Curso Mep Generico +da42

Curso Genérico: Bimotores
08/2/16. Rev 1 1
INDICE
1- CONTROLABILIDAD
1-a. Motor crítico
1-b. Relación entre velocidad y control
1-c. Velocidad mínima de control Vmc
1-d. Factores que afectan la Vmc
1-d-1.motor crítico/no crítico
1-d-2. Altitud de densidad
1-d-3. Peso
1-d-4. centro de gravedad
1-d-5. configuración
2-PERFORMANCES
2-a. Capacidad de ascenso
08/02/16. Rev 1 2
- DIFERENCIAS DE OPERACIÓN ENTRE MONOMOTOR Y BIMOTOR"
- CLASIFICACIÓN JAR 23: MTOM ≤ 5700 KG (12500 LBS) Y PAX ≤ 9,

motores a hélice sobre las alas."
"
- COMPARACIÓN DEL BIMOTOR Y EL MONOMOTOR A LA HORA DE UNA
PARADA DE MOTOR: FASES DE DESPEGUE, CRUCERO Y DESCENSO."
- FALLO DE MOTOR EN SE: SE ALTERAN LAS PERFORMANCE"
- FALLO DE MOTOR EN ME: AFECTA A LAS PERFORMANCE Y TAMBIEN

A LA CONTROLABILIDAD"
"
- ME: MÁS SEGURIDAD VS MAYOR TOMA DE DICISIONES"
08/02/16. Rev 1 3
1. CONTROLABILIDAD
- EFECTO SIMULTÁNEO DE GUIÑADA Y

ALABEO ( ROLL & YAW)
- GUIÑADA: PRODUCIDA POR LA TRACCIÓN

ASIMÉTRICA DE LOS MOTORES. ES
FUNCIÓN DE LA TRACCIÓN DEL MOTOR
REMANENTE Y DEL BRAZO.
- ALABEO: AL PARARSE EL MOTOR, SE

REDUCE LA VELOCIDAD DEL AIRE QUE
PASA POR EL PERFIL, REDUCIÉNDOSE LA
SUSTENTACIÓN, Y POR TANTO SE
PRODUCE UN ALABEO.
- CONCLUSIÓN: LA PARADA DE UN MOTOR

PRODUCE UNA GUIÑADA Y UN ALABEO
HACIA EL LADO DEL MOTOR INOPERATIVO.
08/02/16. Rev 1 4
1.1 MOTOR CRÍTICO
- ES AQUEL QUE AFECTA MÁS NEGATIVAMENTE A LA CONTROLABILIDAD

DE LA AERONAVE EN EL CASO DE FALLO MOTOR.
- EFECTO P: LA PALA DESCENDENTE GENERA MAYOR TRACCIÓN QUE LA

ASCENDENTE, POR ELLO, EL PUNTO DE APLICACIÓN DE LA TRACCIÓN
SE ENCUENTRA DESPLAZADO HACIA EL SENTIDO DEL GIRO.
- ESTE EFECTO ES MÁS ACUSADO VOLANDO A BAJA VELOCIDAD Y CON

AJUSTES ALTOS DE POTENCIA.
08/02/16. Rev 1 5
CONCLUSIÓN
- BIMOTORES CON HÉLICES QUE GIRAN A IZQUIERDAS: EL MOTOR

CRÍTICO ES EL DERECHO."
- BIMOTORES CON HÉLICES QUE GIRAN A DERECHAS: EL MOTOR

CRÍTICO ES EL IZQUIERDO."
- CON HÉLICES CONTRA-ROTATORIAS: NO HAY MOTOR CRÍTICO."
08/02/16. Rev 1 6
1.2.RELACIÓN ENTRE VELOCIDAD Y CONTROL"
"
- OBJETIVO DESPUÉS DE UNA PARADA DE
MOTOR: RECUPERAR EL CONTROL DE LA
AERONAVE; "
- MOTOR MUERTO, PIE MUERTO.!
- ESTUDIO DE LAS FUERZAS DE LA FIGURA."
- LA MANERA DE INCREMENTAR F SERÁ

INCREMENTANDO LA VELOCIDAD DE LA
AERONAVE."
- VMC: INTERESA QUE LA VELOCIDAD SEA LO

MÁS BAJA POSIBLE PARA CONTRARRESTAR EL
EFECTO DE GUIÑADA, PARA HACERSE CON EL
CONTROL DE LA AERONAVE CUANTO ANTES."
02/02/16. Rev 1 7
1.3 VELOCIDAD DE MÍNIMO CONTROL VMC.
VELOCIDAD A LA QUE SE PUEDE MANTENER A UN MULTIMOTOR EN VUELO RECTO Y NIVELADO,

CON UN ALABEO DE NO MÁS DE 5°, MOTOR CRÍTICO INOPERATIVO Y LA SIGUIENTE
CONFIGURACIÓN:
a) POTENCIA DE DESPEGUE
b) MTOW
c) CENTRO DE GRAVEDAD EN EL LÍMITE POSTERIOR.
d) FLAPS T/O
e) TREN ARRIBA
f) AVIÓN COMPENSADO PARA EL DESPEGUE
g) HÉLICE DEL MOTOR INOPERATIVO EN MOLINETE O ABANDERADA.
- VMC SE SEÑALA CON UN RADIAL ROJO EN EL ANEMÓMETRO.

- CON VMC NO SE CONTEMPLA CAPACIDAD DE ASCENSO.
- VMCG NO SE CONTEMPLA; CUALQUIER FALLO EN CARRERA SE ABORTARÁ EL DESPEGUE.
- UN BIMOTOR PUEDE VOLAR A UNA VELOCIDAD INFERIOR A VMC CON MOTORES, PERO SI
FALLA EL MOTOR LA AERONAVE SERÍA INCONTROLABLE.
02/02/16. Rev 1 8
02/02/16. Rev 1 9
1.4 FACTORES QUE AFECTAN A VMC
a) MOTOR CRÍTICO /NO CRÍTICO INOPERATIVO

- LA VMC EN CASO DE FALLO DE MOTOR CRÍTICO ES SUPERIOR A LA VMC EN CASO
DE FALLO DE MOTOR NO CRÍTICO.
- EXPLICACIÓN: A MENOR BRAZO ENTRE EL PTO DE APLICACIÓN DE LA TRACCIÓN Y
EL EJE LONGITUDINAL DE LA AERONAVE, MENOR MOMENTO DE GUIÑADA.
b) ALTITUD DE DENSIDAD
- DISMINUCIÓN DE LA POTENCIA: VMC ES MÁS BAJA PORQUE EL MOTOR OPERATIVO
GENERA MENOS GUIÑADA.
- SI LA DA ES MÁS ALTA, LA EFECTIVIDAD DEL TIMÓN ES MENOR.
- EL EFECTO DEL PRIMERO ES MAYOR QUE EL SEGUNDO: SI DA ↑, VMC ↓.
02/02/16. Rev 1 10
c) PESO:
- VMC DISMINUYE SI AUMENTA EL PESO. ESTO ES DEBIDO A QUE AL AUMENTAR EL PESO
AUMENTA LA COMPONENTE HORIZONTAL DEL MISMO, LA CUAL AYUDA A COMPENSAR
LA GUIÑADA.
02/02/16. Rev 1 11
d) SITUACIÓN DEL CENTRO DE GRAVEDAD.
- EL MOMENTO CREADO POR EL TIMÓN DE DIRECCIÓN DEPENDE DE LA FUERZA QUE

GENERA Y DE LA DISTANCIA DESDE EL PUNTO DE APLICACIÓN DE LA MISMA.
- A MAYOR BRAZO (CG MÁS ADELANTADO) SE NECESITA UNA FUERZA MENOR PARA
CONTRARRESTAR EL EFECTO DE LA GUIÑADA, POR LO QUE LA VMC DISMINUYE.
02/02/16. Rev 1 12
e) CONFIGURACIÓN
- LA CONFIGURACIÓN SERÁ LA STANDARD DESPUÉS DEL DESPEGUE.
- LA DIFERENCIA PARA CERTIFICAR UNA VMC MÁS O MENOS ALTA, SERÁ LA CAPACIDAD
QUE TENGA LA AERONAVE DE ABANDERAR LA HÉLICE.
- EN MOLINETE, LA HÉLICE AUMENTA LA RESISTENCIA AL AVANCE, INCREMENTANDO LA

GUIÑADA DEBIDO A LA TRACCIÓN ASIMÉTRICA.
- SÓLO SE ADMITE LA CONFIGURACIÓN DE HÉLICE ABANDERADA, SI EL AVIÓN DISPONE

DE UN SISTEMA DE ABANDERAMIENTO AUTOMÁTICO, QUE REDUCE LA RESISTENCIA
AL AVANCE Y MEJORA LA CONTROLABILIDAD. ÉSTE SERÁ EL CASO EN QUE VMC SE
PODRÁ REDUCIR.
02/02/16. Rev 1 13
2. PERFORMANCES BIMOTORES CLASE B: CAPACIDAD DE ASCENSO.
- CON LA PÉRDIDA DE UN MOTOR, LA PD (Potencia Disponible) SE REDUCE A LA MITAD,

PERO LA PN (Potencia Necesaria) CRECE POR AUMENTAR LA RESISTENCIA AL AVANCE DEL
AVIÓN, POR LO QUE EL EXCESO DE POTENCIA (PD-PN), PUEDE CONVERTIRSE EN
MARGINAL O INCLUSO EN INEXISTENTE.
- EN GENERAL LA CAPACIDAD DE ASCENSO SE VE REDUCIDA EN UN 80%.
- REGLA NEMOTÉCNICA: LOS BIMOTORES PRESENTARÁN UNA CIERTA CAPACIDAD DE

MANTENER NIVEL DE VUELO CON N-1, CUANDO LA RELACIÓN ENTRE SU PESO Y LA
POTENCIA DE AMBOS MOTORES NO SEA SUPERIOR A 10.
• ES DECIR, EL MTOM NO DEBE SER MÁS DE 10 VECES SUPERIOR A LA POTENCIA DESARROLLADA POR
AMBOS MOTORES.
02/02/16. Rev 1 14
02/02/16. Rev 1 15
02/02/16. Rev 1 16
Curso Diamond DA42
17
INTRODUCTION
Dimensions + Exterior Electrical System
Speeds Oxygen
Instrument panel Ice ProtecHon
G1000 EIS Stromscope
Hydraulics Autopilot KAP140
Flight controls Performance
Power Plant Mass and Balance
Cooling Emergency Equipment
Turbocharger KOEL
Fuel System Servicing
AUX tanks Flight Procedures
18
DIMENSIONS
13,42 m
19
DIMENSIONS
2,20 m
2,49 m
8,56 m
1,74 m
20
DIMENSIONS
1,87 m
2,95 m
21
DIMENSIONS
Full nosewheel deflection,

no brake
2,95 m
9,5 m
46 cm safety margin
Minimum width fo 180° turn

22
DIMENSIONS
Full nosewheel deflection,

max. brake on inner wheel
(wheel blocked)
2,95 m
6,0 m
30cm safety margin
23
DIMENSIONS
Nose bagge compartment

24
DIMENSIONS
Nose baggage compartment
25
DIMENSIONS
ELT and VHF COM 1 antenna
26
DIMENSIONS
VHF COM 2 antenna
27
DIMENSIONS
VHF NAV + GP antennas
in the stabilizer
28
DIMENSIONS
GPS antennas
Cabin roof
29
DIMENSIONS
Fuselage belly
Marker antenna
30
Fuselage belly
DME, TXPDR antennas
31
DIMENSIONS
Fuselage belly
ADF antenna
32
DIMENSIONS
TAS antennas
Fuselage belly
33
DIMENSIONS
Battery vent
OAT sensor
34
DIMENSIONS
• In this program all speed values will be for aircraX

with a mass of 1785 kg
• For aircraX not yet cerHfied for this MTOM
(MTOM: 1700 kg) or when operaHng at a mass up
to 1700 kg refer to the AFM!
• Due to the different Air Data Computer staHc
source, IAS values for the „legacy DA42“ (with
KAP140 autopilot) are not the same as for the
DA42 with the GFC700 autopilot!
35
DIMENSIONS
Mass (Weight)
Empty (typical) 1250 kg
Max TKOF 1785 kg

Max Ramp + 8 kg
Max Zero Fuel 1650 kg
Max LDG 1700 kg

Min for flight 1250 kg
36
DIMENSIONS
Max Landing Mass

• Landing with a mass higher than 1700 kg is
an „Abnormal OperaHng Procedure“
• However:
• „Hard LDG Check“ only required aXer a hard
LDG, regardless of LDG mass
37
DIMENSIONS
Max baggage loads

Nose compartment 30 kg
Cockpit baggage compartment 45 kg

(behind rear seats)
45 kg
Baggage extension 18 kg
38
DIMENSIONS
AcenHon!
JET fuel and Diesel are heavier than AVGAS!

Typical fuel weight:
JET A1: Diesel:

0,8 kg/ltr 0,84 kg/ltr
3,03 kg/USG 3,2 kg/USG
39
SPEEDS
CharacterisHc speeds
VNO 155 KIAS
VNE 194 KIAS
VA up to 1542 kg 120 KIAS
VA above 1542 kg 126 KIAS
40
SPEEDS
VSO 57 KIAS
VS1 64 KIAS
VMCA 68 KIAS
VMCA ice 72 KIAS
Vops ice 121-160
41
SPEEDS
VR 72 KIAS
VX ---
VY 79 KIAS
VYSE 82 KIAS
42
SPEEDS
VFE (Flaps APP) 137 KIAS
VFE (Flaps LDG) 111 KIAS
VLO E (= VNE) 194 KIAS
Emergency extension 156 KIAS
VLO R (=~VNO) 156 KIAS
VLE (= VNE) 194 KIAS
43
SPEEDS
</= >
1700 kg 1700 kg
VREF FLAPS UP 85 KIAS 86 KIAS

*
VREF FLAPS APP 82 KIAS 82 KIAS
VREF FLAPS LDG 76 KIAS 78 KIAS
VGA FLAPS UP 82 KIAS 82 KIAS
* LDG distance: x 1,4

44
SPEEDS
1400 kg Stalling speeds
49 56
VSO VS1
57 64
1785 kg
45
SPEEDS
53 60
VSO VS1
62 69
1785 kg
46
SPEEDS
61 68
VSO VS1
70 78
1785 kg
47
SPEEDS
75 83
VSO VS1
86 95
1785 kg
48
INSTRUMENTS
49
INSTRUMENTS
Garmin 1000
50
INSTRUMENTS
Airspeed Horizon Altimeter Compass
Backup Instruments
51
INSTRUMENTS
Flood Lights
Emergency Switch Emergency Battery

(non rechargeable)
52
INSTRUMENTS
Lights ELT
53
INSTRUMENTS
Circuit breakers
54
INSTRUMENTS
Alternators + ECU Control
55
INSTRUMENTS
Pitot heat Engine master switches, Electric Master,

Engine start Avionic Master
56
INSTRUMENTS
Landing gear Flaps
57
INSTRUMENTS
Autopilot
58
INSTRUMENTS
Static Pitot
59
INSTRUMENTS
• When opHonal ice protecHon system is installed
60
INSTRUMENTS
• When opHonal ice protecHon system is installed
Pitot
Static
61
INSTRUMENTS
New autopilot staHc ports for KAP 140

Standard staHc ports for DA42 GFC700
62
INSTRUMENTS
63
INSTRUMENTS
Alternate staHc valve

64
INSTRUMENTS

65
INSTRUMENTS
66
INSTRUMENTS
Lift detector (Stall warning)
67
G1000
PFD MFD
Primary Flight Display Multi Function Display
68
G1000
EIS / Engine Indication System
69
Engine IndicaHon G1000
System Display when Display when
pushing the pushing the
Default page SYSTEM softkey FUEL softkey
70
G1000
Display when Display when
pushing the pushing the
Default page SYSTEM softkey FUEL softkey
LOAD is not measured, but

calculated from
common rail fuel pressure,
Upper
ECU commanded
part always the
injection
same time,
manifold pressure and
Prop RPM
71
G1000
Default SYSTEM FUEL
Fuel Flow is not measured,

but calculated from
fuel pressure and
ECU commanded injection time
72
HYDRAULIC SYSTEM
Hydraulic brakes
Pilot applies brake
73
HYDRAULIC SYSTEM
Copilot applies brake
74
HYDRAULIC SYSTEM
Parking brake
Locked
75
HYDRAULIC SYSTEM
Parking brake
„Pumping“
One-way valve is closed
Pressure builds up
76
HYDRAULIC SYSTEM
Landing gear
77
HYDRAULIC SYSTEM
Landing gear
• Hydraulically operated
• Electrically powered hydraulic pump
• Electrically actuated hydraulic valves
operated by gear selector switch
• „Squat switch“ prevents retracHon on ground
78
HYDRAULIC SYSTEM
Landing gear
• Gear downlock = spring loaded

• Downlock released by hydraulic pressure for
retracHon
• Green lights = gear down and locked
• Red light = gear neither down nor up
• Gear held up hydraulically
• Emergency operaHon = free fall
(by releasing hydraulic pressure)
79
HYDRAULIC SYSTEM
Landing gear
80
HYDRAULIC SYSTEM
Landing gear
Emergency Extension
81
HYDRAULIC SYSTEM
Landing gear
82
HYDRAULIC SYSTEM
Landing gear
• Landing Gear Warning:

– Gear UP
• and
– one power lever below ~20%
• or
– Flaps LDG
83
HYDRAULIC SYSTEM
Landing gear
FWD
Squat
switch
84
HYDRAULIC SYSTEM
Landing gear
FWD
Downlock
Strut
85
HYDRAULIC SYSTEM
Landing gear
Actuator
Unlocking rod
Downlock
86
HYDRAULIC SYSTEM
Nosewheel steering
• Nosewheel steered with rudder pedals
• Steering angle:
– 30° without use of brakes
– 52° with one wheel fully braked
87
HYDRAULIC SYSTEM
Nosewheel steering
Centering
mechanism
88
FLIGHT CONTROLS
Ailerons, Elevator:
push rods
Flaps:
electrically by push rods
Rudder:
cables
89
FLIGHT CONTROLS
Inboard and outboard flaps have

separate bellcranks, but are
mechanically connected
90
FLIGHT CONTROLS
Flap drive bellcranks

91
FLIGHT CONTROLS
Flap interconnecHon
92
FLIGHT CONTROLS
Flap interconnecHon
93
FLIGHT CONTROLS
Variable elevator backstop

• Normal elevator “up“ deflecHon: 15,5°
• Limited to 13° up“ when both power levers above 20%
(approach power sekng) and flaps LDG
• Reason: With full elevator deflecHon in case of stalling
the handling qualiHes and stall characterisHcs are
degraded
• Preflight check of this device is mandatory!
• STICK LIMIT cauHon when variable stop not in proper
posiHon and power levers both low or both high
94
FLIGHT CONTROLS
Power Backstop Caution

Flaps If Backstop is
levers shall be light
Both LOW STICK LIMIT

UP
or Split unlimiting limiting
APP
Both HIGH STICK LIMIT
Both LOW unlimiting limiting STICK LIMIT
LDG Split inactive
Both HIGH limiting unlimiting STICK LIMIT

95
FLIGHT CONTROLS
Stick
96
FLIGHT CONTROLS
97
FLIGHT CONTROLS
98
FLIGHT CONTROLS
99
FLIGHT CONTROLS
Trim tabs
Elevator trim:
bowden cable
100
FLIGHT CONTROLS
Trim tabs
Rudder trim:
bowden cable
101
FLIGHT CONTROLS
Electric rudder pedal adjustment
102
POWER PLANT
• 2 Thielert AircraX Engines TAE125-‐02-‐99

– Previously: TAE125-‐01
• Four cylinders, liquid-‐cooled
– 1991 ccm (TAE125-‐01: 1689 ccm)
• Common-‐rail direct injecHon
• ReducHon gear 1:1,69
• Dual digital engine control
• Turbocharger
• Max. power:
99kW (135 HP) at 2300 RPM
• Max cont. power:
99kW (135 hp) at 2300 RPM
103
FLIGHT CONTROLS
ECU – Engine Control Unit
104
POWER PLANT
Test on ground (PWR lever idle)

Possible reset in the air
Alternators + ECU Control
105
POWER PLANT
106
POWER PLANT
107
POWER PLANT
• Power lever selects LOAD in %

• RPM automatically determined by selected power
Recommended Cruise
Power Setting: 70%
108
POWER PLANT
RPM malfuncHons
109
POWER PLANT
Propeller
• 3-‐blade wooden propeller

• Constant speed, feathering
• Pitch control integrated into
power plant assembly
• Governor operated by gearbox oil
• Governor valve controlled by ECU
– Oil pressure up = pitch down = RPM up
– Oil pressure down = pitch up = RPM down
110
POWER PLANT
Feathering system
• No Auto-‐feather
• Feathering by Engine Master OFF if RPM above
1300
• If RPM below 1300: prop pitch remains above high
pitch lock
• Unfeathering by oil pressure from accumulator
when Engine Master is ON
111
POWER PLANT
Fuel pumps
• 2 engine driven pumps

• low pressure pump feeds the
high pressure pump
• high pressure pump feeds the common rail

112
POWER PLANT
Power plant
Air outlet for exhaust radiation heat
Air inlet for engine air filter
113
POWER PLANT
Power plant
Engine air filter
114
POWER PLANT
Power plant
Alternate air valve
115
POWER PLANT
Alternate air
116
POWER PLANT
Use of Alternate Air
117
POWER PLANT
Air inlet for Cabin heat
Air inlet for Coolant Heat Exchanger
118
POWER PLANT
Air Inlet for intercooler

and oil cooler
119
POWER PLANT
Vent pipe
Exhaust
120
POWER PLANT
Accumulator for Prop Governor
Coolant Heat Exchanger

Heat Exchanger for Cabin Heat System
121
POWER PLANT
Coolant Reservoir Air Intake for

Intercooler and
Oilcooler
Starter
Reduction Gear Generator
Coolant Heat Exchanger Exhaust
122
POWER PLANT
Gear oil
123
POWER PLANT
Gear oil
124
POWER PLANT
Gear oil
LITTLE BUBBLE
125
POWER PLANT
LimitaHons
• Max overspeed: 2500 RPM, max 20 sec.
• Oil pressure: 1.0 – 6.5 bar
• Oil quanHty (per engine): 4.5 – 6.0 liters
• Max. oil consumpHon: 0.1 liters/hr
• Oil temperature: -‐30°C – 140 °C
• Gearbox temperature: max. 120 °C
• Coolant temperature: -‐30°C – 105 °C
• Max. restart alHtude: 8000 X,
110–120 KIAS
126
POWER PLANT
Warnings
127
POWER PLANT
CauHons
128
POWER PLANT
Starter limitaHons
• OperaHon: max 10 seconds

– 20 second cool off Hme
• AXer 6 start acempts:
– ½ hour cool off Hme
10 – 20 – 30
129
POWER PLANT
Power plant fluid specificaHons
n Fuel: JET A-1 or JET A (ASTM 1655)
!
JET No. 3 (GB6537-94)
Diesel (EN 590)
n Oil: SHELL Helix Ultra 5W30
SHELL Helix Ultra 5W40
AERO SHELL Diesel 10W-40
n Gearbox oil: SHELL EP 75W90 API GL-4
Shell Spirax GSX 75W-80
n Coolant: Destilled water + cooler protection 1:1
(BASF Glysantin Alu Protect Plus/G48)
(freezing point –36 °C)
130
POWER PLANT
Fire detecHon system
• Overheat detector in hot area of each engine
• Warning above 250°C
• Test bucon:
131
POWER PLANT
Turbo charger
Exhaust gas drives

turbine
Bypass for excess exhaust gas
01/4/14. Rev 0 132

Compiled by Peter Schmidleitner
COOLING SYSTEM
133
COOLING SYSTEM
Coolant Temp.
< 88°
134
COOLING SYSTEM
Coolant Temp.
> 88°
135
COOLING SYSTEM
136
COOLING SYSTEM
137
COOLING SYSTEM
Cabin Heat
138
CABIN HEATING AND DEFROSTING
Defrost from LH Engine Cabin Heat from RH Engine
139
VenHlaHon
140
VenHlaHon inlet
RH wing underside
141
FUEL SYSTEM
• 2 Tanks (leX and right), each with 3

chambers:
2 x 25 USG usable
• = 50 USG (189 ltr)
• = 152 kg (at 0,80 kg/ltr)
• At 70% power: 10,5 USG/hr
• No low pressure fuel pumps (booster
pumps), only engine driven pumps
142
FUEL SYSTEM

• Max unbalance: 5 USG
• Fuel temperature limits:
– -‐30° C to +75° C

143
FUEL SYSTEM
3 chambers Fuel filler
FWD sensor
Temperature
Drain Fuel level sensor 2 vents
144
FUEL SYSTEM
Drain valve in nacelle
145
FUEL SYSTEM
Fuel cooler
146
FUEL SYSTEM
Fuel Cooler Air Outlet
Fuel Cooler Air Inlet
147
FUEL SYSTEM
„Alternate means for

fuel quantity indication“
Position:
in front of drain,
approx. 10cm outboard
of nacelle
148
FUEL SYSTEM
149
FUEL SYSTEM
Fuel Valve „ON“

Supply
Return flow
18-21 USG/hr
150
FUEL SYSTEM
Fuel Valve „X-feed“

Supply
Return flow
151
FUEL SYSTEM
Fuel Valve „OFF“

opposite „X-feed“
Supply
Return flow
152
FUEL SYSTEM
X-feed operation
Supply
Return flow
153
FUEL SYSTEM
Fuel valve
154
FUEL SYSTEM
Fuel valve
155
FUEL SYSTEM
Fuel valve
156
FUEL SYSTEM
Fuel valves schemaHc
X-F ON X-F ON
ON X-F ON X-F
OFF OFF
OFF OFF
ON ON
X-FEED X-FEED
OFF OFF
157
FUEL SYSTEM
Fuel valves schemaHc
Supply
Return flow
X-F ON X-F ON
ON X-F ON X-F
OFF OFF
OFF OFF
ON ON
X-FEED X-FEED
OFF OFF
158
FUEL SYSTEM
Both valves closed
Supply
Return flow
X-F ON X-F ON
ON X-F ON X-F
OFF OFF
OFF OFF
ON ON
X-FEED X-FEED
OFF OFF
159
FUEL SYSTEM
Both engines running
Supply
Return flow
X-F ON X-F ON
ON X-F ON X-F
OFF OFF
OFF OFF
ON ON
X-FEED X-FEED
OFF OFF
160
FUEL SYSTEM
LH Eng. u/s, RH Eng. X-‐feed
Supply
Return flow
X-F ON X-F ON
ON X-F ON X-F
OFF OFF
OFF OFF
ON ON
X-FEED X-FEED
OFF OFF
161
FUEL SYSTEM
Both engines from LH tank
Supply
Return flow
X-F ON X-F ON
ON X-F ON X-F
OFF OFF
OFF OFF
ON ON
X-FEED X-FEED
OFF OFF
162
FUEL SYSTEM
OpHonal Auxiliary Fuel Tanks
163
FUEL SYSTEM
• One tank in each nacelle

• Capacity: 13,7 USG per side
• Useable: 13,2 USG per side
164
FUEL SYSTEM
• Electrical transfer pump feeds fuel from the

AUX tank to the main tank
• Transfer must be iniHated manually
• Transfer in 2 steps:
– First half when main tank 17 USG or less (up to
full main tank)
– Second half when main tank again 17 USG or
less
165
FUEL SYSTEM
• Transfer pump switched OFF automaHcally

when:
– Main tank is full
– AUX tank is empty
166
FUEL SYSTEM
Main tanks AUX tanks Total
2 x 25 USG 2 x 13,2 USG 2 x 38 USG
50 USG 26,4 USG 76,4 USG
Maximum unbalance between main tanks:

5 USG
1 USG if there is an unbalance between AUX tanks
167
FUEL SYSTEM
Auxiliary Fuel Tanks
168
FUEL SYSTEM
169
FUEL SYSTEM
170
FUEL SYSTEM
Drain
171
FUEL SYSTEM
172
FUEL SYSTEM
173
FUEL SYSTEM
CAUTION light

• L/R AUX FUEL E
– L/R AUX tank empty and fuel transfer pump ON
174
FUEL SYSTEM
175
FUEL SYSTEM
In case of a L or R XFER pump failure:

(AUX pump does not operate)
– Use x-‐feed funcHon to keep fuel balance
– Amend flight plan for reduced amount of
available fuel
176
FUEL SYSTEM
177
FUEL SYSTEM
Mass and Balance
Item Lever Arm (m)

Wing tanks 2.63
AUX tanks 3.20
178
FUEL SYSTEM
Fuel quan:ty check

• Verify AUX empty
– Electrical Master ON
– Fuel transfer ON
– L/R AUX FUEL E CHECKED
• Verify AUX full
– Visual check
179
FUEL SYSTEM
• Fuel quanHty between „FULL“ and „EMPTY“

cannot be determined

180
FUEL SYSTEM
Preflight fuel management

• If possible transfer all AUX fuel to main tanks
– Use external power or one engine running
– Electrical Master ON
– Fuel transfer ON
unHl
– L/R AUX FUEL E ON
(will take 10 minutes or even longer)
181
ELECTRICAL SYSTEM
Power sources Emergency Battery
Main Battery
24V 10Ah
LH
Generator
28V 60A Load balancing
RH
Generator
28V 60A
Excitation Battery
24V 1,3 Ah
ECU backup batteries
182
ELECTRICAL SYSTEM
Power distribution
Hot Battery Bus
Battery Bus
LH Main Bus RH Main Bus
RH ECU Bus
LH ECU Bus
Avionic Bus
183
ELECTRICAL SYSTEM
184
ELECTRICAL SYSTEM
Battery Bus
Starter Starter
LH
Generator
+EPU RH
Generator
Main Battery
24V 10Ah
ECU backup batteries

Avionic
Bus
Hot Battery
Bus
LH ECU Bus RH ECU Bus
LH Main Bus RH Main Bus
185
ELECTRICAL SYSTEM
Hot bacery bus
• Pilot map / reading light
186
ELECTRICAL SYSTEM
Bacery bus
• LH / RH Main Bus
• LH / RH starter heavy duty power
• LH / RH ECU BUS (via diode)
187
ELECTRICAL SYSTEM
LH Main bus
• PFD • Pitot heaHng
• Air Data Computer • Oxygen system
• AHRS • Gear control
• COM 1 • Gear warning
• GPS/NAV 1 • Map light
• Transponder • Flood light
• Engine Instruments • Taxi light
• AnHcollision lights
188
ELECTRICAL SYSTEM
RH Main bus
• Avionic Bus • Stall warning
• MFD • Autopilot warning
• Horizon • Landing light
• Starter control • NavigaHon lights
• Flap system • Instrument lights
• Avionic/
CDU cooling fan

189
ELECTRICAL SYSTEM
Avionic bus
• COM 2
• GPS/NAV 2
• Audio panel
• Autopilot
• (Data Link)
• (WX 500)
• (ADF)
• DME
• (Weather Radar)
190
ELECTRICAL SYSTEM
Electric Master
– Connects Bacery Bus to Bacery
(Bacery Bus powers L/R Main Bus)
– Enables Alternator Switches
191
ELECTRICAL SYSTEM
L/R Alternator switch

– Connects L/R Generator to L/R Main Bus

– (In normal operaHon Alternator switches are always ON)
192
ELECTRICAL SYSTEM
L/R Engine Master

– Enables starter acHvaHon
– Connects L/R ECU (A+B) to L/R ECU Bus
– Provides power for GLOW and unfeathering accumulator
– Connects L/R generator field to ExcitaHon Bacery
193
ELECTRICAL SYSTEM
Avionic Master Switch

– Connects Avionic Bus to RH Main Bus
194
ELECTRICAL SYSTEM
Excitation Battery
Main Battery
24V 10Ah
Excitation Battery
24V 1,3 Ah
195
ELECTRICAL SYSTEM
Before Engine Start
OFF
ON
ON
OFF
ON
196
ELECTRICAL SYSTEM
Preparing Engine Start
OFF
ON
ON
197
ELECTRICAL SYSTEM
Engine Start
OFF
ON
ON
198
ELECTRICAL SYSTEM
After Engine Start
ON
ON
ON
ON
199
ELECTRICAL SYSTEM
200
ELECTRICAL SYSTEM
Engine start with external power
201
ELECTRICAL SYSTEM
Checklist:
202
ELECTRICAL SYSTEM
– With the start of the RH engine using the aircraX
electrical system you check the bacery status.
– If the bacery is too weak it will not buffer the
load of the RH starter motor, the LH alternator
voltage will drop considerably, and the RH
starter will not operate
203
ELECTRICAL SYSTEM
Electrical malfuncHons
204
ELECTRICAL SYSTEM
205
ELECTRICAL SYSTEM
206
OXYGEN SYSTEM
• ConHnous Flow System

• OperaHon up to 18.000 X
• Oxygen cylinder (system) pressure:
MAX 1850 psi at 21° C
(i.e. 50 cubic feet, 1.41 cubic meters)
• 4 cannulas plus 1 mask
• Acc. AFM to be used above 10.000 X
207
OXYGEN SYSTEM
208
OXYGEN SYSTEM
• Exact calculaHon of duraHon :

– see AFM supplement
– it depends on the
• oxygen cylinder pressure
• number of users and types of dispensing
equipment
• flight alHtude
209
OXYGEN SYSTEM
Oxygen cylinder
Oxygen outlets
210
OXYGEN SYSTEM
211
OXYGEN SYSTEM
212
OXYGEN SYSTEM
Filling table
to chieve a cylinder (system) pressure of 1850 psi
213
OXYGEN SYSTEM
214
OXYGEN SYSTEM
215
OXYGEN SYSTEM
216
OXYGEN SYSTEM
Oxysaver cannula
217
OXYGEN SYSTEM
Quick connect
Adjustable flow valve
218
OXYGEN SYSTEM
Flowmeter
Scale for „oxysaver“ cannula
Scale for mask

and
„standard“ cannula
219
OXYGEN SYSTEM
220
STORMSCOPE
The Stormscope Weather Mapping Sensor, WX500, detects

electrical discharges from thunderstorms within a 200 nmi
radius of the aircraft. This information is then sent to an
external Multi-Function Display (MFD) that plots the location
of the thunderstorms.
The WX-500 is a passive sensor that listens for electromagnetic
signals with a receiving antenna. There’s no transmitter and
no harmful transmissions. The WX-500 works as well on the
ground as it does in the air, thereby giving the pilot important
planning information before takeoff.

221
STORMSCOPE
Cell Data
The WX-500 uses a clustering algorithm to locate storm cells. Cell data is most useful during
periods of heavy electrical discharge activity. Displaying cell data during these periods
allows the pilot to quickly see where the cells are without having to sift through and
analyze a screen full of discharge points.
Strike Data
Strike data is most useful during periods of light electrical activity because strike data may
show the initial discharges associated with a building thunderstorm sooner than cell data
would. The WX-500 plots strike discharge points in relation to where the discharges are
actually detected instead of plotting them close to an associated group of discharge
points as is done with cell data.
Strike Rate
Pilots may use the strike rate (approximate number of strikes per minute) to determine if
storm cells are building or decaying. The MFD calculates the strike rate for the current
range and view.
222
STORMSCOPE
223
STORMSCOPE
224
STORMSCOPE
225
STORMSCOPE
226
ICE PROTECTION SYSTEM
Fluid ice protec:on system

Product of

CAV Aerospace Ltd
(Cel:c Aerospace Ventures Ltd)

commonly knows as
„TKS“

227
•T • Tecalemit Ltd.
(metering pumps)
•K • Kilfrost Ltd.
(deicing chemicals)
•S • Sheepbridge Stokes
(porous metals)
228
„TKS“ Ice Protection

General
229
– ProtecHon fluid acts a freezing point depressant

(FPD)
– Water droplets in the air combine with FPD fluid
to form a mixture with a freezing temperature
below the temperature of the ambient air
230
• Two means of FPD fluid applicaHon:

– Spray nozzles (windshield, propeller)
• Propeller:
– Feeding into a „slinger ring“
– Feeder tube to (rubber) leading edge
– Porous skin panels
231
• Freezing point of glycol:

– -‐12° C
• Freezing point of glycol/water mixture:
– -‐22° C to -‐40°C
232
233
234
235
236
237
238
239
30 liters
useable
240
Circuit breakers
241
Minimum for dispatch:

22 liters
3/4
242
Airframe and Windshield

Prop
MAX
HIGH
NORM
PUMP 1 PUMP 2
ALTERNATE
LH Main BUS
Fluid tank
RH Main BUS
243
2 „independent“ systems
Prop
MAX
HIGH
NORM
PUMP 1 PUMP 2
2 x 2 pumps
ALTERNATE
LH Main BUS Normally powered from the LH Main Bus

Fluid tank
RH Main BUS
244
Operational modes
Mode Designed to Selected when
cover the more frequent but icing conditions are
less severe known icing encountered and prior
NORM
conditions as defined by CS25/ to ice formation
FAR Part 25, Appendix C
cover all known icing icing conditions are
conditions as defined by CS25/ more demanding or
HIGH FAR Part 25, Appendix C ice has already
accumulated
provide maximum possible protection for conditions
MAX outside the icing envelope as defined by
CS25/FAR Part 25, Appendix C
245
Operational modes
Operating
Mode Operating mode
time
2 pumps simultaneously,
NORM
Climb but cycled 30 secs ON and ~ 2,5 hrs
*)
+ 90 secs OFF
HIGH Cruise
Approach 1 pump continuously ON ~ 1,0 hr
**)
2 pumps simultaneously
MAX ON for 2 minutes ~ 0,5 hr
*) If no shedding of the ice in NORM mode à HIGH

If no shedding of the ice in HIGH mode à proceed with checklist
**)
INADVERTENT ICING ENCOUNTER & EXCESSIVE ICE ACCUMULATION
246
Windshield ice protec:on

• 2 pumps for redundancy
• Only one pump operaHve at a Hme
• Operated for 5 seconds by a push bucon
247
NORM
30s ON, 90s OFF
248

Prop
MAX
HIGH
NORM
PUMP 1 PUMP 2
ALTERNATE
LH Main BUS
Fluid tank
RH Main BUS
249
Continuously ON
HIGH
250

Prop
MAX
HIGH
NORM
PUMP 1 PUMP 2
ALTERNATE
LH Main BUS
Fluid tank
RH Main BUS
251
2 minutes ON
MAX
+
HIGH
252

Prop
MAX
HIGH
NORM
PUMP 1 PUMP 2
ALTERNATE
LH Main BUS
Fluid tank
RH Main BUS
253
5 seconds
Windshield deice
254

Prop
MAX
HIGH
NORM
PUMP 1 PUMP 2
ALTERNATE
LH Main BUS
Fluid tank
RH Main BUS
255
Main and Windshield

pump selector
256

Prop
MAX
HIGH
NORM
PUMP 1 PUMP 2
ALTERNATE
LH Main BUS
Fluid tank
RH Main BUS
257

Prop
MAX
HIGH
NORM
PUMP 1 PUMP 2
ALTERNATE
LH Main BUS
Fluid tank
RH Main BUS
258
ALTERNATE switch
connects pump #2
directly to
RH main bus
System operates in
HIGH mode
259

Prop
MAX
HIGH
NORM
PUMP 1 PUMP 2
ALTERNATE
LH Main BUS
Fluid tank
RH Main BUS
260
DEICE LVL LO light ON

DEIC PRES LO light ON
after 120 seconds
Annunciator test
(simulates system ON)
261
Ice lights
262
CAUTION lights
• DEIC PRES LO
– De-‐icing pressure is low
• DEIC PRES HI
– De-‐icing pressure is high
• DEICE LVL LO
– De-‐icing fluid level is low (below 10 ltrs)
• max 45 mins in NORM mode,
max 22 mins in HIGH mode
263
264
265
Approved fluids
• For use in the system:
– AL-‐5 (DTD 406B)
– Aeroshell Compound 07
• For de-‐icing on ground:
– AL-‐5 (DTD 406B)
– Kilfrost TKS 80
266
OperaHonal consideraHons
• Approved for flight into known icing condiHons
• DA42 Ice protecHon system is NOT a de-‐icing but an anH-‐ice
system, prevenHng accreHon of ice
• Minimum operaHng temperature for the ice protecHon

system: -‐30°C
267
268
2 minutes
269
Ice protecHon system
ICING CONDITIONS
– visually detected ice
– visible moisture and OAT +3°C or below
270
• SYSTEM MY BE UNABLE TO COPE WITH:

– heavy ice accumulaHon on windshield
– ice on side areas of canopy
– rapid formaHon and shedding of bars thicker than 6mm
from porous panels
• ACTIONS
– select HIGH/MAX
– leave icing condiHons
271
• Flight in FREEZING RAIN or FREEZING DRIZZLE

is prohibited
– Exit icing condiHons immediately
• IndicaHons:
– unusually extensive ice where normally not
observed
– ice on upper surface of wing aX of protected area
– ice on spinner further back than normally
observed
272
DETECTION OF POSSIBLE FREEZING RAIN

FREEZING DRIZZLE CONDITIONS
– visible rain in OAT below +5°C
– droplets that splash on impact in OAT below
+5°C
– performance loss larger than normally
experienced in icing condiHons
273
• Autopilot
– may be used in icing condiHons, but:
• disconnect every 10 – 15 minutes to detect out of trim condiHons
– PROHIBITED with
• ice aX of protected area
• unusual lateral trim
• autopilot trim warning
274
Airspeeds with ice on unprotected areas
VMCA 72 KIAS
Continuous operation in icing 121 – 160 KIAS

conditions (except TKOF, LDG and
maneuvers)
Minimum continuous climb speed in 121 KIAS
icing conditions (flaps UP)
Stalling speeds + 4 KIAS
275
Performance with ice on unprotected areas
reduced by
Rate of climb up to 150 fpm
1-engine ROC up to 150 fpm
positive ROC may not be achieved
Cruise performance 15%
276
• Approach, landing in icing condiHons:
– Gear down, flaps APP
– Vapp min 82 KIAS
– LDG distance: x 1,4 !
• When ice protecHon system fails:
– 121 KIAS unHl on final
– approach with flaps UP, minimum slip
– Vapp with residual ice min 91 KIAS
• Go around
– with Flaps APP, gear down, 82 KIAS:
• 5,83%, 529 fpm climb
277
• Residual ice:
– Ice that remains on a protected surface
immediately following the actuaHon of a
deicing system
• not the same as:
• Ice on unprotected areas
278
• To avoid the need for repriming:
– Maintain at least 2 ltrs in the tank
– Operate system at least once a month
• Priming of the system:
– main pumps:
• primed by windshield pumps
– porous panels:
• MAX mode in intervals of 5 minutes unHl fluid dissipates from all
panels
279
AUTOPILOT
• KAP 140 has 2 funcHons:

–if not engaged:
AlHtude warning
–if engaged (ON):
Autopilot

280
AUTOPILOT
Stearing signal
YES
Heading
YES
281
AUTOPILOT
Baro setting
NO
Altitude
NO
282
AUTOPILOT
LimitaHons
283
AUTOPILOT
AP engaged
annunciator
ALT ARM
Baro
display/
setting
Set
Pitch Altitude
Wrng or
Baro
AP ON/OFF
Roll Wrng HDG select +/- V/S

APR mode ALT Hold
or
NAV mode Backbeam +/- Alt
284
AUTOPILOT
Pitch trim
annunciator
ALT Alert
ALT
V/S
BARO
display
285
AUTOPILOT
Roll Mode:
ROL
HDG
NAV ARM
NAV
APR ARM
APR
REV ARM
REV
GS ARM
Pitch
Mode:
VS
ALT ARM
ALT
GS
286
AUTOPILOT
Altitude Hold Mode
Toggles between ALT HLD and V/S
287
AUTOPILOT
Vertical Speed Mode
Toggles between ALT HLD and V/S
288
AUTOPILOT
Altitude Preselect
Select Altitude
Check ALT ARM
Adjust V/S
ALT
Check ALT Hold
Check ALT ALERT
289
AUTOPILOT
AlHtude preselect
• SelecHng alHtude when autopilot is ON:

– AlHtude ARMED automaHcally
• Switching autopilot ON with a preselected alHtude
(e.g. when alHtude was preselected before TKOF):
– AlHtude must be ARMed manually!
290
AUTOPILOT
CWS AP disconnect
Manual Electric Trim
291
AUTOPILOT
Autopilot preflight test
292
AUTOPILOT
Manual Electric Trim
• one switch up-‐down: no trim movement

• second switch up-‐down: no trim movement
• both switches up-‐down: trim moves
• set TKOF trim
293
PERFORMANCE
• DA42 Twin Star according CS 23:

– Normal, UHlity & AerobaHc category
• ReciprocaHng engine
– Weight < 2722 kg
» VSO < 61 kt
• Light Twin
294
PERFORMANCE
• DA42 Twin Star according EU-‐OPS:

– Propeller driven
– MAPSC max 9
– Weight < 5700 kg
• Therefore:
EU-‐OPS Performance Class B
295
PERFORMANCE
DENSITY ALTITUDE
• AcenHon!
– Performance data which are engine-‐power
dependant cannot be determined by just using
Density AlHtude
– Reason: the engine power output does not
correspond to density alHtude but pressure and
temperature have their own, independent
influence
– This is a feature of the ECU controlled,
turbocharged Diesel-‐engine
296
PERFORMANCE
TOD, TOR tabular format
297
PERFORMANCE
298
PERFORMANCE
• All diagrams are in duplicate:

– 1st for mass up to 1700 kg
– 2nd for mass above 1700 kg
299
PERFORMANCE
300
PERFORMANCE
301
PERFORMANCE
302
PERFORMANCE
Grass Runway
Length of
grass TKOF roll Wet grass
- 5 cm + 10%
additional
5 - 10 cm + 15%
+ 10%
>10 cm + 25%
> 25 cm TKOF should not be attempted
303
PERFORMANCE
Attention!
Increasing
downward
304
PERFORMANCE
305
PERFORMANCE
306
PERFORMANCE
307
PERFORMANCE
308
PERFORMANCE
309
PERFORMANCE
310
PERFORMANCE
311
PERFORMANCE
ROC to gradient conversion

Formula in AFM:
312
PERFORMANCE
LD, LR tabular format
313
PERFORMANCE
LD, LR tabular format
REMEMBER: LANDING MASS > 1700KG =
ABNORMAL OPERATING PROCEDURE
1700 kg 572 m
1785 kg 710 m
+ 138 m
314
PERFORMANCE
315
PERFORMANCE
316
PERFORMANCE
317
PERFORMANCE
318
PERFORMANCE
Grass Runway
Length of
grass LDG run Wet grass
- 5 cm + 5%
additional
5 - 10 cm + 15%
+ 10%
>10 cm min + 25%
319
PERFORMANCE
Go around
76 KIAS
78 KIAS
Required gradient acc. 3,3% at Sea Level
320
PERFORMANCE
Accelerate stop distance
824 m
1401 m
321
PERFORMANCE
„d“= (RWL + Obst.Dist.) - TOD

Gradient = („h“ / „d“) * 100
Gradient x TAS
ROC =
0.95
Obstacles ? h
d
Obst. Dist.
TOD
RWL
322
PERFORMANCE
example
d= (950 + 830) – 530 = 1250
Gradient = (30 / 1250) * 100 = 2,4%
2,4 x 85
ROC = = 215 fpm
0.95
Acc. Performance Graph:

@ 1700 kg ~ 220 fpm
98 ft
1250
830 m
530
950
323
WEIGHT & BALANCE
Empty mass
• Empty Mass includes:
– Equipment as per Equipment Inventory
– Brake fluid
– Hydraulic fluid
– Engine oil (2 x 6.0 liters)
– Coolant (2 x 6.0 liters)
– Gearbox oil (2 x 0.9 liters)
– Unusable fuel in main tanks (2 USG)
– Unusable fuel in AUX tanks (1 USG)
324
WEIGHT & BALANCE
Center of gravity envelope
325
WEIGHT & BALANCE
Moment envelope
326
WEIGHT & BALANCE
Moment arms
Item Lever Arm (m)
Front seats 2.30
Rear seats 3.25
Wing tanks 2.63
AUX tanks 3.20
De-icing fluid 1.00
Nose baggage 0.60
Cockpit baggage 3.89
Baggage Extension 4.54
327
WEIGHT & BALANCE
Typical M+B data
Empty mass Moment CG arm
ACFT with ice-protection

1296,6 3162,5 2,439
and AUX tanks
ACFT with AUX tanks 1275,5 3103,8 2,433
328
WEIGHT & BALANCE
M&B calculaHon
Lever arm Mass (kg) Moment (kgm)
Empty mass 1297 3164.7
Front seats 170 x 2.30 = 391.0
2.30 170 391.0
Rear seats 80 x 3.25 = 260.0
3.25 80 260.0
Nose baggage 0.60 10 6.0
Cockpit baggage 3.89 25 97.3
Baggage extension 4.54 10 45.4
De-icing fluid 1.00 33 33.0
Zero Fuel Mass 1625 3997.4
Fuel (main tanks) 2.63 150 394.5
Fuel (AUX tanks) 3.20
Total TKOF Mass 1775 4391.9
329
WEIGHT & BALANCE
M&B calculaHon
Lever arm Mass (kg) Moment (kgm)
Front seats 2.30 170 391.0
Rear seats 3.25 80 260.0
Zero Fuel Mass 2.460 1625 : 1625 = 3997.4
3997.4 2.460
Total TKOF Mass 2.474 1775 : 1775= 4391.9
4391.9 2.474
330
WEIGHT & BALANCE
Center of gravity envelope
TOM
1775kg , 2.474 m
ZFM
1625 kg , 2.460 m
331
WEIGHT & BALANCE
M&B Lever
calculaHon
arm Mass (kg) Moment (kgm)
Front seats 2.30 170 391.0
Rear seats 3.25 80 260.0
Zero Fuel Mass 1625 3997.4
Total TKOF Mass 1775 4391.9
332
WEIGHT & BALANCE
Moment envelope
TOM
1775 kg , 4391.9
ZFM
1625 kg , 3997.4
333
EMERGENCY EQUIPMENT
334
WEIGHT & BALANCE
335
2
FWD
1
336
KINDS OF OPERATION EQUIPMENT LIST
337
338
339
(KOEL)
Flashlight storage
340
(KOEL)
341
(KOEL)
Additional minimum equipment for the

intended operation
may be required by
national operating rules
and also depends on the
route to be flown.
342
SERVICING
Unscheduled maintenance
• Required aXer
– Hard landings
– Propeller strike
– Engine fire
– Lightning strike
– Other malfuncHons and damage
343
SERVICING
Refuelling
344
SERVICING
Refuelling
345
SERVICING
Filling oil
346
SERVICING
Filling oil
347
SERVICING
Filling oil
17 cm
348
SERVICING
Checking oil level
Time after engine shutdown
Up to 5 minutes Do not check!
Oil in the oil pan
After 5 minutes 80%
After 15 minutes 90%
After 30 minutes 100%
349
SERVICING
Tire pressure
4,5 bar
Nosewheel: 6,0 bar
350
SERVICING
De-‐icing
• Approved de-‐icing fluids:
– Kilfrost TKS 80
– AL-‐5 (DTD 406B)
• Procedure:
– Remove snow with brush
– Spray de-‐icing fluid
– Wipe dry
351
SERVICING
Tow bar
352
SERVICING
Control surfaces gust lock
353
SERVICING
Control surfaces gust lock
354
SERVICING
Mooring
355
SERVICING
Mooring
356
SERVICING
Mooring
357
PROCEDURES
358
PROCEDURES
359
PROCEDURES
The checklists are not part of the AFM, and they are not
officially Diamond-endorsed.
They are a recommendation for Operator Checklists
published by Diamond Aircraft Flight Training Division.
360
PROCEDURES
EMERGENCIES:Basic Principle
• First fly !
• ... then handle
361
PROCEDURES
„PPAA“
• Power • Max power
• Performance • Gear? Flaps? Minimum

speed?

• Analysis
• IdenHfy engine Verify
engine
• AcHon
• Feather, shut down
362
PROCEDURES
Take off Briefing
363
PROCEDURES
Take off malfuncHons
364
PROCEDURES
365
PROCEDURES
366
PROCEDURES
367
THANK YOU FOR YOUR TIME
368

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Curso Genérico: Bimotores

- CLASIFICACIÓN JAR 23: MTOM ≤ 5700 KG (12500 LBS) Y PAX ≤ 9,

- FALLO DE MOTOR EN SE: SE ALTERAN LAS PERFORMANCE"

- FALLO DE MOTOR EN ME: AFECTA A LAS PERFORMANCE Y TAMBIEN

- EFECTO SIMULTÁNEO DE GUIÑADA Y

- GUIÑADA: PRODUCIDA POR LA TRACCIÓN

- ALABEO: AL PARARSE EL MOTOR, SE

- CONCLUSIÓN: LA PARADA DE UN MOTOR

- ES AQUEL QUE AFECTA MÁS NEGATIVAMENTE A LA CONTROLABILIDAD

- EFECTO P: LA PALA DESCENDENTE GENERA MAYOR TRACCIÓN QUE LA

- ESTE EFECTO ES MÁS ACUSADO VOLANDO A BAJA VELOCIDAD Y CON

- BIMOTORES CON HÉLICES QUE GIRAN A IZQUIERDAS: EL MOTOR

- BIMOTORES CON HÉLICES QUE GIRAN A DERECHAS: EL MOTOR

- CON HÉLICES CONTRA-ROTATORIAS: NO HAY MOTOR CRÍTICO."

- MOTOR MUERTO, PIE MUERTO.!

- ESTUDIO DE LAS FUERZAS DE LA FIGURA."

- LA MANERA DE INCREMENTAR F SERÁ

- VMC: INTERESA QUE LA VELOCIDAD SEA LO

VELOCIDAD A LA QUE SE PUEDE MANTENER A UN MULTIMOTOR EN VUELO RECTO Y NIVELADO,

- VMC SE SEÑALA CON UN RADIAL ROJO EN EL ANEMÓMETRO.

a) MOTOR CRÍTICO /NO CRÍTICO INOPERATIVO

- EL MOMENTO CREADO POR EL TIMÓN DE DIRECCIÓN DEPENDE DE LA FUERZA QUE

- LA CONFIGURACIÓN SERÁ LA STANDARD DESPUÉS DEL DESPEGUE.

- EN MOLINETE, LA HÉLICE AUMENTA LA RESISTENCIA AL AVANCE, INCREMENTANDO LA

- SÓLO SE ADMITE LA CONFIGURACIÓN DE HÉLICE ABANDERADA, SI EL AVIÓN DISPONE

- CON LA PÉRDIDA DE UN MOTOR, LA PD (Potencia Disponible) SE REDUCE A LA MITAD,

- EN GENERAL LA CAPACIDAD DE ASCENSO SE VE REDUCIDA EN UN 80%.

- REGLA NEMOTÉCNICA: LOS BIMOTORES PRESENTARÁN UNA CIERTA CAPACIDAD DE

Full nosewheel deflection,

Minimum width fo 180° turn

Full nosewheel deflection,

30cm safety margin

Nose bagge compartment

Nose baggage compartment

ELT and VHF COM 1 antenna

VHF COM 2 antenna

VHF NAV + GP antennas

DME, TXPDR antennas

• In this program all speed values will be for aircraX

Max TKOF 1785 kg

Max Zero Fuel 1650 kg

Max LDG 1700 kg

Max Landing Mass

Max baggage loads

Cockpit baggage compartment 45 kg

JET A1: Diesel:

VNE 194 KIAS

VA up to 1542 kg 120 KIAS

VA above 1542 kg 126 KIAS

VMCA ice 72 KIAS

Vops ice 121-160

VFE (Flaps LDG) 111 KIAS

VLO E (= VNE) 194 KIAS

Emergency extension 156 KIAS

VLO R (=~VNO) 156 KIAS

VLE (= VNE) 194 KIAS

VREF FLAPS UP 85 KIAS 86 KIAS

VREF FLAPS LDG 76 KIAS 78 KIAS

VGA FLAPS UP 82 KIAS 82 KIAS

• 2 Thielert AircraX Engines TAE125-‐02-‐99

• 3-‐blade wooden propeller