur VerfOgung. Die Oaten aus dem Rechner werden zur Darstellung auf den Displays genutzt und an FMS und TIS weitergegeben.
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Ergiinz~g A32
Garmin G1000, IFR
8. HANOHABUNG.INSTANOHALTUNG UNO WARTUNG
8.5 REINIGUNG UNO PFLEGE
8.5.5 INNENRAUM
Die Anzeigeinstrurnente kOnnen iTiit einem tiockenen, weichen Tuch gesaubert werden, Kunststoffoberflachen m it einem befeuchteten Lappen ohne Reiniger.
WICHTIGER HINWEIS
Die beiden Displays des G1000-Systems sind mit einer speziellen Antireflexbeschichtung ausgerustet, die gegenuber Oien, Wachsen und Scheuermitteln sehr empfindlich ist. REINIGUNGSMITTEL, DIE AMMONIAK
ENTHAL TEN ZERSTOREN DIE ANTI REFLEX·
BESCH!CHTUNG Es is! sehr w!chtig, zur Reinigung der
Bildschirme nur ein sauberes, flusenfreies Tuch und ein
B;illenputzmittel, das ausdrucklich fUr die Pflege von antireflexbeschichteten Materialien zugelassen ist, zu verwenden.
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AIRCRAFT
Ergi:inzung 54
ELT ME 406 und ME 406 'ACE'
ERGANZUNG S4
ZUM flUGHANDBUCH DA 40 D und DA 40
406 MHz EMERGENCY LOCA TOR TRANSMITTER
ARTEX ME 406 und ME 406 'ACE'
Dok. Nr.
Ausgabedatum der Ergiinzung
Anderungsmitteilungen
6.01.01' 6.01.05
9 Feb 2006
OAM 40-284 (DA 40)
OAM 40-247 (DA 40 D)
Unterschrift
Vertreter der
DAI-Design-Organisation
Stempel
Genehmigungsdatum
T. Krassnitzer
25. Mai 2007
Diese in dieser Ergilnzung enthaltenen technischen lnformationen wurden auf Basis der
Berechtlgung gemilf> DOA Nr. EASA.21J.052 genehmigt.
DIAMOND AIRCRAFT INDUSTRIES GMBH
N.A. OTTO-STR. 6
A-2700 WIENER NEUST ADT
AUSTRIA
Selte 9 ~54o, Rev.1
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DA40 D FHB
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AIRCRAFT
ErgElnzung S4
ELT ME 406 und ME 406 'ACE'
0.1 ERFASSUNG DER BERICHTIGUNGEN
Rev. AnlaB
Nr.
DA40 einrbeitet dor Un!er·
&thrift
11 I
1 1 I I I I
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Seite 9 S4 • 1
%
%
%
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DA40DFHB
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AIRCRAFT
Ergiinzung 54
ELT ME 406 und ME 406 'ACE'
0.2 VERZEICHNIS DER SEITEN
Kapitel
0
1, 2
3
4A, 48, 5, 6
7
8
Seite
9-S4-0
9-S4-1
9-S4-2
9-S4-3
9-S4-4
9-S4-4
9-S4-5
9-S4-6
9-S4-6
9-S4-7
9-S4-8
9-S4-9
9-S4-10
9-S4-11
9-S4-11
Datum
10 Apr 2007
10 Apr 2007
10 Apr 2007
10 Apr 2007
10 Apr 2007
10 Apr 2001
10 Apr 2007
10 Apr 2007
10 Apr 2001
10 Apr 2007
10 Apr 2007
10 Apr 2007
10 Apr 2007
10 Apr 2007
10 Apr 2007
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Ergiinzung S4
ELT ME 406 und ME 406 'ACE'
1.
2.
3.
6.
7.
8.
4A.
48.
5.
0.3 INHAL TVERZEICHNIS
Seite
ALLGEMEINES ........................................ 9-84-4
BETRIEBSGRENZEN ................................... 9-S4-4
NOTVERFAHREN ...................................... 9-84-4
NORMALE BETRIEBSVERFAHREN ....................... 9-84-6
ABNORMAL[ !3CTRIEBSVERFAHREN ..................... 9-84·6
LEISTUNGEN ......................................... 9-S4-6
MASSE UND SCHWERPUNKT ............................ 9-84-6
BESCHREIBUNG DES FLUGZEUGES UND SEINER SYSTEME . 9-84-7
HANDHABUNG, INSTANDHAL TUNG UND WARTUNG ....... 9-84-11
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· AIRCRAFT
Erganzung S4
ELT ME 406 und ME 406 'ACE'
1. ALLGEMEINES
Diese Erganzung liefert die notigen lnformationen zur Bedienung des Flugzeuges, wenn der ELT (Notsender) ARTEX ME 406 installiert ist.
Diese Erganzung soli zusammen mit dem Flughandbuch verwendet werden. Diese
Erganzung mu!), solange im Handbuch verbleiben, solange der ELT ARTEX ME 406 installiert ist.
Diese Erganzung wurde nach bestem Wissen und Gewissen ubersetzt. In jedem Fall ist die Originalversion in englischer Sprache mal),geblich.
2. BETRIEBSGRENZEN
Es ergeben sich keine Anderungen des Kapitels 2 des Flughandbuches.
3. NOTVERFAHREN
Vor einer Notlandung, speziell in weitlaufigen Gegenden und Gebirgsgegenden, sollte der ELT manu ell aktiviert werden, indem man den im lnstrumentbrett eingebauten
Schalter auf die 'ON'-Position schaltet. Die rote LED am im lnstrumentbrett eingebauten Schalter sollte blinken.
Sofort nach der Notlandung, wenn Hilfe benotigt wird, soli der ELT wie folgt benutzt werden:
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Erganzung 54
ELT ME 406 und ME 406 'ACE'
1.
2.
3.
WICHTIGER HINWEIS
Durch die Notlandung kann es passieren, dal). der Schalter am lnstrumentenbrett nicht funktioniert. In diesem Fall kann der ELT m it dem Hauptschalter, welcher sich auf der ELT-
Einheit befindet, ein- oder ausgeschaltet werden (ON/OFF).
Die fo!genden Punkte mC!ssen dann direkt auf der ELT-
Einheit ausgeflihrt werden.
Ul:3l::KI-'HUI-UNG Ul::K l::L 1-AKTIVIERUNG s Den Schalter am lnstrumentbrett auf 'ON'-Position schalten, auch wenn die LED schon blink!. s Wenn das Funkgerat funktioniert und es sicher bedient werden kann
(keine Bedrohung durch Feuer oder Explosion), das Funkgerat einschalten und 121,50 MHz wahlen. Wenn der ELT gehort werden kann, funktioniert er.
VOR SICHTUNG DES RETTUNGSFLUGZEUGES s Mit der Flugzeugbatterie sparsam umgehen. Das Funkgerat soli nicht verwendet werden.
NACH SICHTUNG DES RETTUNGSFLUGZEUGES
Funkstorungen zu vermeiden. Versuchen, m it dem Rettungsflugzeug auf einer Frequenz von 121,50 MHz Kontakt aufzunehmen. Wenn kein
Kontakt hergestellt werden kann, sofort den Schalter am lnstrumentenbrett auf 'ON'-Position schalten.
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•Diamond
AIRCRAFT
Erganzung 54
ELT ME 406 und ME 406 'ACE'
4. NACH DER RETTUNG s Den Schalter am lnstrumentenbrett auf 'ARM'-Position schalten, um das
Senden des Notsignals beenden.
Bei harten Landungen oder in starker Turbulenz kann es vorkommen, dal:l der ELT selbststandig auslost. Dann mu !:I der ELT durch Umschalten des Schalters am lnstrumentenbrett von der 'ARM'-Position in die 'ON'-Position und zurUck in die 'ARM'-
Position zurUckgesetzt werden. Falls sich der Schalter schon in der 'ON'-Position befindet, mul:l er auf die 'ARM'-Position geschaltet werden, und es mul:l kontrolliert werden, ob der ELT nicht mehr sendet.
4A. NORMALE BETRIEBSVERFAHREN
Es ergeben sich keine Anderungen des Kapitels 4A des Flughandbuches.
48. ABNORMALE BETRIEBSVERFAHREN
Es ergeben sich keine Anderungen des Kapitels 48 des Flughandbuches.
5. LEISTUNGEN
Es ergeben sich keine Anderungen des Kapitels 5 des Flughandbuches.
6. MASSE UNO SCHWERPUNKT
Bei Aus- oder Einbau des EL T's sind Anderung von Leermasse und Leermassenschwerpunktlage des Flugzeuges gemal:l Kapitel 6 des Flughandbuches zu berUcksichtigen.
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AIRCRAFT
Ergiinzung S4
ELT ME 406 und ME 406 'ACE'
7. BESCHREIBUNG DES FLUGZEUGES UNO SEINER SYSTEME
UBERSICHT
Der ART EX ME 406 ELT ist ein selbstaktivierender Notfallsender. Er kann aber auch manuell uber den Hauptschalter auf dem Notsender oder mit dem auf der rechten
%
Seite des lnstrumentenbretts der DA 40 bzw. der DA 40 D eingebauten Schaiter aktiviert werden.
%
LED
Indicator'
Remote
Switch
~·r~lTvnc plcccrc
%
Main
Switch·
PANEL MOUNTED SWITCH
LED indicator Antenna
Connec\ot
~LU
%
% w~~JH
Electric
Connector
ELT UNIT (FRONT VIEW)
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AIRCRAFT
Ergiinzung 54
ELT ME 406 und ME 406 'ACE'
Wenn der ELT eingeschaltet is!, sendet der ELT auf der internationalen Notfallfrequenz
%
121,5 MHz einen standardisierten, abschwellenden Ton. Zusatzlich schaltet sich der
406,025 MHz-Sender a lie 50 Sekunden fOr 520 Millisekunden ein. Wahrend dieser Zeit wird ein kodiertes, digitales Signal an einen Satelliten gesendet. Die lnformationen dieser Nachricht sind:
Seriennummer des Senders oder Flugzeug-I.D.
Landercode
I.D.-Code
Ein Vorteil des 406,025 MHz-Senders is!, dar.. er eine genauere Positionsangabe erzeugt, typischerweise 1 bis 2 Kilometer verglichen mit 15 bis 20 Kilometer der
121,5 MHz-Sender. Der ELT sendet auch eine digitale Nachricht, welche den Suchund Rettungsdiensten ermoglicht, sich i.iber eine Datenbank mit dem Halter/Betreiber des Flugzeuges in Verbindung zu setzen. Diese Datenbank enthalt folgende lnformationen, welche im Fa lie eines Absturzes ni.itzlich sein konnen:
Type des Flugzeuges
Adresse des Halters
Telefonnummer des Halters
Flugzeugkennung
Alternativer Notfallkontakt
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AIRCRAFT
Ergiinzung S4
ELT ME 406 und ME 406 'ACE'
Sobald der ELT einmal aktiviert wurde und das 406,025 MHz-Signal vom Satelliten erfaBt und eine Position berechnet wurde, werden die 121,5 MHz-Funksignale zur
Anpeilung der Absturzstelle verwendet. Weil es Luftfahrtfunkgeraten nicht moglich ist,
406,025 MHz zu empfangen, sind die einzigen Methoden um den ELT zu uberwachen die blinkende Cockpit-Anzeige oder die blinkendo Anzoige auf de m ELT, der Summer, oder die 121 ,5 MHz-Funksignale, welche m it dem Funkgerat des Flugzeuges geh6rt werden konnen.
BESCHREIBUNG
Das Systern be~lelil au~ eiiH:llll Sd1alle1, ue1 il11 ln::.trurnentenbrett eingebaut i~t. dem eigentlichen Notsender (ELT), der hinter dem Gepackraumspant installiert ist, einem
Summer, der neben dem ELT installierl i~l unu einer Antenne, die hinter de m
Ringspant installiert ist.
Bei starken Verzogerungen der Vorwartsbewegung des Flugzeuges (in Langsrichtung) lost ein Beschleunigungsmesser ("g"-Schalter) aus und aktiviert den ELT. Solange der
ELT in seine m Befestigungsfach verriegelt ist, lost er bei einem Absturz aus. Weder der Cockpitschalter noch der Schalter auf dem ELT konnen so geschaltet sein, dal~ der
ELT nicht automatisch auslost, sobald er einmal richtig installiert wurde.
Wenn der ELT aktiv ist, zeigt das Vorhandensein des abschwellenden Tones und eine blinkende Anzeige die normale Funktion des Notsenders an. Die Anzeige muB sofort nach der Aktivierung des EL Ts andauernd zu blinken beginnen.
Der ELT kann auch manuell eingeschaltet werden, zum Beispiel zur Oberprufung oder nach einer Notlandung. Dies erfolgt entweder durch Positionierung des Schalters am lnstrumentenbrett auf die 'ON'-Position oder durch Positionierung des Hauptschalters am ELT auf die 'ON'-Position.
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AIRCRAFT
Ergiinzung S4
ELT ME 406 und ME 406 'ACE'
FLUGBETRIEB
FOr den Flugbetrieb mu f). der Hauptschalter des EL T's auf 'ARM' und der Schalter am lnstrumentenbrett auf 'ARM' gestellt sein. Dadurch wird der ELT in Bereitschaft gebracht, das heil).t ein Ausliisen durch den "g"-Schalter ist miiglich. Durch den
Funktionstest (nur in den ersten fOnf Minuten jeder vollen Stunde) kann OberprOft werden, ob der ELT in der Stellung 'ARMED' ist.
Bei harten Landungen oder in starker Turbulenz kann es vorkommen, dal). der ELT selbststandig ausliist. Dann mu f). der ELT durch Umschalten des Schalters am lnstrumentenbrett von der 'ARM'-Position in die 'ON'-Position und zurOck in die 'ARM'-
Position zuruckgesetzt werden. Falls sich der Schalter schon in der 'ON'-Position befindet, mufl, er auf die 'ARM'-Position geschaltet werden, und es mul). kontrolliert werden, ob der ELT nicht mehr sendet. Zur Erinnerung: Der ELT kann nicht zurOckgesetzt werden, wenn sich entweder der Schalter am lnstrumentenbrett oder der Hauptschalter in der 'ON'-Position befindet.
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DA40 FHB
DA40 D FHB
.Diamond
AIRCRAFT
Erganzung S4
ELT ME 406 und ME 406 'ACE'
FUNKTIONSTEST
Es wird empfohlen den folgenden Funktionstest einmal im Monat durchzufllhren, um festzustellen, ob der ELT einwandfrei funktioniert. Die Testzeit fOr den Sender ist international geregelt (die ersten 5 m in jeder vollen Stunde!) und dcHf fUr maximal drei
,Piepser" andauern (ea. 1 Sekunde).
Es ist zu beachten, dat:; die Batterien nach Erreichen von ea. Stunde gesamter
Betriebszeit (inkl. Testzeit) getauscht werden mOssen.
Testdurchfllhrung:
FunkgeriH einschalten und Frequenz 121 ,50 MHz einstellen. Squelch ausschalten.
Den Schalter am lnstrumentenbrett auf 'ON' stellen, auf 3 Piepser im
Funkgeriit warten, was ungefiihr 1 Sekunde dauert. OberprOfen, daB die
LED blink\. Danach den Schalter zurOck auf die 'ARM'-Position stellen.
Verstun1mt der Signalton nicht oder hOrt die LED nicht zu blinken auf, muf1 der Hauptschalter am ELT selbst auf die 'ON'-Position und wieder zurOck auf die 'ARM'-Position geslellt werden. Vergewissern Sie sich, daB die LED nicht blink\ und der Piepton nicht zu horen ist.
8. HANDHABUNG.INSTANDHALTUNG UNO WARTUNG
Cb tj'f yt:U~II ~ll..ill t\t::lllt: 1"\IIUt::l Ull~t::ll Ut::>:) r\.afJIU:::'I;:) U UC.;:, I IU~IICliiULJUVIICV,
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DA40D
.DittiJJ!!lJf!
Supplement AFM-E0115
Avidyne TAS600 Series
Flight Manual Supplement
AFM-E0115 for Diamond Aircraft DA40D
S/N 04. ,)61-
Dok. Nr.
Date
Rev
AFM-E0115
06 Feb 2008
This Document is approved under EASA.A.C.08966
This document must be carried in the aircraft flight manual at all times. lt describes the operating procedures for the Avidyne TAS600 Series Traffic Advisory System when it has been installed in accordance with Diamond Maintenance GmbH EASA Minor
Change Approval EASA.A.C.08966.
The information contained in this document supplements or supersedes the aircraft flight manual only in those areas listed herein. For limitations, procedures and performance information not contained in this document, consult the basic aircraft flight manual.
DIAMOND MAINTENANCE GMBH
Ferdinand-Graf-von-Zeppelin StraBe 5
A-2700 WIENER NEUST ADT
AUSTRIA
AFM-E0115 Page 1 of 3
06 Feb 2008
Avldyne T AS600 Series
~Diamond
MAINTENANCE
DA40D
General:
The Avidyne TAS600 Series Traffic Advisory System monitors the airspace surrounding your aircraft by interrogating the transponders of intruding aircraft. If the intruder is reporting Mode C altitude, the interrogation reply enables the Avidyne
TAS600 Series to compute the following information: Range between your aircraft and the intruder, relative bearing to the intruder, and relative altitude of the Intruder.
For non-Mode C reporting aircraft the TAS600 Series computes relative range and bearing only. The TAS600 Series Traffic Advisory System does not detect aircraft without operating transponder.
Limitations:
The following pilots handbooks must be referred to for operating instructions and must be kept accessible to the flight crew at all times:
• Garmin G1000 Cockpit Reference Guide P/N 190-00324-04, Rev B, March
2006 or later e
Avidyne TAS600 Traffic Advisory System Pilots Operating Handbook P/N 32-
2352, Rev 5 or later
Emergency Procedures:
No change to the basic flight manual
Normal Procedures:
The following pilots handbooks must be referred to for operating instructions of the
Avidyne TAS600 Series Traffic Advisory System: e Garmin G1000 Cockpit Reference Guide P/N 190-00324-04, Rev B, March
2006 or later
Page 2 of 3
06 Feb 2008 AFM·E0115
DA40D
9Diamond
·. MAINTENANCE
Supplement AFM·E0115
Avidyne TASSOO Series
• Avidyne TAS600 Traffic Advisory System Pilots Operating Handbook P/N 32·
2352, Rev 5 or later
Performance:
No change to the basic flight manual
Weight and Balance:
Refer to the latest weight and balance report part of the basic flight manual
Description and Operation of the Airplane and its Systems:
The Avidyne TAS600 Series Traffic Advisory System is described in Avidyne
T AS600 Traffic Advisory System Pilots Operating Handbook P/N 32-2352, Rev 5 or later
Airplane Handling, Servicing and Maintenance:
No change to the basic flight manual
AFM·E0115 Page 3 of 3
06 Feb 2008
._:,;.·-~
Tachnlfy
Motor&
Technify Motors GmbH
Platanenstral1e 14
D - 09356 St. Egidien
Tel. +49-(0)37204/ 696-0
Fax +49-(0)37204/ 696-2912 www.continentaldiesel.de [email protected]
Approved Airplane Flight Manual Supplement
for the
DA40D
Equipped with
TAE 125-02-114 Engine Installation
Issue 211
This supplement must be attached to the EASA approved
Airplane Flight Manual when the TAE 125-02-114 engine has been installed in accordance with EASA STC 10036328.
The information contained in this supplement supersedes or adds to the EASA approved Airplane Flight Manual only as set forth herein.
For limitations, procedures, performance and loading information not contained in this supplement, consult the basic
EASA approved Airplane Flight Manual.
This Airplane Flight Manual Supplement is approved with EASA
STC 1 0036328.
Doc.-No.: 50-0310-50022
This page intentionally left blank
AFM Supplement DA 40 D
LOG OF REVISIONS
---~-~
Technlfy
Revision Chapter
-
1/1
2/0
2/1
All
2
All
2
5
5a
5b
6
2
5a
5b
Description
Initial Issue 1
New fuel, new gearboxoil
Change of Ownership
New gearbox oil
New fuel, new specs splitted due to new specs
New section new section
Equipment list updated
Correction
Diagram added
Diagram added
Approved
Date Endorsed
Sept. 01,
2011
March 16,
2012
Aug. 15,
2015
EASASTC
c:
~"0 ~"
~
10036\28
8:e<(
g:g
\
i if.!!!
0
<l:~~o
0 (\1
;:8 _g .. o6 s
~~§~~ m t: z.,...
«S • c:(")Q)<( o9£~
:!1 ffi ID w cu
\
\\
0
~
<(
)·
0
EASA STC
10036328,
Rev. 3
Mar. 20,
2017 c
"' o. o·
~ ~·(§,~
::; "' Cl ".,.. li. .!!! '0 .
<l: ~ c:
0 0 ·c: r-.~·
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:6
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59£U>~
'0
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;u
&~§~~ 0
'" liO
0
Page iii
Issue 2
Revision 1, Mar. 2017
--:,;:..[ Teohnlfy
MotorS
+
Note:
AFM Supplement DA 40 D
The parts of the text which changed are marked with a vertical line on the margin of the page.
Page iv
Issue 2
Revision 1, Mar. 2017
AFM Supplement DA 40 D ._:,;:_., Technlfy
Motors
LIST OF EFFECTIVE CHAPTERS
Chapter
1
2
3
4A
48
5a
5b
6
7
8
9
Issue/Revision
210
2/1
210
2/0
2/0
2/1
2/1
2/0
2/0
2/0
2/0
Date
Aug., 2015
Mar. 2017
Aug., 2015
Aug., 2015
Aug., 2015
Mar. 2017
Mar. 2017
Aug., 2015
Aug., 2015
Aug., 2015
Aug., 2015
APPROVAL
The content of approved chapters is approved by EASA. All other content is approved by T AE under the authority of EASA
DOA No. EASA.21 J.01 0 in accordance with Part 21.
GENERAL REMARK
The content of this AFM supplement is developed on basis of the EASA-approved AFM, DAI Document No. 6.01.05-E.
Page v
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AFM Supplement DA 40 D
TABLE OF CONTENTS
CHAPTER 1 .......... GENERAL
(a non-approved chapter)
CHAPTER 2 .......... 0PERATING LIMITATIONS
(an approved chapter))
CHAPTER 3 .......... EMERGENCY PROCEDURES
(a non-approved chapter))
CHAPTER 4a ........ NORMAL OPERATING PROCEDURES
(a non-approved chapter)
CHAPTER 4b ........ ABNORMAL OPERATING PROCEDURES
(a non-approved chapter))
CHAPTER 5 .......... PERFORMANCE
(a non-approved chapter))
CHAPTER 6 .......... WEIGHT AND BALANCE I
EQUiPiviENT LIST
(a non-approved chapter))
CHAPTER ? .......... DESCRIPTION OF THE AIRPLANE AND
ITS SYSTEMS
(a non-approved chapter))
CHAPTER 8 .......... AIRPLANE HANDLING, CARE AND
1\11/\ lti.IIJPI.Ifl. " I f " I
(a non-approved chapter))
CHAPTER 9 .......... SUPPLEMENTS
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Page vi
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-~I
AFM Supplement DA 40 D
CHAPTER 1
GENERAL
1.1 INTRODUCTION
This supplement must be attached to the EASA approved
Airplane Flight Manual when the TAE 125-02-114 engine has been installed in accordance with EASA STC 10036328.
The information contained in this supplement supersedes or adds to the EASA approved Airplane Flight Manual only as set
forth herein.
For limitations, procedures, performance and loading information not contained in this supplement. consult the basic
EASA approved Airplane Flight Manual.
1.2 CERTIFICATION BASIS
The certification basis for the TAE 125-02-114 engine installation is CS-23, dated November 14, 2003.
1.5 DEFINITIONS AND ABBREVIATIONS
(i) Miscellaneous
EASA: European Aviation Safety Agency
1.8 SOURCE DOCUMENTATION
UPDATE AND REVISION OF THE MANUAL
A
WARNING: A safe operation is only assured with an up to date AFM supplement. Information about actual AFM, supplement issues and revisions are published in the Service
Bulletin TM
+
Note: The Doc.-No of this AFM supplement is published on the cover sheet of this supplement.
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Revision-, Aug. 2015
._:,;.·..,., Technlfy
·~ Motors AFM Supplement DA 40 D
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AFM Supplement DA 40 D
._~I
'<W"
Technlty
Moto,...
CHAPTER2
OPERATING LIMITATIONS
2.4 POWERPLANT LIMITATIONS a) Engine manufacturer: ....................... Technify Motors GmbH b) Engine designation: ..................................... TAE 125-02-114 c) RPM limitations (shown as propeller PRM)
~v~aximum: ................................................................. 2300 RP~A
Maximum overspeed: .......................... 2500 RPM (max 20 sec) d) Engine Power
Max. take-off power: ................ 114 kW (155 HP) at 2300 RPM
Max. continuous power: ........... 11 t1 kW (155 HP) at 2300 RPM
Max. recommended cruise power: ...................................... 85% e) 0!! Pressure
Min. oil pressure: ............................................................. 1.2 bar
Min. oil pressure (at Take-off power): ............................. 2.3 bar
Min. oil pressure (in flight): .............................................. 2.3 bar
Max. oil pressure: ............................................................ 6.0 bar
Max. oil pressure (cold start< 20 sec.): .......................... 6.5 bar t) Oil Temperature
Min. oil temperature (engine starting temp.): .................... -32°C
Min. oil temperature (min. operating limit temp.): ............... 5ooc
Max. oil temperature: ....................................................... 140°C g) Coolant Temperature
Min. coolant temp. (engine starting temp.): ....................... -32oC
Min. coolant temp. (min. operating limit temp.): ................. 60°C
Max. coolant temperature: ............................................... 1 05°C
Page 2-1
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-~I
AFM Supplement DA 40 D h) Propeller Manufacturer: ...... MT Propeller Entwicklung GmbH 1 i) Model: ........................................................ MTV-6-A/187-129
........................................................................ MTV-6-A/190-69 j) Propellerdiameter: ........................ 1.87 m (MTV-6-A/187-129)
.......................................................... 1.90 m (MTV-6-A/190-69) k) Propeller pitch angle (0. 75R): ............................. 13S to 28°
I) Oil Specification: ............. AERO SHELL OIL DIESEL ULTRA
.................................................... SHELL HELIX ULTRA 5W-30
.................................................... SHELL HELIX ULTRA 5W-40
.......................................... AERO SHELL OIL DIESEL 10W-40 m) Coolant: .......... Water/Radiator Protection at a ratio of 50:50
Radiator Protection: ............. BASF Glysantin Protect Plus/G48
........................................................ Mobil Antifreeze Extra/G48
....................................................... ESSO Antifreeze Extra/G48
.............................. Comma Xstream Green - Concentrate/G48
.................................................................. Zerex Glysantin G48
• CAUTION: The use of water which does not meet the specifications according to the applicable
OM-02-02 may cause engine damage.
• CAUTION: If the coolant level is too low the reason must be determined and the problem must be corrected by authorized personnel. n) Gearbox Oil: .......................... Shell Spirax S6 GXME75W-80
......................................................... Shell Spirax S4 G 75W-90
...................................... Shell Getriebeol EP 75W-90 API GL-4
............................................................ Shell Spirax EP 75W-90
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AFM Supplement DA 40 D
................................................. Shell Spirax GSX 75W-80 GL-4
............................................................ Shell Spirax S6 ATF ZM
.......................................................... Centurion Gearbox Oil N1
• CAUTION: Use approved oil with exact designation only!
• CAUTION: If the gearbox oil level is too low the reason must be determined and the problem must
be corrected
by
authorized personnel.
o) Maximum restart altitude: ......................................... 14000 ft
2.5 ENGINE INSTRUMENT MARKINGS
Engine instrument markings and their color code significance are shown in the tables below:
Oil temp.
Coolant temp.
Gearbox temp.
Load
Fuel temp.
Ammeter
["C] below -32 -32 to 49 50 to 129 130 to 140 above 140
[oCj below -32 -32 to 59 60 to 100 101 to 105 above 105
[OC]
[%]
[OC]
[A] below 115 115 to 120 above 120
0- 100 below -30 -30 to +4 +5 to 69 70 to 75 above 75 below 85 85 to 90 above 90
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AFM Supplement DA 40 D
From -30 oc to -6 oc the lower yellow bar of the fuel temp bar flashes, from -5 octo +4 oc the lower yellow bar of the fuel temp is continuously on. This applies only to conventional instrument panel versions.
2.9 APPROVED MANEUVRES
Refer to basic AFM .
• CAUTION: Intentionally initiating negative G maneuvers is prohibited.
2.14 FUEL
Approved fuel grades: ......................... JET A-1 (ASTM D 1655)
............................................................... JET A (ASTM D 1655)
................................................ JET Fuel No. 3 (GB 6537-2006)
............................................................. JP-8 (MIL-DTL-83133E)
..................................................... JP-8+1 00 (MIL-DTL-83133E)
............................................................. TS-1 (GOST 10227-86)
.......................................... TS-1 (GSTU 320.00149943.011-99)
Alternative: ................................................. Diesel (DIN EN590)
I
.................................................................... SASOL GTL Diesel
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AFM Supplement DA 40 D
• CAUTION: Additional temperature must be observed if the airplane is operated with Diesel Fuel or blends of Diesel Fuel with JET Fuel. If there is uncertainty about which fuel is in the tank, it must be assumed that it is Diesel.
2.16 OTHER LIMITATIONS
Fuel Temperature
The fuel temperature limitations applicable for the
TAE 125-02-99 engine are valid for the TAE 125-02-114.
Refer to basic AFM.
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._:,;:-1
Techntfy
AFM Supplement DA 40 D
CHAPTER 3
EMERGENCY PROCEDURES
The emergency procedures included in this chapter supersede the procedures in the basic AFM.
For emergency procedures not included in this chapter refer to basic AFM.
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._~_.~
·~
Technlfy
Motors AFM Supplement DA 40 0
3.2.4. RESTARTING THE ENGINE WITH WINDMILLING
PROPELLER
+
Note: As long as an airspeed of at least 70 KIAS is maintained, and there is no major mechanical engine defect, the propeller will continue to windmill. After a complete stop the propeller starts to windmill at airspeeds above 115 KIAS .
• CAUTION: The maximum airspeed for windmilling is
120 KIAS. Higher airspeeds may result in fJfUfJeller uver Sf.Jeed.
+
Note: Restarting the engine with windmilling propeller is possible at airspeeds between
70 and 110 KIAS and altitudes below
14000 ft pressure altitude.
(1) Airspeed fof best glide angle ... 73 K!AS (1150 kg, 2535 !b)
........................................................ 68 KIAS (1000 kg, 22051b)
.......................................................... 60 KIAS (850 kg, 18741b)
(2) Power lever ................................................................. IDLE
(3) Emergency fuel valve ............................... check NORMAL
(4) Alternate air .............................................................. OPEN
(5) Fuel transfer pump ......................................................... ON
{ti) AVIUI\11\.; IVIA;:> I t:.K ...................................................... VII
(7) ELECTRIC MASTER ..................................................... ON
(8) Airspeed ......................................................... 70-110 KIAS continued next page
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._~-~
'll:.'W'?
Technlf)f
Motors AFM Supplement DA 40 D
(9) ENGINE MASTER ............................................. OFF- ON
+
Note: If it is not possible to start the engine:
- adopt glide configuration
- carry out emergency landing
Refer to basic AFM
• CAUTION: Engine restart following an engine fire should only be attempted if it is unlikely that a safe emergency landing can be made. lt must be expected that engine restart is impossible after an engine fire.
(10)AVIONIC MASTER ...................................... ON, if required
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Revision-, Aug. 2015
AFM Supplement DA 40 0
3.2.5. RESTARTING THE ENGINE W!TH STATIONARY
PROPELLER
+
Note: Restarting the engine with stationary propeller is possible at altitudes below
14000 ft pressure altitude.
+
Note: Restarting the engine with windmilling propeller is possible at airspeeds between
70 and 110 KIAS and altitudes below
14000 ft.
(1) Airspeed for best glide angle ... 1'.3 KIAS (11o0 kg, 25351b)
........................................................ 68 KIAS (1000 kg, 2205 lb)
.......................................................... 60 KIAS (850 kg, 18741b)
(2) ENGINE MASTER ....................................................... OFF
(3) Power lever ................................................................. IDLE
(4) Emergency fuel valve ............................... check NORMAL
(5) A!ternate air..... . ..................... OPEN
(6) Fuel transfer pump ......................................................... ON
(7) AVIONIC MASTER ...................................................... OFF
(8) ELECTRIC MASTER ..................................................... ON
(9) ENGINE MASTER ........................................................ ON
+
Note: Only if the ENGINE MASTER is switched
OFF and ON again, glowing will be initiated.
Glowing must be Initiated shortly betore me restart attempt. continued next page
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Revision -, Aug. 2015
AFM Supplement DA 40 D
._:,;.·-~
""W'?
Technlfy
Motors
(10) ELECTRIC MASTER .............................................. START
(release when engine running)
+
Note: By increasing the airspeed above approximately 115KIAS, the propeller will begin to rotate due to windmilling and the engine can thus be started. For this, the
ELECTRIC MASTER should be set to ON
(see 3.2.4- RESTARTING THE ENGINE
WITH WINDMILLING PROPELLER of this supplement). A loss of altitude of at least
1000 ft (300 meters) must be expected.
If it is not possible to start the engine:
- adopt glide configuration
- carry out emergency landing
Refer to basic AFM
• CAUTION: Engine restart following an engine fire should only be attempted if it is unlikely that a safe emergency landing can be made. lt must be expected that engine restart is impossible after an engine fire.
Page 3-5
Issue 2
Revision-, Aug. 2015
AFM Supplement DA 40 D
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Page 3-6
Issue 2
Revision -, Aug. 2015
AFM Supplement DA 40 D
-_:,;.·,...1
Technlfy
CHAPTER4A
NORMAL OPERATING PROCEDURES
4A.2 AIRSPEEDS FOR NORMAL OPERATING
PROCEDURES
For take-off, climb, cruise climb and go-around the following airspeeds apply for the T AE 125-02-114 engine installation
Flight Mass
980 kg
(2160 lb)
Airspeed for rotation
Take-off run (VR)
(Flaps T/0)
54 KIAS
Airspeed for take-off climb (Vx)
(Flaps T/0)
59 KIAS
Airspeed for cruise climb
Best rate of climb (Vy)
(Flaps UP)
Min. speed during go-around
(Flaps T/0)
78 KIAS
59 KIAS
1000 kg
(2205 lb)
55 KIAS
60 KIAS
78 KIAS
60 KIAS
1150 kg
(2535 lb)
59 KIAS
66 KIAS
78 KIAS
66 KIAS
For normal operating procedures refer to basic AFM.
Page 4A-1
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Revision-, Aug. 2015
AFM Supplement DA 40 D
This page intentionally left blank
Page 4A-2
Issue 2
Revision-, Aug. 2015
--~I
AFM Supplement DA 40 D
CHAPTER 48
ABNORMAL OPERATING PROCEDURES
For abnormal operating procedures refer to basic AFM.
Page 48-1
Issue 2
Revision-, Aug. 2015
._~I
·""W'?
Technlfy
Motora AFM Supplement DA 40 D
This page intentionally left blank
Page 48-2
Issue 2
Revision-, Aug. 2015
AFM Supplement DA 40 D
CHAPTER S(a)
PERFORMANCE
--~-~
+
Note:
+
Note:
This chapter applies to aircraft with propeller MTV-6-A/187-129.
The correct designation can be found on the blades.
The chapter not relevant to the respective propeller can be omitted.
Page 5(a)-1
Issue 2
Revision 1, Mar. 2017
--~--~
Technlfy AFM Supplement DA 40 D
5.3 PERFORMANCE TABLES AND DIAGRAMS
5.3.2 Diagram for setting engine performance f-
I i
- - - - - i
I
! i
1 :
I
I j
!
1
!
!
I ; i '/'
I ~
V lj'l,j~~~
I
-
~~
I
I
Y.;
~~
~~
' / I
'
I
~·
.
~ i
!
!
:
I
'
I
I
I
I
I
I I I
I
! i ' I
!
I
I i
I l
i
I i i i i i
I
I
I
:
. j
I i !
I
'
' i
!
!
I
I
I
I
·I-~
I .··~
0
0 i i I
' g g ii:"
<Eo
"'
~ i
I
I i
I i f - - ·
I
I
I i i
! i
I
I I
. i i ; : i
!
I
'
'
I
I
I i g;;;;;;;;;;;
I O O l . O i f ) O l O
,...... ,...... .-. _....,,......,.....,
~----1(>:) ~
C\1 N o m eo~
N . . . - , - . . -
I I I I I I
I
'
I i
I i I
I
I
0
N
[!!] epnml'o'
Figure 5(a)-1 Engine Power Over Altitude
Page 5(a)-2
Issue 2
Revision 1, Mar. 2017
-.:,;:_.1
Technlty
AFM Supplement DA 40 D
5.3. 7 Take-off distance
Take-off distance at 1150 kg. 2535 lb
Weight: 1150 kg I 25351b
VR: 59 KIAS
Flaps: T/0
Power: MAX
Airspeed for initial climb: 66 KIAS
,
~
<(
"'
0.
0
, c
::s e
C)
ISA
...,_
....
()
~B o-§
ISA + 10°C
0
~
"tl c
::s e
C)
E
G>
....
()
~Vi o-§
Runway: dry, level, paved
ISA + 20°C
0
~
"tl c
::s e
C)
...,_
....
()
~.a o-§
ISA + 30°C
0
~
"tl c
::s e
C)
E
Ill
....
()
... Jll
Ill "'
0 0
(ft) (m) (m) (m) (m) (m) (m) (m) (m)
SL 316 510 340 551 366 594 393 639
1000 334 539 360 582 387 628 416 675
2000 353 570 381 616 410 664 440 715
3000 374 604 403 652 434 703 466 756
4000 396 639 427 690 459 744 493 800
5000 419 677 452 731 486 788 522 848
6000 444 717 479 774 515 835 553 898
7000 480 775 518 837 557 902 598 971
8000 519 838 560 905 602 976 647 1050
9000 567 917 611 990 658 1068 706 1149
10000 620 1004 688 1084 718 1169 771 1258
Table 5(a)-1 Take-off distance [m] at 1150 kg, 2535 lb
Page 5(a)-3
Issue 2
Revision 1, Mar. 2017
AFM Supplement DA 40 D
Take-off distance at 1150 ko. 2535 lb (continued)
Weight: 1150 kg I 25351b
VR: 59 KIAS
Flaps: T/0
Power: MAX
Runway: dry, level, paved Airspeed for initial climb: 66 KIAS
I
Cll
"C
:l
~
<( f
:l
VI
VI
~
I
0 tr
-g
:l e
~ Cl
(ft) (ft)
ISA
I~~ itiu
... ,!9
Cll VI
>.c
0
0
(ft)
I
ISA + 18°F
0 tr
-g
:l e
Cl
(ft)
~~
I
;J9
>
11) o'§
(ft)
ISA + 36°F
0
1:1::
-g
:l
0
{5
(ft)
I~~
Lt) (,)
;.£9
>
11) go§
(ft)
I
ISA + 54°F
0
1:1::
-g
:l
0
Cl
(ft)
=
Cll
Lt) (,)
... ,!9
Cll
0
11)
>.c
0
(ft)
I
SL 1037 1673 1116 1808 1201 1949 1289 2097
1000 1096 1768 1181 1910 1270 2060 1365 2215
2000 1158 1870 1250 2021 ·J345 2179 1444 2346
3000 1227 1982 1322 2139 1424 2307 1529 2480
4000 1299 2097 1401 2264 1506 2441 1618 2625 i
5000 1375 2221 1483 2398 1595 2585 1713 2782
6000 i
•1457 i
2352 i
1572 i
2539 i
1690
-j
2740 I 1814
I
2946
I
7000 1575 2543 1700 2746 1827 2959 1962 3186
8000 1703 2749 1837 2969 1975 3202 2123 3445
9000 1860 3009 2005 3248 2159 3504 2316 3770
10000 2034 3294 2257 3557 2356 3835 2530 4127
Table 5(a)-2 Take-off distance [ft] at 1150 kg, 2535 lb
Page 5(a)-4
Issue 2
Revision 1, Mar. 2017
AFM Supplement DA 40 D
Take-off distance at 1000 kg. 2205 lb
Weight: 1000 kg I 2205 lb
VR: 55 KIAS
Flaps: T/0
Power: MAX
Airspeed for initial climb: 60 KIAS
!!!
:::l
1/)
1/)
... ll.
G>
"C
~
<(
(ft)
0
0::
"C r::
:::l e
(.!)
(m)
ISA
E
G>
L t ) -
..... 0
G>
... s
1/)
>.o
0
0
ISA +
1o•c
0
0::
"C r::
:::l
0
(.!)
E
G>
L O -
..... 0 ... s
G>
1/)
>.o
0
0
(m) (m) (m)
ISA +
2o•c
0
0::
"C r::
:::l
0
(.!)
(m)
Runway: dry, level, paved
E
G>
L t ) -
..... 0 a;B
>
1/) o-8
(m)
ISA + 30°C
0
0::
"C r::
:::l
0
(.!)
E
G>
L t ) -
..... 0
;J9
>
1/) o-8
(m) (m)
SL 220 355 237 383 255 413 274 444
1000 232 375 250 405 269 436 289 470
2000 246 397 265 428 285 462 306 497
3000 260 420 280 453 302 489 324 526
4000 275 444 297 480 319 517 343 557
5000 292 471 314 508 338 548 363 589
6000 309 499 333 538 358 580 385 625
7000 334 539 360 582 387 627 416 675
8000 361 583 389 629 419 678 450 730
9000 394 638 425 689 457 743 491 799
10000 431 698 464 754 500 813 536 875
Table 5(a)-3 Take-off distance [m] at 1000 kg, 2205 lb
Page 5(a)-5
Issue 2
Revision 1, Mar. 2017
AFM Supplement DA 40 D
Take-off distance at 1000 ka. 22051b (continued)
Weight: 1000 kg /2205 lb
VR: 55 KIAS
Airspeed for initial climb: 60 KIAS
Flaps: T/0
Power: MAX
Runway: dry, level, paved
I
Cl>
'C
~
<( e
:I
1/)
1/)
~ c..
(ft)
I
0
~
~
:I
,_
C)
{ft)
ISA
I~~ if) 0
... J9
Cl> 1/)
>..o
0
0
(ft)
I
ISA + 18°F
0 et
~
:I
,_
C)
(ft)
I~~ if)
>
0
1/) o'S
(ft)
I
ISA + 36°F
0 et
'C r:::
:I e
C)
(ft)
I~~
Lt)
>
0
1/)
0-g
(ft)
I
ISA + 54°F
0
~
'C r:::
:I e
Cl> 1/)
>..o
(!)
(ft)
0
=
0 -
Lt)
0
... J9
0
(ft)
SL 722 1165 778 1257 837 1355 899 1457
1000 761 1230 820 1329 883 1430 948 1542
2000 807 1303 869 1404 935 1516 1004 1631
3000 853 1378 919 1486 991 1604 1063 1726
4000 902 1457 974 1575 1047 1696 1125 1827
5000 958 1545 1030 1667 1109 1798 1191 1932
~boo '
1014
-'
1637 1093
I
1765 1175
I
1903
I
1263 2051
7000 1096 1768 1181 1910 1270 2057 1365 2215
8000 1184 1913 1276 2064 1375 2224 1476 2395
9000 1293 2093 1394 2261 1499 2438 1611 2621
10000 1414 2290 1522 2474 1640 2667 1759 2871
I
I
Table 5(a)-4 Take-off distance [ft] at 1000 kg, 2205 lb
Page 5(a)-6
Issue 2
Revision 1, Mar. 2017
AFM Supplement DA 40 D
-.~-~
~·
Take-off distance at 980 kg. 2161 lb
Weight: 980 kg /21611b
VR: 54 KIAS
Flaps: T/0
Power: MAX
Airspeed for initial climb: 59 KIAS
(I)
'tl
~
<(
ISA ISA + 1o•c
:I
1/)
1/) e
Q,
(ft)
0
~
'tl c:
:I
(m)
E <~>
....
(,)
... .fl
0
~
'tl c:
:I e
C)
(I) 1/)
>..o
0 e
C)
E <~>
....
(,)
a;S
>
1/)
0-g
(m) (m) (m)
Runway: dry, level, paved
ISA + 2o•c ISA + 30°C
0
~
'tl c:
:I
...
C)
E
<I>
....
(,)
Gls
>
1/)
0-g
(m) (m)
0
~
'tl c:
:I
(m)
E
Q)
....
(,)
... .fl e
C)
Q) 1/)
>..o
0
0
(m)
SL 208 336 225 363 242 392 260 421
1000 220 356 237 384 256 414 274 446
2000 233 376 251 406 270 438 290 471
3000 247 398 266 430 286 464 307 499
4000 261 422 281 455 303 491
5000 277 447 298 482 321 520
325
344
528
559
6000 293 473 316 511
7000 317 511 341 552
340
367
551
595
365
395
593
641
8000 343 553 369 597 397 644 427 693
9000 374 605 403 653 434 705 466 758
10000 409 663 441 715 474 771 509 830
Table 5(a)-5 Take-off distance [m] at 980 kg, 2161 lb
Page 5(a)-7
Issue 2
Revision 1, Mar. 2017
._~I
'~
Technlfy
Motor-s AFM Supplement DA 40 D
Take-off distance at 980 ka. 2161 lb (continued)
Flaps: T/0 Weight: 980 kg I 2161 lb
VR: 54 KIAS Power: MAX
Runway: dry, level, paved Airspeed for initial climb: 59 KIAS
Q)
"0
~
..
1::
Vl
Vl
~
0..
(ft)
I -
0
~ c
:::l
0
(5
I~
.:nu
:uS
>
Vl o-8
-----
0
~ c
:::l e
(!)
I()U a;JS
>
Vl o-8
0
Cl:: c:
:::l
0
(5
J_
I()U
Q;J9
>
Vl o-8
0
Cl:: c:
:::l e
(!)
[_
I()U
.. .19
Q) Vl
>..c
0
0
(ft)
ISA
(ft)
ISA + 18°F
(ft)
'~
(ft)
ISA + 36°F
(ft) (ft)
I
I
~~
ISA + 54°F
(ft) (ft)
SL 682 1102 738 1191 794 1286 853 1381
1000 722 1168 778 1260 840 1358 899 1463
2000 764 1234 824 1332 886 1437 951 1545
3000 810 1306 873 1411 938 1522 1007 1637
'
4000 856 1385 922 1493 994 1611 1066 1732
5000 909 1467 978 1581 1053 1706 1129 1834
6000
I
961 1552 1037
I
1677 1116
I
1808 1198
I
1946
I
7000 1040 1677 1119 1811 1204 1952 1296 2103
8000 1125 1814 1211 1959 1303 2113 1401 2274
9000 1227 1985 1322 2142 1424 2313 1529 2487
10000 1342 2175 1447 2346 1555 2530 1670 2723
Table 5(a)-6 Take-off distance [ft] at 980 kg, 2161 lb
Page 5(a)-8
Issue 2
Revision 1, Mar. 2017
AFM Supplement DA 40 D
5.3.8 Climb Performance -Take-off climb
Take-off at 1150 kg. 2535 lb
Notes:
1. For operation in air colder than provided, use coldest data
2. For operation in air warmer than provided, use extreme caution
Weight: 1150 kg /25351b Flaps: T/0
Airspeed for initial climb: 66 KIAS
Pres. Alt.
(ft)
SL
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
ISA
646
645
643
642
641
640
638
637
636
614
587
ISA+10°C
ISA+18°F
630
629
627
626
625
624
622
621
619
598
572
Power: MAX
RATE OF CLIMB (feet per minute)
Temperature (°C/ °F)
ISA+20°C
ISA+36°F
614
613
612
610
609
608
606
605
603
582
557
ISA+30°C
ISA+54oF
598
597
596
594
593
592
590
589
587
567
541
Table 5(a)-7 Take-off climb performance at 1150 kg, 2535 lb
Page 5(a)-9
Issue 2
Revision 1, Mar. 2017
AFM Supplement DA 40 0
5.3.9 Climb Performance -Cruise climb
Cruise climb at 1150 kg. 25351b
Notes:
1. For operation in air colder than provided, use coldest data
2. For operation in air warmer than provided, use extreme caution
Weight: 1150 kg I 25351b Flaps: UP
'
Airspeed for initial climb: 78 KIAS
Pres. Alt.
.........
_
......
-
\'
Power: MAX
.. I" .... ' ' ' ' " ' " " " ' I
Temperature (°C/ •F)
(ft)
SL
1000
2000
3000
4000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
'
ISA
815
810
804
798
792
--
779
772
765
725
675
626
576
526
476
426
ISA+10•C
ISA+18°F
785
779
773
766
760
~ ~
-.
/~4
747
740
733
693
644
595
546
497
448
398
ISA+20•c
ISA+36°F
715
708
701
661
613
565
517
468
420
371
754
748
742
735
729
.. ..
~. tL.L.
ISA+30•c
ISA+54°F
723
717
711
704
697
....
.:;
V~i
684
677
669
630
583
535
487
439
391
343
Table 5(a)-8 Cruise climb performance at 1150 kg, 2535 lb i
Page 5(a)-10
Issue 2
Revision 1, Mar. 2017
AFM Supplement DA 40 D
._~.-~
Technlfy
Motors
Cruise climb at 1000 kg. 2205 lb
Notes:
1. For operation in air colder than provided, use coldest data
2. For operation in air warmer than provided, use extreme caution
Weight: 1000 kg I 22051b
Airspeed for initial climb: 78 KIAS
Pres. Alt.
(ft)
SL
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
ISA
1023
1018
1012
1006
1001
995
989
983
976
931
876
821
765
709
654
597
Flaps: UP
Power: MAX
RATE OF CLIMB (feet per minute)
Temperature (°C/ °F)
ISA+10°C
ISA+18°F
989
983
978
972
966
960
954
948
941
896
842
787
733
678
623
567
ISA+20°C
ISA+36°F
955
949
944
938
932
925
919
913
906
862
808
754
701
646
592
538
ISA+30°C
ISA+54°F
921
827
775
722
669
615
562
508
915
909
903
897
891
884
878
871
Table 5(a)-9 Cruise climb performance at 1000 kg, 2205 lb
Page 5(a)-11
Issue 2
Revision 1 , Mar. 2017
-~I
Motors AFM Supplement DA 40 D
Cruise climb at 980 kg. 2161 !b
Conditions:
Notes:
1. For operation in air colder than provided, use coldest data
2. For operation in air warmer than provided, use extreme caution
SL
1000
2000
3000
I-------
4000
5000
6000
7000
8000
9000
10000
11()()()
;--
12000
13000
14000
15000
Weight: 980 kg I 2161 lb Flaps: UP
,
···-
-
-.
. ······------
. .. -'--
Power· MAX
RATE OF CLIMB (feet per minute)
Pres. Alt.
1 emperature ("C/ "F)
(ft) ISA
1055
1050
1044
1039
1033
1027
1021
1015
1009
963
907
RJ;O
794
737
681
624
ISA+10°C
ISA+18°F
992
986
979
973
928
1020
1015
1009
1004
998
872
R17
761
705
650
593
ISA+20°C
ISA+36°F
986
980
975
969
963
957
950
944
937
893
838
7R4
729
674
619
563 i
ISA+30°C
ISA+54°F
952
946
940
934
\:J<'I:l
922
915
909
902
858
804
7<;()
696
642
588
533
Table 5(a)-1 0 Cruise climb performance at 980 kg, 2161 lb i
Page 5(a)-12
Issue 2
Revision 1, Mar. 2017
AFM Supplement DA 40 D
__ :,;:..-j
Technlty
~· Motors
5.3.1 0 Cruise Performance
Cruise performance. standard tanks
Conditions:
Weight ............................................................ 1150 kg, 2535 lb
Standard Tanks .............................. 106 I, 28 US gal usable fuel
Flaps ..................................................................................... UP
Notes:
1. Endurance information is based on standard tanks with
1061 (28 US gal) usable fuel.
2. Endurance time of this table is reduced by the time for startup and taxi, time, fuel and distance to climb and 45 min reserve.
3. The range data of this table take into account the distance to climb and are reduced by 45 min reserve.
4. Increase true airspeed (KTAS/mph)) and maximum range
(NM) by 1% per 1 ooc above ISA temperature.
5. Cruise Power above 75% not recommended. For economic cruise set load 70% or less.
Page 5(a)-13
Issue 2
Revision 1, Mar. 2017
--~I
·~ AFM Supplement DA 40 D c::nnn
6000
6000
6000
6000
6000
.·
8000
8000
8000
8000
8000
(ft)
'
I
SL
SL
SL
SL
SL
SL
·.·
..
2000
2000
2000
2000
2000
2000
4000
4000
4000
4000
4000
4000
Pres.
Alt.
Weight: 1150 kg
·--
I 2535 lb
Standard
Tanks: 106 I (28 US gal) usable fuel
Load KTAS Fuel Flow
Flaps: UP
Range Endurance
100
90
80
70
60
50
100
90
80
70
60
50
(%)
100
90
80
70
60
50
I
143
137
131
124
115
105
146
140
133
126
117
107
(kt) (1/h)
140
135
33.6
29.6
129 I 2b.8 I
122 22.1
114
104
18.6
1b.:J
(US gal/h)
33.6
29.6
25.8
22.1
18.6
15.3
33.6
29.6
25.8
22.1
18.6
15.3
8.9
7.8
6.8
5.8
4.9
4.0
8.9
7.8
6.8
5.8
4.9
4.0
8.9
7.8
6.8
5.8
4.9
4.0
.
I
'
(NM)
320
363
412
470
538
6'14
325
367
417
474
541
617
323
365
415
473
541
617
I
2.2
2.6
3.1
3.7
4.6
5.7
(hrs)
2.3
2.7
3.2
3.9
4.7
. 5.9
2.3
2.7
3.2
3.8
4.7
5.8
I j
1()()
90
80
70
60
50
90
80
70
60
50
1Al'>
142
135
128
119
109
145
138
130
121
110
'<'< ~
29.6
25.8
22.1
18.6
15.3
29.6
25.8
22.1
18.6
15.3
RO
7.8
6.8
5.8
4.9
4.0
7.8
6.8
5.8
4.9
4.0
371
419
476
542
615
1?R
369
418
475
542
616
? 1
2.5
3.0
3.6
4.5
5.6
2.4
2.9
3.5
4.3
5.4
Page 5(a)-14
Issue 2
Revision 1, Mar. 2017
AFM Supplement DA 40 D
--~-~Technlfy
Pres.
Alt.
Weight: 1150 kg I 25351b
Standard
Tanks: 106 I (28 US gal) usable fuel
Load KTAS Fuel Flow
(ft) (%) (kt) (1/h) (US gal/h)
Flaps: UP
Range
(NM)
Endurance
(hrs)
10000
10000
10000
10000
10000
12000
12000
12000
12000
12000
14000
14000
14000
14000
90
80
70
60
50
90
80
70
60
50
80
70
60
50
150
143
134
125
113
145
137
127
115
148
140
132
123
112
29.6
25.8
22.1
18.6
15.3
29.6
25.8
22.1
18.6
15.3
25.8
22.1
18.6
15.3
7.8
6.8
5.8
4.9
4.0
6.8
5.8
4.9
4.0
7.8
6.8
5.8
4.9
4.0
372
421
477
541
613
16000
16000
16000
16000
80
70
60
50
148
139
129
117
25.8
22.1
18.6
15.3
6.8
5.8
4.9
4.0
425
478
539
605
Table 5(a)-11 Cruise performance, standard tanks
375
422
477
541
611
424
478
540
608
2.3
2.7
3.3
4.1
5.1
2.6
3.2
3.9
4.9
2.4
2.8
3.4
4.2
5.3
2.5
3.0
3.8
4.7
Page 5(a)-15
Issue 2
Revision 1, Mar. 2017
._:,;:.,-1
Technlfy
AFM Supplement DA 40 0
Cruise p~rformance,
long
range tanks
Conditions:
Weight ............................................................ 1150 kg, 2535 lb
Long Range Tanks ...................... 147.6 I, 39 US gal usable fuel
Flaps ..................................................................................... UP
Notes:
1. Endurance information is based on long-range tanks with
147.6 i (39 US gai) usabie fuei.
2. Endurance time of this table is reduced by the time for startup and laxi, lime, ruel e:mu ui:>lance to climb and 45 min reserve.
3. The range data of this table take into account the distance to climb and are reduced by 45 min reserve.
4. Increase true airspeed (KTAS/mph)) and maximum range
(NM) by 1% per 1 ooc above ISA temperature.
5. Cruise Power above 75% not recommended. For economic cruise set load 70% or less.
Page 5(a)-16
Issue 2
Revision 1, Mar. 2017
AFM Supplement DA 40 D j
Technlfy
6000
6000
6000
6000
6000
6000
8000
8000
8000
8000
8000
Weight: 1150 kg I 25351b
Long Range
Tanks: 147.6 I (39 US gal) usable fuel
Pres.
Alt.
Load KTAS Fuel Flow
(ft)
SL
SL
SL
SL
SL
SL
...
2000
2000
2000
2000
2000
2000
(%)
100
90
80
70
60
50
100
90
80
70
60
50
(kt)
140
135
129
122
114
104
143
137
131
124
115
105
(1/h}
33.6
29.6
25.8
22.1
18.6
15.3
33.6
29.6
25.8
22.1
18.6
15.3
(US gal/h)
8.9
7.8
6.8
5.8
4.9
4.0
8.9
7.8
6.8
5.8
4.9
4.0
Flaps:
Range
(NM)
500
558
626
706
799
903
494
552
620
699
792
897
..
UP
Endurance
(hrs)
3.5
4.1
4.8
5.7
7.0
8.6
3.5
4.1
4.8
5.7
6.9
8.6
4000
4000
4000
4000
4000
4000
100
90
80
70
60
50
100
90
80
70
60
50
148
142
135
128
119
109
146
140
133
126
117
107
33.6
29.6
25.8
22.1
18.6
15.3
33.6
29.6
25.8
22.1
18.6
15.3
8.9
7.8
6.8
5.8
4.9
4.0
8.9
7.8
6.8
5.8
4.9
4.0
510
568
637
716
808
911
505
563
631
711
804
908
90
80
70
60
50
145
138
130
121
110
29.6
25.8
22.1
18.6
15.3
7.8
6.8
5.8
4.9
4.0
3.4
3.9
4.6
5.5
6.7
8.3
3.4
4.0
4.7
5,6
6.8
8.4
574
642
721
812
914
3.9
4.5
5.4
6.6
8.2
Page 5(a)-17
Issue 2
Revision 1, Mar. 2017
""'"-'I
~,...
Technlfy AFM Supplement DA 40 D
\A.Jeight: 1150 kg I 25351b
Long Range
Tanks: 147.6 I (39 US gal) usable fuel
Pres.
Alt.
Load KTAS Fuel Flow
'
(ft) (%)
.
,,,,.,
.. "''
'·····
.
10000
10000
10000
90
80
10000
10000
.
70
60
50
12000
12000
12000
12000
12000 50
90
80
70
60
14000
14000
14000
14000
16000
16000
16000
16000
(kt)
148
140
132
123
112
150
143
134
125
113
(1/h)
29.6
25.8
22.1
18.6
15.3
29.6
25.8
22.1
18.6
15.3
I
80
70
145
137
25.8
22.1
60
50
127
115
18.6
15.3
80
70
60
·.
148
139
129
25.8
22.1
18.6
50
- - - - - - - -
117 15.3
- - -
" - - · - - ·
(US gal/h)
. ' . . ' ···'>:
7.8
6.8
5.8
4.9
4.0
7.8
6.8
5.8
4.9
4.0
6.8
5.8
4.9
4.0
6.8
5.8
4.9
4.0
F!aps: UP
Range
(NM)
580
647
726
816
916
585
653
730
820
918
658
735
823
..
920
664
740
827
922
Table 5(a)-12 Cruise performance, long range tanks
Endurance
(hrs)
. ' ' • c + • • . ·
3.8
4.4
5.3
6.5
8.0
·~I
3.7
4.3
5.2
6.3
7.8
4.2
5.1
6.2
7.6
4.1
4.9
6.0
7.4
Page 5(a)-18
Issue 2
Revision 1, Mar. 2017
AFM Supplement DA 40 D
5.3.15 Approved Noise Data
With TAE 125-02-114 engine and Muffler LA50 Installed:
ICAO Annex 16 Chapter X ........................................ 69.6 dB(A)
Page 5(a)-19
Issue 2
Revision 1, Mar. 2017
AFM Supplement DA 40 D
CHAPTER 5(b)
PERFORMANCE
-~I
Motors
+
Note:
+
Note:
This chapter applies to aircraft with propeller MTV-6-A/190-69.
The correct designation can be found on the blades.
The chapter not relevant to the respective iJIUiJellt:r GCIII bt: ornillt:d.
Page 5(b)-1
Issue 2
Revision 1, Mar. 2017
._~_.~
Technlfy
Motors AFM Supplement DA 40 D
5.3 PERFORMANCE TABLES AND DIAGRAMS
5.3.2 Diagram for setting engine performance
0
..;
1:
·;:
.a
1:
0
.,
~--
-l
! j : i I ! i i '
!
!
I y_
' i
~
~
~ i ~·
..-::~
~~
~~
~ i
~
I i
• ! i I
_j
' i
! i i
'
. i
' i • '
! i
.
!
'
'
'
'
.
I
I i
'
1
-·-
I i i :
I
'
!
! ! i
: i
I i
I
' i !
I
!
:
:
•
:
'
' i
'
I
'
; i
'
' i ! .
' . i
I
i
'
..
!
I
I i •
.. i i i ' i i
' : i
I i ,
: i
I I
'
'
' i
I
I
I i
'
§~~~~~ se.t:::-e~£:!
0 0 0 0 0 0
O<:QMo;DCOI.rJ
M ....0 0> W 1'--
N N N ...- ...- ....-
I I I I
~
' I
I i
I :
!
I
:
• i
'
'
•
I
'
'
I
0
"'
0
N
0
0 g
0
..,
0
N
0
"'
0::
2:. a.
~
[u]apnmllf
Figure 5(b )-1 Engine Power Over Altitude
Page 5(b)-2
Issue 2
Revision 1, Mar. 2017
---~-~
Technlfy AFM Supplement DA 40 D
5.3. 7 Take-off distance
Take-off distance at 1150 kg. 2535 lb
. 1150 kg I
Weight: 2535 lb
Flaps: T/0
VR: 59 KIAS
Airspeed for initial climb: 66 KIAS
Power: MAX
Runway: dry, level, paved
(ft) (m)
ISA
I a;
I
1)
.s
VI
..c
0
E
....
~
0
(m) (m)
I
E
....
...
~
0 w I
1)
.s
VI
..c
0
(m) (m)
I a;
1)
.s
VI
..c
0
E
....
~
(m) (m) (m) (m) (m)
SL 275 458 294 488 314
1000 291 484 311 516 332
522 343
552 363
571 362 605
605 383 640
I
2000
I
3000
4000
308 512
326
345
542
573 i 329
348
547
579 372
369 613 394
5000 365 607 390 649 418
619
695 i 38" i
407
641
679
656 432
458
720
763
'406 i 6~
430 719
456
484
762
808
6000 387 643 414 688 443 737 486 810 513 858
7000 418 696 448 744 479 798 526 877 556 929
8000 452 752 484 805 519 863 569 949 602 1006
9000 494 822 529 881 567 944 623 1039 659 1101
___J _ ____j
110000
I
!J40
I
tl\:18
I
b ( tl
I
\:lbj
I
bLV
I
I U04
I
btl I
I
I I
,j (
I
I L I
I
I LUO
I
Table 5(b )-1 Take-off distance [m] at 1150 kg, 2535 lb
Page 5(b)-3
Issue 2
Revision 1, Mar. 2017
-.~-~
-~
AFM Supplement DA 40 D
Take-off distance at 1150 kg. 2535 lb (continued)
. 1150 kg I
We•ght: 25351b
Flaps: T/0
VR: 59 KIAS
Airspeed for initial climb: 66 KIAS
Power: MAX
Runway: dry, level, paved
Cl>
'0
.a
:;:;
<i:
E
::l
VI
VI
E a.
0 c:::
'0 r:::
::l
!:
C)
ISA
IS:: Cl>
0 -
1/) u
... J!!
Cl> VI
>..c
0
0
ISA + 18°F ISA + 36°F ISA + 54°F
0 c:::
'0 r:::
::l
!:
C)
IS:: Cl>
0 -
1/) u
... J!!
Cl> VI
>..c
0
0
(ft) (ft) (ft) (ft) (ft)
0 c:::
'0 r:::
::l e
C)
IS:: Cl>
0 -
1/) u
... J!!
Cl> VI
>..c
0
0
0 c:::
'0 r:::
::l e
C)
IS::
Cl>
0 -
1/) u
... J!!
Cl> VI
>..c
0
0
(ft) (ft) (ft) (ft)
ISA + 63°F
0 c:::
'0 r:::
::l
...
C)
IS::
Cl>
0 -
1/) u
... J!!
Cl> VI
>..c
0
0
(ft) (ft)
SL 903 1501 963 1601 1028 1711 1124 1874
1000 954 1587 1019 1694 1088 1810 1190 1984
2000 1009 1679 1078 1793 1152' 1916 1261 2102
3000 1068 1776 1141 1898 1220 2030 1336 2227
4000 1131 1881 1209 2010 1293 2151 1416 2361
5000 1198 1992 1281 2130 1371 2280 1501 2503
6000 1269 2110 1358 2258 1453 2418 1593 2656
7000 1372 2281 1468 2442 1573 2616 1724 2875
8000 1483 2466 1588 2641 1702 2831 1867 3113
9000 1620 2696 1736 2889 1861 3098 2042 3407
10000 1770 2948 1897 3160 2035 3390 2234 3730
1187 1984
1257 2101
1332 2225
1412 2358
1496 2500
1587 2652
1684 2814
1824 3047
1975 3299
2160 3612
2364 3956
Table 5(b)-2 Take-off distance [ft] at 1150 kg, 25351b
Page 5(b)-4
Issue 2
Revision 1, Mar. 2017
-.~I
AFM Supplement DA 40 D
Take-off distance at 1050 ka. 2315 lb
. 1050kg/
We•ght: 23151b Flaps: T/0
VR: 55 KIAS Power: MAX
Airspeed for initial climb: 60 KIAS
Cll
"0
~
~
1!;
:::l
1/)
1/)
E
0..
(ft)
I
ISA
Runway: dry, level, paved
ISA +
1o•c
ISA +
2o•c
ISA +
3o•c
ISA +
35•c
0 et:
'1:l c
:::l e
(!)
I
I~
.S:
Cll
a;JS
>
1/) o-8
I
0 et:
'0 c
:::l e c.:> I
.§ w
;.:u o-.!9
Cll o 1/)
-g
0 et:
'0 c
:::l
0
(5
1.~
;:
.2:! I
(,)
Q;-m
~-g
"0 c
:::l e
(!)
1.~ ~I 1.~ ~I
;.:u
>
1/)
0~
0 a:
-g
:::l e
(!)
;.::u o-.!9
Cll 1/)
>.s:;
0
0
(m) (m) (m) (m) (m) (m) (m) (m) (m) (m)
SL 217 361 232 385 247 412 255 425 286 477
1000 230 382 245 408 262 436 269 449 303 506
2000 243 404 259 431 277 461 285 476 321 535
3000 257 428 275 457 294 488 302 504 340 567
4000 272 453 291 484 311 518 320 534 360 602
'
5000 288 479 308 513 330 549 339 566 382 638
' ' ' ' ' ' ' ' ' '
6000 305 508 327 543 350 582 360 600 405 677
7000 330 549 353 588 378 630 389 649 439 733
'
8000 357 594 382 636 410 681 421 703 475 794
9000 390 649 418 695 448 745 461 769 520 869
10000 426 709 457 761 490 816 504 841 569 952
Table 5(b)-3 Take-off distance [m] at 1050 kg, 2315 lb
Page 5(b)-5
Issue 2
Revision 1, Mar. 2017
-.~--~
·~ AFM Supplement DA 40 D
Take-off distance at 1050 kg. 2315lb (continued)
. 1050 kg I
We•ght: 23151b
Flaps: T/0
VR: 55 KIAS
Airspeed for initial climb: 60 KIAS
Power: MAX
Runway: dry, level, paved
:::1
1/)
1/)
2! c..
Q)
'C
.a
:;::;
<( 0
0:::
'C r::
:::1
...
(!)
ISA ISA + 18°F ISA + 36°F ISA + 54°F
0 -
10 0
...
=
Q)
"'
o.g
0
0:::
'C r::
:::1
...
(!)
=
Q)
10 0
~s
1/)
o.g
~
:::1
=
Q)
10 0 r....lll
Q) 1/) ...
>.o
(!) 0
0
0
0:::
:::1 e
(!)
=
Q)
10 0 r...,lll
Q) 1/)
>.o
0
(ft) (ft) (ft) (ft) (ft) (ft) (ft) (ft) (ft)
ISA + 63°F
0
0:::
=
Q) r::
:::1 e
(!)
0 -
10 0
a;.S
>
1/)
o.g
(ft) (ft)
SL 712 1185 760 1264 812 1350 835 1393
1000 753 1253 804 1337 859 1429 884 1474
2000 797 1325 851 1415 909 1513 936 1560
3000 843 1402 901 1498 963 1602 991 1652
4000 893 1484 954 1587 1021 1698 1050 1751
5000 945 1572 1011 1681 1082 1800 1113 1856
6000 1002 1666 1072 1782 1147 1908 1180 1968
7000 1083 1801 1159 1928 1241 2065 1277 2130
8000 1171 1947 1254 2085 1343 2235 1382 2305
9000 1279 2128 1370 2280 1469 2445 1511 2522
10000 1397 2327 1498 2495 1606 2676 1653 2760
937 1566
993 1658
1051 1756
1114 1861
1181 1973
1253 2093
1329 2221
1440 2405
1559 2604
1705 2851
1866 3122
Table S(b)-4 Take-off distance [ft] at 1050 kg, 23151b
Page 5(b)-6
Issue 2
Revision 1, Mar. 2017
AFM Supplement DA 40 D
Take-off distance at 980 kg, 2161 lb
Weight: 980 kg /21611b
VR: 54 KIAS
Flaps: T/0
Power: MAX
Airspeed for initial climb: 59 KIAS Runway: dry, level, paved
I
C1>
"C
~
<(
~
:::!
"'
~
D..
I
0
0::
"C
;::::
E
(!)
ISA
I
E
C1>
I"'.:}§ I
>.a
0
0
ISA +
1ooc
ISA + 20°C ISA + 30°C ISA + 35°C
0
0::
E
C1>
"C
;;:
(!) e
L...
-:- u
~
Ci)(j)
>.a
0 0
(ft)_ c--(mL :--(mL. (mL (m)_
I
0
0::
"C
;;:
:!
~
(!)
I
E
C1>
0
0:: I
E
C1>
0
0:: I
E
C1> l t ' l -
I"'.:
S
I
;;:
1".:
M
I
:::
I: _M I
0 0
"C
:!
...
(!) l t ' l -
~ iii
0-g
"C
:!
~
(!) l t ' l -
0 0
Wml
W!TIL . Jml W.rnL __{mj (@
SL 182 302 194 322 207 344 213 355 239 399
1000 192 319 205 341 219 364 225 376 253 422
2000 203 338 217 361 232 385 238 398 268 448
3000 215 357 230 382 245 408 253 421 284 474
4000 227 378 243 404 260 433 268 446 301 503
5000 241 401 258 428 276 459 284 473 319 533
'
6000
'
255
'
424
'
273
'
454
'
292
'
486 301 502 339 566
' ' '
7000 276 459 295 491 316 526 326 543 367 613
8000 298 496 319 531 342 569 352 587 397 664
'
9000 326 542 349 581 374 623 385 643 435 726
10000 356 593 382 636 409 682 421 703 475 796
Table 5(b)-5 Take-off distance [m] at 980 kg, 2161 lb
Page 5(b)-7
Issue 2
Revision 1, Mar. 2017
-.:o:-1
Technlfy
AFM Supplement DA 40 D
Take-off distance at 980 kg. 2161 lb (continued)
Weight: 980 kg /21611b
VR: 54 KIAS
Airspeed for initial climb: 59 KIAS
Flaps: T/0
Power: MAX
Runway: dry, level, paved
Q)
'C
:5
<(
~
::s
V>
V>
Q) ....
D..
ISA ISA + 18°F ISA + 36°F ISA + 54°F
0 e:::
'C c e
(!)
=
0 lt')
Q)
(,)
;J9
>
V>
0-g
0 e:::
::s e
(!)
=
0 lt')
Q)
(,)
;J9
>
V>
0-g
0 e:::
::s e
(!)
= lt')
Q)
(,)
;J9
>
V>
0-g
0 e:::
'C
::s
....
(!)
= lt')
Q)
.... s
Q)
(,)
>.c
0
V>
0
(ft) (ft) (ft) (ft) (ft) (ft) (ft) (ft) (ft)
ISA + 63°F
0
0:::
=
Q) c
::s
0 lt') (,) .... s e
Q)
V>
>.c
(!) 0 0
(ft) (ft)
SL 595 990 635 1057 678 1129 698 1164
1000 630 1047 672 1118 718 1194 739 1232
2000 666 1108 711 1183 760 1264 782 1304
3000 705 1172 753 1252 805 1339 828 1381
4000 746 1241 797 1326 853 1419 878 1463
5000 790 1314 845 1405 904 1504 930 1551
6000 837 1392 896 1489 959 1595 987 1645
7000 905 1505 969 1611 1038 1726 1068 1780
8000 978 1627 1048 1743 1123 1868 1155 1926
9000 1069 1779 1145 1906 1228 2044 1263 2108
10000 1168 1945 1252 2085 1342 2237 1381 2307
783 1309
830 1386
879 1468
931 1556
987 1649
1047 1749
1111 1856
1203 2010
1303 2176
1425 2383
1560 2610
Table 5(b)-6 Take-off distance [ft] at 980 kg, 2161 lb
Page 5(b)-8
Issue 2
Revision 1, Mar. 2017
._:,;:~
\ Technlfy
AFM Supplement DA 40 D
5.3.8 C!imb Performance -Take-off climb
Take-off at 1150 kg. 2535 lb
SL
1000
2000
3000
4000
----
6000
7000
8000
9000
10000
Notes:
1. For operation in air colder than provided, use coldest data
2. For operation in air warmer than provided, use extreme caution
Weight: 1150 kg I 25351b Flaps: T/0
Airspeed for initial climb: 66 KIAS
Pres. Alt.
Power: MAX
·-
I - - · · \'"""".I""""'' 111'11 • I
Temperature (°C/ •F)
(ft) ISA
769
766
764
762
759
--
"-"
754
752
749
728
707 i
ISA+1o•c ISA+20°C ISA+3o•c ISA+35"C
ISA+18°F ISA+36°F ISA+54°F ISA+63°F
766
764
761
759
757
..
~
'"~
751
749
746
725
704
758
756
753
751
748
.....
•~v
743
740
738
716
695
705
702
700
697
695
:"';.;-
.
.-.
O~L
689
687
684
664
643
661
659
656
654
651
·-
646
643
640
621
601 i
Table 5(b)-7 Take-off climb performance at 1150 kg, 2535 lb
Page 5(b)-9
Issue 2
Revision 1, Mar. 2017
j
Technlfy
AFM Supplement DA 40 D
5.3.9 Climb Performance -Cruise climb
Cruise climb at 1150 kg. 25351b
Notes:
1. For operation in air colder than provided, use coldest data
2. For operation in air warmer than provided, use extreme caution
Weight: 1150 kg I 25351b
Airspeed for initial climb: 78 KIAS
Flaps: UP
Power: MAX
Pres. Alt.
(ft)
SL
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
ISA
918
914
909
905
900
895
890
885
880
850
821
791
761
730
700
670
639
RATE OF CLIMB (feet per minute)
Temperature (°C/ °F)
ISA+10°C ISA+20°C ISA+30°C
ISA+18°F ISA+36°F ISA+54°F
913
909
814
784
754
723
693
662
632
904
899
894
889
884
879
874
844
901
896
891
887
882
877
871
866
861
831
801
771
740
710
680
649
618
829
824
730
701
672
643
614
584
554
819
814
809
804
798
793
787
759
ISA+35°C
ISA+63°F
918
914
821
791
761
730
700
670
639
909
905
900
895
890
885
880
850
Table 5(b )-8 Cruise climb performance at 1150 kg, 2535 lb
Page 5(b )-1 0
Issue 2
Revision 1, Mar. 2017
AFM Supplement DA 40 D
Cruise climb at 1050 kg, 2315 lb
Notes:
1. For operation in air colder than provided, use coldest data
2. For operation in air warmer than provided, use extreme caution
Weight: 1050 kg /23151b Flaps: UP
SL
1000
2000
3000
4000
5000
6000
---1 rOOO
8000
9000
10000
11000
12000
13000
14000
I
Airspeed for initial climb: 78 KIAS Power: MAX
RATE OF CLIMB (feet per minute)
I
(ft) ISA i0i6
1011
979
947
915
883
851
R1$l
1048
1044
1039
1035
1030
1026
1021
'
ISA+1o•c ISA+2o•c ISA+30°C ISA+35°C
ISA+18°F ISA+36°F ISA+54°F ISA+63°F
1005
973
941
909
877
844
1043
1038
1034
1029
1025
1020
1030
"-·-
1026
1021
1016
1012
1007
952
947
942
~---··-···-
938
933
928
888
884
879
874
869
864
1015 1002 923 859
·w·w
' 997 ' 9-1? '
854
R12
991
960
928
895
863
831
798
912
882
851
820
789
758
727
848
819
789
760
730
700
670
'
Table 5(b)-9 Cruise climb performance at 1050 kg, 2315 lb
Page 5(b )-11
Issue 2
Revision 1, Mar. 2017
AFM Supplement DA 40 D
Cruise climb at 980 kg. 2161 lb
Notes:
1. For operation in air colder than provided, use coldest data
2. For operation in air warmer than provided, use extreme caution
Weight: 980 kg /2161 lb Flaps: UP
Airspeed for initial climb: 78 KIAS Power: MAX
Pres. Alt.
(ft)
8000
9000
10000
11000
12000
13000
14000
15000
16000
SL
1000
2000
3000
4000
5000
6000
7000
ISA
1117
1084
1050
1017
983
949
915
880
846
1153
1149
1144
1140
1136
1131
1127
1122
RATE OF CLIMB (feet per minute)
Temperature (°C/ °F)
1148
1144
1140
1135
1131
1126
1121
1117
1112
1078
1044
1010
976
942
908
874
839
ISA+1o•c ISA+20°C ISA+30°C
ISA+18°F ISA+36°F ISA+54°F
1135
1131
1126
1122
1117
1112
1108
1103
1098
1064
1030
996
962
928
894
860
825
1018
1013
981
949
916
884
851
818
785
752
1051
1047
1042
1038
1033
1028
1023
ISA+35°C
ISA+63°F
984
979
975
970
965
960
955
950
945
914
883
852
821
789
758
726
694
Table S(b)-10 Cruise climb performance at 980 kg, 2161 lb
Page 5(b )-12
Issue 2
Revision 1, Mar. 2017
AFM Supplement DA 40 D
5.3.10 Cruise Performance
Cruise performance. standard tanks
Conditions:
Weight ............................................................ 1150 kg, 2535 lb
Standard Tanks ............................. 1061 (28 US gal) usable fuel
Flaps ..................................................................................... UP
Notes:
1. Endurance information is based on standard tanks vvith
106 I (28 US gal) usable fuel.
- · - - - - - · - - 2 - . startup and taxi, time, fuel and distance to climb and 45 min reserve.
3. The range data of this table take into account the distance to climb and are reduced by 45 min reserve.
4. Increase true airspeed (KTAS/mph)) and maximum range
(NM) by 1% per 1 ooc above ISA temperature.
5. Cruise Power above 75% not recomiTiended. For economic cruise set load 70% or less.
Page 5(b )-13
Issue 2
Revision 1, Mar. 2017
AFM Supplement DA 40 D
6000
6000
6000
6000
6000
6000
8000
8000
8000
8000
8000
4000
4000
4000
4000
4000
4000
2000
2000
2000
2000
2000
2000
(ft)
SL
SL
SL
SL
SL
SL
Pres.
Alt.
Weight:
Standard
Tanks:
1150 kg I 25351b
106 I (28 US gal) usable fuel
Load KTAS Fuel Flow
(%)
100
90
80
70
60
50
(kt)
143
137
131
124
117
107
(1/h)
33.6
29.6
25.8
22.1
18.6
15.3
(US gal/h)
8.9
7.8
6.8
5.8
4.9
4.0
100
90
80
70
60
50
100
90
80
70
60
50
100
90
80
70
60
50
100
90
80
70
60
145
140
133
126
118
109
148
142
136
129
120
111
151
145
138
131
123
112
154
148
141
133
125
33.6
29.6
25.8
22.1
18.6
15.3
33.6
29.6
25.8
22.1
18.6
15.3
33.6
29.6
25.8
22.1
18.6
15.3
33.6
29.6
25.8
22.1
18.6
8.9
7.8
6.8
5.8
4.9
4.0
8.9
7.8
6.8
5.8
4.9
4.0
8.9
7.8
6.8
5.8
4.9
4.0
8.9
7.8
6.8
5.8
4.9
Flaps: UP
Range Endurance
334
378
428
489
561
642
330
374
424
485
556
639
337
382
432
494
565
646
(NM)
326
370
420
480
552
635
341
386
437
498
569
2.1
2.5
3.0
3.7
4.5
5.7
2.2
2.6
3.1
3.8
4.6
5.8
2.1
2.5
2.9
3.6
4.4
5.6
(hrs)
2.3
2.7
3.2
3.9
4.7
5.9
2.0
2.4
2.9
3.5
4.3
Page 5(b )-14
Issue 2
Revision 1, Mar. 2017
AFM Supplement DA 40 D
Pres.
Alt.
Weight:
Standard
Tanks:
1150 kg I 25351b
106 I (28 US gal) usable fuel
Load KTAS Fuel Flow
(ft)
8000
(%)
50
(kt)
114
(1/h)
15.3
(US gal/h)
4.0
10000
10000
10000
10000
10000
90 150 29.6
80 I 144 I 2o.8
70 136 22.1
60
50
127
11b
18.6
1b.:;
7.8
6.8
5.8
4.9
4.0
12000
12000
12000
12000
12000
.
''-''"''""'
14000 i
14000
14000
.
16000
16000
16000
16000
80
70
60
50
90
80
70
60
50
-i
70
60
50
153
146
138
129
117
1~9
141
131
118
152
143
133
120
29.6
25.8
22.1
18.6
15.3
R
'
22.1
18.6
15.3
25.8
22.1
18.6
15.3
7.8
6.8
5.8
4.9
4.0 l'.ll
"-'•'-"
5.8
4.9
4.0
6.8
5.8
4.9
4.0
F!aps:
Range
(NM)
649
I
390
441
502
573
652
"
394
446
507
577
654
'
512
582
656
455
516
586
657
'
UP
Endurance
(hrs)
5.4
2.3
2.8
3.4
4.2
,.
5.3
2.2
2.7
3.3
4.1
5.2
3.2
4.0
5.1
2.5
3.1
3.9
4.9
I
'
Table 5(b}-11 Cruise performance, standard tanks
Page 5(b )-15
Issue 2
Revision 1, Mar. 2017
._:;.-_I
..,....,...
Technlfy
Motors AFM Supplement DA 40 D
Cruise performance. long range tanks
Conditions:
Weight ............................................................ 1150 kg, 2535 lb
Long Range Tanks ..................... 147.6 I (39 US gal) usable fuel
Flaps ..................................................................................... UP
Notes:
1. Endurance information is based on long-range tanks with
147.6 I (39 US gal) usable fuel.
2. Endurance time of this table is reduced by the time for startup and taxi, time, fuel and distance to climb and 45 min reserve.
3. The range data of this table take into account the distance to climb and are reduced by 45 min reserve.
4. Increase true airspeed (KTAS/mph)) and maximum range
(NM) by 1% per 10oc above ISA temperature.
5. Cruise Power above 75% not recommended. For economic cruise set load 70% or less.
Page 5(b )-16
Issue 2
Revision 1, Mar. 2017
AFM Supplement DA 40 D
6000 uuuu
6000
6000
6000
6000
8000
8000
8000
8000
8000
8000
2000
2000
2000
2000
2000
2000 i-4000
4000
4000
4000
4000
4000
(ft)
SL
SL
SL
SL
SL
SL
Weight:
Long Range
Tanks:
1150 kg I 25351b
147.6 I (39 US gal) usable fuel
Pres.
Alt.
Load KTAS Fuel Flow
(%)
100
90
80
70
60
50
(kt)
143
137
131
124
117
107
(1/h)
33.6
29.6
25.8
22.1
18.6
15.3
(US gal/h)
8.9
7.8
6.8
5.8
4.9
4.0
100
90
80
70
60
50
100
90
80
70
60
50
100
100
90
80
70
60
50
<:IV
80
70
60
50
145
140
133
126
118
109
148
142
136
129
120
111
151 l"to.J
138
131
123
112
154
148
141
133
125
114
33.6
29.6
25.8
22.1
18.6
15.3
33.6
29.6
25.8
22.1
18.6
15.3
33,6
--
L;;J,U
25.8
22.1
18.6
15.3
33.6
29.6
25.8
22.1
18.6
15.3
33.6
29.6
25.8
22.1
18.6
15.3
33.6
29.6
25.8
22.1
18.6
15.3
33,6
--
e:...v.v
25.8
22.1
18.6
15.3
33.6
29.6
25.8
22.1
18.6
15.3
Flaps: UP
Range
517
577
647
731
830
943
510
570
639
723
821
935
(NM)
503
562
631
714
812
927
524
--vuv
655
740
839
951
Endurance
(hrs)
3.5
4.1
4.8
5.7
7.0
8.R
3.5
4.0
4.7
5.7
6.9
8.5
532
593
664
749
848
958
3.2
3.8
4.5
5.4
6.6
8.2
Page 5(b )-17
Issue 2
Revision 1, Mar. 2017
'
3.4
3.9
4.6
5.6
6.8
8.4
3,3
-v.v
4.6
5.5
6.7
8.3
AFM Supplement DA 40 D
Weight: 1150 kg I 25351b
Long Range
Tanks: 147.6 I (39 US gal) usable fuel
Pres.
Alt.
(ft)
Load KTAS
(%) (kt) (1/h)
Fuel Flow
(US gal/h)
Flaps: UP
Range
(NM)
Endurance
(hrs)
80
70
60
50
90
80
70
60
50
80
70
60
50
90
80
70
60
50
10000
10000
10000
10000
10000
12000
12000
12000
12000
12000
14000
14000
14000
14000
16000
16000
16000
16000
153
146
138
129
117
149
141
131
118
152
143
133
120
150
144
136
127
115
610
681
767
866
972
691
777
874
978
601
673
758
857
965
700
786
883
983
29.6
25.8
22.1
18.6
15.3
29.6
25.8
22.1
18.6
15.3
25.8
22.1
18.6
15.3
25.8
22.1
18.6
15.3
25.8
22.1
18.6
15.3
25.8
22.1
18.6
15.3
29.6
25.8
22.1
18.6
15.3
29.6
25.8
22.1
18.6
15.3
3.6
4.3
5.2
6.3
7.9
4.2
5.1
6.2
7.8
3.7
4.4
5.3
6.4
8.0
4.1
5.0
6.1
7.6
Table 5(b)-12 Cruise performance, long range tanks
Page 5(b )-18
Issue 2
Revision 1, Mar. 2017
AFM Supplement DA 40 D
5.3.15 Approved Noise Data
With TAE 125-02-114 engine and Muffler LA50 Installed:
ICAO Annex 16 Chapter X ........................................ 70.5 dB(A)
Page 5(b )-19
Issue 2
Revision 1, Mar. 2017
._~I
Motors AFM Supplement DA 40 D
6.5 EQUIPMENT LIST AND EQUIPMENT INVENTORY
The following equipment is approved for the T AE 125-02-114 engine installation.
Description Type Part No.
Manufacturer
ENGINE
Engine
Engine
Control
Unit
,xx" refer to
Service Bulletin
TMTAE
000-0007 latest Rev.
TAE 125-02-114
ECU
(048)
Technify
Motors
GmbH
05-7610-E0001 02 Technify
Motors
ECU Firmware
TAE 125 mx.xx
Mapping
P14CxxxDA40
(Clutch)
Mapping
P14DxxxDA40
(Dual Mass Fly Wheel)
02-7610-55101Rxx GmbH
ECU
(D4)
ECU Firmware
D4-vx.xx
Mapping
G14CxxxDA40
{Clutch)
Mapping
G14DxxxDA40
(Dual Mass Fly Wheel)
05-7611-E0019 04 Technify
Motors
05-7610-E0010
XX
GmbH
EXHAUST SYSTEM
Muffler LA 50 50-7810-H0003 01 Technify
Motors
GmbH
ENGINE INDICATING
Compact
Engine
Display
TAE CED-125
PROPELLER
Propeller MTV-6-N187-129
MTV-6-N190-69
AIRPLANE FLIGHT MANUAL
AFM
Supplement
02-7730-550 1-(06)- Technify
(02)
50-031 0-50022
Motors
GmbH mt-Propeller
Technify
Motors
GmbH s/n installed n/a n/a n/a n/a n/a n/a
)< x
,_
..
___,_~--
)',
)<.
Page 6-2
Issue 2
Revision -, Aug. 2015
AFM Supplement DA 40 D
._~I
Motors
CHAPTER 6
MASS AND BALANCE
I
EQUIPMENT LIST
6.3 MASS AND BALANCE REPORT
After installation of the T AE 125-02-114 engine installation, the empty mass and empty mass moment must be established.
Refer to the basic AFM and basic AMM for the DAI DA 40 D.
Record the data in the Mass and Balance Report of the basic
AFM.
Page 6-1
Issue 2
Revision-, Aug. 2015
AFM Supplement DA 40 D
CHAPTER 7
DESCRIPTION OF THE AIRPLANE AND
ITS SYSTEMS
7.9.1 ENGINE, GENERAL
The TAE 125-02-114 engine has the same general characterics as the T AE 125-02-99 engine, except for the continuous and maximum power.
Max. power: 114 kW (155 DIN-HP) at 2300 RPM, ISA, SL
Max. cont. power: 114 kW (155 DIN-HP) at 2300 RPM, !SA, SL
There is no difference in operation between the different T AE
125 engine variants.
Page 7-1
Issue 2
Revision-, Aug. 2015
AFM Supplement DA 40 D
7.9.6 COOLING SYSTEM
The cooling system of the TAE 125-02-114 installation consists of 1 large and 1 small water-cooler. The engine oil is cooled using an oil/water-heat exchanger as part of engine. A Cabin
Heat heat-exchanger is part of the liquid cooling system as well as a gearbox oil heat-exchanger. The gearbox oil heatexchanger is part of the TAE 125-02-114 engine, but connected to the aircraft liquid cooling system. Refer to Figure 7-1 for a schematic.
Bleed Screw
I
TAE 125·02~114 engine
Figure 7-1 Liquid Cooling System
7.9.8 OIL SYSTEMS
The engine oil is cooled using a oil/water heat exchange which is part of the engine. There is no separate oil cooler as provided in the unmodified engine installation.
Gearbox and propeller governor system
This oil system is independent of the engine lubrication system.
To cool the gearbox a heat exchanger is connected the liquid cooling system.
Refer to Figure 7-1.
Page 7-2
Issue 2
Revision -, Aug. 2015
AFM Supplement DA 40 D
._:,;:_., Technlfy
"W'? Motors
CHAPTER 8
AIRPLANE HANDLING,
CARE AND MAINTENANCE
8.1 INTRODUCTION
For proper ground handling and servicing refer to the basic
AFM.
The supplement to the Airplane Maintenance Manual AMM-50-
02 describes the maintenance practices that apply to the TAE
125-02-114 engine installation. lt supersedes or adds to the basic DAI Airplane Maintenance Manual only as set forth therein.
8.2 AIRPLANE INSPECTION INTERVALS
Refer to supplement to the Airplane Maintenance Manual AMM-
50-02 and the basic DAI Airplane Maintenance Manual.
8.3 AIRPLANE ALTERATIONS AND REPAIRS
Alterations and repairs to the STC installation may be carried out only according to the supplement to the Airplane
Maintenance Manual AMM-50-02 or i.a.w. a repair scheme which has been approved by Technify Motors GmbH or by the competent Airworthiness Authority.
Page 8-1
Issue 2
Revision-, Aug. 2015
AFM Supplement DA 40 D
This page intentionally left blank
Page 8-2
Issue 2
Revision-, Aug. 2015
AFM Supplement DA 40 D
CHAPTER 9
SUPPLEMENTS
9.1 INTRODUCTION
This chapter lists the supplements to the basic AFM that are affected by the TAE 125-02-114 engine istallation.
For the affected supplements, a supplement has been created which adds or supersedes the affected supplements as described.
9.2 LIST OF SUPPLEMENTS
Sup.
No
1
2
Title
Garmin G1000 Avionic System for
VFR Operation
Garmin G1000 Avionic System for
IFR Operation
Issue
1
1 applicable yes no
D D
s
D
Page 9-1
Issue 2
Revision-, Aug. 2015
AFM Supplement DA 40 D
This page intentionally left blank
Page 9-2
Issue 2
Revision -, Aug. 2015
AFM Supplement DA 40 D
Supplement 1, Garmin G1 000, VFR
._~I
Motors
Supplement
for the
DA40 D
with
Garmin G1 000 Avionic System for VFR Operation equipped with
TAE 125-02-114 Engine Installation
This supplement must be attached to the EASA approved
Airplane Flight Manual when the TAE 125-02-114 engine has been installed in accordance with EASA STC 10036328.
The information contained in this supplement supersedes or adds to the EASA approved Airplane Flight Manual and supplement A31 only as set forth herein.
For limitations, procedures, performance and loading information not contained in this supplement, consult the basic
EASA approved Airplane Flight Manual and supplement A31.
This supplement is approved with EASA STC 10036328.
Page 9-1-1
Issue 2
Revision-, Aug. 2015
AFM Supplement DA 40 D
Supplement 1, Garmin G1000, VFR
Issue
2/0
Pages
All
Description
New Issue
Change of Ownership
Date
Aug. 15,
2015
Approved
Endorsed
EASASTC
10036328,
Rev. 3
Remark: The parts of the text vJhich changed are marked \"Jith a vertical line on the margin of the page.
Page 9-1-2
Issue 2
Revision-, Aug. 2015
AFM Supplement DA 40 0
Supplement 1, Garmin G1000, VFR
-.;;;_.1
Tachnlty
1. General
This supplement contains the required information for operation of the airplane with a T AE 125-02-114 engine installation and the Garmin G1 000 avionic system installed.
This supplement must be used in conjunction with the basic DAI
AFM incl. supplement A31 and the supplement for the TAE 125-
02-114 engine installation.
2. Limitations
No change
The engine limitations and engine instrument marking applicable to the T AE 125-02-99 engine are valid for the T AE
125-02-114.
Refer to supplement A31 of the basic AFM.
3. Emergency Procedures
No change.
Refer to supplement A31 of the basic AFM.
4A. Normal Operating Procedures
No change.
Refer to supplement A31 of the basic AFM.
48. Abnormal Operating Procedures
No change.
Refer to supplement A31 of the basic AFM.
5. Performance
No change.
Refer to supplement A31 of the basic AFM.
6. Mass and Balance
No change.
Refer to supplement A31 of the basic AFM.
Page 9-1-3
Issue 2
Revision-, Aug. 2015
-.:.;.·-1
·~
Tachnlfy
Motors
AFM Supplement DA 40 D
Supplement 1, Garmin G1000, VFR
7. Description of the airplane and its systems
No change.
Refer to supplement A31 of the basic AFM.
8. Airplane Handling, Care and Maintenance
No change.
Refer to supplement A31 of the basic AFM.
Page 9-1-4
Issue 2
Revision -, Aug. 2015
AFM Supplement DA 40 D
Supplement 2, Garmin G1000, IFR
._~I
Motors
Supplement
for the
DA40 D
with
Garmin G1 000 Avionic System for IFR Operation equipped with
TAE 125-02-114 Engine Installation
This supplement must be attached to the EASA approved
Airplane Flight Manual when the TAE 125-02-114 engine has been installed in accordance with EASA STC 10036328.
The information contained in this supplement supersedes or adds to the EASA approved Airplane Flight Manual and supplement A32 only as set forth herein.
For limitations, procedures, performance and loading information not contained in this supplement, consult the basic
EASA approved Airplane Flight Manual and supplement A32.
This supplement is approved with EASA STC 10036328.
Page 9-2-1
Issue 2
Revision-, Aug. 2015
AFM Supplement DA 40 D
Supplement 2, Garmin G1000, IFR
Issue
210
Pages Description
All New Issue
Change of Ownership
Date
Aug. 15,
2015
Approved
Endorsed
EASA STC
10036328,
Rev. 3
Remark: The parts of the text vvhich changed are marked vJith a vertical line on the margin of the page.
Page 9-2-2
Issue 2
Revision -, Aug. 2015
AFM Supplement DA 40 D
Supplement 2, Garmin G1000, IFR
~:,;;_.1
·~
Technlfy
Motors
1. General
This supplement contains the required information for operation of the airplane with a T AE 125-02-114 engine installation and the Garmin G1 000 avionic system installed.
This supplement must be used in conjunction with the basic DAI
AFM incl. supplementA32 and the supplement for the TAE 125-
02-114 engine installation.
2. Limitations
No change
The engine limitations and engine instrument marking applicable to the T AE 125-02-99 engine are valid for the T AE
125-02-114.
Refer to supplement A32 of the basic AFM.
3. Emergency Procedures
No change.
Refer to supplement A32 of the basic AFM.
4A. Normal Operating Procedures
No change.
Refer to supplement A32 of the basic AFM.
48. Abnormal Operating Procedures
No change.
Refer to supplement A32 of the basic AFM.
5. Performance
No change.
Refer to supplement A32 of the basic AFM.
6. Mass and Balance
No change.
Refer to supplement A32 of the basic AFM.
Page 9-2-3
Issue 2
Revision-, Aug. 2015
~~~
Motor&
AFM Supplement DA 40 0
Supplement 2, Garmin G1000, IFR
7. Description of the airplane and its systems
No change.
Refer to supplement A32 of the basic AFM.
8. Airplane Handling, Care and Maintenance
No change.
Refertp supplement A32 of the basic AFM.
Page 9-2-4
Issue 2
Revision-, Aug. 2015

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