Procedures Diamond DA-42

Parking brake ..................... - released Gear warning horn ............. - checked Flaps .................................. - Approach Speed................................. - 100 kts, Brakes ................................ - checked Seatbelts ............................ - fastened Loose items........................ - stowed End of downwind (point Delta) - Gear down (check 3 greens) - About 20% load - Turn to baseleg Base leg: Slow descent to 500 ft, Speed................................. - 95 kts. Final checks: Flaps .................................. - LDG, Gear .................................. - Down, 3 greens Speed................................. - 85 kts Wings over Holland 8 Versie 181026 Fig. 1. Normal circuit. 105 kts flaps approach., 100 kts Point D Gear down 95 kts, 500’ VR 72 kts 90 kts 200’ (flaps up), Check: Flaps set, Gear down. Flaps full down, 85 kts Gear up 700’ Wings over Holland 9 Versie 181026 Go-around or wave off - Full throttle - Flaps approach - Increasing speed -> pitch for climb attitude - Apply brakes, gear up - 200 ft. flaps up and after take off checks. Touch and go landing - Maintain (or regain) centerline - Flaps up (flaps APP on gras runway) - Full throttle - Continue as normal take off Flapless circuit and landing - Downwind as in a normale circuit, speed remains 105 kts due to no flaps\ - Point delta, gear down, 3 greens. - select about 18% load and turn to base leg - Baseleg speed 95 kts. Pitch attitude about 3º then with normal circuit. - Final speed 90 kts. Higher pitch attitude - Make a positive landing Precautionairy landing. - Downwind and baseleg as a normal circuit - Final speed 75 kts after final checks. Higher pitch attitude. - Close the throttles in the movement of the flare. - Anticipate on a shorter flare then normal. Instrument approaches. - Crewbriefing should be completed well before commencing the approach - Holding speed (120 kts, 50%) until locater. Initial checks completed. - Reduce speed to 105 kts (gear up, flaps up, 35%) - Glideslope alive or 0,5nm before descent point select flaps APP. Speed 100kts - on the glide slope or point of descent select gear down. Check 3 greens. - Final checks - Runway in sight and cleared to land (not before 500ft), flaps LDG - With sufficient runway and a late runway in sight a landing with flaps APP is an option. Wings over Holland 10 Versie 181026 Engine failure VMC, Minimum Control Speed. VMC is the calibrated airspeed at which, when the critical engine is suddenly made inoperative, it is possible to maintain control of the airplane with that engine still inoperative and then maintain straight flight at the same speed with an angle of bank of not more than 5 degrees. Summary of conditions: • Critical engine inoperative and wind milling, • Maximum available take-off power or thrust on the life engine, • The most unfavorable center of gravity, (meest achterliggend) • The airplane trimmed for takeoff, • Max sea level takeoff weight, • Flaps and Gear retracted, • The airplane airborne but not in ground effect. • ISA conditions Explanation of conditions: a. Critical engine, see next page. b. Maximum power on life engine: With the life engine at max power and the inoperative engine wind milling there is the largest power difference between the two engines thus the largest yaw- moment which has to be countered with rudder input. c. The most unfavorable C.G.: The most unfavorable center of gravity is the most aft C.G. An aft C.G. results in a smaller distance between C.G. and rudder. Thus resulting in a smaller moment with the same rudder deflection. d. The airplane trimmed for take off: e. Max take off weight: f. Flaps and gear retracted: Extended flaps and gear stabilize the airplane which lowers the VMC g. The airplane airborne but not in ground effect: Wings over Holland 11 Versie 181026 Critical engine Omdat beide motoren dezelfde kant op draaien (rechtsom) kent de Diamond DA42 een “kritische motor”. Bij een positieve invalshoek zal het neergaande propellerblad een langere weg afleggen dan het opgaande blad. Aangezien dit in dezelfde tijd gebeurt, beiden een halve omwenteling, zal de snelheid van de luchtstroom langs het neergaande blad groter zijn dan de snelheid van de luchtstroom langs het opgaande blad. Het effect van attitude op de thrust. Dat verschil in snelheid leidt tot een verschil in “thrust”. Het aangrijpingspunt van de trekkracht van de propeller ligt door dit effect bij een positieve invalshoek niet in het draaipunt maar rechts daarvan. De trekkracht van de rechter motor heeft een grotere arm (X) t.o.v. het zwaartepunt dan de trekkracht van de linker motor (Y). Uitval van de linkermotor zal een groter moment om de top as geven dan uitval van de rechter motor. Fig.2. Dit moment moet opgeheven worden met het rudder. De zijwaartse kracht uitgeoefend door het rudder is afhankelijk van de luchtsnelheid en rudder uitslag. Uitgaande van maximale rudder deflection zal bij een storing in de linker motor een hogere luchtsnelheid nodig zijn dan bij een storing in de rechter motor om een voldoende groot moment op te wekken om het moment van de levende motor op te heffen. Wings over Holland 12 Versie 181026 Engine failure: KEEP THE AIRCRAFT FLYING Checks: Throttles ............................. - Full forward Gear ................................... - Up Flaps .................................. - Up Speed................................. - At least 82 kts Attitude ............................... - Adjust Feather checks: IDENTIFY DEAD ENGINE => DOOIE POOT, DOOIE MOTOR Option to lift your “dead feet”. Throttle ............................... - Close (to verify dead engine) Engine master .................... - Off (prop will feather) If time permits: Emergency checklist .......... - Engine Fire failure during flight Alternator ........................... - Off Fuel selector ...................... - Off / crossfeed Inform ATC and land as soon as practicable If surcomstances permit: Save the life engine, select 85% load. Wings over Holland 13 Versie 181026 Engine fire in flight An Engine with an engine fire still produces thrust but needs to be turned off. The loss of thrust comes more gradually. KEEP THE AIRCRAFT FLYING Checks: Throttles ............................. - Full forward Gear ................................... - Up Flaps .................................. - Up Speed / heading / altitude .. - Check IDENTIFY ENGINE ON FIRE Throttle ............................... - Close (engine on fire) Engine master .................... - Off (prop will feather) Alternator ........................... - Off Fuel selector ...................... - Off Cabin air / defrost ............... - Off Inform ATC and land as soon as practicable. If surcomstances permit: Save the life engine, select 85% load. Wings over Holland 14 Versie 181026 Single engine visual circuit. Take off leg - Engine failure or fire during take-off. Take action. - After the Engine is feathered climb out with blue line speed (82 kts). - Inform ATC with PAN PAN call as soon as practical. - Level off. speed 105 kts, Load 85%,. Crosswind - Do not turn to crosswind before circuit altitude is reached. - Speed 105 kts, load 85% (or whichever is needed). Downwind - Downwind checks, flaps remain up - Maintain speed 105 kts, load whichever is needed. - Point Delta, gear down. Check 3 greens. Baseleg Flaps up, speed 95 kts. Between 35% and 85% load. Final - Turn to final. Speed 90 kts - If landing assured, flaps APP. Speed 85 kts. Wings over Holland 15 Versie 181026 One engine out instrument approaches. - Engine failure or fire. Take action. Engine is feathered and secured. - Crewbriefing should be completed well before commencing the approach. - Brief the new speeds and new configurations. - After the locater or equivalent maintain speed 100 kts. Flaps remain up. - On the glide slope or point of descent select gear down. Check 3 greens. - Final checks, no flaps. - Runway in sight and cleared to land and landing assured, flaps APP - With sufficient runway and a late runway in sight a landing with flaps up is an option. 16 Attachments. Precision approach normal operation. Fig. 3 Precision approach normal operation. FAP Approach checks 105 kts GS alive: Flaps Approach 100 kts Set up + Briefing 100 kts Gear down Final checks: - Gear down - Flaps set. LDG secured: Flaps full DA 17 One engine out precision approach. Fig. 4. One engine out precision approach. DA Set up + Briefing Approach checks 100 kts Flaps up Gear down 100 kts Final checks: - Gear down FAP LDG secured: Flaps set 18 Non-precision approach normal operation. Fig. 5. Non-precision approach normal operation. Set up + Briefing Approach checks 105 kts, Within 2NM of FAF: Flaps Approach 100 kts FAF Final checks: - Gear down - Flaps set. 100 kts MDA LDG secured: Flaps full Start of descent Gear down 19 One engine out non-precision approach. Fig. 6. One engine out non-precision approach. Set up + Briefing Approach checks 100 kts FAF Start of descent Gear down Final checks: - Gear down - Flaps set. MDA LDG secured: Flaps set 100 kts