DA42 - Technical

- Left engine controls defrost and right engine controls cabin heat
- Elevator trim doesn’t affect VMCA
- JAR-OPS Class B
- Max operating altitude = 18,000’
- Manual gear extension <156kt, 3 greens
- VMCA = VS @ 3000’ (published and not factored)
- Gear warning sounds with landing flap and 25%
- Main battery: 24V 10A (front right compartment)
- Backup battery: 12V DC 1.3A excitation battery supplies alternators
- Alternator: 2x 60A 28V DC
- Double alternator failure = 30 min before engines stop (start timer!)
- Emergency battery (dry non-rechargeable) for standby AI = 90 min
- Min turn radius = 6m
- Nose wheel steering = +/- 30˚ and differential steering = +/- 52˚
- Jet A1 (diesel): -40˚C freezing point, SG 0.8
Total 54 USG, usable 50 USG, max imbalance 5 USG
Actual fuel consumption 5.6 USG/hr, plan 6 USG/hr
12 USG/hr @ 75%
3 interlinked tanks per wing
Fuel T warning >75˚C
- Max x-wind component = 20kt
- Max baggage: Nose = 30kg
Rear = 45kg & External = 18kg (max combined = 45kg)
- Emergency descent <194kt
- Loss of engine loses 85% power
- Oil: Gearbox = 0.9 ltr (Shell 75W90)
Engine = 4.5-6 ltr (Shell Helix 10/5W40), consumption = 0.1 ltr/hr
Warning engine oil >140˚C and <1.2BAR, gearbox oil T >120˚C
- Engines: Thielert TAE 125 (4 cylinders), 1.7 ltr
Liquid cooled and turbocharged
Max power 2300 rpm, 135 hp
2 ECUs per engine controlled by FADEC
Fire warning >250˚C in engine bay
- CSU uses gearbox oil pressure for fine pitch (loss = feather)
- Prop feathers (81˚) when engine master off and engine >1300rpm
- Feather locks active <1300rpm prevents props being feathered for restart
- MTOM = 1785kg MZFM = 1650kg
- Tyre pressures: Nose – 87 psi (15cm extension)
Main – 65 psi (4cm)
- Flaps = 0, 20, 42˚
- Elevator backstop = 13-15.5˚
- De-icing fluid: 30 ltr usable (front right compartment)
NORM (2.5hr – 30sec pulse with 90sec break), HIGH
(1hr – 1 pump constantly), MAX (30 min – 2min bursts
from 2 pumps when button pressed)
Alternate switch swaps power supply LH (main) à RH busbar
and uses ‘pump 2’
Windshield de-icing activated for 5 sec with push button
- Pilot’s map light powered from hit busbar and other 2 lights from LH
- Avionics and landing light powered from RH busbar
- OEI = landing gear extended (100fpm), flaps 20˚ (-100fpm), 42˚ (-500fpm),
prop wind milling (-600fpm)
 DA42 - General

- Cruise attitude = 2cm above dash

- Vy attitude = spinners on horizon
- Descent: PAT when levelling off, M in AMTA say ‘flying visual’
- Climb: APT when levelling off
- Climb/descent: at .000’ lookout weave and .500’ ATA
- Cross feed: L fuel tank low, need L on x-feed
- Disengage AP by red button on CC, electric trim, AP button, CB
- Rate 1 turn is 3˚/sec or 30˚/10 sec

Turns:

- Medium: 30˚, needle flush with horizon, maintain attitude on turn out
- Climb: 20˚ AoB
- Steep: 5˚NU (LT: horizon between ASI+DG, RT: horizon 1cm above dash where
instrument lights are), 55à65% passing 30˚ AoB and apply back pressure, keep
nose up, use rudder and roll around reference point to maintain attitude
- Use rudder in direction of turn

Stalls:

- 120kt, 55%, HASELL check before each stall

- Basic stall: HASELL (A: clean), wings level, idle power, prevent yaw (L rudder),
trim to Vy (13˚NU) à SSR: CC forward & full power until beep stops, Vy attitude
(13˚NU, 77kt), keep straight using reference point
- Approach stall: HASELL (A: <194kt gear down, R rudder trim, <137kt app flap
‘flap down nose down’) [gear extended needs higher attitude and app flap need
to pitch down so attitude doesn’t change], in lookout turn (20˚AOB) reduce to
25%, raise nose to keep level turn (5˚NU), stall warning à SSR: ease CC & full
power (pre-empt yaw with right rudder - look outside), level wings, 5˚NU,
+ve RoC gear up, >70kt flaps up, Vy attitude (13˚NU, 77kt), trim
- Landing stall: HASELL (A: <194kt gear down, R rudder trim, <137kt app flap),
lookout turn, wings level, reduce to 25%, <111kt landing flap, trim to 82kt,
increase back pressure until stall warning à SSR: go-around drill

Circuits:

‘In the event of a major abnormality before rotate, I will close both power levers
whilst keeping straight using the rudder and using brakes as required and will notify
ATC. If airborne with the gear down, I will use the available power and flaps to land in
the remaining runway and notify ATC. If my gear is up or in transit, I will take the
problem up into the air with me and in today’s present conditions, I will ask for…’

- T/O: ‘Load uneven but within limits, RPM within range, Ts & Ps in the
green…ASI live’
- Back pressure @ 50kt, rotate @ 70kt, R rudder on rotate, 5˚NU
- +ve RoC and speed inc, gear up, 8˚NU
- 500’ agl, 90%, 100kt, trim, GFLAR, turn through to downwind leg, 100kt
- Level off @ 1000’ agl, 55%, 120kt
- Check downwind spacing (r/w at fuel cap), R/T ATC, FPLS + A
- Turn slightly less when into wind and keep lookout at r/w for position
- Base turn: GF à <194kt ‘gear down to go down’, R rudder, <137kt app flap,
35%, 5˚ND (don’t wait for speed to dec before nose down as it will reduce
 anyway), 90-95kt (if speed looks like going <90kt then add power), lookout,
halfway should be 750’ agl
- Roll out @ 500’ agl, 90kt, GRAPA
- Final approach: should roll out @ 500’ agl, 90à82kt at DA/ACA (200’ agl),
adjust profile with ±5% power change, 5˚ND, <111kt landing flap
- AIMING POINT – ASPECT - SPEED
- Landing: 76kt VREF (50’), aim at 1000’ markers, flare by setting nose to end of
r/w, ailerons into wind on touchdown and R rudder to keep straight
- Go-around: look outside, full power, pitch up 5˚NU, ldg flap up ASAP, +ve RoC
gear up, all flaps up, 90%, 100kt, trim (Power-Pitch-Flap-Gear-Flap)
- Flapless: higher attitude, gear down, start turn, 2˚ND, 30%, 90-95kt, taper to
85kt VREF , expect float
- Short field: Need to brief à decision point, Vx speed (+ve RoC 77kt, gear up),
clear of obstacle height, for landing need to plan exit
- Touch and go: on r/w - flaps up, 2x trim back to t/o setting
- Asymmetric: EFATO, drill, climb at 82kt, downwind 75%, 105kt, base
turn gear down, 45% (17% on feathered), 2˚ND, 90-95kt (not <82kt
until ACA), landing flap @ ACA (app flap earlier if early landing clearance but
verbalise ‘committed to land’), 76kt VREF

Emergency descent:

- Verbalise ‘emergency descent’, flaps up, gear down, idle power, lookout turn,
wings level, pitch down (25˚ND), <194kt, at 200’ before desired altitude à pitch
up, cruise power, <156kt gear up

Asymmetric:

- Worst case à low speed, high power à t/o, go-around, SSR

- Airmanship: lookout, Ts & Ps of live engine, feathering (>3000’ agl), reassure
pax, passing of controls, close to airfield, restart engine <6000’ agl
- Fuel flow only reliable internal display
- Red line = 68kt = VMCA (below you lose directional control)
- Blue = 82kt = VYSE
- Can use ailerons to get back on track during Phase 1 actions but rudder use
should be enough
- NTC (>1000’ agl) Phase 1 actions: control (direction, speed), identify, max
power on live, clean up, re-identify, confirm (idle affected engine), fire check, fix
or feather?, performance, 2x trim, pan/mayday
- TC (<1000’ agl) Phase 1 actions: control (direction, speed), identify, max
power on live, clean up, re-identify, confirm (idle affected engine), feather
(engine master, alternator, fuel selector of affected engine OFF), fire check,
performance, 2x trim, pan/mayday
- VMCA demo: 55%, L engine idle, maintain height/control, identify, max power on
live, once with full R rudder and see yaw you lower nose & possibly reduce live
power to 75% to gain control (keep full R rudder in recovery), full power on
live & VYSE attitude (8˚NU, 82kt)
- EFATO (100kt, gear up): nose down to 5˚NU, once feathered back up to
8˚NU, 100%, 82kt, trim, is SID compromised (min RoC = 3.3 x GS)?
- EF in Cruise – control at 2˚NU and leave there, once feathered back to 73%,
105kt, trim
- EF in Approach descent – on the clean up keep gear down, 2˚ND, power to
keep 105kt (generally ~73%), trim
 - Engine fire shutdown: idle power of affected engine, Phase 1 actions, cabin
heat & defrost OFF, fire check, emergency descent(?), land ASAP
- At ACH you are ‘committed’ (verbalise) or when flaps selected (whichever is
higher), need GRAPA checks completed before this point
- EF on Base in circuit: gear keep down, flaps up, 55% load (3˚ND), expect
more dec in power for 90-95kt (since no flaps) ~40-45%, all flaps down at ACH
if committing
- Asymmetric Go-around: power up (need rudder) & gear up ASAP (no +ve RoC
needed), 8˚NU, 82kt, trim, GFLAR

Point-to-Point:

- Move CDI to radial desired

- Work out corresponding DME from a/c along CDI line (e.g. if you are 20D and
want to reach 10D then it’s half along the CDI)
- Join tail of needle with this point and transpose onto a/c to find new heading
- Do this technique several times during flight to fine tune

ILS Approach:

- AFARA
- Nav 1 – ILS, DME slaved Nav1 (ident), CDI 1 to ILS i/b
- Nav 2 – VOR at AD, BRG1 (highlight Nav2 for this)
- 120kt
- FPLS + R/T intentions (MAP instructions)
- Within ½ scale deflection and turning onto localiser, R/T ‘established’
- Integrity check at FAP
- AGF once GS intercepted (1/4 deflection or if asymmetric when diamond touches
base) – need permission to descend
- Calculate RoD and trim
- GRAPA

Autopilot

- Speed range: 90–185kt IAS

- Do not use with window open or asymmetric
- Disengage <200’ agl at <130kt and in departure and <800’ agl otherwise
- Verbalise ‘engaging AP/HDG/ALT/NAV/APR mode’ and when ‘captured’
- AP – puts wings level but keeps RoD/C at time of pressing it
- HDG – remember to press hdg bug before changing to new hdg
- ALT – pressed once keeps altitude (even in climb/descent)
- NAV – gets onto CDI track selected (keep hdg bug on the nose)
- APR – arms at descent point on GS capture; disengage at DA or 200’ agl
whichever is higher
- For a climb/descent, AP à set figure à ARM (or toggle) à ALT (to set VS)

UK Phase:

- Use operating minima for CAT A

- ATIS released at 20/50 min past the hour
- If steep SID climb, consider Vx or 100% beyond 500’ agl (normal 1100fpm)
- Verbalise ‘…checks complete’
- Anti-ice checks: windshield button (squirt), pump 1 (to NORMAL – light/pump
sound – back to OFF, wait 30 sec for pump to turn off), pump 2 (to HIGH –
light/pump sound – back to OFF)
- At BOH, check 110.50 on NAV 1/2 for auto/audio-ident/CDI correct sense
- Check COMM 1/2 for rx+tx (1: ATIS à can we t/o, app min? req start) (2: CTC
radio check)
- State wind and x-wind with limits in TOSB
- Engine on à fire, brakes, >1.3 oil p, annunciators, system indicators
- MFD map scale 150nm
- Check satellite page – active satellites, GPS1 active, EPE & DOP low numbers,
check GPS2 and ensure GPS1 active
- With FPL, x-check distances and tracks with PLOG
- Keep rolling if ‘immediate t/o’ from TWR
- Set 0’ on altitude bug before getting departure info
- Altimetry checks on ground à check accuracy with AD elevation
- Taxi with stick diving away from wind
- Taxi checks: full rudder (verbalise ‘full L/R rudder pedal deflection’), R/L: ball
L/R, AI steady/steady, DI inc/dec
- Check approach path on lining up
- Start timer on t/o
- ‘Gear up, no lights’ on climb after t/o
- 500’ agl, 90%, 100kt, trim
- Landing lights off at 1000’ agl
- Altimetry checks in flight need x-check between PFD/standby (±25m)
- When changing altitude, do alt bug first, then QNH
- In uncontrolled airspace, you decide alt/FL: ‘descending alt/FL __’
- ‘Altitude’ audio, verbalise ‘1000ft’ and ‘200ft to go’
- Always audio-ident NAV 1/2 in case it is lost momentarily no need to re-check
- If asked for current passing altitude, use standby alt if not at appropriate FL
- When reaching cruise FL, reduce load once speed reaches 138kt TAS
- Always R/T call when reaching cleared level or if on a step climb say
‘approaching alt/FL __’ to prompt them to give you further clearance to climb
- EF: smooth roll, rudder in same direction and when full P put more rudder
- If climbing to an airway and not enough distance to reach height, consider 82kt
climb; request climbing turn or dog leg
- Icing: turn on when 3˚C and dec or 2˚C and inc (examiner will turn it off if not
needed but assume still on), ask if ice on wings/windscreen (use of defrost?)
- Tracking from VORàNDB, 5min before ETA, use NDB as primary aid
- Tracking from NDBàNDB, change halfway (1/2 ETA)
- Ask for passenger comfort at end of every cruise check
- AD app brief: ATIS (gives agl), set destination QNH on standby, app ban? brief
to include ‘I will follow the horizontal and vertical procedure’, brief MAP
- Standby altimeter always on local QNH à change as soon as receive ATIS
- In flight, setup ILS/VOR, auto-ident and audio-ident, audio ident of DME
- Descent planning: 5nm/1000’ decent (500fpm, 2.5nm/min)
- Cruise descent = 700/800 fpm
- 120kt IAS before joining hold and o/b procedure
- Request ‘own nav to…’ the NDB facility to make sure of direct entry into hold
- If parallel hold entry lies on o/b path of procedure, you can ‘request outbound of
procedure after joining without hold’
- 3x drift: 120˚ from i/b (into hold) up to i/b track
- Parallel entry à 1min +1.5x if HW, 1min -1x if TW on o/b and turn to holding
side, use 15˚ ADF cut and then 5˚ adjustments (as needle moves 5˚ change
heading 5˚)
- Offset entry à track still gate adjusting for wind (use GPS), 1min ±1x
- Direct entry à straight over beacon and wings level for 0 sec (0-20˚), 5 sec
(20-40˚), 10 sec (40-60˚), 15 sec (>60˚)
- In hold, roll wings level at 30˚ or 60˚ and turn in no less than 10˚ off i/b track
- If still in hold turn, at 60˚ RMI should be on i/b and 30˚ on 5˚ (into turn so
left/right depending on L/R hold)
- If weather close to minima, on final hold before procedure: ‘request any
significant weather changes’
- ADF audio when beacon o/b on NDB procedure
- Procedure turn: 45 sec ±1 sec/kt once on track
- Alternative procedure: apply necessary drift on o/b of hold (2/3x) then 1x once
the timer or DME indicates end of hold point
- If forget timer in hold, length of o/b should be 2nm (use DME)
- More drift applied during asymmetric flight since 105kt
- Need ‘confidence’ check on long ILS finals to confirm correct ILS lobe (look at
plate and work out height for every 1nm, then times by distance you want –
easier for 10nm) and be at 120kt at FAP
- On ‘beacon outbound’, timer, NDB audio and R/T; when in descent do FPLS and
‘request GA instructions’
- If need to ‘report base turn complete’ – call when ±5˚ off i/b
- Anticipate base turn height when asymmetric with 20% RoD
- Base turn: wings level at 45˚ (turn i/b when almost on track)
- (A)GF à x-check altimeters with correct QNH set
- AP altitude setting on finals is MAP altitude
- G+F at 0.3nm or 0.1nm from FAF if asymmetric, 5˚ND, 55%, 105kt
- GRAPA @ 1000’ agl
- When visual with runway, power for 90kt
- If RVR less than specified for landing then GA at 1000’ agl
- On non-precision approach with DME, use MDA+50’ to GA
- On non-precision approach without DME, as soon as ±5˚ descend at 600’/min
and once at MAP wait until overhead beacon to GA
- On precision approach, max power at DA (can go below) and GA
- On GA, after G+F up, back to 90%
- Circle to land: stay at minima, gear up ASAP, redo FPLS+GRAPA
- Surging rpm: if it cancels with idle power do not shut down engine as you want
to still use the alternator
UK IFR R/T:

Start:
‘BOH TWR, c/s, request departure info’ (if no ATIS)
‘BOH TWR, c/s, info __, QNH __, request start up’
‘CTC OPS, c/s, radio check’
‘c/s, request taxi’

TWR à RAD:
‘BOH RAD, c/s, passing alt __, climbing alt/FL __, SID’

On reaching cleared level:

‘c/s, maintaining/reaching alt/FL __’

Position report:
‘stn, c/s, last reporting point, time, alt/FL, next reporting point, time

Free call:
‘c/s, type, route, pos, alt/FL __, __ POB, request RIS’

En-route:
‘c/s approaching __, request onward clearance’
‘c/s request climb/descent to alt/FL __’ (if in CAS)
‘c/s, climbing/descending to alt/FL __’ (if in UCAS)

Airways:
‘stn, c/s, request join controlled airspace, join pos, routing, time, alt/FL’
‘c/s, request permission to leave controlled airspace by descent’

Passover:
‘stn, c/s, climbing/descending alt/FL __’
‘stn, c/s, maintaining alt/FL __, route (e.g. direct EXMOR)’

Control à App:
‘stn, c/s, alt/FL, info __, request RIS’ à ‘RIS, request (e.g. 2 holds, 1 NDB proc to MAP and alt/FL __
direct __), c/s’
‘stn, c/s, inbound SAM, info __’ …
‘stn, c/s, descending alt/FL __, info __’ …

UCAS à App:
‘stn, c/s, inbound BIA, info __’ à ‘c/s, type, pos, alt/FL __, IFR, SAM time, request intentions’

Hold:
‘c/s, entering the hold, alt/FL __’
‘c/s, SW-bound in hold, request NDB procedure next time over’

Approach procedure:
‘c/s beacon outbound’
‘c/s request MAP instructions’ (after FPLS)
‘c/s established on the localiser’
‘c/s base turn complete’ (once +/-5˚ inbound)

APP à TWR on finals:

‘stn, c/s, DME’

Mayday/Panpan:
‘stn, c/s, type, nature of emergency, intentions, pos, alt/FL, heading, student pilot, PoB’

Relay emergency call:

Note message down and check if ATC have received it, if not:
‘MDx3, stn, my c/s, have intercepted MD from relayed c/s, I say again relayed c/s, message’