Pilot’s Operating Handbook DA42 Series

6000 98% 95% 90% 97% 96% 93% 8000 98% 93% 90% 86% 83% 80% 77% 10000 98% 92% 89% 85% 82% 80% 76% COWS DA42 Series POH Section I - Toggling Features & Engine Control 3 Toggling Features & Engine Control FADEC [cont.] Propeller RPM is also set by the Power lever. The target RPM follows the Curves shown below. Typically the maximum RPM is reduced slightly to avoid constant overspeed warnings. The area below 20-25% is called “disc mode”. The reduction in power and increase in RPM causes a large increase in drag. This can be used to bleed off speed or descend quickly Tip: Do not reduce the power too quickly during your landing flare. The large increase in drag will cause the wings to lose lift and drop fast. Power Lever % DA42-VI Values: 0 2150 20 1800 92 2100 100 2300 Power Lever % DA42-TDI Values: 0 2100 15 1800 25 1750 75 2030 100 2300 COWS DA42 Series POH Section I - Toggling Features & Engine Control 4 Toggling Features & Engine Control ECU Test Just like on any aircraft, a before departure check must be performed (run-up). As the pilot does not have manual control of the systems the run-up is done automatically by the ECUs. This is done by pressing and holding the corresponding ECU test button on the left side of the instrument panel. To start the ECU test, certain criteria need to be mety _ Power levers idlen _ ECU voters set to auton _ Propeller below 1100 rpmn _ Weight on wheelsn _ No errorsn _ Gearbox temperature above 35° (VI only) The engine rpm will increase, the propeller will be cycled back and forth, and come back down to idle once per ECU. Hold the button down until all CAS messages are gone and the engine has rested at idle. The test takes around 20-25s. Engine Performance depending on Ambient ECU Pressure and Power Level (PL) Position Note on the VI: At high-altitude airports, the DA42VI will run at a higher idle setting to prevent Combustion extinction (flame out). Take this into account when landing at high altitude airfields. This may increase the RPM above the threshold mentioned above. Manual ECU test procedure:. _ Set Voter switch to A. Confirm smooth running engine.n _ Set MAX power, Confirm good and stable LOAD/RPM. No ECU warning _ Set IDLE powe# _ Repeat for ECU B and other engine. COWS DA42 Series POH Section I - Toggling Features & Engine Control 5 Toggling Features & Engine Control ECU Error Handling If an ECU detects any anomalies it will display an “ECU FAIL” CAS message and automatically switch over to the other ECU. The “FAIL” message does not mean the ECU has failed. The message simply shows that something isn't perfect and the engine may still run perfectly fine. There are 2 types of failures. Category “Low” (unlatched) and category “High” (Latched) errors. An unlatched error can be reset while a latched error cannot. Types of ECU Errors* > Unlatched: An unlatched error can occur if a parameter shortly exceeds a threshold (eg: boost pressure)6 > Latched: A latched error can occur if a sensor fails (eg: Boost sensor failure). Note: The TDI and VI variants may categorise the same failure differently. What to do if you encounter an ECU failure* ‘ Ensure the Aircraft is in a safe attitude, airspeed and area. Temporary engine failure may occu‰ ‘ Troubleshoot the initial cause of the error. (filter icing, fuel pressure, power changeq ‘ VI: Voter switch to the failed ECU.œ ‘ If the error clears, return voter switch to auto and continue flight.œ ‘ If the error persists, return voter switch to auto and land at the next suitable airfield6 ‘ TDI: Hold the ECU test button for 5 seconds.œ ‘ If the error clears, continue the flight.œ ‘ If the error returns or persists, land at the next suitable airfield. Detailed steps and troubleshooting can be found in the Aircraft's flight manual. Do not pull ECU circuit breakers: Power loss is a category “High” failure and engine failure may occur if the wrong circuit breaker is pulled by accident. COWS DA42 Series POH Section I - Toggling Features & Engine Control 6 Section II Clickspots & Accessibility This section contains information on the operation of clickspots, tips, and operable features of the COWS DA42. COWS DA42 Series POH Section II - Clickspots & Accessibility 7 Clickspots & Accessibility Dual ECU Test button During the routine ECU test, pilots usually use both their fingers to hold the ECU buttons together. This can be using the click spot located between the two ECU test buttons. As mentioned previously, this is also used to reset failures incase of a PFD or MFD failure Windows & Doors The COWS DA42 has various operable doors throughout the model„ m The left front red handle within the cockpit operates the front canopy| m The left rear red handle within the cockpit operates the rear door| m The left & right storm window notch operate their respective window The COWS DA42 has the following inoperable doors„ m The FWD baggage doorq m The gearbox oil access paneh m The fuel cap Control Sensitivities The COWS DA42 flight model reacts appropriately across various control sensitivity settings. However, it is recommended that the user has flight control peripherals tuned to the right sensitivity options in the simulator We recommend only adjusting one setting, REACTIVITYš m Less than or equal to 30% across all control surfaces Headset Simulation The COWS DA42 has implemented and referenced real sound recordings from the Bose A20 to mimic its ANC (Active Noise Cancellation) feature. To enable headset simulation, locate the GA plug jacks found on the rearward side of the middle console. The click spot is the jack itself. Ignition Key The COWS DA42 has implemented a large area ignition key rotation click spot for ease of use. At times, the key may be hard to turn in one direction or the other. To ease rotation, move the camera towards the desired side of rotation and click-hold the key. Flood Light The COWS DA42 has implemented an easier click spot for the cabin lights. The click spot is located on the standby airspeed indicator needle. The pilot’s floodlight is connected directly to the main battery and will function even when the electric master is off. COWS DA42 Series POH Section II - Clickspots & Accessibility 8 Section III Important Speeds & Operating Limitations This section contains information on critical airspeeds and limits of the DA42. COWS DA42 Series POH Section III - Important Speeds & Operating Limitations 9 Important Speeds and Operating Limitations VSpeeds DA42-VI It’s important to note specific airspeeds for takeoff, landing, cruise, and stall conditions. DA42-VI (Section 2 & Section 5 of AFM): Vr - Takeoff Rotation Speed: Vyse - Single Engine Climb Speed: Vy - Best Rate of Climb: Vref - Approach Speed: Vo - Maneuvering Speed: 76 KIAS 85 KIAS 92 vKIAS 84 KIAS 112-122 KIAS Airspeed KIAS Remarks V O Operating manoeuvring speed Above 1800 kg (3968 lb) Above 1700 kg (3748 lb) to1800 kg (3968 lb) Up to 1700 kg (3748 lb) 122 KIAS 119 KIAS 112 KIAS Do not make full or abrupt control surface movement above this speed. V FE Max. flaps extended speed LDG APP 113 KIAS 133 KIAS Do not exceed these speeds with the given flap setting. V LO Max. landing gear operating speed Extension V LOE Retraction V LOR 188 KIAS 152 KIAS Do not operate the landing gear above this speed. V LE Max. landing gear extended speed 188 KIAS Do not exceed this speed with the landing gear extended. V MCA Minimum control speed airborne APP UP 68 KIAS 71 KIAS With one engine inoperative, keep airspeed above this limit. V NO Max. structural cruising speed 151 KIAS Do not exceed this speed except in smooth air, and then only with caution. V NE Never exceed speed in smooth air 188 KIAS Do not exceed this speed in any operation. COWS DA42 Series POH Section III - Important Speeds & Operating Limitations 10 Important Speeds and Operating Limitations VSpeeds DA42-TDI It’s important to note specific airspeeds for takeoff, landing, cruise, and stall conditions. DA42-TDI (Section 2 & Section 5 of AFM): Vr - Takeoff Rotation Speed: Vyse - Single Engine Climb Speed: Vy - Best Rate of Climb: Vref - Approach Speed: Vo - Maneuvering Speed: 72 KIAS 82 KIAS 86 KIAS 78 KIAS 120-126 KIAS Airspeed KIAS Remarks V A Manoeuvring speed if MÄM 42-088 or OÄM 42-054 or both incorperated Above 1542 kg (3400 lb) Up to 1542 kg (3400 lb) Neither MÄM 42-088 or OÄM 42-054 incorperated Above 1468 kg (3236 lb) Up to 1700 kg (3748 lb) 126 KIAS 120 KIAS 124 KIAS 121 KIAS Do not make full or abrupt control surface movement above this speed. V FE Max. flaps extended speed LDG APP 111 KIAS 137 KIAS Do not exceed these speeds with the given flap setting. V LO Max. landing gear operating speed Extension V LOE Retraction V LOR 194 KIAS 156 KIAS Do not operate the landing gear above this speed. V LE Max. landing gear extended speed 194 KIAS Do not exceed this speed with the landing gear extended. V MCA Minimum control speed airborne 68 KIAS With one engine inoperative, keep airspeed above this limit. COWS DA42 Series POH Section III - Important Speeds & Operating Limitations 11 Section IV Flight Planning Tips This section outlines tips and tricks to make a flight plan and calculate critical distances, time, and speeds for a general aviation flight. Below are techniques derived from real-world flying. For a more detailed outline, take a look at Mitchell’s flight instructor lesson plan here: Download COWS DA42 Series POH Section IV - Flight Planning Tips 12 Flight Planning Tips Planning a Flight To plan a cross-country flight, using tools such as Skyvector, Foreflight, or Garmin Pilot will help aid your flight planning process. Begin by first plotting the departure and arrival airport. Then find waypoints in between, whether VFR or IFR, use visual waypoints on the map, or use VORs and NAVAIDs. Waypoints should be within 20nm to ensure navigational signal integrity and basic pilotage. After establishing waypoints, pick an altitude of over 2000ft AGL over the highest terrain or obstacle en route, then add 500ft if VFR. This will be your cruising altitude. Top of Climb To calculate top of climb, refer to the operating manual cruise climb performance chart to calculate rate-of-climb at your given weight. Then average that climb rate with the departure altitude and the cruising altitude. Then, divide the altitude difference (cruise altitude - departure field altitude) by the climb-rate. This will give you the resulting minutes it takes to reach top of climb. To calculate the distance, you will need to multiply your ground speed by the time it takes to reach top of climb (in hours). To calculate groundspeed, take indicated airspeed, convert it to calibrated airspeed in AFM, then use local winds aloft to add or subtract from the calibrated airspeed. Finally, divide the resulting calculated minutes above by 60 to convert it to hours, and multiply that by the groundspeed to determine how far out your TOC will be in NM. Top of Descent To calculate the top of descent, multiply the altitude difference (Cruise altitude - arrival field altitude) by 3. Move the decimal 3 places to the left and this will be the NM out that you will need to start your descent. To calculate how fast you should descend, take your groundspeed and divide it by two, add a 0 to the end and the result is your standard FPM descent rate on a 3-degree standard glideslope COWS DA42 Series POH Section IV - Flight Planning Tips 13 Section V Useful Links & Product Information This section provides users with links to useful documentation from official Diamond training checklists, to the paint kit for the aircraft if you want to get creative. COWS DA42 Series POH Section V - Useful Links & Product Information 14 Useful Links & Product Information Product Features Systems ? Accurate electrical system with circuit breakers and custom alternator voltage simulatioA ? Custom standby flight instrumentatioA ? Deice system with weight and functional stall hea< ? Custom gear hydraulic system simulation with state saving and gravity emergency extensioA ? Custom lighting that warms up and responds to system voltagI ? Custom Yaw damper and multiple fixes to native Asobo system; ? Engine damage, state saving, and random failures (to come later) Sounds ? Developed from the creator of sounds for FBW A32NX, FlightFX vision jet and other projectsZ ? Sound simulation follows systems, e.g. hydraulic actuato€ ? Dynamic engine, wind, and ground roll sound; ? Engine sounds differ depending on prop pitch, fuel flow, and speey ? Dynamic wind sounds, howling sounds in slips and drag noises with gear and flap; ? Sounds sourced from first-party sources, local DA4| ? Headset simulation Visual Model ? Light-baked photorealistic reflections and ray-traced shadows & lighting texture; ? Faithful exterior model matched with hundreds of pictures at various angle; ? Intricate Interior model featuring moderate and heavy wea€ ? Interior features two options of black panel/standard grey furnishing; ? Subtle and photorealistic photo- overlays for incredible lifelike texture; ? All placards sourced and positioned from Diamond maintenance manual; ? Exterior features realistic moderate to heavy dirt/wear, matching reference DA4| ? Fibreglass scratchin· ? TKS leak; ? Physics-based wing flex Flight Model ? Accurate Performance and handling with over 1500hrs of testing from DA42 pilots, students, and instructor; ? Custom flight control animations showing respective trim forces and variable elevator backstoÍ ? Tiny bump when dropping the gear and deceleration on touchdowA ? Airframe shake during ground power runs Engine Model ? Engine maÍ ? Dual ECU; ? ECU test procedurI ? ECU error detection and switchin· ? ECU runtime saving and High altitude flameout preventioA ? Custom Manifold pressure, fuel injection and turbo simulation with alternate air and filter icin· ? Custom water cooling with water pump and thermostat (affected by rain ? Custom oil cooling with oil-water heat exchange€ ? Custom oil pressure simulation with oil bypass valvI ? Gearbox temperature simulatioA ? Fuel temperature simulatioA ? Oil and fuel starvation when flying invertey ? Custom fuel pressure simulatioA ? Fuel slosh and starvation when slipping with low fue ? Reaction to engine failures and failure mode; ? Propeller feathering, windmilling and piston compression physic; ? De-feathering accumulato€ ? Glow plug controlle€ ? Alternator parasitic losses Other ? Slight differences of the engine parameters (temps, pressures, rpms ? Slow and delayed engine indication; ? props come off the start lock when master is turned oA ? Feathering and windmillin· ? Brake fade COWS DA42 Series POH Section V - Useful Links & Product Information 15 Useful Links & Product Information Paintkit Get creative by turning your DA42 into a virtual canvas with creating custom liveries and paints through our official paint kit for the COWS DA42:

 DOWNLOAD Normal & Emergency Checklists: The official Diamond training checklists is recommended to be used with the COWS DA42:

 DOWNLOAD END OF DOCUMENT COWS DA42 Series POH Section V - Useful Links & Product Information 16