Diamond DA42 Aircraft Systems Overview
DIAMOND DA42 TDI · Systems Description
Overview
The document provides an overview of the Diamond DA42 TDI aircraft systems, detailing its construction, limitations, and various systems including the powerplant and flight controls. It covers essential operational aspects and safety features of the aircraft.
- The DA42 is a low wing, twin-engine aircraft made primarily of carbon-fiber reinforced plastic.
- Maximum operating altitude is 18,000 feet.
- The aircraft features a fully integrated Garmin G1000 avionics system.
- It is powered by two turbocharged diesel engines generating 135hp each.
- The aircraft has a maximum takeoff weight of 3935 lbs.
- Flaps are electronically operated with three positions: Cruise, Approach, and Landing.
- The emergency locator transmitter can transmit for up to 72 hours.
- Cabin ventilation is controlled by multiple outlets and does not have an active cooling system.
Document
Source
Originally published by squarespace.com. Sprinkle hosts a reference copy with an added summary, specifications and searchable full text.
Document details
- Type ·
- Systems Description
- File size ·
- 2.9 MB
- Publisher ·
- squarespace.com
- Language ·
- en
Specifications & performance
Extracted from this document.
Specifications
- Amperage max ·
- 60
- Empty weight (lb) ·
- 2928.90
- Voltage max volts ·
- 32
- Voltage min volts ·
- 24.1
- Max nose baggage (lb) ·
- 66
- Max cabin baggage (lb) ·
- 100
- Max landing weight (lb) ·
- 3935
- Max takeoff weight (lb) ·
- 3935
- Max operating altitude (ft) ·
- 18000
- Max restarting altitude (ft) ·
- 8000
Performance
- Max rpm ·
- 2300
- Restart airspeed kias ·
- 80-120
- Max prop overspeed rpm ·
- 2500
V-speeds
- VFE_APP_KIAS ·
- 137
- VFE_LDG_KIAS ·
- 111
Weight & balance
- Max takeoff power rpm ·
- 2300
- Max continuous power rpm ·
- 2300
What is the Diamond DA42 Aircraft Systems Overview?
The Diamond DA42 Aircraft Systems Overview is a systems description for the DIAMOND DA42 TDI.
Where does the Diamond DA42 Aircraft Systems Overview come from?
This copy of the Diamond DA42 Aircraft Systems Overview was originally published by squarespace.com and is hosted on Sprinkle as a free, searchable reference copy.
Most owners only have the POH. Here's the essential set for the DIAMOND DA42 TDI.
- Pilot's Operating Handbook / AFM
- Checklist
- Maintenance Manual
- Parts Catalog (IPC)
- Systems & Wiring
- Service Bulletins on file
- Type Certificate (TCDS)
More DIAMOND DA42 TDImanuals & documents
Related documents
- Diamond DA 40-TDI G1000Diamond DA40 TDI · Wiring Diagrams
- Diamond DA 40-TDI G1000Diamond DA40 TDI · Pilot's Operating Handbook
- Diamond DA40-TDI G1000Diamond DA40 TDI · Performance Data
- TB-30 Epsilon – Flight ManualSOCATA TB-30 EPSILON · Pilot's Operating Handbook
- DA42 NGDiamond DA42 VI · Pilot's Operating Handbook
In this document
Aircraft Overview
The DA42 is a low wing, retractable gear, twin-engine aircraft constructed mainly of CFRP, featuring a semi-monocoque fuselage and wing structure.
Aircraft Limitations
The document outlines various limitations including weight limits, maximum operating altitude, and power specifications.
Cabin and Cabin Equipment
Access to the cabin is facilitated by wing walkways and grab handles, with specific instructions for closing the front canopy for flight operations.
Flight Controls
The aircraft features dual primary flying controls for ailerons and elevator, with electronically operated flaps and a manual trim wheel for elevator control.
Powerplant Overview
The DA42 is powered by two Thielert TAE 125-02-99 diesel engines, controlled by a Full Authority Digital Engine Control (FADEC) system.
Propeller & Propeller Control System
Each engine is fitted with a constant speed, feathering propeller, with pitch controlled automatically by the ECU and a single power lever managing both engine and propeller operations.
Safety notes
- The front canopy must be fully closed for flight operations.
- If the ALT static source is selected, cabin ventilation controls must be closed.
- Full elevator upwards deflection is limited under certain conditions.
- The propellers must never be rotated by hand.
- In-flight shutdown must occur above 1300 RPM to avoid engaging the start lock.
Full document text
Diamond DA42 Aircraft Systems Overview Aircraft Overview Low wing, retractable gear, twin engine, aircraft constructed of mainly carbon-fiber reinforced plastic (CFRP). The fuselage is a semi-monocoque shell structure constructed from CFRP with glass-fiber reinforced plastic (GFRP) bulkheads and stiffeners. A roll-over bar forms the part of the construction of the cockpit area and provides the anchor point for the forward hinging one piece from canopy and passenger door access. The wing is a semi-monocoque construction constructed using CFRP and GFRP. Winglets are fitted to reduce tip vortices and induced drag. The tail fin is an integral part of the fuselage and has a “T” tail horizontal stabilizer. The ailerons, rudder, elevator, and flaps are all constructed of CFRP and GFRP. Aircraft Limitations Empty Weight – 2928.90 lbs Max Takeoff Weight – 3935 lbs Max Landing Weight – 3935 lbs Max operating Altitude: 18,000ft Max Restarting Altitude: 8,000ft Restart Airspeed: 80-120 KIAS Max Nose Baggage: 66 lbs Max Cabin Baggage: 100 lbs Maximum Takeoff Power – 2300 RPM @ 100% load Max Continuous Power – 2300 RPM @ 100% load Voltage – 24.1 Minimum volts: 32 Maximum Volts Amperage Max: 60 amps Max RPM – 2300 RPM Maximum Prop Overspeed: 2500 RPM for 20 seconds. V-Speeds Diamond DA42 Aircraft Systems AIRFRAME Cabin and Cabin Equipment Access to the Cabin via wing walkways on either side of the aircraft Steps at the trailing edge of each wing and fuselage mounted grab handles to ease access Locking handles for both latches are on the left side of the aircraft. Front Canopy is closed by pulling down the canopy frame Two positions MUST BE FULLY CLOSED FOR FLIGHT OPERATIONS Emergency Locator Transmitter (ELT) Emergency Locator Transmitter is mounted in the rear fuselage below the baggage. ELT Aerial is fitted on the upper fuselage. Remote Control Panel Indicator is mounted on upper right-hand side of instrument panel. If activated ELT will transmit for up to 72 hours. Panel, Console, & Control Layout Instrument Panel is driven by two Garmin G1000 display screens. G1000 is a fully integrated Avionics and system monitoring suite. The Center Console houses: Heating Controls Power Levers Fuel Selectors Elevator Trim Cabin Ventilation System Does not have active air-cooling system. Instead ambient air flows into the cabin directly from a duct on the right wing. Air flow is controlled by a number of ventilation outlets mounted on the main instrument panel, cabin roof, and cockpit walls. IF ALT Static Source is selected the cabin ventilation controls MUST BE CLOSED. Flight Controls Dual primary flying controls operate the ailerons and elevator via control rods. Rudder is operated by control cables. Flaps are electronically operated. Elevator is fitted to the horizontal stabilizer and is equipped with an adjustable trim tab. Rudder Trim is operated via control cables and located on the lower part of the rudder. Elevator Trim Systems The manual trim wheel is located behind the power levers. Rotating the wheel forward gives nose down trip. Rotating the wheel back gives nose up trim Take off Trim in noted in the center of the wheel and noted with a “T” Electrical elevator trim is operated by two components Control stick mounted switch Servo motor connected to the elevator trim wheel. The stick switch is a dual pole switch requiring both to be actuated simultaneously. If either part is moved and held for more than 3 seconds the system detects a fault. Stick Limiter Full elevator upwards deflection is normally 15.5° but is reduced to 13° in certain circumstances using an electronically actuated control stop. Tested during PRE-FLIGHT System senses the position of the power levers and the flap selector switch. Whenever both engines exceed 20% power, and flaps are set to LDG the stick limit is applied. Stick Limiter Test Test Procedure: Pull control column fully aft and hold Set flap to LDG Set Both Engines to max Notice the control column move forward slightly Set power to idle and check to ensure full deflection FLAPS Operated by control rods moved by an electric actuator. 3 position switch on right side of instrument panel Cruise (Up) - 0° Approach (APP) - 20° Landing (LDG) - 42° Velocity Flaps Extended Speed VFE APP – 137 KIAS VFE LDG – 111 KIAS Limit Switches prevent overrun of flaps and should trip a circuit breaker should a failure occur. Aileron and Hinge Checks Ailerons are mounted using a series of hinges. Hinges are secured with roll pins (should be checked on preflight) Nuts and Bolts of control rods are covered with varnish. (must be checked on pre-flight) Stall Warning System An electrical flapper stall warning device is fitted to the leading edge of the outer wing section. Provides continuous audible warning to the cockpit at angles of attack just before the critical angle. Vane is heated to prevent ice build up and operated when the Pitot Heat is on. Check during PRE-FLIGHT Diamond DA42 Aircraft Systems POWERPLANT OVERVIEW Powerplant Overview Powered by two, four-cylinder, liquid cooled, turbocharged Thielert TAE 125-02- 99 four stroke diesel engines each generating 135hp at 2300RPMs. Propeller is driven by a reduction gearbox Engine performance is displayed on the G1000 All aspects of operations are controlled by Full Authority Digital Engine Control (FADEC) system operating two engine control Units (ECU) on each engine. Only one ECU is active at a time and the other remains at standby. FADEC controls the engine fuel system, propeller as well as the turbo charger system Principles of Diesel Engine Four Strokes: Induction Compression Power Exhaust Ignition is different in diesel engines – rather than relying on a spark, a large compression ratio is used so that the temp becomes high enough to cause spontaneous combustion.
Show full textShow less
Timing controls when and where fuel is injected into the motor. Glow Plugs are used to pre-heat the cylinder Fuel consumption ratios are typically less than gas engines due to increased combustion ratios and no wasted fuel to cool the cylinders. Diesel Engine Combustion Cycle Lubrication Systems Engine Wet Sump lubrication system with external filer and air cooler. Engine driven pump provides flow of oil for the engine and turbocharger lubrication Visual dipstick is located on the upper right side of the engine. Min Oil – 4.8 qts Max Oil – 6.3 qts Gearbox Gearbox oil system has its own pump which supplies the gearbox and propeller pitch control system. Gearbox oil is check via a site glass on the lower right side of the engine cowling. Fuel Injection System Fuel from the aircraft is delivered to the engine via a filter located at the rear of the engine nacelle There is a sediment bowl located at the bottom of the filter with a drain. Should be checked for water during pre- flight From the filter fuel is delivered to a low-pressure pump which in turn delivers fuel to the engine high pressure pump. High pressure fuel is then delivered to a fuel injector located in each cylinder. Excess fuel is returned to the appropriate wing tank. Engine Turbocharger System The air intake system provides either filtered ram air, or unfiltered warm air from within the engine cowlings, to the turbo charger. Pressurized air from the turbocharger is delivered via n intercooler to the engine inlet manifold. Turbocharger is controlled by a waste gate fitted in parallel to the exhaust system. The waste gate is controlled by the FADEC. If air inlet filter becomes blocked the alternate air source can be selected via the lever located under the instrument panel. Engine Cooling System Engines are liquid cooled. Coolant is a mixture of water and antifreeze and is pumped around the passages within the engine by a belt driven pump. Two circuits Main Circuit includes a heat exchanger and a thermostatic control valve. Located beneath the engine directly inline with the air intake. Bypass circuit When coolant is hot the thermostatic valve directs fluid through the heat exchanger. When the coolant is cold the valve direct fluid through the bypass circuit straight back to the pump inlet. A sensor located in the valve provides a temperature signal to the Ecu and to the EIS to display the coolant temperature. There is an expansion tank with a pressure relief valve designed to prevent overpressure. There is an overflow valve located below the engine nacelle. Propeller & Propeller Control System Each engine is fitted with a three blade, constant speed, feathering propeller. Both propellers rotate clockwise as viewed from the cockpit. Therefore the LEFT ENGINE is the CRITICAL ENGINE. Each blade is a wood-composite construction with fiber-reinforced plastic coating and a stainless-steel leading edge. Blade pitch is controlled automatically by the ECU. Normal operations drive blade to a coarse pitch. Oil pressure is used to drive blades toward fine pitch. The pressure accumulator uses oil from gearbox, and the accumulator is connected to an electric value operated by the Engine Master switch. Propeller & Propeller Control System Engine and propeller are controlled by a single power lever. Power demands set on the power lever are sensed by FADEC which schedules various engine and propeller parameters to ensure optimum power delivery and pitch angle. Power is displayed as a % of maximum load. Power lever full forward = 100% power Power lever full aft = IDLE power NEVER ROTATE PROPELLERS BY HAND Propeller & Propeller Control System The system is equipped with an oil accumulator that has a shut-off valve controlled by the engine master switch. When the master is on the switch is on and vice versa During normal engine operations the valve is open resulting in the accumulator being charged with oil at system pressure. Stored oil is used for unfeathering as well as ensuring oil supply to the CSU. Propeller & Propeller Control System Start Latch – during normal engine shut down, with idle at 0% load, a centrifugal latch engages at 1300 RPM and prevents the blades from entering the feathered range. The start lock blade angle is approx. 15° which reduces engine load during start. If ECU malfunctions and the proper blade angle gets stuck in the start lock position the propeller will produce negative thrust and will over-speed as soon as power is applied. Feathering occurs when the engine master is switched to OFF. Accumulator valve closes, storing the oil charge Electrically operated governor valve allows oil to flow back from the propeller. In-flight Shutdown must occur above 1300 RPM or the start lock will engage Full Authority Digital Engine Control Each engine is controlled by a dedicated FADEC system compromising two Engine Control Units: ECUs A and B ECUs receive information from a variety of sensors, and senses the load demanded by the power lever. There are no mechanical inputs or Outputs from the FADEC. During normal operation, the ECU swap switch should be set to AUTO. If an ECU system fails it will automatically switch to the second ECU. Manually switching ECUs should only be completed in an emergency. Each FADEC unit is supplies with electrical power from a dedicated ENG ECU busbar which is supplied directly from the engine alternator. In case of alternator failure ECUs will be powered for approximately 30 minutes. ECU Fail inflight you can attempt to reset by holding the ECU test for 2 seconds. Engine Start Engine Start Each engine is equipped with an electric starter. Power is provided from battery or from external powers supply Power Idle Electric Master ON Engine Master ON Glow light out Turn key and hold on until 500 RPM Engine Shut down Engine must idle for 2 minutes prior to shut down to avoid heat damage to the turbo charger. Power Idle Turn off Master Fire Detection System An overheat detector is in each engine bay. Activated if compartment temp increases over 480° Must be checked during PRE-FLIGHT Diamond DA42 Aircraft Systems FUEL SYSTEM Fuel Tanks Uses JET A1 fuel. Stored in aluminum tanks located in each wing Each Tank has three interconnected chambers. Fuel Filler point located on the upper surface of each wing and directly feed into the outer chamber. Tanks are ventilated to the atmosphere by check and pressure relief valves. Located on the underside of the wing. Auxiliary fuel tanks are located on each engine nacelle. Main Tank Capacity – 25 gallons of useful fuel Auxiliary Tank Capacity – 13 gallons of useful fuel. Fuel Selector and Crossfeed Fuel Selector ON - Under normal conditions the right tank feeds the right engine and the left tank feeds the left engine Fuel Selector CROSSFEED - Allows fuel to be fed from the opposite tank to cater for emergencies and to allow the pilot to balance fuel. Fuel Selector OFF – is Guarded by a spring- loaded guard latch. Fuel System Indications Fuel system indications are displayed on the G1000 usually on the left side of the MFD. There are two fuel sensors located in each tank and a low-level sensor located on the inner chamber. The low-level switch activates when there is 3-4 gallons remaining Max fuel temperature is 167°F (75°C)