DIAMOND DA42 L360 - ERAU ETA - Embry-Riddle Aeronautical ...

DIAMOND
DA42 L360
Standardization
Manual

DA42 L360 STANDARDIZATION MANUAL
Copyright © 2011
Embry-Riddle Aeronautical University
All rights reserved.
Revised 07-01-11 © Embry-Riddle Aeronautical University Rev 02

DA42 L360 STANDARDIZATION MANUAL i
TABLE OF CONTENTS
REVISION HIGHLIGHTS ........................................................................................................ iii
LIST OF EFFECTIVE PAGES .................................................................................................iv
INTRODUCTION ..................................................................................................................... 1
Section 1: TAKEOFF AND CLIMB ............................................................................................ 3
NORMAL TAKEOFF AND CLIMB ........................................................................................... 5
CROSSWIND TAKEOFF AND CLIMB .................................................................................... 7
SHORT-FIELD TAKEOFF AND MAXIMUM PERFORMANCE CLIMB .................................... 9
Section 2: TRAFFIC PATTERN OPERATIONS ...................................................................... 11
TRAFFIC PATTERN ARRIVAL ............................................................................................. 13
TRAFFIC PATTERN DEPARTURE ....................................................................................... 15
Section 3: FLIGHT MANEUVERS ........................................................................................... 17
CLEARING TURNS .............................................................................................................. 19
MANEUVERING DURING SLOW FLIGHT ............................................................................ 21
APPROACHES TO STALLS ................................................................................................. 25
POWER-OFF STALL ............................................................................................................ 27
POWER-ON STALL .............................................................................................................. 29
ACCELERATED STALL ........................................................................................................ 33
STEEP TURNS ..................................................................................................................... 35
EMERGENCY DESCENT ..................................................................................................... 37
DIVERSION .......................................................................................................................... 38
LOST PROCEDURES ........................................................................................................... 39
Section 4: ONE ENGINE INOPERATIVE OPERATIONS ........................................................ 41
V MC DEMONSTRATION ........................................................................................................ 43
FLIGHT PRINCIPLES – ONE ENGINE INOPERATIVE ....................................................... 45
MANEUVERING WITH ONE ENGINE INOPERATIVE .......................................................... 49
ENGINE FAILURE DURING TAKEOFF BEFORE V MC (simulated) ....................................... 53
ENGINE FAILURE AFTER LIFT-OFF (simulated)................................................................ 57
APPROACH AND LANDING WITH AN INOPERATIVE ENGINE (simulated) ..................... 61
Section 5: APPROACH AND LANDING ................................................................................. 63
NORMAL APPROACH AND LANDING ................................................................................. 65
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DA42 L360 STANDARDIZATION MANUAL
CROSSWIND APPROACH AND LANDING .......................................................................... 69
SHORT-FIELD APPROACH AND LANDING......................................................................... 73
NO FLAP APPROACH AND LANDING ................................................................................. 77
GO-AROUND/REJECTED LANDING .................................................................................... 81
Section 6: INSTRUMENT OPERATIONS ................................................................................ 83
INSTRUMENT TAKEOFF (ITO) ............................................................................................ 85
DME ARC (Non-Published) ................................................................................................... 87
DME ARC (Published)........................................................................................................... 88
APPROACHES WITH COURSE REVERSAL........................................................................ 91
RADAR VECTORS FOR APPROACH .................................................................................. 93
PRECISION APPROACH (ILS) ............................................................................................. 95
PRECISION APPROACH (ILS) – ONE ENGINE INOPERATIVE ......................................... 99
NON-PRECISION APPROACH ........................................................................................... 103
DETERMINING APPROACH RATE OF DESCENT ............................................................ 105
NON-PRECISION APPROACH - ONE ENGINE INOPERATIVE ........................................ 107
MISSED APPROACH PROCEDURE .................................................................................. 111
CIRCLING APPROACH ...................................................................................................... 113
HOLDING ............................................................................................................................ 117
AUTOPILOT OPERATIONS ................................................................................................ 121
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DA42 L360 STANDARDIZATION MANUAL iii
REVISION HIGHLIGHTS
The following items were changed, modified, added, or deleted in this
revision.
Rev # Date Page Description Initials
Original 12-17-09 All New document WSC
01 09-01-10 All Complete revision. WSC
02 07-01-11 All Complete revision RLT
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DA42 L360 STANDARDIZATION MANUAL
LIST OF EFFECTIVE PAGES
This list of effective pages is used to determine the current status of every page in this Training Program.
Any page dated “09-01-10” indicates it has not been changed since 09-01-10.
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Signature on file.
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DA42 L360 STANDARDIZATION MANUAL v
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DA42 L360 STANDARDIZATION MANUAL
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DA42 L360 STANDARDIZATION MANUAL 1
INTRODUCTION
The ERAU DA42 L360 Standardization Manual provides standardized
procedures for the training maneuvers required to be learned in ERAU
flight courses utilizing the DA42 L360. Used in combination with the FAA
Airplane Flying Handbook, FAA Practical Test Standards, and other ERAU
approved sources of information, this manual will assist you in attaining the
insight, understanding, and skill of a required professional aviator.
During all visual maneuvers, your instructor will show you various flight
attitudes referencing the natural horizon and integrating instrument
references. However, fully utilizing outside visual references is critically
important in establishing a good habit pattern for collision avoidance and
maintaining a safe flying environment. Collision avoidance precautions can
never be overstated.
The pitch attitudes and power settings contained within this manual should
be considered approximate values and are provided simply as a means of
assisting you in more quickly attaining the performance levels required.
Minor changes to those values may be required to achieve the desired
performance. During maneuvers without outside visual reference, you will
attain the skills necessary to safely control the airplane solely by reference
to the flight instruments, replacing the natural horizon with an attitude
indicator. Pitch attitude reference should then be applied to the attitude
indicator as the only horizon reference.
To help develop an understanding of each maneuver and the performance
standards that must be attained prior to attempting a maneuver in flight, all
pilots must use a combination of the ERAU DA42 L360 Standardization
Manual and other ERAU approved information sources, and the FAA’s
Airplane Flying Handbook, Instrument Flying Handbook, and the
appropriate Practical Test Standard (PTS).
We encourage and welcome your assistance in making suggestions to
improve the quality of this document. All recommended changes to this
publication should be submitted, in writing, to the Chief Flight Instructor.
Please include a complete example of the item with your revision
recommendation included.
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2 DA42 L360 STANDARDIZATION MANUAL
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DA42 L360 STANDARDIZATION MANUAL 3
Section 1:
TAKEOFF AND CLIMB
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4 DA42 L360 STANDARDIZATION MANUAL
NORMAL TAKEOFF AND CLIMB
1-5 6
7-9
10
11-14
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DA42 L360 STANDARDIZATION MANUAL 5
Ref:
NORMAL TAKEOFF AND CLIMB
FAA-H-8083-3A (Airplane Flying Handbook)
Objective: To safely execute a takeoff under normal conditions.
Maneuver Standards:
1. Ensure that the Before Takeoff Checklists are complete.
2. Taxi into takeoff position utilizing all runway possible, and positioning the
flight controls for existing wind conditions.
3. Smoothly and continuously advance the Throttles Levers to the Full
Forward position, maintaining directional control and runway centerline
with the rudder pedals.
4. Check engine instruments, manifold pressures, and engine RPM
(takeoff RPM should be 2680 +/- 20 RPM).
5. As appropriate, call out, “Engine Instruments in the Green, Airspeed
Alive.”
6. During the ground roll, adjust aileron input to keep wings level.
7. At V R (78 KIAS), call out, “V R , Rotate” while simultaneously increasing
back pressure on the control stick.
8. After lift-off, establish and maintain a V Y attitude (7°-9°, 90 KIAS) while
maintaining the flight path over the runway centerline. Trim as
necessary.
9. With a positive rate of climb and no available landing area remaining,
depress the brake pedals, call out, “Positive Rate, Gear Up”, and
retract the landing gear.
10. After the landing gear has retracted, call out, “Gear Up, No Lights.”
11. During the climbout (no less than 200’ AGL), lower the nose
momentarily to ensure that the airspace ahead is clear, and then reestablish
and maintain V YSE (9°, 90 KIAS) while maintaining the flight
path over the extended runway centerline. Trim as necessary.
12. At 500’ AGL, lower the nose to establish and maintain a cruise climb
(100 KIAS).
13. Set climb power, 25” MP/2500 RPM. Re-trim as necessary.
14. Execute a departure procedure, or remain in the traffic pattern, as
appropriate.
15. Complete the Climb Flow/Checklist, when appropriate.
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6 DA42 L360 STANDARDIZATION MANUAL
CROSSWIND TAKEOFF AND CLIMB
1-7 8
9-11
12
13-16
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DA42 L360 STANDARDIZATION MANUAL 7
Ref:
CROSSWIND TAKEOFF AND CLIMB
FAA-H-8083-3A (Airplane Flying Handbook)
Objective: To safely execute a takeoff during crosswind conditions.
Maneuver Standards:
1. Ensure the Before Takeoff Checklists are complete.
2. Note wind direction and velocity.
3. Taxi into takeoff position utilizing all runway possible, and positioning
the flight controls for existing wind conditions (full ailerons into the wind
and neutral elevator).
4. Smoothly and continuously advance the Throttle Levers to the Full
Forward position, maintaining directional control and runway centerline
with the rudder pedals.
5. Check engine instruments, manifold pressures, and engine RPM
(takeoff RPM should be 2680 +/- 20 RPM).
6. As appropriate, call out, “Engine Instruments in the Green, Airspeed
Alive.”
7. During the ground roll, adjust aileron input to keep wings level.
8. At V R (78 KIAS), call out, “V R , Rotate” while simultaneously increasing
back pressure on the control stick.
9. After lift-off, establish and maintain V Y (7°-9°, 90 KIAS) while
maintaining the flight path over the runway centerline. Trim as
necessary.
10. With a positive rate of climb and no available landing area remaining,
depress the brake pedals, call out, “Positive Rate, Gear Up”, and
retract the landing gear.
11. After the landing gear has retracted, call out, “Gear Up, No Lights.”
12. During the climbout (no less than 200’ AGL), lower the nose
momentarily to ensure that the airspace ahead is clear, and then reestablish
V YSE (90 KIAS) while maintaining the flight path over the
extended runway centerline. Trim as necessary.
13. At 500’ AGL, lower the nose to establish and maintain a cruise climb
(100 KIAS).
14. Set climb power, 25” MP/2500 RPM. Re-trim as necessary.
15. Execute a departure procedure, or remain in the traffic pattern, as
appropriate.
16. Complete the Climb Flow/Checklist, when appropriate.
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8 DA42 L360 STANDARDIZATION MANUAL
SHORT-FIELD TAKEOFF AND MAXIMUM
PERFORMANCE CLIMB
9-12
13-16
1-6
7
8
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DA42 L360 STANDARDIZATION MANUAL 9
SHORT-FIELD TAKEOFF AND MAXIMUM
PERFORMANCE CLIMB
Ref:
FAA-H-8083-3A (Airplane Flying Handbook)
Objective: To obtain maximum performance during takeoff to minimize the
runway length required.
Maneuver Standards:
1. Ensure the Before Takeoff Checklists are complete.
2. Taxi into takeoff position utilizing all runway possible, and positioning
the flight controls for existing wind conditions.
3. Firmly depress the brake pedals to ensure holding the airplane in
position during full power run-up.
4. Smoothly and continuously advance the Throttles Levers to the Full
Forward position.
5. Check engine instruments, manifold pressures, and engine RPM
(takeoff RPM should be 2680 +/- 20 RPM).
6. As appropriate, call out, “Engine Instruments in the Green” and release
the brakes, maintaining directional control and runway centerline with
the rudder pedals.
7. As appropriate, call out, “Airspeed Alive.”
8. At V R (78 KIAS), call out, “V R , Rotate” while simultaneously increasing
back pressure on the control stick (approximately 11°).
9. After lift-off, establish and maintain obstacle clearance speed (78
KIAS) until all obstacles are cleared (50’ AGL) while maintaining the
flight path over the runway centerline.
10. With a positive rate of climb and no available landing area remaining,
depress the brake pedals, call out, “Positive Rate, Gear Up”, and
retract the landing gear.
11. After the landing gear has retracted, call out, “Gear Up, No Lights.”
12. With obstacle(s) cleared, establish and maintain V YSE (7°-9°, 90 KIAS).
Trim as necessary.
13. During the climbout (no less than 200’ AGL), lower the nose
momentarily to ensure that the airspace ahead is clear, and then reestablish
V YSE (7°-9°, 90 KIAS) while maintaining the flight path over
the extended runway centerline. Trim as necessary.
14. At 500’ AGL, lower the nose to establish and maintain a cruise climb
(100 KIAS).
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10 DA42 L360 STANDARDIZATION MANUAL
15. Set climb power, 25” MP/2500 RPM. Re-trim as necessary.
16. Execute a departure procedure or remain in the traffic pattern, as
appropriate.
17. Complete the Climb Flow/Checklist, when appropriate.
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DA42 L360 STANDARDIZATION MANUAL 11
Section 2:
TRAFFIC PATTERN
OPERATIONS
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12 DA42 L360 STANDARDIZATION MANUAL
TRAFFIC PATTERN ARRIVAL
Upwind
Leg
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DA42 L360 STANDARDIZATION MANUAL 13
Ref:
TRAFFIC PATTERN ARRIVAL
FAA-H-8083-3A (Airplane Flying Handbook)
Aeronautical Information Manual (AIM)
Objective: To develop the ability to safely and efficiently arrive at an
uncontrolled airport, or after arrival, the procedure to utilize for
traffic pattern operations.
Maneuver Standards:
1. Complete the Descent Flows/Checklists.
2. At least 10 nm from the airport, attempt to determine the active
runway.
If the runway in use cannot be determined:
3. Overfly the airport at 500-1000’ above traffic pattern altitude to observe
traffic, wind direction indications, etc., to determine a runway to use.
NOTE
Remain vigilant for turboprop and jet traffic that may operate in traffic
patterns as high as 2500’ AGL.
4. At least 2 nm from the runway, enter the traffic pattern at traffic pattern
altitude on a 45° entry to the downwind, maintaining a one-half mile
distance from the runway on the downwind leg.
5. Complete the appropriate approach and landing procedure.
NOTE
The above procedures assume an ideal pattern situation. Other
traffic, ATC, local traffic pattern restrictions and noise
abatement procedures, obstacles, etc., may require a
modification of these procedures. In all cases, the pilot shall
exercise good judgment and maintain positive airplane control.
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14 DA42 L360 STANDARDIZATION MANUAL
TRAFFIC PATTERN DEPARTURE
2 3
1
6
4,
5
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DA42 L360 STANDARDIZATION MANUAL 15
Ref:
TRAFFIC PATTERN DEPARTURE
FAA-H-8083-3A (Airplane Flying Handbook)
Objective: To safely depart an airport after takeoff or integrate into the flow
of traffic when remaining in the traffic pattern.
Maneuver Standards:
For Non-Tower Operations:
Departing the pattern
1. Continue straight out for at least 2 miles before turning on course, or,
2. After reaching pattern altitude and beyond the departure end of the
runway, exit the pattern with a 45° turn in the direction of the traffic
pattern.
3. Complete the Climb Flow/Checklist, when appropriate.
Remaining in the pattern
4. Extend the upwind leg to establish the appropriate spacing,
5. Commence a turn to the crosswind leg when beyond the departure end
of the runway and within 300’ of pattern altitude.
NOTE
The above procedures assume an ideal pattern situation. Other
traffic, ATC, local traffic pattern restrictions and noise
abatement procedures, obstacles, etc., may require a
modification of these procedures. In all cases, the pilot shall
exercise good judgment and maintain positive airplane control.
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DA42 L360 STANDARDIZATION MANUAL 17
Section 3:
FLIGHT MANEUVERS
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18 DA42 L360 STANDARDIZATION MANUAL
CLEARING TURNS
1 21-6 3 4 5
7 8-10 8 9 10 11-13
12
6
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DA42 L360 STANDARDIZATION MANUAL 19
CLEARING TURNS
Ref: Aeronautical Information Manual (AIM), Section 4
Objective: To exercise conscientious and continuous surveillance of the
airspace in which the airplane is being operated.
Maneuver Standards:
NOTE
While in a local practice area, monitor the respective practice
area frequency, making position reports prior to beginning each
maneuver (e.g., “Ashby Practice Area, Diamond One Echo
Romeo, two east Lake Ashby, fife thousand fife hundred,
Stalls.”)
1. Verify that the Fuel Selectors are ON.
First 90° clearing turn:
2. Set 20” MP/2200 RPM (approximately 120 KIAS).
3. Visually scan the area to the left and to the right of the aircraft.
4. Select a visual landmark off the wing tip in the direction of the turn to
be executed as a 90° reference point to roll onto.
5. Enter into a 30° bank turn in the direction of the visual landmark.
6. Continuously scan the area above, below and ahead of the flight path.
7. After 90° of turn has been completed, rollout to wings level on the
selected landmark.
Second 90° clearing turn:
8. Visually scan the area to the left and right of the aircraft.
9. Select a visual landmark off the wing tip in the direction of the turn to
be executed as a 90° reference point to roll onto.
10. Enter a 30° bank turn in the same or opposite direction.
11. Continuously scan the area above, below and ahead of the flight path.
12. After 90° of turn has been completed, rollout wings level on the
selected landmark.
NOTE
After completion of the second clearing turn and with no
conflicting traffic observed, immediately commence the
maneuver to be performed.
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20 DA42 L360 STANDARDIZATION MANUAL
MANEUVERING DURING SLOW FLIGHT
9
7, 8
6
5
1 2 3 4
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DA42 L360 STANDARDIZATION MANUAL 21
Ref:
MANEUVERING DURING SLOW FLIGHT
FAA-H-8083-3A (Airplane Flying Handbook)
Objective: To recognize changes in aircraft flight characteristics and
control effectiveness at critically slow airspeeds in various
configurations.
NOTE
It is possible to slow to speeds well below V MCA during this
maneuver. Before beginning the maneuver, the crew shall
discuss the recovery procedure if an engine were to fail below
V MCA .
Maneuver Standards:
1. Select an altitude where recovery will occur no lower than 3000’ AGL.
2. Perform clearing turns.
3. Prior to the second clearing turn, reduce power to 17” MP/2200 RPM,
adjusting pitch (trim) to maintain altitude. Maintain heading.
For Gear/Flaps Down (“Dirty”) configuration:
Below V LO (194 KIAS), call out, “Gear Down”, and extend the landing
gear. Verify gear DOWN and call out, “3 Green, No Red, One in the
Mirror. Verify.” The Pilot Monitoring (PM) will verify the gear down
condition and respond, “Gear Down, Verified.”
Below V FE Approach (137 KIAS), Call out “Below 137, Flaps
Approach” and set the flaps to Approach.
Below V FE Landing (111 KIAS), Call out “Below 111, Flaps Landing”
and set the flaps to Landing
Adjust pitch to maintain altitude. Trim as necessary.
4. At 100 KIAS, advanced both Propeller RPM Levers to the Full Forward
position.
5. When approximately 5 knots above target speed, adjust power
(approximately 15” MP “Clean” or 17” MP “Dirty”) and set the pitch
attitude approximately 6-8° (“Clean”) or 4-5° (“Dirty”). Trim as
necessary to maintain minimum airspeed at the entry altitude (straight
and level).
6. Turn, climb, and descend as directed.
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22 DA42 L360 STANDARDIZATION MANUAL
7. To recover, smoothly and continuously increase power to full, adjusting
pitch to maintain altitude, trim as necessary. Maintain heading.
For Gear/Flaps Down (“Dirty”) configuration:
Retract the flaps to Approach.
Below V LO (156 KIAS), call out, “Gear Up”, and retract the landing
gear.
After the landing gear is retracted, call out, “Gear Up, No Lights.”
At or above V Y (90 KIAS), or with a Positive Rate, set the flaps UP.
7. As cruise airspeed is attained, set cruise power, 23” MP/2200 RPM.
8. Re-trim as necessary.
9. Complete the Cruise Flow/Checklist.
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DA42 L360 STANDARDIZATION MANUAL 25
Ref:
APPROACHES TO STALLS
FAA-S-8081-5D (ATP and Aircraft Type Rating PTS)
Objective: To transition from cruise flight to critically slow airspeeds in
various configurations.
Maneuver Standards:
1. Select an altitude where recovery will occur no lower than 3000’ AGL.
2. Perform clearing turns.
3. While maintaining heading, reduce power to 17” MP, adjusting pitch
(trim) to maintain altitude.
For Gear/Flaps Down configuration:
Below V LO (194 KIAS), call out, “Gear Down”, and extend the landing
gear. Verify gear DOWN and call out, “3 Green, No Red, One in the
Mirror. Verify.” The PM will verify the gear down condition and
respond, “Gear Down, Verified.”
Below V FE Approach (137 KIAS), Call out “Below 137, Flaps
Approach” and set the flaps to Approach
Below V FE Landing (111 KIAS), Call out “Below 111, Flaps Landing”
and set the flaps to Landing
Adjust pitch to maintain altitude. Trim as necessary.
4. At 100 KIAS advance the Propeller RPM Levers to the Full Forward
position.
5. While maintaining altitude, slowly establish the pitch attitude, power
setting, and, if applicable, bank (15°-30°) that would induce a stall.
6. At the first indication of an impending stall, call out, “Stalling”, and
initiate recovery, maintaining heading while smoothly and continuously
increasing power to full and adjusting pitch to maintain altitude. Trim
as necessary.
For Gear/Flaps Down configuration:
Retract the flaps incrementally to Approach.
Below V LO (156 KIAS), call out, “Gear Up”, and retract the landing
gear. After the landing gear is retracted, call out, ““Gear Up, No
Lights.”
At or above V Y (90 KIAS), set the flaps UP.
7. As cruise airspeed is attained, set cruise power 23” MP/2200 RPM.
8. Re-trim as necessary.
9. Complete the Cruise Flow/Checklist.
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26 DA42 L360 STANDARDIZATION MANUAL
POWER-OFF STALL
14
1, 2
3-6 7
8 9 10-13
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DA42 L360 STANDARDIZATION MANUAL 27
Ref:
POWER-OFF STALL
FAA-H-8083-3A (Airplane Flying Handbook)
Objective: To recognize the indications of an imminent or full stall during
power-off situations with the landing gear and flaps down, and
to make prompt, positive, and effective recoveries with a
minimum loss of altitude.
Maneuver Standards:
1. Select an altitude where recovery will occur no lower than 3000’ AGL.
2. Perform clearing turns.
3. Reduce power to 17” MP, adjusting pitch (trimming) to maintain
altitude.
4. Below V LO (194 KIAS), call out, “Gear Down”, and extend the landing
gear. Verify gear DOWN and call out, “3 Green, No Red, One in the
Mirror. Verify.” The PM will verify the gear down condition and
respond, “Gear Down, Verified”.
5. Below V FE Approach (137 KIAS), Call out “Below 137, Flaps Approach”
and set the flaps to Approach, and below V FE Landing (111 KIAS), Call
out “Below 111, Flaps Landing” and set the flaps to Landing, adjusting
pitch (trim) to maintain altitude.
6. As the airspeed decreases to 100 KIAS, advance the Propeller RPM
Levers to the Full Forward position.
7. Maintain altitude until reaching 85 KIAS and then establish a stabilized
descent (trimmed) at 85 KIAS to simulate a normal approach to landing
(4-5° Down).
8. Simultaneously reduce power to idle and slowly pitch up approximately
4-5° up in straight flight or in turns with up to 20° bank.
9. At the stall, call out, “Stalling”, reduce angle of attack to regain control
effectiveness and apply full power.
10. Maintain coordinated use of the ailerons and rudder to level the wings
and prevent a spin.
11. Adjust pitch to the V Y attitude (7-9° Up), with the descent rate slowed
or stopped retract the flaps to Approach (re-trim as necessary), and
minimize altitude loss.
12. Below V LO (156 KIAS) and with a positive rate of climb established, call
out, “Positive Rate, Gear Up”, and retract the landing gear.
13. After the landing gear is retracted, call out, “Gear Up, No Lights.”
14. At or above V Y (90 KIAS), set the flaps UP.
15. Return to the altitude, heading, and airspeed specified.
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28 DA42 L360 STANDARDIZATION MANUAL
POWER-ON STALL
1, 2
3, 4 5 6, 7
9 10-11
8
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DA42 L360 STANDARDIZATION MANUAL 29
Ref:
POWER-ON STALL
FAA-H-8083-3A (Airplane Flying Handbook)
Objective: To recognize the indications of an imminent or full stall during
power on situations with the landing gear down and to make
prompt, positive, and effective recoveries with a minimum loss
of altitude.
Maneuver Standards:
1. Select an altitude where recovery will occur no lower than 3000’ AGL.
2. Perform clearing turns.
3. Reduce power to 17” MP, adjusting pitch (trimming) to maintain
altitude.
4. Below V LO (194 KIAS), call out, “Gear Down”, and extend the landing
gear. Verify gear DOWN and call out, “3 Green, No Red, One in the
Mirror. Verify.” The PM will verify the gear down condition and
respond, “Gear Down, Verified.”
5. At 100 KIAS, advance the Propeller RPM Levers to the Full Forward
position.
6. At V R (78 KIAS), set power to 22” MP, and slowly increase pitch Up to
approximately 16-18° in straight flight or in turns with up to 20° bank.
NOTE
Set power at a value to obtain 65% available power (PTS
requirement).
7. At the stall, call out, “Stalling”, reduce the angle of attack to regain
control effectiveness and add full power.
NOTE
Stall warning may not be present during power on stalls with a
forward center of gravity.
NOTE
Stalling for the DA42 L360 (as defined by Diamond Aircraft)
occurs when the aft elevator stop is reached, or a mild rolling
without a nose down pitch break occurs. When either one of
these conditions are experienced, the pilot is expected to
recover the aircraft from the “stall”.
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30 DA42 L360 STANDARDIZATION MANUAL
8. Maintain coordinated use of the ailerons and rudder to level the wings
and prevent entering into a spin.
9. Adjust pitch to the V Y attitude (7-9° Up), re-trimming as necessary, and
minimize altitude loss.
10. Below V LO (156 KIAS) and with a positive rate of climb established, call
out, “Positive Rate, Gear Up”, and retract the landing gear.
11. After the landing gear is retracted, call out, “Gear Up, No Lights.”
12. Return to the altitude, heading, and airspeed specified.
NOTE
Stalling is approved in the DA42 L360 except for Power-On
stalls with a fuel imbalance.
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DA42 L360 STANDARDIZATION MANUAL 33
Ref:
ACCELERATED STALL
FAA-H-8083-3A (Airplane Flying Handbook)
Objective: To demonstrate that the stall is a function of angle of attack,
weight, and Load factor, rather than airspeed.
Maneuver Standards:
1. Select an altitude no lower than 3000’ AGL.
2. Perform clearing turns.
3. Reduce power to 17” MP to allow the airplane to decelerate, adjusting
pitch (trimming) to maintain altitude.
4. At 100 KIAS, advance the Propeller RPM Levers to the Full Forward
position.
NOTE
The flaps must be in the 0° (Up) position.
5. Establish a 45-50 o bank to the left or right.
6. After the bank and turn are established, smoothly and steadily increase
elevator back-pressure.
7. At the first indication of a stall:
a. Note the indicated airspeed,
b. Call out, “Stalling”,
c. Reduce the angle of attack to regain control effectiveness, and
d. Add full power and level the wings to prevent spin entry and
minimize altitude loss.
8. Return to the altitude, heading, and airspeed specified.
9. Complete the Cruise Flow/Checklist.
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34 DA42 L360 STANDARDIZATION MANUAL
STEEP TURNS
1
2
3
4
8
7
5-6
9-10
11-12
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DA42 L360 STANDARDIZATION MANUAL 35
Ref:
STEEP TURNS
FAA-H-8083-3A (Airplane Flying Handbook)
Objective: To develop smoothness, coordination, orientation, division of
attention, and control techniques while executing high
performance turns.
Maneuver Standards:
1. Perform clearing turns.
2. Select a prominent visual reference point directly ahead of the airplane
and out towards the horizon.
3. Adjust the pitch and power to maintain altitude and 120 KIAS
(approximately 20” MP/2500 RPM). Re-trim as necessary.
4. Note the pitch attitude required for level flight.
5. Roll into a 45° bank (Private) or 50° bank (Commercial) in the direction
previously cleared.
6. Rolling through 30° of bank, increase power (approx 2-3” MP) to
maintain airspeed while pitching up (2-3° Up) to maintain altitude. Use
trim, as necessary, to assist with increasing the back pressure.
7. Referencing the selected visual point, initiate your rollout
approximately 20°-25° before the entry heading.
8. Transitioning through 30° of bank, reduce power (20” MP) to maintain
airspeed and decrease pitch (trimming) to maintain altitude.
9. Return to wings level flight at the entry heading, altitude, and airspeed.
10. Immediately roll into a 45° bank (Private) or 50° bank (Commercial) in
the opposite direction and repeat steps 6 through 9.
11. Upon completion of the maneuver, resume normal cruise, 23” MP/2200
RPM. Trim as necessary.
12. Complete the Cruise Flow/Checklist.
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36 DA42 L360 STANDARDIZATION MANUAL
EMERGENCY DESCENT
1-6
7
8
9
10-14
Recover no lower than 1500’ AGL with no more than a 2000’ descent.
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DA42 L360 STANDARDIZATION MANUAL 37
Ref:
EMERGENCY DESCENT
FAA-H-8083-3A (Airplane Flying Handbook)
Objective: To descend the airplane as rapidly as possible, within the
operating limitations of the airplane.
Maneuver Standards:
1. Select an altitude where recovery will occur no lower than 1500’ AGL
and a descent will be no more than 2000’.
2. Brief all passengers.
3. Perform clearing turns.
4. At or below V LO (194 KIAS), call out, “Gear Down”, and extend the
landing gear. Verify gear DOWN and call out, “3 Green, No Red, One
in the Mirror. Verify.” The PM will verify the gear down condition and
respond, “Gear Down, Verified.”
5. Reduce the Throttle Levers to the Idle position and smoothly advance
the Propeller RPM Levers to the Full Forward position.
6. Ensure the Flaps are in the UP position.
7. Pick a visual landmark off the wing tip in the direction of turn to be
made.
8. Simultaneously roll into a 30°- 45° bank in that direction while lowering
the pitch to maintain 130 KIAS (approximately 14-15° Down).
9. Roll out on the 90° point (visual landmark) in the turn, making shallow
S-turns to continue checking for other traffic while descending.
10. Approaching the target altitude, begin to level off by increasing pitch to
reduce the descent rate.
11. At target altitude, adjust pitch to maintain level flight.
12. Smoothly add power throughout the level off to maintain a safe speed.
13. Below V LOR (156 KIAS), call out, “Gear Up”, and retract the landing
gear.
14. After the landing gear is retracted, call out, “Gear Up, No Lights.”
15. Resume normal cruise, 23” MP/2200 RPM. Trim as necessary.
16. Complete the Cruise Flow/Checklist.
CAUTION
An excessive cooling rate may occur when the engine is very
hot and the Throttle Lever is reduced abruptly in a fast descent.
This will be indicated by a flashing Cylinder Head Temperature
(CHT) indication.
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38 DA42 L360 STANDARDIZATION MANUAL
Ref:
DIVERSION
FAA-H-8083-3A (Airplane Flying Handbook)
Objective: To develop skills necessary for plotting a new course and
determining a new ETA while en route.
Maneuver Standards:
1. Note the time.
2. Verify the airplane’s present position.
3. Determine the location of the new destination.
4. Turn in the appropriate direction to an estimated heading, taking into
consideration airspace, obstructions, and/or adverse weather.
5. Determine the distance and compass heading to the new destination.
6. Turn to the compass heading.
7. Select prominent landmarks to aid in flying the new course.
8. Compute ETE, ETA, and the fuel required to reach the new
destination.
9. Contact FSS to amend your flight plan.
NOTE
When diverting to a nearby airport (25 miles or less) and fuel is
not critical, make reasonably accurate estimates rather than
performing actual computations.
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DA42 L360 STANDARDIZATION MANUAL 39
Ref:
LOST PROCEDURES
FAA-H-8083-3A (Airplane Flying Handbook)
Objective: To develop the skills necessary for determining airplane
position.
Maneuver Standards:
1. Maintain positive aircraft control at all times.
2. Remain calm.
3. Conserve fuel by leaning the engine for a best economy operation and
reducing power as much as practical.
4. Maintain situational awareness, using a sectional chart and navaids as
follows:
Sectional chart:
Reset the heading indicator (HI).
Turn the sectional chart to match your heading.
Watch for prominent landmarks.
Match the landmarks to the sectional chart.
Navaids:
Reset the heading indicator (HI).
Tune and identify an available VOR and/or NDB station.
Locate the aircraft position using radials / bearings.
Plot a course to proceed direct to the destination or to intercept the
planned course as appropriate.
Use the GPS:
Use NRST to locate the nearest airport or VOR, or
Use the moving map.
5. Obtain assistance from ATC or FSS.
6. If unable to establish contact with anyone, squawk 7700 and transmit
“in the blind” on 121.50 MHz to obtain assistance.
7. Carefully monitor the amount of fuel and make a precautionary landing,
preferably at an airport, before exhausting the fuel supply.
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40 DA42 L360 STANDARDIZATION MANUAL
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DA42 L360 STANDARDIZATION MANUAL 41
Section 4:
ONE ENGINE
INOPERATIVE
OPERATIONS
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42 DA42 L360 STANDARDIZATION MANUAL
V MC DEMONSTRATION
1-3
4, 5 6, 7 8 9, 10
11,
12
The entry and completion altitude may be no lower than 4000’ AGL.
NOTE
During training, to show the effect of angle of bank on V MC , the
maneuver will be demonstrated with 5º bank toward the
operating engine, with 0º bank and with 5º bank toward the
inoperative engine at least once during the course.
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DA42 L360 STANDARDIZATION MANUAL 43
Ref:
V MC DEMONSTRATION
FAA-H-8083-3A (Airplane Flying Handbook)
Objective: To recognize the indications of loss of directional control due to
attempted flight below V MC with one engine inoperative.
Maneuver Standards:
1. Select an altitude where recovery will occur no lower than 4000’ AGL.
2. Perform clearing turns.
3. Reduce Throttles to 17” MP.
4. Smoothly advance the Propeller RPM Levers to the Full Forward
position.
5. Set the Elevator Trim for takeoff, Rudder Trim neutral, and verify that
the flaps and landing gear are Up.
6. Reduce the power to the Idle position on the engine to be simulated
inoperative, and then smoothly set full power on the operating engine.
7. Establish a 5° bank towards the operating engine (best performance)
while simultaneously adjusting rudder pressure to maintain directional
control.
8. Establish and maintain a single-engine climb attitude at approximately
90 KIAS (3-4°pitch up) and then:
9. Slowly increase the pitch attitude to reduce the airspeed at a rate of
approximately 1 knot per second while applying rudder pressure to
maintain directional control until full rudder or full aileron is applied.
10. Initiate recovery at the first indication of a loss of directional control
(yaw or roll) or a stall warning (horn or buffet):
a. Simultaneously reduce power on the operating engine while decreasing
the angle of attack to regain control and airspeed.
b. Recover within 20° of the entry heading.
c. Smoothly increase power on the operating engine to full, adjusting
rudder pressure as necessary to maintain directional control, and
accelerate to V YSE .
11. Increase power on the simulated inoperative engine (if necessary,
maintain 22” MP/2200 RPM until CHT reaches 150° F).
12. Resume normal cruise, 23” MP/2200 RPM. Trim as necessary.
13. Complete the Cruise Flow/Checklist.
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44 DA42 L360 STANDARDIZATION MANUAL
FLIGHT PRINCIPLES –
ONE ENGINE INOPERATIVE
6, 7
11-13
1 2-5
8
9 10
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DA42 L360 STANDARDIZATION MANUAL 45
Ref:
FLIGHT PRINCIPLES –
ONE ENGINE INOPERATIVE
FAA-H-8083-3A (Airplane Flying Handbook)
Objective: To demonstrate the elements related to principles of flight with
an engine inoperative and recognize the effects on aircraft
performance.
Maneuver Standards:
1. Perform clearing turns.
2. Reduce power to 17” MP, maintaining altitude with pitch (trimming).
3. Smoothly advance the Propeller RPM Levers to the Full Forward
position.
4. At V YSE (90 KIAS), set the simulated inoperative engine to zero thrust
(11-14” MP, airspeed/altitude dependent).
5. Smoothly advance the Throttle Lever on the operating engine to the
Full Forward position (maximum continuous power).
6. Establish up to 5° bank towards the operating engine while maintaining
heading.
7. Pitch to maintain V YSE - 10 kts. (80 KIAS, 5° pitch up). Note stabilized
VSI reading.
8. Return to V YSE (90 KIAS).
9. Pitch to maintain V YSE + 10 kts. (100 KIAS, 1°pitch up). Note stabilized
VSI reading.
10. Return to V YSE (90 KIAS). Note stabilized VSI reading.
11. While maintaining V YSE (90 KIAS):
a. Call out, “Gear Down”, and extend the landing gear. Verify gear
DOWN and call out, “3 Green, No Red, One in the Mirror. Verify.”
The PM will verify the gear down condition and respond, “Gear
Down, Verified.” Note stabilized VSI reading.
b. Call out “Below 111, Flaps Landing” and extend the flaps to
Landing. Note stabilized VSI reading.
c. Call out, “Gear Up”, and retract the landing gear. Note stabilized
VSI reading. After the landing gear is retracted, call out, “Gear Up,
No Lights.”
d. Retract the flaps to 0° (Up) and reduce the power on the simulated
inoperative engine to idle (windmilling propeller). Note stabilized
VSI reading.
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46 DA42 L360 STANDARDIZATION MANUAL
12. Increase power on simulated inoperative engine (if necessary,
maintain 22” MP/2200 RPM until CHT reaches 150° F).
13. Resume normal cruise 23” MP/2200 RPM. Trim as necessary.
14. Complete the Cruise Flow/Checklist.
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48 DA42 L360 STANDARDIZATION MANUAL
MANEUVERING WITH ONE ENGINE INOPERATIVE
1-7
8
9
10-15
16-17
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Ref:
DA42 L360 STANDARDIZATION MANUAL 49
MANEUVERING WITH ONE ENGINE INOPERATIVE
FAA-H-8083-3A (Airplane Flying Handbook)
Objective: To respond appropriately to an engine failure occurring in flight,
maintaining aircraft control, and maneuvering with one engine
inoperative.
Maneuver Standards:
1. Upon experiencing an engine failure, maintain aircraft control.
2. Maintain altitude with pitch, allowing the airspeed to decrease no lower
than V YSE (90 KIAS), or as necessary for best performance.
3. Set the Mixture Controls Levers to the Full Forward position.
4. Advance the Propeller RPM Levers to the Full Forward position.
5. Set the Throttle Levers to the Full Forward (full power) position.
6. Verify that the landing gear is in the UP (retracted) position.
7. Verify that the flaps are in the UP position.
8. Identify the failed engine by noting the direction of the yaw and which
rudder is needed to control the yaw (“Dead Foot, Dead Engine…”).
9. Verify identifying the failed engine by reducing the throttle of the
suspected inoperative (“dead”) engine to determine if there is any
change.
10. Initiate a turn towards the nearest suitable airport.
11. If altitude permits, attempt to troubleshoot the cause of the engine
failure utilizing the Emergency Checklist, and restart if able.
If unable to restart the inoperative engine:
12. Perform the Engine Secure Checklist (if time permits).
NOTE
When an actual engine shutdown is intended at an altitude of
no less than 4000’ AGL, place the Propeller RPM Lever to the
FEATHER position (full aft), or
When a simulated engine shutdown is intended, simulate
placing the Propeller RPM Lever to the FEATHER position (full
aft) by placing your finger on the inoperative Propeller RPM
Lever and calling out, "Feather Left” or “Feather Right” (as
appropriate).
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50 DA42 L360 STANDARDIZATION MANUAL
NOTE
When simulating the feathering of the inoperative engine
propeller, the Pilot Flying (PF) must clearly indicate to the
Instructor Pilot (IP) the appropriate Propeller RPM Lever that
would be placed in the Feather position. The IP will then call
out, “I have the inoperative engine” and set zero thrust
(approximately 11-14” MP, airspeed/altitude dependent).
13. Utilizing the Emergency Checklist, simulate (except in an actual
emergency situation) completing the shutdown of the inoperative
engine.
NOTE
“Simulate” means only indicating to the IP what fuel selector,
switch, etc. would be placed in the OFF position, but not
actually doing so.
14. Set one-engine inoperative cruise with 25” MP/2500 RPM, or as
required.
15. Set Elevator and Rudder Trims to maintain altitude and V YSE (90 KIAS),
or as necessary for best performance.
16. Utilizing the Emergency Checklist, simulate (except in an actual
emergency situation) completing the securing of the inoperative
engine.
NOTE
“Simulate” means only indicating to the IP what fuel selector,
switch, etc. would be placed in the OFF position, but not
actually doing so.
17. To restart an actual shutdown and secured engine, utilize the
Emergency Checklist.
18. Increase power on the simulated inoperative engine (left) (if necessary,
maintain 22” MP/2200 RPM until CHT reaches 150° F).
19. Resume normal cruise, 23” MP/2200 RPM. Trim as necessary.
20. Complete the Cruise Flow/Checklist.
NOTE
Low fuel pressure may be experienced during uncoordinated or
sideslip flight at certain fuel quantities. Monitor engines
performance and expect engine roughness if prolonged
uncoordinated or sideslip maneuvers are maintained.
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52 DA42 L360 STANDARDIZATION MANUAL
ENGINE FAILURE DURING TAKEOFF BEFORE V MC
(simulated)
1 2, 2 3
4, 4 5
X
No simulated engine failures shall occur at an indicated airspeed
greater than 25 KIAS [this is less than 50% V MC (32 KIAS) as a safety
precaution since the Mixture Control Lever locking feature inhibits the
use of a Mixture Control Lever to fail an engine.] Only the toe brakes
are authorized to be used to safely simulate a failed engine. The IP
must be ready to take over the flight controls and Throttle Levers to
maintain safety at all times during the maneuver.
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DA42 L360 STANDARDIZATION MANUAL 53
Ref:
ENGINE FAILURE DURING TAKEOFF BEFORE V MC
(simulated)
FAA-H-8083-3A (Airplane Flying Handbook)
Objective: To recognize engine failures that occur prior to lift-off, promptly
responding with appropriate control inputs to maintain safe
control of the aircraft.
Maneuver Standards:
NOTE
No simulated engine failures shall occur at an indicated
airspeed greater than 25 KIAS [this is less than 50% V MC (32
KIAS) as a safety precaution since the Mixture Control Lever
locking feature inhibits the use of a Mixture Control Lever to fail
an engine.] Only the toe brakes are authorized to be used to
safely simulate a failed engine. The IP must be ready to take
over the flight controls and Throttle Levers to maintain safety at
all times during the maneuver.
In addition, the minimum runway width must be at least 75 feet
to ensure that sufficient lateral distance is available to allow
enough time to correct for an unexpected response to a
simulated engine failure during the takeoff roll.
1. During the takeoff roll, upon recognition of a loss of directional control:
a. Immediately reduce both Throttle Levers to the Idle position (full
aft), and
b. Maintain directional control with the rudder pedals and brakes, as
required.
2. When the situation is well under control, notify ATC or announce on
the CTAF, as appropriate, to advise and exit the runway.
3. Complete the After Landing Flow/Checklist.
4. If applicable, return to the runway approach end or taxiway
intersection, as appropriate, for takeoff.
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54 DA42 L360 STANDARDIZATION MANUAL
Instructor actions:
1. Cover both rudder pedals and brakes.
2. Firmly depress the brake pedal of the engine to be failed.
CAUTION
Too light a brake pressure will induce a mild drift while the
airplane continues to accelerate, while too heavy a brake
pressure may cause a tire skidding and a possible tire rupture.
3. If the student recovers from the maneuver correctly:
a. Abort the takeoff, and
b. Have the student exit the runway at the nearest available taxiway.
4. If the student fails to recover from the engine failure:
a. Simultaneously take the flight controls from the student
announcing, “I have the flight controls” (no response is needed
from the student since intervention is required to maintain
operational safety), and
b. Reduce both Throttle Levers to the Idle position (full aft) position,
maintaining directional control.
5. Abort the takeoff and exit the runway.
NOTE
The IP must be ready to take over the flight controls and
Throttle Levers to maintain safety at all times during the
maneuver.
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56 DA42 L360 STANDARDIZATION MANUAL
ENGINE FAILURE AFTER LIFT-OFF
(simulated)
107
9
123 4 5 6 7 8 6
400 FEET
2-5
1
X
No simulated engine failure after lift-off shall occur at an altitude less
than 500’ AGL and at an airspeed less than V YSE (90 KIAS). Only the
Throttle Lever may be used to simulate the failed engine.
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DA42 L360 STANDARDIZATION MANUAL 57
ENGINE FAILURE AFTER LIFT-OFF
(simulated)
Ref: FAA-H-8083-3A (Airplane Flying Handbook)
Objective: To follow the appropriate procedures for engine failures that
occur shortly after lift-off.
Maneuver Standards:
NOTE
No simulated engine failure after lift-off shall occur at an
altitude less than 500’ AGL and/or at an airspeed less than
V YSE (90 KIAS). Only the Throttle may be used to simulate
the failed engine.
1. Upon recognizing an engine failure, maintain directional control and
establish and maintain V YSE 90 KIAS (2-3° Up), as appropriate, and
establish zero sideslip for best performance (3°- 5° bank and ½ ball
slip toward the operating engine).
2. Verify that the:
a. Mixture Control Levers are in the Full Forward (Full Rich) position.
b. Propeller RPM Levers are in the Full Forward position.
c. Throttle Levers are in the Full Forward position.
d. Gear Selector switch is in the Up (retracted) position.
e. Flap Selector switch is in the 0° (Up) position.
f. Fuel Pump switches in the ON position.
g. Ignition switches in the BOTH position.
3. Identify the failed engine by noting the direction of the yaw and what
rudder is needed to control the yaw (“Dead Foot, Dead Engine…”).
4. Verify the failed engine by reducing the throttle of the suspected
inoperative “dead” engine to determine if there is any change.
5. Simulate placing the Propeller RPM Lever to the FEATHER position by
placing your finger on the inoperative Propeller RPM Lever and calling
out, "Feather Left” or “Feather Right” (as appropriate).
NOTE
When feathering the simulated inoperative engine propeller, the
Pilot Flying (PF) must clearly indicate to the Instructor Pilot (IP)
the appropriate Propeller RPM Lever that would be placed in the
Feather position. The IP will then call out, “I have the
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58 DA42 L360 STANDARDIZATION MANUAL
inoperative engine” and set zero thrust (approximately 11-14”
MP, airspeed/altitude dependent).
6. Maintain V YSE (90 KIAS) until obstructions are cleared. Trim as
necessary.
7. If time permits, complete the Engine Securing Checklist.
NOTE
Low fuel pressure may be experienced during uncoordinated or
sideslip flight at certain fuel quantities. Monitor engine
performance and expect engine roughness if prolonged
uncoordinated or sideslip maneuvers are maintained.
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60 DA42 L360 STANDARDIZATION MANUAL
APPROACH AND LANDING
WITH AN INOPERATIVE ENGINE
(simulated)
9
6
6-8
5
4
10 7
8
4, 5 2 1
3 1-3
11 9 10 12
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DA42 L360 STANDARDIZATION MANUAL 61
Ref:
APPROACH AND LANDING
WITH AN INOPERATIVE ENGINE
(simulated)
FAA-H-8083-3A (Airplane Flying Handbook)
Objective: To safely execute a one engine inoperative approach and
landing.
Maneuver Standards:
1. Complete the Engine Failure During Flight Checklist.
2. At least 2 nm from the runway, enter the traffic pattern at traffic pattern
altitude on a 45° entry to the downwind, maintaining a one-half mile
distance from the runway on the downwind leg.
3. Set power to 25” MP/2500 RPM, or as required, to maintain 100 KIAS.
4. If performance allows, abeam the point of intended landing and below
V LO (194 KIAS), call out, “Gear Down”, and extend the landing gear.
Verify gear DOWN and call out, “3 Green, No Red, One in the Mirror.
Verify.” The PM will verify the gear down condition and respond, “Gear
Down, Verified.”
5. Set power to 21” MP and commence a descent at 100 KIAS.
6. At the 45° point to the intended touchdown point, commence a turn to
the base leg.
NOTE
The above procedures assume an ideal pattern situation. Other
traffic, ATC, may require a modification of these procedures. In
all cases, the pilot shall exercise good judgment and maintain
positive airplane control.
7. When performance allows, call out “Below 137, Flaps Approach” and
set the flaps to Approach.
NOTE
No flap landings with power will cause a reduction in elevator
travel due to the variable elevator stop (“stick limiter”)
engagement above 14.5” MP.
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62 DA42 L360 STANDARDIZATION MANUAL
NOTE
Due to operation of the variable elevator stop (“stick limiter”),
flaps must be used on either APP or LDG positions for the
execution of this task. A no flap landing constitutes an
abnormal procedure and is not authorized to be used in
conjunction with this task.
A one-engine inoperative approach and landing with flap
settings of more than flaps UP are not recommended unless a
safe landing is assured (“making the field”). Higher flap
settings increase the loss of altitude during the transition to a
One Engine Inoperative Go-Around/Rejected (Balked) Landing.
8. Visually verify that the final approach (including the extended final and
the opposite base leg) is clear, and turn final.
9. If performance allows and a safe landing is assured, Call out “Below
111, Flaps Landing” and set the flaps to Landing. Maintain 85 KIAS.
10. By 300’ AFE, verify gear DOWN and call out, “3 Green, No Red, One
in the Mirror. Verify.” The PM will verify the gear down condition and
respond, “Gear Down, Verified”.
11. Complete the GUMP check [checking Gas (fuel selector) and Mixture
(mixture control), Undercarriage (landing gear), and Propellers
(propeller controls)] to verify for proper position/adjustment.
12. If the approach is stabilized, call out, “200 feet, Stabilized, Continuing.”
13. .At the round out, commence reducing power to idle, continuing the
flare to touchdown on the main wheels first, holding the nose wheel off
with back pressure throughout the rollout, settling gently.
14. Maintain directional control and decelerate to a safe taxi speed before
turning off the runway.
NOTE
During the flare, the IP will adjust the simulated inoperative
engine throttle to maintain zero-thrust. However, the PF should
reduce both throttles to idle after touchdown when advised by
the IP. When taking control of the simulated inoperative
engine, the PF must call out, “I have the inoperative engine.”
Low fuel pressure may be experienced during uncoordinated or
sideslip flight at certain fuel quantities. Monitor engine
performance and expect engine roughness if prolonged
uncoordinated or sideslip maneuvers are maintained.
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Section 5:
APPROACH AND LANDING
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64 DA42 L360 STANDARDIZATION MANUAL
NORMAL APPROACH AND LANDING
96
6-8 5
10, 7 11
4, 45
3
1-3
2 1
12 8 9 1013
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DA42 L360 STANDARDIZATION MANUAL 65
Ref:
NORMAL APPROACH AND LANDING
FAA-H-8083-3A (Airplane Flying Handbook)
Objective: To safely and accurately establish and maintain a stabilized
approach to a landing in a designated area.
Maneuver Standards:
1. Complete the Descent Flows/Checklists.
2. At least 2 nm from the runway, enter the traffic pattern at traffic pattern
altitude on a 45° entry to the downwind, maintaining a one-half mile
distance from the runway on the downwind leg.
3. Set power to 20” MP/2200 RPM and to establish and maintain 100
KIAS (1° Up). Trim as necessary.
4. Abeam the point of intended landing and below V LO (194 KIAS), call
out, “Gear Down”, and extend the landing gear. Verify gear DOWN
and call out, “3 Green, No Red, One in the Mirror. Verify.” The PM will
verify the gear down condition and respond, “Gear Down, Verified.”
5. Set power to 19” MP and commence a descent at 100 KIAS
(approximately 4° nose down).
6. At the 45° point to the intended touchdown point (or as appropriate for
wind conditions), commence a turn to the base leg.
7. Call out “Below 137, Flaps Approach” and Set flaps to Approach and
establish and maintain 90 KIAS (5° nose down). Trim as necessary.
8. Visually verify that the final approach (including the extended final and
the opposite base leg) is clear, and turn final.
9. When landing is assured, call out “Below 111, Flaps Landing” and set
the flaps to Landing. Establish and maintain 85 KIAS (5° Down). Trim
as necessary.
10. By 300’ AFE, complete a GUMP check [checking Gas (fuel selector)
and Mixture (mixture control), Undercarriage (landing gear), and
Propellers (propeller controls)] to verify for proper position/adjustment.
11. Verify gear DOWN and call out, “3 Green, No Red, One in the Mirror.
Verify.” The PM will verify the gear down condition and respond, “Gear
Down, Verified.” Adjust power as necessary to maintain airspeed.
12. If the approach is stabilized, call out, “200 feet, Stabilized, Continuing.”
NOTE
If the approach is not stabilized, call out, “200 feet, Not
stabilized, Going around”, and execute a go-around.
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66 DA42 L360 STANDARDIZATION MANUAL
13. At the round out, commence reducing power slowly and smoothly to
idle, continuing the flare to touch down on the main wheels first,
holding the nose wheel off with back pressure throughout the rollout;
allow settling gently.
14. Maintain directional control throughout the rollout, slowing sufficiently
before turning onto a taxiway.
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68 DA42 L360 STANDARDIZATION MANUAL
CROSSWIND APPROACH AND LANDING
86
6, 57
9, 710
4, 45
11-12
1-3
2 1
3
13 8 9 1014
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DA42 L360 STANDARDIZATION MANUAL 69
Ref:
CROSSWIND APPROACH AND LANDING
FAA-H-8083-3A (Airplane Flying Handbook)
Objective: To safely and accurately establish and maintain a stabilized
approach to as landing, correcting for a crosswind during the
approach, touchdown, and roll out.
Maneuvers Standards:
1. Complete the Descent Flows/Checklists.
2. At least 2 nm from the runway, enter the traffic pattern at traffic pattern
altitude on a 45° entry to the downwind, maintaining a one-half mile
distance from the runway on the downwind leg.
3. Set power to 20” MP/2300 RPM to establish and maintain 100 KIAS
(1° Up). Trim as necessary.
4. Abeam the point of intended landing and below V LO (194 KIAS), call
out, “Gear Down”, and extend the landing gear. Verify gear DOWN
and call out, “3 Green, No Red, One in the Mirror. Verify.” The PM will
verify the gear down condition and respond, “Gear Down, Verified.”
5. Set power to 19” MP and commence a descent at 100 KIAS
(approximately 5° nose down).
6. At the 45° point to the intended touchdown point (or as appropriate for
wind conditions), commence a turn to the base leg.
7. Call out “Below 137, Flaps Approach” and Set flaps to Approach and
establish and maintain 90 KIAS (5° nose down). Trim as necessary.
8. Visually verify that the final approach (including the extended final and
the opposite base leg) is clear, and turn final.
9. When landing is assured, call out “Below 111, Flaps Landing” and set
the flaps to Landing, and establish and maintain 85 KIAS (+ ½ gust
factor). Trim as necessary.
NOTE
In gusty wind conditions, use no more than flaps Approach.
10. By 300’ AFE, complete a GUMP check [checking Gas (fuel selector)
and Mixture (mixture control), Undercarriage (landing gear), and
Propellers (propeller controls)] to verify for proper position/adjustment.
11. Verify gear DOWN and call out, “3 Green, No Red, One in the Mirror.
Verify.” The PM will verify the gear down condition and respond, “Gear
Down, Verified.” Adjust power as necessary to maintain airspeed.
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70 DA42 L360 STANDARDIZATION MANUAL
12. If the approach is stabilized, call out, “200 feet, Stabilized, Continuing.”
NOTE
If the approach is not stabilized, call out, “200 feet, Not
stabilized, Going around”, and execute a go-around.
13. At the round out, reduce power to idle and continue the flare to touch
down on the upwind main wheel first, followed with the downwind main
wheel touchdown, while holding the nose wheel off with back pressure
(3° pitch up) throughout the rollout; allow settling gently.
NOTE
The propellers have significant drag effect at idle power and
fine (low) pitch. Adjust power and airspeed accordingly during
landing.
14. Increase aileron deflection into the wind while maintaining directional
control throughout the rollout, slowing sufficiently before turning onto a
taxiway.
NOTE
Low fuel pressure may be experienced during uncoordinated or
sideslip flight at certain fuel quantities. Monitor engine
performance and expect engine roughness if prolonged
uncoordinated or sideslip maneuvers are maintained.
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72 DA42 L360 STANDARDIZATION MANUAL
SHORT-FIELD APPROACH AND LANDING
86
6, 57
9-10 7
4, 4
5
11
3
1-3 2
12 8 9 1013-
11
16
1
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DA42 L360 STANDARDIZATION MANUAL 73
Ref:
SHORT-FIELD APPROACH AND LANDING
FAA-H-8083-3A (Airplane Flying Handbook)
Objective: To safely and accurately establish and maintain a stabilized
approach to a landing, obtaining maximum performance by
stopping in a minimum distance.
Maneuver Standards:
1. Complete the Descent Flows/Checklists.
2. At least 2 nm from the runway, enter the traffic pattern at traffic pattern
altitude on a 45° entry to the downwind, maintaining a one-half mile
distance from the runway on the downwind leg.
3. Set power to 20” MP/2200 RPM and to establish and maintain 100
KIAS (1° Up). Trim as necessary.
4. Abeam the point of intended landing and below V LO (194 KIAS), call
out, “Gear Down”, and extend the landing gear. Verify gear DOWN
and call out, “3 Green, No Red, One in the Mirror. Verify.” The PM will
verify the gear down condition and respond, “Gear Down, Verified.”
5. Set power to 18” MP and commence a descent at 100 KIAS (5° nose
down).
6. At the 45° point to the intended touchdown point (or as appropriate for
wind conditions), commence a turn to the base leg.
7. Call out “Below 137, Flaps Approach” and Set flaps to Approach and
establish and maintain 90 KIAS (5° nose down). Trim as necessary.
8. Visually verify that the final approach (including the extended final and
the opposite base leg) is clear, and turn final.
9. When landing is assured, call out “Below 111, Flaps Landing” and set
the flaps to Landing, and establish and maintain 85 KIAS. Trim as
necessary.
10. By 300’ AFE, complete a GUMP check [checking Gas (fuel selector)
and Mixture (mixture control), Undercarriage (landing gear), and
Propellers (propeller controls)] to verify for proper position/adjustment.
11. Verify gear DOWN and call out, “3 Green, No Red, One in the Mirror.
Verify.” The PM will verify the gear down condition and respond, “Gear
Down, Verified.” Adjust power as necessary to maintain airspeed.
12. If the approach is stabilized, call out, “200 feet, Stabilized, Continuing.”
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74 DA42 L360 STANDARDIZATION MANUAL
NOTE
If the approach is not stabilized, call out, “200 feet, Not
stabilized, Going around”, and execute a go-around.
13. Before the roundout, begin smoothly reducing power, continuing the
power reduction during the roundout while increasing the pitch to
maintain a constant glide path to the desired touchdown point
(airspeed will begin decreasing).
NOTE
At idle power and fine (low) pitch, the propellers produce a
significant drag effect. Adjust power and airspeed accordingly
during the approach and landing.
14. Touch down at minimum controllable airspeed with a power-off stall
pitch attitude, on the main wheels first (minimum float), and with the
throttles at the idle (closed) position.
NOTE
Avoid closing the throttles rapidly, which may result in an
immediate increase in the rate of descent and a hard landing.
15. Immediately after touchdown, lower the nose wheel to touch down.
16. At nose wheel touch down:
a) Retract the flaps to the UP (0º) position (for maximum braking
effectiveness),
b) Hold the control stick fully back, and
c) Apply braking as necessary to stop within the shortest distance
possible, consistent with safety and controllability.
NOTE
For training purposes, the flaps may be retracted and braking
applied only during dual flight activities.
17. Maintain directional control throughout the rollout, slowing sufficiently
before turning onto a taxiway.
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76 DA42 L360 STANDARDIZATION MANUAL
NO FLAP APPROACH AND LANDING
8
6,
7
9-11
4, 5
1-3
12 13
The landing gear unsafe warnings related to the Landing wing flap
position will be inoperative. Due to the operational characteristics of
the variable elevator stop (“stick limiter”), this maneuver is not
authorized to be conducted in the aircraft except in the case of an
actual flap malfunction where the flaps fail to extend.
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DA42 L360 STANDARDIZATION MANUAL 77
NO FLAP APPROACH AND LANDING
NOTE
This maneuver is not authorized to be conducted in the aircraft
except in cases of a flap malfunction where the flaps fail to
extend.
Ref:
FAA-H-8083-3A (Airplane Flying Handbook)
Objective: To execute an approach and landing with an inoperative flap
system, or when landing in strong/gusty crosswinds without
flaps.
Maneuver Standards:
NOTE
The landing gear unsafe warnings related to the Landing wing
flap position will be inoperative.
1. Complete the Descent Flows/Checklists.
2. At least 2 nm from the runway, enter the traffic pattern at traffic pattern
altitude on a 45° entry to the downwind, maintaining a one-half mile
distance from the runway on the downwind leg.
3. Set power to 18” MP to establish and maintain 100 KIAS (2° nose up).
Trim as necessary.
4. Abeam the point of intended landing and below V LO (194 KIAS), call
out, “Gear Down”, and extend the landing gear. Verify gear DOWN
and call out, “3 Green, No Red, One in the Mirror. Verify.” The PM will
verify the gear down condition and respond, “Gear Down, Verified.”
5. Set power to 15” MP to commence a descent at 100 KIAS (2° Down).
6. At the 45° point to the intended touchdown point (or as appropriate for
wind conditions), commence a turn to the base leg.
7. Establish and maintain 95 KIAS (5° nose down). Trim as necessary.
8. Visually verify that the final approach (including the extended final and
the opposite base leg) is clear, and turn final.
9. Establish and maintain 90 KIAS (2° Down). Trim as necessary.
10. By 300’ AFE, complete a GUMP check [checking Gas (fuel selector)
and Mixture (mixture control), Undercarriage (landing gear), and
Propellers (propeller controls)] to verify for proper position/adjustment.
11. Verify gear DOWN and call out, “3 Green, No Red, One in the Mirror.
Verify.” The PM will verify the gear down condition and respond, “Gear
Down, Verified.” Adjust power as necessary to maintain airspeed.
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78 DA42 L360 STANDARDIZATION MANUAL
12. If the approach is stabilized, call out, “200 feet, Stabilized, Continuing.”
NOTE
If the approach is not stabilized, call out, “200 feet, Not
stabilized, Going around”, and execute a go-around.
13. At the round out, commence reducing power to idle, continuing the
flare to touch down on the main wheels first, holding the nose wheel off
with back pressure (3° Up) throughout the rollout; allow settling gently.
NOTE
No flap landings with power will have reduced elevator travel
due to the variable elevator stop (“stick limiter”) being engaged
above 14.5” MP.
14. Maintain directional control throughout the rollout, slowing sufficiently
before turning onto a taxiway.
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80 DA42 L360 STANDARDIZATION MANUAL
GO-AROUND/REJECTED LANDING
1
2,
3
4
5-7
8-10
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DA42 L360 STANDARDIZATION MANUAL 81
Ref:
GO-AROUND/REJECTED LANDING
FAA-H-8083-3A (Airplane Flying Handbook)
Objective: To safely perform a go-around/rejected landing procedure.
Maneuver Standards:
1. Upon deciding to go-around:
a. Simultaneously establish an appropriate climb attitude (based on
airspeed at the go-around), and
b. Apply full power.
2. Establish and maintain a minimum of 90 KIAS.
3. With the rate of descent slowed or stopped, retract the flaps to
Approach.
4. Below V LO (156 KIAS) and with a positive rate of climb established, call
out, “Positive Rate, Gear Up”, and retract the landing gear. After the
landing gear is retracted, call out, “Gear Up, No Lights”.
5. Maneuver to the left or right side of the runway, as appropriate (nonpattern
side), to clear and avoid conflicting traffic, maintaining
directional control and proper wind-drift correction throughout the
climb.
6. Clear of obstacles, lower the nose to check for potential traffic and
clear the airspace ahead, and then establish/re-establish V YSE (90
KIAS).
7. At or above 90 KIAS, retract the flaps to the UP position (0°).
8. At 500’ AGL, lower the nose (approximately 6°) to establish and
maintain a cruise climb of 100 KIAS.
9. Execute a departure procedure or remain in the traffic pattern, as
appropriate.
10. Complete the Climb Flow/Checklist, when appropriate.
NOTE
During a go-around/rejected landing the variable elevator stop
(“stick limiter”) may engage and restrict elevator up travel. The
pilot must be alert to the operation of the “stick limiter” and
perform early go-around decision-making. A late go-around,
while in the interest of safety, may not always be the best
option due to the operation of the “stick limiter”.
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Section 6:
INSTRUMENT
OPERATIONS
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84 DA42 L360 STANDARDIZATION MANUAL
INSTRUMENT TAKEOFF (ITO)
10-12
1-6 7,
8
9
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DA42 L360 STANDARDIZATION MANUAL 85
Ref:
INSTRUMENT TAKEOFF (ITO)
FAA-H-8083-15 (Instrument Flying Handbook)
Objective: To develop the skill necessary to perform a takeoff solely by
reference to the flight instruments.
Maneuver Standards:
1. Align the airplane with the runway centerline and depress the brake
pedals to ensure holding the airplane in position.
2. Check the Horizontal Situational Indicator (HSI), setting the heading
“bug” to the runway heading.
3. Smoothly apply partial power to increase rudder effectiveness,
checking engine instruments, manifold pressures, and engine RPM.
4. If appropriate, call out, “Engine Instruments in the Green.”
5. Gradually release the brakes while smoothly and continuously
increasing the power.
6. Maintain precise heading control using the rudder pedals. If
appropriate, call out, “Airspeed Alive.”
7. At V R (78 KIAS), call out, “V R , Rotate”, and, referencing the attitude
indicator, smoothly and gradually pitch Up approximately 6°.
8. After lift-off, establish and maintain V Y (9° Up, 90 KIAS). Trim as
necessary.
9. With a positive rate of climb, depress the brake pedals, and call out,
“Positive Rate, Gear Up”, and retract the landing gear. After the
landing gear is retracted, call out, “Gear Up, No Lights”.
10. At 500’ AGL, lower the nose (approximately 6°) to establish and
maintain 100 KIAS. Trim as necessary.
11. Set climb power, 25” MP/2500 RPM. Trim as necessary.
12. Complete the Climb Flow/Checklist, when appropriate.
NOTE
For Airline Transport Pilot (ATP) training, the takeoff is made in
visual meteorological conditions (VMC). However, instrument
meteorological conditions (IMC) must be encountered before
reaching 100’ AGL.
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86 DA42 L360 STANDARDIZATION MANUAL
DME ARC
4-7
1-3
8
9
10,
11
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DA42 L360 STANDARDIZATION MANUAL 87
Ref:
DME ARC (Non-Published)
FAA-H-8083-15 (Instrument Flying Handbook)
Objective: To track a predetermined DME arc at a specified distance when
a non-published DME arc is assigned by ATC, or when the
instructor references a random VOR distance and radial (VLOC
mode will be used for this task).
Maneuver Standards:
1. Tune and identify the navaid [the navaid should be the active waypoint
for distance in GPS (e.g., OMN)]. The CDI should be Green in NAV 1
or NAV 2, as appropriate.
2. Determine the aircraft position by centering the CDI, noting the current
radial position.
3. When 2 nm from the arc, slow to 120 KIAS (22” MP/2200 RPM).
4. If assigned a heading to join the arc, note that the initial heading to join
may not be 90° from the previously assigned heading.
5. Determine the heading change to join the arc [e.g., for a 45° degree
heading change to join the arc, a standard rate turn would take 15
seconds. With a groundspeed of 120 kts. (or 2 nm/minute), every 15
seconds would be .5 nm].
6. Determine whether to join the arc with a left or right turn.
7. Start the turn to intercept the arc by distance calculated.
8. Note the DME distance after the turn is completed:
a. If the DME is .1 greater than the arc, turn 10° toward the arc.
b. If the DME is .1 less than the arc, maintain your current heading
until the DME increases to the assigned DME distance, then turn
10° toward the arc.
9. To help maintain positional orientation and situational awareness, use
the OBS to determine your position along the arc.
10. Complete the Descent Flow/Checklists.
11. Commence a turn to an appropriate heading to intercept the final
approach course 5° to 10° prior to the final approach course.
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88 DA42 L360 STANDARDIZATION MANUAL
Ref:
DME ARC (Published)
FAA-H-8083-15 (Instrument Flying Handbook)
Objective: To track a published DME arc at a specified distance when a
published DME arc is assigned by ATC. The appropriate
approach with the arc from the IAF will be loaded. For the arc
and transition to VLOC for ILS/LOC, GPS mode will be used.
Maneuver Standards:
1. The IAF for the arc should be the active waypoint in the GPS (e.g.,
BARBS for ILS RWY 7L KDAB).
2. The CDI should be Magenta (GPS) and the GPS sensitivity should be
in TERMINAL (1.0 mile).
3. When 2 nm from the arc, slow to 120 KIAS (22” MP/2200 RPM).
4. Turn Anticipation will alert for starting the turn to join the arc (displayed
on PFD, under the data fields for active waypoint).
NOTE
Once established on the arc, the active waypoint will change to
the next fix after the IAF. The distance displayed will be to the
next waypoint.
5. If ATC assigns a heading to join the arc, highlight the waypoint (on
flight plan page) that you would cross next, use ACVT LEG soft key or
MENU- activate leg.
6. Change headings to keep CDI centered and use distance to next
waypoint for situational awareness.
7. Complete the Descent Flow/Checklists.
8. Commence a turn to an appropriate heading to intercept the final
approach course passing the lead radial.
9. Change the CDI to Green (LOC 1 or 2), and tune and identify the
appropriate frequency.
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APPROACHES WITH COURSE REVERSAL
9-11
6-8
1-3
4, 5
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DA42 L360 STANDARDIZATION MANUAL 91
Ref:
APPROACHES WITH COURSE REVERSAL
FAA-H-8083-15 (Instrument Flying Handbook)
Aeronautical Information Manual (AIM), Section 4
Objective: To safely and accurately maneuver the airplane to the final
approach course.
Maneuver Standards:
1. Review the appropriate approach chart to determine frequencies,
courses, altitudes and missed approach procedures.
2. Prior to reaching the Initial Approach Fix (IAF), tune and identify the
navaid (if applicable).
3. Verify that the HSI is aligned with the magnetic compass.
4. At the IAF, perform the “5 Ts”:
Time: Take the time.
Turn: To track the course outbound.
Twist: Set the OBS to outbound course.
Throttle: Slow to 100 KIAS (20” MP/2200 RPM).
Talk: Make required reports.
5. When cleared, begin descent to initial approach altitude.
6. Call out “Below 137, Flaps Approach” and set the flaps to Approach
(Up with one engine inoperative).
7. Complete the Descent Flows/Checklists.
8. Set the OBS to the inbound course.
9. Complete the published course reversal within the published distance
limit.
10. Intercept the final approach course inbound.
11. Fly the published altitude(s).
NOTE
Continue with a Precision or Non-Precision Approach
Procedure, as appropriate.
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RADAR VECTORS FOR APPROACH
1-3
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DA42 L360 STANDARDIZATION MANUAL 93
Ref:
RADAR VECTORS FOR APPROACH
FAA-H-8083-15 (Instrument Flying Handbook)
Aeronautical Information Manual (AIM), Section 4
Objective: To safely and accurately maneuver the airplane in response to
ATC instructions to the final approach course.
Maneuver Standards:
1. Review the appropriate approach charts to determine frequencies,
courses, altitudes, and missed approach procedures.
2. Prior to reaching the Initial Approach Fix (IAF), tune and identify the
navaid (if applicable).
3. Verify that the HSI is aligned with the magnetic compass.
4. When within 30° of the final approach course, or 5 nm of the final
approach fix (FAF):
a. Slow to 100 KIAS (20” MP/2200 RPM).
b. Call out “Below 137, Flaps Approach” and set the flaps to
Approach (Up with one engine inoperative).
c. Complete the Descent Flows/Checklists.
5. When cleared for the approach, intercept the final approach course
inbound.
NOTE
Continue with a Precision or Non-Precision Approach
Procedure, as appropriate.
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94 DA42 L360 STANDARDIZATION MANUAL
PRECISION APPROACH (ILS)
W
N
S
E
1
2
2
3-5
3
4
6,
7
PLAN VIEW
PROFILE VIEW
1
2
2 3-5
3 6-8
4
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DA42 L360 STANDARDIZATION MANUAL 95
Ref:
PRECISION APPROACH (ILS)
FAA-H-8083-15 (Instrument Flying Handbook)
Objective: To safely and accurately maneuver the airplane vertically and
horizontally on a precision approach.
Maneuver Standards:
1. At the FAF (glide-slope intercept):
a. Below V LO (194 KIAS), call out, “Gear Down”, and extend the
landing gear. Verify gear DOWN and call out, “3 Green, No Red,
One in the Mirror. Verify.” The PM will verify the gear down
condition and respond, “Gear Down, Verified.”
b. Set power to 19” MP and adjust pitch (approximately 4° Down) to
maintain glide-slope and 100 KIAS.
NOTE
To determine an approximate rate of descent to maintain the
glide-slope, divide groundspeed by 2, and then multiply the
result by 10 (e.g., 90 knots/2= 45, 45 x 10 = 450 fpm).
2. At the Outer Marker (OM) or Locator Outer Marker (LOM):
a. Check the altimeter crossing the OM/LOM.
b. Perform the “5 Ts:
Time: Take the time.
Turn: To track the inbound course.
Twist: Verify that the OBS is set to inbound course.
Throttle: Maintain 100 KIAS.
Talk: Make required reports.
3. At 1000’ above DA(H), call out, “1000’ above DA(H).”
4. At 500’ above DA(H), call out, “500’ above DA(H)”, and complete a
GUMP check [checking Gas (fuel selector) and Mixture (mixture
control), Undercarriage (landing gear), and Propellers (propeller
controls)] to verify for proper position/adjustment.
5. Verify gear DOWN and call out, “3 Green, No Red, One in the Mirror.
Verify.” The PM will verify the gear down condition and respond, “Gear
Down, Verified.”
6. At 100’ above DA(H), call out, “100’ above DA(H).”
7. At DA(H), continue the descent when:
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96 DA42 L360 STANDARDIZATION MANUAL
a. At least one visual reference for the intended runway is distinctly
visible and identifiable, and the flight visibility is not less than the
visibility prescribed in the standard instrument approach being
used. Call out, “(Visual Reference) in Sight, Continuing.”
NOTE
Descend no lower than 100 above touchdown zone elevation
when referencing the approach light system without seeing the
red terminating bars or red side-row bars.
b. With the runway in sight and in a position from which a descent to
a landing on the intended runway can be made at a normal rate of
descent using normal maneuvers. Call out, “Runway in Sight,
Landing.” At or below V FE (111 KIAS), call out “Below 111, Flaps
Landing” and set the flaps as appropriate for landing.
NOTE
Maintain the localizer and glide-slope during the visual descent
to a point over the runway where the glide-slope must be
abandoned to accomplish a normal landing.
8. If no visual reference is in sight at DA(H), or visual reference is lost
when continuing the descent from DA(H), call out, “Missed Approach”,
and execute a go-around, complying with the published missed
approach procedure, or as directed by ATC.
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98 DA42 L360 STANDARDIZATION MANUAL
PRECISION APPROACH (ILS) -
ONE ENGINE INOPERATIVE
W
N
E
1
S
2 3-5
3
4 6,
7
PLAN VIEW
PROFILE VIEW
1
2
23-5 3 4
6,
7
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DA42 L360 STANDARDIZATION MANUAL 99
Ref:
PRECISION APPROACH (ILS) –
ONE ENGINE INOPERATIVE
FAA-H-8083-15 (Instrument Flying Handbook)
Objective: To safely and accurately maneuver the airplane on a precision
approach with one engine inoperative.
Maneuver Standards:
1. At the FAF (glide-slope intercept):
a. Below V LO (194 KIAS), call out, “Gear Down”, and extend the
landing gear. Verify gear DOWN and call out, “3 Green, No Red,
One in the Mirror. Verify.” The PM will verify the gear down
condition and respond, “Gear Down, Verified.”
b. Set power to 21” MP and adjust pitch (approximately 3° Down) to
maintain glide-slope.
c. Maintain 100 KIAS.
NOTE
To determine an approximate rate of descent to maintain the
glide-slope, divide groundspeed by 2, and then multiply the
result by 10 (e.g., 90 knots/2= 45, 45 x 10 = 450 fpm).
2. At the Outer Marker (OM) or Locator Outer Marker (LOM):
a. Check the altimeter crossing the OM/LOM.
b. Perform the “5 Ts:
Time: Take the time.
Turn: To track the inbound course.
Twist: Verify that the OBS is set to inbound course.
Throttle: Maintain 100 KIAS.
Talk: Make required reports.
3. At 1000’ above DA(H), call out, “1000’ above DA(H).”
4. At 500’ above DA(H), call out, “500’ above DA(H)”, and complete a
GUMP check [checking Gas (fuel selector) and Mixture (mixture
control), Undercarriage (landing gear), and Propellers (propeller
controls)] to verify for proper position/adjustment.
5. Verify gear DOWN and call out, “3 Green, No Red, One in the Mirror,
Verify.” The PM will verify the gear down condition and respond, “Gear
Down, Verified.”
6. At 100’ above DA(H), call out, “100’ above DA(H).”
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100 DA42 L360 STANDARDIZATION MANUAL
7. At DA(H), continue the descent when:
a. At least one visual reference for the intended runway is distinctly
visible and identifiable, and the flight visibility is not less than the
visibility prescribed in the standard instrument approach being
used. Call out, “(Visual Reference) in Sight, Continuing.”
NOTE
Descend no lower than 100 above touchdown zone elevation
when referencing the approach light system without seeing the
red terminating bars or red side-row bars.
b. With the runway in sight and in a position from which a descent to
a landing on the intended runway can be made at a normal rate of
descent using normal maneuvers. Call out, “Runway in Sight,
Landing.” At or below V FE (111 KIAS), call out “Below 111, Flaps
Landing” and set the flaps as appropriate for landing.
NOTE
Maintain the localizer and glide-slope during the visual descent
to a point over the runway where the glide-slope must be
abandoned to accomplish a normal landing.
8. If no visual reference is in sight at DA(H), or visual reference is lost
when continuing the descent from DA(H), call out, “Missed Approach”,
and execute a go-around, complying with the published missed
approach procedure, or as directed by ATC.
NOTE
A one-engine inoperative go around should be avoided if at all
possible.
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102 DA42 L360 STANDARDIZATION MANUAL
NON-PRECISION APPROACH
N
W
S
E
1-3 1 2 4-6 3
VOR
4
6-10 7-11 5
PLAN VIEW
PROFILE VIEW
1-3 1
VOR
4-6 2 3
10,
7-9 4 5
11
V
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DA42 L360 STANDARDIZATION MANUAL 103
Ref:
NON-PRECISION APPROACH
FAA-H-8083-15 (Instrument Flying Handbook)
Objective: To safely and accurately maneuver the airplane on a nonprecision
approach.
Maneuver Standards:
1. Determine the desired rate of descent for the approach (see page
105).
2. At the FAF:
a. Below V LO (194 KIAS), call out, “Gear Down”, and extend the
landing gear. Verify gear DOWN and call out, “3 Green, No Red,
One in the Mirror. Verify.” The PM will verify the gear down
condition and respond, “Gear Down, Verified.”
b. Set power and adjust pitch to establish and maintain the
predetermined rate of descent necessary to ensure descending to
and maintaining MDA prior to the missed approach point.
c. Maintain 100 KIAS.
3. Perform the “5 Ts”:
Time: Take the time.
Turn: To track the inbound course.
Twist: Verify that the OBS is set to inbound course.
Throttle: Maintain 100 KIAS.
Talk: Make required reports.
4. At 1000’ above MDA, call out, “1000’ above MDA.”
5. At 500’ above MDA, call out, “500’ above MDA”, and complete a
GUMP check [checking Gas (fuel selector) and Mixture (mixture
control), Undercarriage (landing gear), and Propellers (propeller
controls)] to verify for proper position/adjustment.
6. Verify gear DOWN and call out, “3 Green, No Red, One in the Mirror.
Verify.” The PM will verify the gear down condition and respond, “Gear
Down, Verified.”
7. At 100’ above MDA, call out, “100’ above MDA.”
8. Leveling off at the MDA, set power to 22” MP and set pitch 1° Up.
9. Initiate a descent from MDA when:
a. At least one visual reference for the intended runway is distinctly
visible and identifiable, and the flight visibility is not less than the
visibility prescribed in the standard instrument approach being
used. Call out, “(Visual Reference) in Sight, Continuing.”
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104 DA42 L360 STANDARDIZATION MANUAL
NOTE
Descend no lower than 100 above touchdown zone elevation
(TDZE) when referencing the approach light system without
seeing the red terminating bars or red side-row bars.
b. With the runway in sight and at the VDP, or, where no VDP is
provided, in a position from which a descent to a landing on the
intended runway can be made at a normal rate of descent using
normal maneuvers. Call out, “Runway in Sight, Landing.”
NOTE
If the runway environment is not in sight at the VDP, be
prepared for a missed approach.
10. Set power to 18” MP and, at or below V FE (111 KIAS), call out “Below
111, Flaps Landing” and set the flaps as appropriate for landing.
11. If no visual reference is in sight, continue to the missed approach point.
12. At the missed approach point, call out, “Missed Approach”, and
execute a go-around, complying with the published missed approach
procedure, or as directed by ATC.
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Ref:
DA42 L360 STANDARDIZATION MANUAL 105
DETERMINING APPROACH RATE OF DESCENT
FAA-H-8261-1 (Instrument Procedures Handbook)
Objective: To determine the descent rate for a non-precision approach
that should be used to ensure that the airplane reaches the
MDA at a distance from the threshold that will allow landing in
the touchdown zone.
Maneuver Standards:
1. To determine the required rate of descent for a non-precision
approach:
a. Subtract the Touchdown Zone Elevation (TDZE) from the Final
Approach Fix (FAF) altitude,
b. Divide the result by the time inbound.
EXAMPLE
If the FAF altitude is 2000’ MSL, the TDZE is 400’ MSL, and the
estimated time inbound is two (2) minutes, then a rate of
descent of 800 FPM should be used [(2000-400)/2 = 800].
2. To verify the position from which a descent from MDA (on a 3° glide
path) to a landing on the intended runway can be made:
a. Subtract the MDA from the TDZE,
b. Divide the result by 300.
EXAMPLE
With an MDA of 800’ MSL and a TDZE of 400’ MSL, the position
from which a descent from MDA to a landing should be initiated
is approximately 1.3 nm from the threshold [(800-400)/300 = 1.3].
NOTE
The runway threshold should be crossed at a nominal height of
50’ above the TDZE.
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106 DA42 L360 STANDARDIZATION MANUAL
NON-PRECISION APPROACH -
ONE ENGINE INOPERATIVE
1-3
4-6
7-10
1-3
2 4-6
7,
8
9-10
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DA42 L360 STANDARDIZATION MANUAL 107
Ref:
NON-PRECISION APPROACH -
ONE ENGINE INOPERATIVE
FAA-H-8083-15 (Instrument Flying Handbook)
Objective: To develop the ability to safely and accurately maneuver the
airplane vertically and laterally during a one engine inoperative
non-precision instrument approach.
Maneuver Standards:
1. Determine the desired rate of descent for the approach (see page
105).
2. At the FAF, call out, “Gear Up, Holding Gear.”
a. Leave the landing gear in the Up (retracted) position.
b. Set power and adjust pitch to establish and maintain the
predetermined rate of descent necessary to ensure descending to
and maintaining MDA prior to the missed approach point.
c. Maintain 100 KIAS.
3. Perform the “5 Ts”:
Time: Take the time.
Turn: To track the inbound course.
Twist: Verify that the OBS is set to inbound course.
Throttle: Maintain 100 KIAS.
Talk: Make required reports.
4. At 1000’ above MDA, call out, “1000’ above MDA.”
5. At 500’ above MDA, call out, “500’ above MDA.”
6. At 100’ above MDA, call out, “100’ above MDA.”
7. Leveling off at the MDA, set power to 24” MP and set pitch 1° Up.
8. Initiate a descent from MDA when:
a. At least one visual reference for the intended runway is distinctly
visible and identifiable, and the flight visibility is not less than the
visibility prescribed in the standard instrument approach being
used. Call out, “(Visual Reference) in Sight, Continuing.”
b. Below V LO (194 KIAS), call out, “Gear Down”, and extend the
landing gear. Verify gear DOWN and call out, “3 Green, No Red,
One in the Mirror. Verify.” The PM will verify the gear down
condition and respond, “Gear Down, Verified.”
c. Set power to 18” MP. Call out “Below (speed), Flaps (as desired)”
and set the flaps as appropriate for landing.
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108 DA42 L360 STANDARDIZATION MANUAL
d. With the runway in sight and at the VDP, or, where no VDP is
provided, in a position from which a descent to a landing on the
intended runway can be made at a normal rate of descent using
normal maneuvers. Call out, “Runway in Sight, Landing.”
NOTE
A one-engine inoperative go around should be avoided if at all
possible.
NOTE
If the runway environment is not in sight at the VDP, be
prepared for a missed approach.
9. If no visual reference is in sight, continue to the missed approach point.
10. At the missed approach point, call out, “Missed Approach”, and
execute a go-around, complying with the published missed approach
procedure, or as directed by ATC.
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110 DA42 L360 STANDARDIZATION MANUAL
MISSED APPROACH PROCEDURE
1-8
9-11
1-8
9-11
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DA42 L360 STANDARDIZATION MANUAL 111
Ref:
MISSED APPROACH PROCEDURE
FAA-H-8083-15 (Instrument Flying Handbook)
Objective: To comply with published missed approach procedures, or as
directed by ATC, while maintaining positive aircraft control.
Maneuver Standards:
1. At the missed approach point without the appropriate approach
lights/runway/airport and/or not in a position to make a normal
approach and landing, call out, “Missed Approach.”
2. Simultaneously establish an appropriate climb attitude (based on
airspeed/pitch attitude at the MAP) and apply full power.
3. Set the pitch to establish and maintain V YSE (7-9°, 90 KIAS).
4. If applicable, retract the flaps to Approach.
5. Below V LO (156 KIAS) and with a positive rate of climb established, call
out, “Positive Rate, Gear Up”, and retract the landing gear.
6. After the landing gear has retracted, call out, “Gear Up, No Lights.”
7. At V YSE (90 KIAS), retract the flaps to the UP position (0°) if applicable).
8. Report the missed approach to ATC and, if applicable, advise
intentions.
9. At 500’ AGL, lower the nose to 6° Up, set power 25” MP/2500 RPM,
and establish and maintain cruise climb 100 KIAS).
10. Complete the Climb Flow/Checklist.
11. Comply with the published missed approach procedure, or as directed.
NOTE
Special consideration must be given to traffic established in the
pattern to maintain adequate traffic separation. During training,
execute the appropriate missed approach procedure no later
than 2 nm prior to the actual missed approach point
(terminating the instrument approach procedure early) when
approaching runways with opposite direction traffic (e.g.,
executing KDED VOR Rwy 23 approach, KDED using Rwy 5 or
Rwy 12).
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112 DA42 L360 STANDARDIZATION MANUAL
CIRCLING APPROACH
N
W
S
E
VOR
11-3
2
3
4-6
PLAN
VIEW
PROFILE
VIEW
VOR
1-3 4-6
1 2 3
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DA42 L360 STANDARDIZATION MANUAL 113
CIRCLING APPROACH
Ref:
FAA-H-8083-15 (Instrument Flying Handbook)
Objective: To safely and accurately maneuver the aircraft to the landing
from an instrument approach procedure where the runway is
not aligned with the approach course.
Maneuver Standards:
NOTE
Circling may be made while other flying is in progress at the
airport. Standard left turns or ATC instructions must be
considered when planning circling to land.
1. Maneuver on the shortest path to the base or downwind leg, as
appropriate, considering existing weather conditions.
2. Remain within the circling visibility minima during the circling approach.
NOTE
While there is no restriction from passing over the airport or
other runways during a circling approach, during training
operations, restrictions may be imposed.
3. Remain at circling minimums until continuously in a position from which
a normal descent rate to a landing on the intended runway can be
made using normal maneuvering.
4. When descending from circling minimums (all engines operating):
a. Call out, “Runway in Sight, Landing”,
b. Verify gear DOWN and call out, “3 Green, No Red, One in the
Mirror. Verify.” The PM will verify the gear down condition and
respond, “Gear Down, Verified.”
c. Set power 20” MP.
d. When the landing is assured, call out “Below 111, Flaps Landing”
and set the flaps to Landing (or as required for wind/turbulence
conditions).
5. When descending from circling minimums (one engine inoperative):
a. Call out, “Runway in Sight, Landing”,
b. Call out, “Gear Down”, and extend the landing gear. Verify gear
DOWN and call out, “3 Green, No Red, One in the Mirror. Verify.”
The PM will verify the gear down condition and respond, “Gear
Down, Verified.”
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114 DA42 L360 STANDARDIZATION MANUAL
c. Set power to 19” MP.
d. When appropriate, at or below V FE (111 KIAS), call out “Below
111, Flaps Landing” and set the flaps as required for landing.
6. Complete the appropriate landing procedure.
NOTE
If visual reference to the runway is lost after commencing the
circling procedure, a missed approach should be initiated
immediately by making an initial climbing turn toward the
landing runway and then maneuver to intercept and fly the
missed approach course.
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116 DA42 L360 STANDARDIZATION MANUAL
HOLDING
1
1-7 2 345
8
Teardrop Entry
69
10
0
7
16,
8
17
Adjustments for
11
Time and Wind
12
11
Established
W
I
N
D
10 13
9
12
14,
15
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DA42 L360 STANDARDIZATION MANUAL 117
Ref:
HOLDING
FAA-H-8083-15 (Instrument Flying Handbook)
Aeronautical Information Manual (AIM), Section 3
Objective: To determine the recommended entry into a holding pattern,
maneuvering the aircraft over a predetermined fix, and holding
at a fix while correcting for the effects of the wind.
Maneuver Standards:
1. Tune and identify (if applicable) the appropriate navaid(s).
2. Verify that the HSI is aligned with the magnetic compass.
3. Identify the holding fix.
4. Determine the holding pattern position relative to the holding fix.
5. Determine the aircraft position relative to the holding fix.
6. Determine the holding pattern entry (Direct, Teardrop, or Parallel)
relative to aircraft position and the holding pattern position.
7. Within 3 minutes from the holding fix, set 22” MP/2200 RPM, slowing
to 120 KIAS.
8. Crossing the holding fix, perform the “5 Ts”:
Time: Take the time.
Turn: At a standard rate to the entry heading.
Twist: Verify that the OBS is set to inbound course.
Throttle: Maintain 120 KIAS.
Talk: Report the time and altitude entering the hold.
9. After one minute outbound in the entry procedure, turn at a standard
rate to intercept the inbound course to return to the holding fix.
NOTE
Above 14,000 MSL, the initial outbound leg should be flown for
1 1/2 minutes and the inbound leg should be maintained at 1 1/2
minutes.
10. Over the holding fix, turn in the direction specified at a standard rate to
the outbound leg heading. Report the time/altitude crossing the
holding fix to ATC.
NOTE
When holding at a VOR, begin the turn to the outbound leg at
the time of the first complete reversal of the TO/FROM indicator.
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118 DA42 L360 STANDARDIZATION MANUAL
11. Start the outbound time over/abeam the fix, whichever occurs later. If
the abeam position cannot be determined, start timing when the turn to
the outbound leg has been completed.
12. After one minute outbound, or as adjusted based groundspeed (actual
or anticipated), turn at a standard rate to intercept the inbound course.
NOTE
Some published holding patterns are 4nm instead of the
standard 1 minute. In this case, go outbound for 4nm before
commencing the inbound turn.
13. Start the inbound time at wings-level on the inbound course or on a
heading to intercept the inbound course, whichever occurs first. Note
the heading that maintains the course inbound.
14. Adjust the outbound leg time to achieve a one-minute inbound leg time
(e.g., 1 minute 15 seconds inbound = 45 seconds outbound).
NOTE
Any navigational means available (GPS, DME, RNAV, etc.) may
be used (unless the IP or Evaluator instructs otherwise) to
ensure the appropriate course tracking and inbound leg times.
15. When outbound, triple the inbound drift correction to avoid major
turning adjustments (e.g., if correcting left by 10° when inbound,
correct right by 30° when outbound) and to intercept the course at the
completion of the turn.
NOTE
Awareness of fuel on board should be a priority item during
holding procedures.
16. Report the time/altitude crossing the holding fix to ATC.
17. Resume cruise, or as appropriate.
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DA42 L360 STANDARDIZATION MANUAL 121
Ref:
AUTOPILOT OPERATIONS
KAP 140 Bendix/King Pilot’s Operating Handbook
Supplement
Objective: To safely operate the autopilot system within its normal
operating limits.
Maneuver Standards:
NOTE
Review the KAP 140 POH Supplement for a complete
description and operation of the autopilot system.
Operating Limitations:
1. Autopilot placard must be in forward view of the pilot.
2. The autopilot must not be used if any cabin window is open.
3. The autopilot must not be used during single engine operation.
4. The autopilot must be disconnected (using the DISC button) during
take-off and landing.
5. The system is approved for Category I operation only (Approach mode
selected). Maximum flap extension during approach operation: APP
position.
6. Autopilot maximum airspeed limitation: 185 KIAS. Autopilot minimum
airspeed limitation: 90 KIAS.
7. Altitude select captures below 800’ AGL are prohibited.
8. The autopilot must be disengaged:
a. Below 200’ AGL during approach operations with speeds of 130
KIAS or less.
b. Below 250’ AGL during approach operations with speeds greater
than 130 KIAS.
c. Below 200’ AGL during departure operations.
d. Below 800’ AGL for all other phases of flight.
9. Overriding the autopilot to change pitch or roll attitude is prohibited
(Disengage or depress CWS while maneuvering).
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122 DA42 L360 STANDARDIZATION MANUAL
Emergency Operating Procedures:
IMPORTANT
The four-step procedure listed below should be among the
basic airplane emergency procedures that are committed to
memory. It is important that the pilot be proficient in
accomplishing all four steps without reference to the manual.
To regain aircraft control in the event of an autopilot malfunction or
unexpected/un-commanded performance:
1. Grasp the airplane control stick firmly and regain airplane control.
2. Depress and hold the AP DISC switch throughout the recovery.
NOTE
Accomplish items 1 and 2 simultaneously!
3. Re-trim the airplane manually as required.
4. Pull the AUTOPILOT circuit breaker out.
Normal Operating Procedures:
Before Taxiing:
CAUTION
The entire preflight test procedure must be successfully
completed prior to each flight. Use of the autopilot or manual
electrical trim system is prohibited prior to completion of these
tests.
Autopilot Check
1. Turn the Avionics Master Switch ON to apply power to the computer
and begin a Self-Test. Successful completion of Self-Test is identified
by all display segments illuminating (Display Test) and the disconnect
tone sounding.
WARNING
If the AP TRIM FAIL annunciator stays on, the auto-trim did not
pass the pre-flight test. The autopilot circuit breaker must be
pulled. Manual electric trim cannot be used.
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DA42 L360 STANDARDIZATION MANUAL 123
2. Test the Manual Electric Trim by depressing and holding the AP DISC
button down while commanding trim. Manual Electric Trim should not
operate either nose up or nose down.
3. Engage the autopilot by pressing the AP button.
4. Move the Flight Controls fore, aft, left and right to verify that the
autopilot clutches can be overpowered.
5. Press the AP DISC switch and verify that the autopilot disconnects.
6. Manually set the trim to the takeoff position.
7. Depress the AP DISC switch.
8. Set the local altimeter setting on the autopilot.
9. Rotate the ALTITUDE SELECT knob until the desired altitude is
displayed.
NOTE
An altitude alert is annunciated 1000’ prior to arrival at the
selected altitude. A further alert is annunciated if the airplane
deviates from the selected altitude by ± 200’.
Climb/Descent
1. Set the airplane in a trimmed condition prior to autopilot engagement.
NOTE
Engaging the autopilot into a mis-trim condition may cause
unwanted attitude changes and a AP TRIM FAIL annunciation.
2. Press the AP button. Note that the ROL and VS annunciators are
illuminated.
WARNING
The pilot-in-command must continuously monitor the autopilot
when it is engaged and be prepared to disconnect the autopilot
and take immediate corrective action.
3. Press either the UP or DN button to modify airplane vertical speed
within the limits of ± 2000 ft./min.
Cruise
1. Press the ALT Mode Selector button. The autopilot will maintain the
selected BARO corrected altitude.
2. If using the altitude preselect, rotate the ALTITUDE SELECT knob until
the desired altitude is displayed.
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124 DA42 L360 STANDARDIZATION MANUAL
3. PUSH the ALTITUDE SELECT MODE (ARM) button to arm altitude
capture (occurs automatically upon altitude selection when the
autopilot is engaged).
4. For altitude changes of less than 100’, depress either the UP or DN
button incrementally to initiate a 20’ increase or decrease in altitude.
5. For heading hold, set the BUG to the desired heading and depress the
HDG Mode Selector Button.
6. For NAV coupling, SET the Course Bearing Pointer to the desired
course. Set the BUG to provide desired intercept angle and engage
HDG mode. Press the NAV Mode Selector button.
NOTE
If the Course Deviation Indicator is greater than 2 to 3 dots, the
airplane will continue in HDG mode (or ROL) with NAV ARM
annunciated until the course is automatically captured and
tracked. If the Deviation Indicator is less than 2 to 3 dots, the
HDG mode will disengage upon selecting APR mode.
Instrument Approach Procedures:
Precision Approach:
1. Check BARO setting.
2. Check/SET the Course Bearing Pointer to the inbound course.
3. Set the BUG to provide the desired intercept angle, and engage HDG
mode.
4. Press the APR Mode Selector button.
5. Maintain 100 KIAS during coupled approaches (90 to 130 KIAS
approach coupling limitation).
6. Note GS ARM annunciated. At glideslope centering, note that the
ARM annunciator goes out.
NOTE
The autopilot can capture glide-slope from above or below.
VOR, GPS, LOC, RNAV Approach:
1. Check BARO setting.
2. Check/Set the Course Bearing Pointer to the inbound course.
3. Set the BUG to provide desired intercept angle and engage HDG
mode.
4. Press the APR Mode Selector button.
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DA42 L360 STANDARDIZATION MANUAL 125
NOTE
Altitude preselect captures on non-precision approaches to
capture the MDA are not recommended.
LOC BC Approach:
1. Check BARO setting.
2. Check/Set the Course Bearing Pointer to the ILS FRONT course.
3. Set BUG to provide desired intercept angle and engage HDG mode.
4. Press the REV mode selector button.
Missed Approach:
1. Press the AP DISC switch to disengage the autopilot.
2. Execute the missed approach procedure.
3. After the airplane is in trim, depress the AP button for autopilot
operation (if desired).
NOTE
When tracking the ILS course outbound as part of the missed
approach procedure, use the NAV mode to prevent inadvertent
GS coupling.
Before Landing:
Depress the AP DISC switch to disengage autopilot.
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126 DA42 L360 STANDARDIZATION MANUAL
End of DA42 L360 Standardization Manual.
Revised 07-01-2011 © Embry-Riddle Aeronautical University Rev 02