Dataset Viewer
image
imagewidth (px) 736
6.74k
| text
stringlengths 0
32.8k
|
|---|---|
Diamond AIRCRAFT
DA 40 Series
AMM
Next to the LH and RH fuel filler neck If OÄM 40-348 is carried out:
Usable Fuel Qty .: 14.0 US gal / 53,0 |
WARNING USE ONLY JET FUEL JET-A1 or see Airplane Flight Manual
Total Fuel Qty .: 15.0 US gal / 56,8 |
If OÄM 40-348 and OAM 40-130 is carried out:
If MAM 40-139
Usable Fuel Qty .: 19.5 US gal / 73,8 |
is installed
Total Fuel Qty .: 20.5 US gal / 77,6 |
On the Fuel Cooler Baffle:
If MAM 40-139 is installed
Remove at Outside Air Temperatures above 20°C (68°F)
Coolant
OIL Shell Helix Ultra 5W/30 synth. API SJ/CF or see Airplane Flight Manual
3 off between the Blades
:selected:
Gearbox Oil Shell EP 75W90 API GL-4 or see AFM
2.5 bar / 36 psi
2.0 bar / 29 psi
WARNING USE ONLY JET FUEL JET-A1 or see Airplane Flight Manual
External Power Connection CAUTION: 14V DC
+0
WARNING Before connecting external power. ELECTRICAL MASTER ........ OFF PROPELLER ............=== CLEAR
Figure 1: Exterior Placards and Markings - Airplanes with the TAE 125 Diesel Engine Installed
Page 2 18 Oct 2019 11-21-00
|
|
| | 0 | 1 | 2 |
|---:|:----|:--------------------|:-----------|
| 0 | | STROBE LIGHT SYSTEM | |
| 1 | | | MODEL 182Q |
## SUPPLEMENT
## STROBE LIGHT SYSTEMUES
## SECTION 1 GENERAL
The high intensity strobe light system enhances anti-collision protec- tion for the airplane. The system consists of two wing tip-mounted strobe lights (with integral power supplies), a rocker switch, labeled STROBE LIGHTS, and a 5-amp push-to-reset circuit breaker. The rocker switch and circuit breaker are located on the left side of the switch and control panel.
## SECTION 2 LIMITATIONS
Strobe lights must be turned off when taxiing in the vicinity of other airplanes, or during night flight through clouds, fog or haze
## SECTION 3 EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when strobe lights are installed.
## SECTION 4 NORMAL PROCEDURES
To operate the strobe light system, proceed as follows:
1. Master Switch -- ON,
2. Strobe Light Switch -- ON.
|
|
## Geodetic datum
A minimum set of parameters required to define location and orientation of the local reference system with respect to the global reference system/frame.
## Geoid
The equipotential surface in the gravity field of the Earth which coincides with the undisturbed mean sea level (MSL) extended continuously through the continents.
Note .- The geoid is irregular in shape because of local gravitational disturbances (wind tides, salinity, current, etc.) and the direction of gravity is perpendicular to the geoid at every point.
## Geoid undulation
The distance of the geoid above (positive) or below (negative) the mathematical reference ellipsoid.
Note .- In respect to the World Geodetic System - 1984 (WGS-84) defined ellipsoid, the difference between the WGS-84 ellipsoidal height and orthometric height represents WGS-84 geoid undulation.
## Gregorian calendar
Calendar in general use; first introduced in 1582 to define a year that more closely approximates the tropical year than the Julian calendar (ISO 19108).
Note .- In the Gregorian calendar, common years have 365 days and leap years 366 days divided into twelve sequential months.
## Height
The vertical distance of a level, point or an object considered as a point, measured from a specific datum.
## Human Factors Principles
Principles which apply to aeronautical design, certification, training, operations and maintenance and which seek safe interface between the human and other system components by proper consideration to human performance
Integrity classification (aeronautical data)
Classification based upon the potential risk resulting from the use of corrupted data. Aeronautical data is classified as:
a) routine data: there is a very low probability when using corrupted routine data that the continued safe flight and landing of an aircraft would be severely at risk with the potential for catastrophe;
b) essential data: there is a low probability when using corrupted essential data that the continued safe flight and landing of an aircraft would be severely at risk with the potential for catastrophe; and
Version 2.5: 4 November 2021
|
|
Flight Controls
Diamond AIRCRAFT
DA 40 Series AMM
Intentionally left blank
Page 102
27-38-00
18 Oct 2019
|
|
OXYGEN DURATION CHART (48 CUBIC FEET CAPACITY)
1800
GAGE PRESSURE - (PSI)
PILOT & 3 PASSENGERS
PILOT & 2 PASSENGERS
PILOT & 1 PASSENGER
1600
1400
PILOT ONLY
1200
1000 :unselected:
800
600 :unselected:
400
200
O
2 3 4 5 6 7 8
9
OXYGEN DURATION - (HOURS)
NOTE: This chart is based on a pilot with an orange color-coded oxygen line fitting and passengers with green color-coded line fittings.
## Figure 2. Oxygen Duration Chart
For FAA requirements concerning supplemental oxygen, refer to FAR 91.32. Supplemental oxygen should be used by all occupants when cruising above 12,500 feet. As described in the Cessna booklet "Man At Altitude," it is often advisable to use oxygen at altitudes lower than 12,500 feet under conditions of night flying, fatigue, or periods of physiological or emo- tional disturbances. Also, the habitual and excessive use of tobacco or alcohol will usually necessitate the use of oxygen at less than 10,000 feet.
....
|
|
Diamond AIRCRAFT
8
7
6
1
5
1
4
3
F
VOLTAGE REGULATOR
NEF DA4-4224-10-42
ALT FAL
DHCRIETE IN 1
STARTER MOTOR
ANALOG IN 6 HI
INTEGRATED AMONIO
RB-400 1 B
.
TTOMAMAEL
J3414
PM414
INTEGRATED ANCHICA
RB-40028
GEARS IN1A GEARS 46 18
77011004
E
PITOT SWITCH
PITOT HEAT AMPS SENSOR
PITO
ANALOG IEN
DO IN & LO
1018822WH
MD1842ZWEI
310144228
ANALOG IHIH
48
ANALOG IN & HI
8000842
30000622
ANALOG IN 4 HI
EHO NOT
POWE
TTOMA22
POWER ORDUND ANALCO MALO
20
77CHIBAZEN
DOCH CLOSED
DECRETEN2
110284422
81001422
D
FUEL LEMIL LEFT LOW
10184422
11018422
#1018022
11018022
1
BISHAL GROUND
310MAA22N
17
MOTBAZEN
MAP BENBOR
(DAKIF OPTIONAL)
TRANSDUCER LO (OIND)
ANALOG IN 1 HI
OUTPUT (+]
ANALOG IN 1 LO +EV TRANSDUCER POWER
....
OUTPUT H
TTOGLATINH
:selected:
C
TRANSDUCER LO (OND)
FURUMIL LEFT
OPTIONAL EXTENDED RANGE INSTALLATION
20001AA22BL
2000142221
GROUND VM 1000
(NOT CERTIFIED)
MODAAZJOR
200018220
DIGITAL IN LA
EICITATICH OUT HI
:selected:
25001422ML
20000023CR
LONG RANGE
DIGITAL IN 2A DIGITAL IN ZA DIGITAL IN 4A
GROUND EXCITATION OUTH
OPTIONAL EXTENDED RANGE INSTALLATION
FUEL LEVEL NOHT
WOXBAZIOR
20002
VM 1000
(NOT CERTIFIED)
EXCITATION CUTH
B
280044225L
GROUND
LONG RANDE
180044220
MODEPOOR
DIGITATION
20004022WH
28004022WH
OUT HI
FUEL LEVEL NIGHT LOW
DISCRETE NIA
11016AA22
310MAZI
27
NOHAL GROUND
-
START EMTCH
DISCRETE N 1A
7400LA2
10
74000822
A
MOY TRANSDUCER POWER ALT CURRENT MON HI ALT CURRENT MON LO
OUTH
77004A22BL
காம
TRANSDUCER LO (GIND)
CONFIO MOGULE GHD
----
CONFIO MODULE 013-00806-00
CONFIO MOIALLE PAR
VOC
SEE NOTE 8
CONFIG MODULE DATA
CONFIG MODULE CLIC
:unselected:
WY TRANSDUCER POWER
ANALOG IN 2 HI ANALOG IN 2.LO
A
OUTPUT (+)
OUTPUT
TRANSDUCER LO (OND)
(DANOF OPTIONAL)
ANALOG IH 7 HI ANALOG IN 7 LO SISKAL GROUND
OUTPUT (+)
TTODIASPOR
OUTPUT H
TACH SCHBOR
+1DV TRANSDUCER PWN
ECCITATICH INPUT
TRANSDUCER LO (OHD]
OUTH
OUT LOPDROUND
OL TEMP SENSOR
ANALOG IN 1 HI ANALOG IN 1 LO BIGHAL GROUND
TTOOMGTINH
A
OUTPUT BRCUNG
TYPE-K THERMOCOUPLE WOHERABEY
THERMOCOUPLE RIF KI
FUEL FLOW SPHFOR
+12V TRANSDUCER PWN
ECCITATICH INPUT OUTH
DIGITAL IN 1
TRANSDUCER LO (OMD)
OUT LORND
ING TIMP ANALOG 1 H
END TEMP ANALOG 1 LO
ENG TEMP ANALOG 2H ENG TEMP ANALOG 2 LO
CHT
ENG TEMP ANALOG 3 H ENG TEMP ANALOG 3 LO
CHTA
MP ANALOG 4H
ENG TEMP ANALOG 4-LO
CHIT M
HD
ENG TEMP ANALOGO 7 HI ENO TEMP ANALOG 7 LO
ENG TEMP ANALOG & HI
AD
ENG TEMP ANALOG & LO
ENG TEMP ANALOG BHI ENG TEMP ANALOGO @ LO
BOTH
ENG TEMP ANALOO 10 HI HO TEMP ANALOO 10 LO
BOTH
HD
| | REV. | SCHEMATIC | DRAWING NO. | SHEET |
|---:|:-------|:---------------------|:---------------|:--------|
| 0 | C | G 1000, No Autopilot | DA4-9231-60-02 | 4/7 | |
|
| | SAMPLE LOADING PROBLEM | SAMPLE AIRPLANE | | YOUR AIRPLANE | |
|---:|:----------------------------------------------------------------------------------------------------------------|:------------------|:--------------------------|:----------------------|:--------------------------|
| 0 | | Weight (Ibs.) | Moment (Ib .- ins. /1000) | Weight (Ibs.) | Moment (Ib .- ins. /1000) |
| 1 | 1. Basic Empty. Weight (Use the data pertaining to your airplane as it is presently equipped. Includes unusable | | | 7271.2 18.31.2 1835.4 | 64,8 |
| 2 | fuel and full oil) . | 1800 | 63.3 | | 64900.75 |
| 3 | 2. Usable Fuel (At 6 Lbs./Gal.) Standard Tanks (88 Gal. Maximum) | 528 | | 528 | 24.6 |
| 4 | Reduced Fuel. (65 Gal.) | 390 | 18.1 | | |
| 5 | 3. Pilot and Front Passenger (Station 32 to 50) . | 340 | 12.6 | 345 | 13.0 |
| 6 | 4. Second Row Passengers | 340 | 25.2 | | |
| 7 | Cargo Replacing Second Row Seats (Sta. 65 to 82) | | | | |
| 8 | 5. Baggage (Area "A") or Passenger on Child's Seat (Sta. 82 to 108) 120 Lbs. Maximum | 90 | 8.7 | | |
| 9 | 6. Baggage-Aft (Area "B") and Hatshelf (Sta. 108 to 136) 80 Lbs. Maximum . | | | | |
| 10 | 7. RAMP WEIGHT AND MOMENT | 2960 | 127.9 | | |
| 11 | 8. Fuel allowance for engine start, taxi and runup | - 10 | -. 5 | | |
| 12 | 9. TAKEOFF WEIGHT AND MOMENT (Subtract step 8 from step 7) | 2950 | 127.4 | | |
10. Locate this point (2950 at 127.4) on the Center of Gravity Moment Envelope, and since this point falls within the envelope, the loading is acceptable.
SECTION 6
MODEL 182Q CESSNA
EQUIPMENT LIST WEIGHT & BALANCE/
Figure 6-5. Sample Loading Problem
|
|
PAGE INTENTIONALLY LEFT BLANK
|
|
DA 40 Series AMM
Diamond AIRCRAFT
Auto Flight
- ALERT (altitude alert) annunciation. This annunciation is only used when the altitude preselect option is installed.
- It illuminates continuously in the region of from 200 to 1000 feet from the selected altitude if the airplane was previously outside of this region.
- It flashes for two seconds the first time the airplane crossed the selected altitude.
- If flashes continuously in the 200 to 1000 feet region if the airplane was previously inside of this region (i.e., at the selected altitude). Associated with the visual alerting is an aural alert (5 short tones) which occurs 1000 feet from the selected altitude upon approaching the altitude and 200 feet from the selected altitude on leaving the altitude.
- Altitude alerter/vertical speed/baro setting display. This feature is used only if the altitude preselect option is installed. Normally the altitude alerter selected altitude is displayed. If the UP or DN button is pushed while in VS hold, the display changes to the command reference for the VS mode in FPM for 3 seconds. If the BARO button is pushed, the display changes to the autopilot baro setting in either IN HG or HPA for 3 seconds.
The flight control computer has these controls on the front panel:
- Rotary knobs (only if altitude preselect option is installed). These are used to set the altitude alerter reference altitude; or may be used immediately after pressing the BARO button, to adjust the autopilot baro setting to match that of the airplane's altimeter when manual adjustment is required.
- AP (autopilot engage/disengage) button. When pushed, it engages the autopilot if all logic conditions are met. This button is the only button that can engage the autopilot (only for P/N's 065- 00176-5403 and 065-00176-7703). The autopilot will engage in the basic roll (ROL) mode which functions as a wing leveler and in the vertical speed (VS) hold mode. The commanded vertical speed may be displayed manually in the upper right corner of autopilot display area if either UP or DN button is pressed. The captured VS will be the vertical speed present at the moment of AP button press. When pressed again, it will disengage the autopilot.
- HDG (heading) mode selector button. When pushed, it will select the 'heading' mode, which commands the airplane to turn to and maintain the heading selected by the heading bug on the HSI. A new heading may be selected at any time and will result in the airplane turning to the new heading. The button can also be used to toggle between HDG and ROL modes. This button may be used to engage the autopilot (only for P/N's 065-00176-5402 and 065-00176-7702).
22-10-00
|
|
Indicating Systems
Diamond AIRCRAFT
DA 42 Series AMM
## Trouble-Shooting
## 1. General
The table below lists the defects you could have with the control panel in the center console. If you have the trouble detailed in the Trouble column read across to the Possible Cause column. Then do the repair given in the Repair column.
| | Trouble | Possible Cause | Repair |
|---:|:----------------------------------------------------------------------------|:-----------------------------------------------------------------|:---------------------------------------------------|
| 0 | Parking brake or cabin heat control levers do not stay in the set position. | Friction tension too low. Too much wear in the friction washers. | Adjust the friction. Replace the friction washers. | |
|
Landing Gear
Diamond AIRCRAFT
DA 42 Series
AMM
B. Install the Parking Brake Valve
| | | Detail Steps/Work Items | Key Items/References |
|---:|:----|:---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------|:--------------------------|
| 0 | (1) | Move the parking brake valve into position by its mounting. | |
| 1 | (2) | Install the 2 bolts washers and nuts that attach the parking brake valve to its mounting. | |
| 2 | (3) | Connect the 4 brake hoses to the parking brake valve. | Remove all blanking caps. |
| 3 | (4) | Connect the Bowden control cable to the parking brake valve: - Move the inner cable of the Bowden cable through the swivel fitting. - Make sure that the parking brake control lever in the cockpit is set to RELEASE. - Make suer that the operating lever on the parking brake valve is set to the fully open position. - Tighten the screw of the swivel fitting. | |
| | | :unselected: | |
| 4 | (5) | Bleed the brake system. | Refer to Paragraph 9. |
| 5 | (6) | Do a test for the correct operation of the parking brake system: - Push and hold both brake pedals on the pilot's rudder pedal assembly. - Set the PARKING BRAKE to PARK. - Both wheel brakes must stay on. - Set the PARKING BRAKE to RELEASE. - Both wheel brakes must release. | |
| | | :unselected: :unselected: :unselected: | |
| 6 | (7) | Install the pilots' seats. | Refer to Section 25-10. |
Page 218 15 Nov 2021 32-40-00
|
|
PAGE INTENTIONALLY LEFT BLANK
|
|
Oil System
Diamond AIRCRAFT
DA 40 Series
AMM
Intentionally left blank
Page 2
79-TITLE
18 Oct 2019
|
|
Indicating Systems
Diamond AIRCRAFT
DA 40 Series AMM
Intentionally left blank
Page 204
31-12-00
18 Oct 2019
|
|
Table 25-2. Common Weather Chart Symbols
| | Feature | Symbol | Definition |
|---:|:----------|:---------|:----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------|
| 0 | Low | L | A minimum of atmospheric pressure in two dimensions (closed isobars) on a surface chart, or a minimum of height (closed contours) on a constant-pressure chart. Also known as a cyclone. |
| 1 | High | H | A maximum of atmospheric pressure in two dimensions (closed isobars) on a surface chart, or a maximum of height (closed contours) on a constant-pressure chart. Also known as an anticyclone. |
| 2 | Trough | | An elongated area of relatively low atmospheric pressure or height. |
| 3 | Ridge | | An elongated area of relatively high atmospheric pressure or height. May also be used as reference to other meteorological quantities, such as temperature and dewpoint. |
1009 0 :selected:
1010 0
1009 1008 1007 1004
1000
996 997
1003
0
10121012
1008
999
1015 1013 º1016 :unselected:
1005
1018
998
996
994
993 0
997
992.
993
991
:selected:
997
995
993
989
1009
992
997
1010
1017
0
1008
1010
1015
O
1019
1013
1011
1006
:unselected:
1001 1005 :selected:
1002
. :selected:
999
998
998
1000
998
998
:unselected:
1000
1000
1000
1012
1007
0
1009
1008
1009
1005
1010
1008 1004
999
998
:selected:
1002
1000
1001
1000
1001
1003
1002
Figure 25-4. Analysis Procedure Step 3: Interpret Significant Weather Features
25.2.3 Surface Analysis Chart
The WPC in College Park, MD, produces a variety of surface analysis charts for North America that are available on their website. The WPC's surface analysis is also available on the AWC's and other providers' websites.
|
|
## WT9 Dynamic LSA / Club Aircraft Maintenance Manual
AERO POOL SINCE 1991
- AS-AMM-01-000
(2) Nose wheel bearings replacement:
(a) Remove the wheel (Chapter 32-40).
(b) Deflate the tire to zero pressure.
(c) Separate the tire (1, Fig. 32-16) from the discs (2; 3).
(d) Unscrew the bolts (4) and disassemble the discs (2; 3).
(e) Remove the O ring (5).
(f) Use Circlip pliers to remove the circlips (7) and pull out the bearings (6).
(g) Slide in the new bearings (6) and secure with circlips (7).
(h) Install the tire (see 2.B.(1)).
:selected:
0
1
5
2
6
7
3
4
1 - Tire
2 - Disc 1
3 - Disc 2
4 - Allen bolt M8 x 70 (8 pc)
5 - O ring
6 - Bearing ø25 x 47
7 - Circlip ø47
Fig. 32-16 Nose Wheel
Chapter 32-40
WHEELS AND BRAKES
Page 32-36 Effectivity: ALL
22. 05. 2017
|
|
DA 42 Series AMM
Diamond AIRCRAFT
Engine Indicating
00
Crankshaft Sensor
Crankshaft Sensor
Screw
Screw
A
:selected:
Figure 2: Crankshaft (RPM) Sensor Installation for the TAE 125-01 Engine
77-40-00
15 Nov 2021
|
|
Flight Controls
Diamond AIRCRAFT
DA 42 Series
AMM
Intentionally left blank
Page 102 15 Nov 2021 27-39-00
|
|
PERIODIC INSPECTIONS
WT9 Dynamic LSA / Club Aircraft Maintenance Manual - ·AS-AMM-01-000
AERO
POOL
SINCE 1991
This page is left blank intentionally
| | GENERAL | | Chapter 05-00 |
|---:|:----------|:-----------------|:----------------|
| 0 | Page 05-6 | Effectivity: ALL | 22. 05. 2017 | |
|
Flight Controls
Diamond AIRCRAFT
DA 42 Series
Push Rods from Fuselage
To RH Wing
Actuator Control Rod
Flap Idler Lever
in the Fuselage
Push Rods from Fuselage
LH Wing Shown, RH Wing Similar
Rigging Pin Hole
Left Flap Rib
1
Left Inner Flap
8
Guide Rollers
To Left Outer Flap
Figure 2: Flap Pushrods and Bellcranks in the Wings
| | Page 4 | | Doc # 7.02.01 |
|---:|:------------|:---------|:----------------|
| 0 | 15 Nov 2021 | 27-50-00 | Rev. 5 | |
|
Figure 5-59. Wing and horizontal stabilizer vortices on an MD-11.
and-level flight, it is also said to have positive dynamic stability. The airplane, however, may pass through level flight and remain pitched down, and then continue the recovery process by pitching back up. This pitching up and then down is known as an oscillation. If the oscillations lessen over time, the airplane is still classified as having positive dynamic stability. If the oscillations increase over time, the airplane is classified as having negative dynamic stability. If the oscillations remain the same over time, the airplane is classified as having neutral dynamic stability.
Figure 5-61 shows the concept of dynamic stability. In view A, the displacement from equilibrium goes through three oscillations and then returns to equilibrium. In view B, the displacement from equilibrium is increasing after two oscillations, and will not return to equilibrium. In view C, the displacement from equilibrium is staying the same with each oscillation.
Lateral axis
CG
Vertical axis
## Longitudinal Stability
Longitudinal stability for an airplane involves the tendency for the nose to pitch up or pitch down, rotating around the lateral axis, which is measured from wingtip to wingtip. If an airplane is longitudinally stable, it will return to a properly trimmed angle of attack after the force that upset its flightpath is removed.
The weight and balance of an airplane, which is based on both the design characteristics of the airplane and the way it is loaded, is a major factor in determining longitudinal stability. There is a point on the wing of an airplane, called the center of pressure or center of lift, where all the lifting forces concentrate. In flight, the airplane acts like it is being lifted from or supported by this point. This center of lift runs from wingtip to wingtip. There is also a point on the airplane, called the center of gravity, where the mass or weight of the airplane is concentrated. For an airplane to have good longitudinal stability, the center of gravity is typically located forward of the center of lift. This gives the airplane a nosedown pitching tendency, which is balanced out by the force generated at the horizontal stabilizer and elevator. The center of gravity has limits within which it must fall. If it is too far forward, the forces at the tail might not be able to compensate and it may not be possible to keep the nose of the airplane from pitching down.
In Figure 5-62, the center of lift, center of gravity, and center of gravity limits are shown. It can be seen that the center of gravity is not only forward of the center of lift, it is also forward of the center of gravity limit. At the back of the airplane, the elevator trailing edge is deflected upward to create a downward force on the tail, to try and keep the nose
Longitudinal axis
Figure 5-60. The three axes intersect at the airplane's center of gravity. The flight control that produces motion around the indicated axis is a matching color.
|
|
Controlling the wind correction angle during a turn can be complex to understand. The concept may be understood by comprehending the difference between the number of degrees that the airplane has turned over the ground versus the number of degrees that the airplane has turned in the air. As an example, assume the airplane is exactly crosswind, meaning directly at a point that is 90° to the straight-lined ground reference. In this example, if the wind requires a 10° wind correction angle (for this example, this is a left turn with the crosswind from the left), the airplane would be at a heading that is 10° ahead when directly over the 90° ground reference point. In other words, the first 90° track over the ground would result in a heading change of 100° and the last 90° track over the ground would result in 80° of heading change.
As the turn progresses from a downwind position to an upwind position, the pilot should gradually decrease the bank angle with coordinated aileron and rudder pressure. The pilot should reference the airplane's nose, wingtips, and the ground references and adjust the rollout timing so that the wings become level just as the airplane crosses the straight-line ground reference at the proper heading, altitude, and airspeed. As the airplane re-crosses the straight-lined ground reference, the opposite turn begins-there should be no delay in rolling out from one turn and rolling into the next turn. Because the airplane is now upwind, the roll in should be smooth and gentle and the initial bank angle should be shallow. As the turn progresses, the wind changes from upwind, to crosswind, to downwind. In a similar manner described above, the pilot should adjust the bank angle to correct for changes in groundspeed. As the groundspeed increases, the pilot should increase the bank angle to maintain a constant-radius turn over the ground. At the 90° crosswind position, the airplane should also have the correct wind correction angle. As the airplane turns downwind and the groundspeed increases, the bank angle should be increased so that the rate of turn maintains a constant-radius turn.
The following are the most common errors made while performing S-turns across a road:
1. Failure to adequately clear surrounding area for safety hazards, initially and throughout the maneuver.
2. Failure to establish a constant, level altitude prior to entering the maneuver.
3. Failure to maintain altitude during the maneuver.
4. Failure to properly assess wind direction.
5. Failure to properly execute constant-radius turns.
6. Failure to manipulate the flight controls in a smooth and continuous manner when transitioning into turns.
7. Failure to establish the appropriate wind correction angle.
8. Failure to apply coordinated aileron and rudder pressure, resulting in slips or skids.
## Elementary Eights
Elementary eights are a family of maneuvers in which each individual maneuver is one that the airplane tracks a path over the ground similar to the shape of a figure eight. There are various types of eights, progressing from the elementary to advanced types. Each eight is intended to develop a pilot's flight control coordination skills, strengthen their awareness relative to the selected ground references, and enhance division of attention so that flying becomes more instinctive than mechanical. Eights require a greater degree of focused attention to the selected ground references; however, the real significance of eights is that the pilot develops the ability to fly with precision.
Elementary eights include eights along a road, eights across a road, and eights around pylons. Each of these maneuvers is a variation of a turn around a point. Each eight uses two ground reference points about which the airplane turns first in one direction and then the opposite direction-like a figure eight.
Eights maneuvers are designed for the following purposes:
· Further development of the pilot's skill in maintaining a specific relationship between the airplane and the ground references.
· Improving the pilot's ability to divide attention between the flightpath and ground-based references, manipulation of the flight controls, and scanning for outside hazards and instrument indications during both turning and straight-line flight.
· Developing the pilot's skills to visualize each specific segment of the maneuver and the maneuver as a whole, prior to execution.
· Developing a pilot's ability to intuitively manipulate flight controls to adjust the bank angle during turns to correct for groundspeed changes in order to maintain constant-radius turns and proper ground track between ground references.
|
|
## UNITED STATES OF AMERICA DEPARTMENT OF TRANSPORTATION-FEDERAL AVIATION ADMINISTRATION STANDARD AIRWORTHINESS CERTIFICATE
| | 1 NATIONALITY AND REGISTRATION MARKS | 2 MANUFACTURER AND MODEL | 3 AIRCRAFT SERIAL NUMBER | 4 CATEGORY |
|---:|:---------------------------------------|:---------------------------|---------------------------:|:-------------|
| 0 | N12345 | Boeing 787 | 43219 | Transport |
## 5 AUTHORITY AND BASIS FOR ISSUANCE
This airworthiness certificate is issued pursuant to 49 U.S.C. 44704 and certifies that, as of the date of issuance, the aircraft to which issued has been inspected and found to conform to the type certificate therefore, to be in condition for safe operation, and has been shown to meet the requirements of the applicable comprehensive and detailed airworthiness code as provided by Annex 8 to the Convention on International Civil Aviation, except as noted herein. Exceptions: None
6 TERMS AND CONDITIONS
## Unless sooner surrendered, suspended, revoked, or a termination date is otherwise established by the FAA, this airworthiness certificate is effective as long as the maintenance, preventative maintenance, and alterations are performed in accordance with Parts 21, 43, and 91 of the Federal Aviation Regulations, as appropriate, and the aircraft is registered in the United States.
DATE OF ISSUANCE
9 Jan 2015
FAA REPRESENTATIVE
E.R. White
E.R. White
DESIGNATION NUMBER
NE-XX
Any iteration, reproduction, or misuse of this certificate may be punishable by a fine not exceeding $1,000 or imprisonment not exceeding 3 years or both. THIS CERTIFICATE MUST BE DISPLAYED IN THE AIRCRAFT IN ACCORDANCE WITH APPLICABLE FEDERAL AVIATION REGULATIONS.
FAA Form 8100-2 (04-11) Supersedes Previous Edition
Figure 2-20. FAA Form 8100-2, Standard Airworthiness Certificate.
the reader numerous options for electronic maintenance records. Many of these programs offer a combination of the data research, such as ADs, SBs, STCs, and TCDSs, required to conduct proper maintenance, inspections, and data recording (logbook entries, AD compliance history, length of component time in service, and so forth) desired to improve the efficiency of the technician.
Although some large shops and certified repair stations may have a separate group of people responsible for "records and research," the professional maintenance technician must be aware of the benefits of these systems. Some factors to consider when reviewing a system are:
What is the typical size of the aircraft that maintenance is being done on? (i.e., less than 12,500 pounds, more than 12,000? Mixed?)
Does the program have built-in templates for the aircraft being worked on?
What FAA forms (if any) are available in the program?
· Does it have a user-friendly template to enter the data for the form or must data be directly entered onto the form?
Can it calculate weight and balance data?
Does it have adequate word search capabilities?
Is it networkable?
· Are the updates sent via U.S. mail or downloaded from
the Internet?
What is the maximum number of aircraft that the system can handle?
Can the system handle both single- and multi-engine aircraft? Fixed and rotary wing? Piston and jet?
:selected: Can an item removed from an aircraft be tracked?
Is the data from this system exportable to other electronic formats?
:selected: Can it forecast items due for maintenance or inspection?
Since no program can be considered the best, the technician must learn all they can about the numerous systems that exist. Exposure to the pros and cons of these different systems can be one of the benefits of attending various trade shows, maintenance seminars, or IA renewal sessions. Continuous learning and personal improvement is the goal of every professional maintenance technician.
Light Sport Aircraft (LSA)
## Maintenance
The light sport aircraft (LSA) category includes gliders, airplanes, gyroplanes, powered parachutes, weight-shift and lighter-than-air aircraft. There are two general types of LSAs: Special (SLSA) and Experimental (ELSA). The SLSA are factory built and the ESLA are kit-built. This new category of aircraft was added to the regulations in 2004. (Refer to 14 CFR sections 21.190, 65.107, and 91.327, all dated July 27, 2004.)
|
|
## Normal Take-off and Landing
10. It is normal practice to hover the helicopter immediately prior to landing and immediately after take-off. This enables the pilot to correct for any lateral motion before touching down and also allows him to check that the helicopter has been correctly loaded before committing the aircraft to forward flight. The hover height chosen will be a compromise between exploiting the maximum ground effect, where less power is needed to hover, and the need to maintain a safe clearance between the aircraft and the ground for possible manoeuvring.
11. Take-off. A take-off into the hover is accomplished by raising the collective lever and thus increasing the pitch on all the rotor blades. When the resulting increase in rotor thrust more than offsets the weight of the helicopter, the aircraft leaves the ground and climbs vertically, the lever then being adjusted to maintain the desired hover height. During the take-off, the correct hovering attitude is selected with the cyclic stick and any tendency to yaw, as torque is increased, is corrected by use of pedal. The stage when the landing gear is in only light contact with the ground should not be prolonged - the aim being for a smooth unstick - as any lateral movement at this stage could induce ground resonance.
12. Landing. Although a landing is basically a reversal of the take-off technique, the variations in helicopter design lead to slight differences. In general, the helicopter is first settled in a hover and then height is gently reduced by use of the lever. The aim is for a firm but smooth contact with the ground, with no movement except in the vertical plane. As soon as the landing gear is firmly in contact with the ground the whole weight of the helicopter is transferred to the ground with a smooth but firm downward movement of the lever, continuing the movement until the lever is fully down. Throughout the landing the hover attitude is maintained to prevent the helicopter from drifting; any tendency to yaw is checked by use of pedal.
## Take-off and Landing out of Wind
13. Ideally, the take-off and landing should be made into wind, but there will be times when this is not possible. The basic landing and take-off techniques apply equally in crosswind conditions, but in strong winds certain control limitations exist which must be anticipated and allowed for by the pilot.
14. During any out-of-wind take-off the tendency for the rotor disc to 'flap-back' in relation to the wind must be checked by use of the cyclic control, otherwise the aircraft will drift sideways down-wind. On landing, this drift will be corrected by maintaining a steady hover prior to touchdown, but on take-off, the pilot must be prepared to incline the rotor disc slightly into wind by use of the cyclic control as the aircraft leaves the ground. In some helicopters the amount of rearwards cyclic control available is less than the amount of forward control. Loss of control can, therefore, occur whilst attempting to obtain a steady hover following a down-wind take-off, or when approaching the hover prior to a down-wind landing in a strong wind. In addition, during a down-wind take-off or landing, the weathercock effect tends to make the aircraft directionally unstable.
15. Added to the drift problems associated with an out-of-wind take-off, landing or hover is the impairment of directional control. This becomes increasingly critical where a crosswind tends to weathercock the aircraft in the same direction as the main rotor torque because, in the extreme case, the combined weathercock and torque effect will exceed the counteracting force which can be applied by the appropriate yaw pedal. In such a condition, directional control could not be maintained. Aircrew Manuals should be consulted for limitations.
|
|
There, amidst divans, deep rugs, tent hangings and mementos of the desert, she dismissed the Fremen amazons Stilgar had assigned as her personal guardians.
Watchdogs, more likely! When they had gone, muttering and objecting, but more fearful of her than they were of Stilgar, she stripped off her robe, leaving only the sheathed crysknife on its thong around her neck, strewed garments behind as she made for the bath.
He was near, she knew -- that shadow-figure of a man she could sense in her future, but could not see. It angered her that no power of prescience could put flesh on that figure. He could be sensed only at unexpected moments while she scanned the lives of others. Or she came upon a smoky outline in solitary darkness when innocence lay coupled with desire. He stood just beyond an unfixed horizon, and she felt that if she strained her talents to an unexpected intensity she might see him. He was there -- a constant assault on her awareness: fierce, dangerous, immoral.
Moist warm air surrounded her in the tub. Here was a habit she had learned from the memory-entities of the uncounted Reverend Mothers who were strung out in her awareness like pearls on a glowing necklace. Water, warm water in a sunken tub, accepted her skin as she slid into it. Green tiles with figures of red fish worked into a sea pattern surrounded the water. Such an abundance of water occupied this space that a Fremen of old would have been outraged to see it used merely for washing human flesh.
He was near.
It was lust in tension with chastity, she thought. Her flesh desired a mate.
Sex held no casual mystery for a Reverend Mother who had presided at the sietch orgies. The tau awareness of her other-selves could supply any detail her curiosity required. This feeling of nearness could be nothing other than flesh reaching for flesh.
Need for action fought lethargy in the warm water.
|
|
| | AIRBUS DEFENCE AND SPACE | CABIN SYSTEMS PRERECORDED ANNOUNCEMENTS |
|---:|:----------------------------|:----------------------------------------------------|
| 0 | A330-GOS | |
| 1 | CABIN CREW OPERATING MANUAL | OPERATION OF THE PRERECORDED ANNOUNCEMENTS FUNCTION |
Note: A similar message comes up, if this function is blocked by e.g. a second FAP
|
|
Diamond AIRCRAFT
DA 42 Series AMM
## Section 32-20 Nose Landing Gear
## 1. General
The nose landing gear is housed in the nose gear bay and is attached to the surrounding structure by the nose landing gear mounting-bracket. The nose gear leg has an oleo-pneumatic strut and a single wheel. The nose gear bay has 2 composite doors and the rudder control system operates the nose wheel steering.
## 2. Description
Figures 1, 2 and 3 show the nose landing gear. The nose gear bay is located in the nose of the airplane and is an integral part of the nose structure. The nose landing gear attaches to a mounting bracket. Bolts attach the mounting bracket to the cockpit front frame and the nose gear bay.
The nose gear leg has a tubular steel housing. The tubular steel housing makes the top of the leg and has the leg swivel mountings. Bronze bushes in the tubular steel housing hold a tubular strut. The strut can turn in the housing. Stops on the tubular steel housing and the tubular steel strut limit the amount that the tubular steel strut can turn.
The tubular strut carries a universal joint coupling at the top. The coupling has 3 parts. A top pivot gimbal, a bottom pivot gimbal and a central pivot block. The top pivot gimbal has a steering actuator lever. Refer to Section 32-50 for more data about the nose wheel steering.
A sliding tube is located in the bottom of the tubular steel strut. A seal holds the sliding tube in the tubular steel strut. The bottom part of the sliding tube contains hydraulic fluid. The top part of the tubular steel strut contains nitrogen at high pressure. These components make the nose gear leg damper. Two torque-links hold the sliding tube aligned with the tubular steel strut.
Four bolts attach the nose wheel fork to the bottom of the sliding tube. The fork holds the nose wheel. Refer to Section 32-40 for more data about the nose wheel. A plate under the nose wheel fork has the attachments for the airplane towing arm.
The nose gear bay is sealed by 2 doors when the landing gear is retracted. Each nose gear door has 4 hinges. Two short operating rods connect the nose gear bay doors to the nose gear leg operating mechanism.
|
|
AIRBUS DEFENCE AND SPACE
CABIN INTERCOMMUNICATION DATA SYSTEM (CIDS) PRELIMINARY PAGES SUMMARY OF HIGHLIGHTS
A330-GOS CABIN CREW OPERATING MANUAL
| | Localization Title | Toc Index | ID | Reason |
|---:|:------------------------------------|:------------|-----:|:-------------------------------------------------|
| 0 | 04-025 Visual and Aural Indications | A | 1 | Description of chimes added for PDF explanation. | |
|
Diamond AIRCRAFT
DA 42 Series AMM
## TABLE OF CONTENTS
## CHAPTER 32 LANDING GEAR
| | 0 | 1 | 2 |
|---:|----:|:------------------------|----:|
| 0 | 1 | General | 1 |
| 1 | 2 | Description | 1 |
| 2 | 3 | Operation on the Ground | 4 |
| 3 | 4 | Operation in the Air | 4 |
| 4 | 5 | Emergency Operation | 4 |
## Section 32-10 Main Landing Gear
1. General 1
2. Description 1
3. Operation 1
Trouble-Shooting
1. General 101
## Maintenance Practices
1. General 201
2. Remove/Install the Main Gear Leg (Completely with Axle and Brake Unit) 205
3. Disassemble/Assemble a Main Landing Gear Leg 214
4. Fill/Charge the Damper Assemblies on the Main Gear Legs 220
5. Required Strut Extension of the Main Gear Damper Assemblies 228
6. Remove/Install a Main Landing Gear Damper 229
7. Disassemble/Assemble Main Landing Gear Damper 231
8. Remove/Install a Main Landing Gear Door 235
9. Remove/Install the MLG Folding Stay / Hydraulic Actuator 238
10. Disconnect/Connect the MLG Folding Stay Assembly 242
11. Test Main Landing Gear (Wheel-Track and Camber) 247
12. Adjustment of the MLG Wheel in Retracted Position and Check of MLG Door Pre- Load 251
|
|
DA 40 Series
AMM
Diamond AIRCRAFT
Engine Controls
## C. Power Lever
Figure 3 shows the engine power lever installation. The power lever is a large 'T'-shaped lever. It is located in the center console. The power lever has a friction lock. The lock holds the power lever in the set position. A bar below the 'T' lets you set or release the friction. A button on top of the bar lets you release the friction. The power lever assembles as a unit to the bottom cover plate of the center console.
The power lever has two separate and independent electrical systems. One system provides signals to the ECU A. The other system provides signals to the ECU B. Either system can control the engine.
The lever operates electrical transducers that give signals in proportion to the power lever position. The signals are used by the engine control system to set the power output. The control system also sets the propeller constant speed unit to give best RPM for the power setting. Refer to Section 61-21 for more data on the propeller control function.
|
|
RSAFOSP 14 RIFRM
## OFFICIAL CLOSED
The process of correlating a particular radar return or radar position symbol with a specific aircraft.
## Radar Information Service (RIS)
An on-request service provided to assist pilots of VFR flights, within radar coverage in Class E and Class G airspace, to avoid other aircraft or to assist in navigation.
## Radar Monitoring
The use of radar for the purpose of providing aircraft with information and advice relative to significant deviations from nominal flight path including deviations from the terms of their air traffic control clearances.
## Radar Separation
The separation used when aircraft position information is derived from radar sources.
Radar Service
The term used to indicate a service provided directly by the means of radar.
Radar Vectoring
Provision of navigational guidance to aircraft in the form of specific headings, based on the use of radar.
## Radio Height
The radio altimeter reading which is equivalent to the OCH adjusted for terrain/obstacle profile.
## Rapid-Exit Taxiway
A taxiway connected to a runway at an acute angle and designed to allow landing aircrafts to turn off at high relative speeds.
## Receiver Autonomous Integrity Monitoring (RAIM)
A system whereby an airborne GPS receiver/processor autonomously monitors the integrity of the navigation signals from GPS satellites.
## Reciprocal Tracks
Tracks where the angle between one track and the reciprocal of another track is less than 45°.
Reduced Vertical Separation Minimum (RVSM)
The vertical separation minimum of 1,000 ft between FL290 and FL410 inclusive.
## Repetitive Flight Plan
A flight plan referring to a series of frequently recurring regularly operated individual flights with identical basic features, submitted by an operator for retention and repetitive use by ATS units.
Reporting Point
|
|
DA 40 Series AMM
Diamond AIRCRAFT
Power Plant
## 7. Engine Starting
See the Lycoming Operator's Manual for operating limits.
| | | Detail Steps/Work Items | Key Items/References |
|---:|:-----|:---------------------------------------------------------------------------------------------------------------------|:------------------------|
| 0 | (1) | Enter the cockpit. | |
| 1 | (2) | Set the parking brake to ON. | |
| 2 | (3) | Make sure that the fuel selector/shut-off valve is set to LEFT or RIGHT. | |
| 3 | (4) | Set the fuel selector valve as required. | |
| 4 | (5) | Make sure that the passenger door is closed and locked. Close and lock the canopy. | |
| 5 | (6) | Make sure that: - The throttle lever is free to move. - The mixture lever is free to move. | |
| 6 | (7) | Set the ALT/BAT switch to ON. | |
| 7 | (8) | Make sure that the engine indicator display panel reads correctly. | |
| 8 | (9) | Do a test of the annunciator panel. | Refer to Section 31-50. |
| 9 | (10) | Set the carburetor heat control to OFF. | |
| 10 | (11) | Set the electrical fuel pump to ON. Listen for the fuel pump working, Make sure that: - The fuel pressure increases. | |
| 11 | (12) | Set the throttle to 1/4 open. | |
Page 242
71-02-00
18 Oct 2019
|
|
Face-Dancer disguises. Other histories point out the spies in Muad'dib's household. They make much of the Dune Tarot which clouded Muad'dib's powers of prophecy. Some show how Muad'dib was made to accept the services of a ghola, the flesh brought back from the dead and trained to destroy him. But certainly they must know this ghola was Duncan Idaho, the Atreides lieutenant who perished saving the life of the young Paul.
Yet, they delineate the Qizarate cabal guided by Korba the Panegyrist. They take us step by step through Korba's plan to make a martyr of Muad'dib and place the blame on Chani, the Fremen concubine.
How can any of this explain the facts as history has revealed them? They cannot. Only through the lethal nature of prophecy can we understand the failure of such enormous and far-seeing power.
Hopefully, other historians will learn something from this revelation.
-Analysis of History: Muad'dib by Bronso of Ix
There exists no separation between gods and men: one blends softly casual into the other.
-Proverbs of Muad'dib
Despite the murderous nature of the plot he hoped to devise, the thoughts of Scytale, the Tleilaxu Face Dancer, returned again and again to rueful compassion.
I shall regret causing death and misery to Muad'dib, he told himself.
He kept this benignity carefully hidden from his fellow conspirators. Such feelings told him, though, that he found it easier to identify with the victim than with the attackers -- a thing characteristic of the Tleilaxu.
Scytale stood in bemused silence somewhat apart from the others. The argument about psychic poison had been going on for some time now. It was energetic and vehement, but polite in that blindly compulsive way
|
|
Standard Practices/Structures
Diamond AIRCRAFT
DA 42 Series AMM
## 5. Holding a Component During a Repair
You must hold a component in the correct position when you do a repair. If you do not hold a component correctly it may move during the repair and cause further damage. It can also change the airplane alignment.
Hold the component in a special device (jig/fixture) before you cut out the damaged area. If necessary, lift the airplane on jacks and level the airplane. Refer to Section 07-10 for more data about lifting the airplane on jacks and refer to Section 08-20 for data about leveling the airplane.
## 6. Safety Precautions
Moist resins can cause skin disease. When you use resins/hardeners use a protective barrier cream on all exposed skin, specially your hands. You must always wear protective gloves.
WARNING: DO NOT GET RESIN ON YOUR SKIN. RESIN CAN CAUSE SKIN DISEASE.
The resins, hardeners and solvents used for composite repairs are poisonous. You must not take food or drinks into the work area. Use a mask to protect your face and use eye protection.
WARNING: DO NOT GET RESINS, HARDENERS OR SOLVENTS IN YOUR MOUTH OR IN YOUR EYES. THESE CHEMICALS CAN CAUSE DISEASE.
When you grind composites you make small particles of composite dust. These particles can irritate the skin and eyes. If you breathe these particle they can cause lung disease.
When you grind composite you must always use a protective cream on all exposed skin, specially your hands. Wear overalls that seal; at the neck, sleeves and ankles. You must always wear protective gloves and if necessary, change them often. Use a suitable mask to protect your face and lungs. Always wear safety goggles to protect your eyes.
If your skin comes into contact with composite dust, then wash it off with clean flowing water. Do not rub your skin while there is dust on it.
WARNING:
DO NOT GET COMPOSITE DUST PARTICLES IN YOUR EYES, OR IN
YOUR MOUTH, OR ON YOUR SKIN. THESE PARTICLES CAN CAUSE
DISEASE.
| | Page 2 | | Doc # 7.02.01 |
|---:|:------------|:---------|:----------------|
| 0 | 15 Nov 2021 | 51-20-00 | Rev. 5 | |
|
AERO
POOL SINCE 1991
## WT9 Dynamic LSA / Club Aircraft Maintenance Manual AS-AMM-01-000
PERIODIC INSPECTIONS
5. SCHEDULED INSPECTION PROGRAM
| | 0 | 1 | 2 | 3 |
|---:|:--------------------------------------------|:-----------------------|:--------|:-------|
| 0 | AC TYPE: WT9 Dynamic LSA | AC MODEL: Club | | |
| 1 | SERIAL NUMBER: | REGISTRATION NUMBER: | | |
| 2 | LAST INSPECTION DATE: | LAST INSPECTION HOURS: | | |
| 3 | TOTAL F.H .: | CYCLES: | | |
| 4 | DATE IN: | DATE OUT: | | |
| 5 | INSPECTION INTERVAL (inappropriate scrape): | First 25 hr. | 100 hr. | Annual |
| | Preparatory works | | Interval (flight hours) | | Initials: |
|---:|:--------------------|:----------------------------------------------------------------------------------------------|:--------------------------|:-------------------------|:-------------|
| 0 | | | First 25 hr. | 100 hr./ Annual/ Special | |
| 1 | 1. | Check status of: | X | X | :unselected: |
| | | | :selected: | :selected: | |
| 2 | | . Applicable Airworthiness Directives | | | |
| 3 | | Applicable Service Bulletins · Log Books (reported problems) · Registration Certificate | | | |
| 4 | 2. | Inspect life limited parts (replaced, overhauled). | X | X | :unselected: |
| | | | :selected: | :selected: | |
| 5 | 3. | Drain the fuel tanks. Inspect drain valves for condition, obstruction and blockage. | X | X | :unselected: |
| | | | :selected: | :selected: | |
| 6 | 4. | Clean the aircraft fully (exterior, interior). | X | X | :unselected: |
| | | | :selected: | :selected: | |
| 7 | 5. | Visual inspection of interior marking and placards for condition (legibility and intactness). | X | X | :unselected: |
| | | | :selected: | :selected: | |
| 8 | 6. | Visual inspection of exterior marking and placards for condition (legibility and intactness). | X | X | :unselected: |
| | | | :selected: | :selected: | |
| 9 | 7. | Jack the aircraft. | X | X | :unselected: |
| | | | :selected: | :selected: | |
Tab. 05-4 Scheduled Maintenance Tasks (page 1 of 13)
Chapter 05-20
|
|
4/20/23
AIM
TBL 4-3 Item 10b Surveillance Capabilities
| | 0 | 1 | 2 |
|---:|:-------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------|:--------------------------------------------------------------|:------------------------------------------------------------------------------------------------------------------------------|
| 0 | ENTER "N" if no surveillance equipment for the route to be flown is carried, or the equipment is unserviceable, or | | |
| 1 | ENTER One or more of the following descriptors, to a maximum of 20 characters, to describe the serviceable surveillance equipment and/or capabilities on board. | | |
| 2 | ENTER no more than one transponder code (Modes A, C, or S) | | |
| 3 | SSR Modes A and C: | | |
| 4 | A | Transponder | Mode A (4 digits - 4096 codes) |
| 5 | C | Transponder | Mode A (4 digits - 4096 codes) and Mode C |
| 6 | SSR Mode S: | | |
| 7 | E | Transponder | Mode S, including aircraft identification, pressure-altitude, and extended squitter (ADS-B) capability |
| 8 | H | Transponder | Mode S, including aircraft identification, pressure-altitude, and enhanced surveillance capability |
| 9 | I | Transponder | Mode S, including aircraft identification, but no pressure-altitude capability |
| 10 | L | Transponder | Mode S, including aircraft identification, pressure-altitude, extended squitter (ADS-B), and enhanced surveillance capability |
| 11 | P | Transponder | Mode S, including pressure-altitude, but no aircraft identification capability |
| 12 | S | Transponder | Mode S, including both pressure-altitude and aircraft identification capability |
| 13 | X | Transponder | Mode S, with neither aircraft identification nor pressure-altitude |
| | :selected: | | |
| 14 | NOTE- | | |
| 15 | Enhanced surveillance capability is the ability of the aircraft to down-link aircraft derived data via Mode S transponder. | | |
| 16 | ADS-B: | | |
| 17 | B1 | ADS-B with dedicated 1090 MHz ADS-B "out" capability | |
| 18 | B2 | ADS-B with dedicated 1090 MHz ADS-B "out" and "in" capability | |
| 19 | U1 | ADS-B with "out" capability using UAT | |
| 20 | U2 | ADS-B with "out" and "in" capability using UAT | |
| 21 | V1 | ADS-B with "out" capability using VDL Mode 4 | |
| 22 | V2 | ADS-B with "out" and "in" capability using VDL Mode 4 | |
| 23 | NOTE- | | |
| 24 | File no more than one code for each type of capability, e.g., file B1 or B2 and not both | | |
| 25 | ADS-C: | | |
| 26 | D1 | ADS-C with FANS 1/A capabilities | |
| 27 | G1 | ADS-C with ATN capabilities | |
| 28 | Alphanumeric characters not included above are reserved. EXAMPLE- ADE3RV HB2U2V2G1 | | |
| 29 | NOTE- | | |
| 30 | 1. The RSP specification(s), if applicable, will be listed in Item 18 following the indicator SUR/, using the characters "RSP" followed by the specifications value. Currently RSP180 and RSP400 are in use. | | |
| 31 | 2. List additional surveillance equipment or capabilities in Item 18 following the indicator SUR/. | | | |
|
LA MS CSTL WTRS CIG OVC001 - OVC006. TOPS TO FL240. VIS 1/4 - 3/4 SM FG. SWLY WND. 16Z CIG OVC010 VIS 2 SM BR. OCNL VIS 3-5SM -RN BR OVC009. OTLK ... MVFR CIG VIS. FL CIG BKN020 TOPS TO FL180. VIS 1-3 SM BR. SWLY WND. 18Z BRK030. OTLK ... MVFR CIG.
At this time, there are no SIGMETs or PIREPs reported. However, there are several AIRMETs, one for IFR conditions, one for turbulence that covers the entire route, and another for icing conditions that covers an area just north of the route:
WAUS44 KKCI 111150
DFWS WA 0111150
## AIRMET SIERRA FOR IFR VALID UNTIL 111800
AIRMET IFR ... OK TX LA AR MS AL FL TS IMPLY SEV OR GTR TURB SEV ICE LLWS AND IFR CONDS.
## NON MSL HGHTS DENOTED BY AGL OR CIG.
A recheck of NOTAMs for Gulfport confirms that the localizer to runway 32 is out of service until further notice and runway 18/36 is closed. If runway 6 is planned for the departure, confirm that the climb restriction for the departure can be met.
## GPT 12/006 GPT LOC OS UFN
## GPT 12/008 GPT MIRL RWY 18/36 OS UFN
Since the weather is substantially better to the east, Pensacola Regional Airport is a good alternate with current conditions and a forecast of marginal VFR.
METAR KPNS 111150Z 21010Z 3SM BKN014 OVC025 09/03 A2973
TAF KPNS 111152Z 111212 22010KT 3 SM BR OVC020 BECMG 1317 4 SM BR OVC025
FM1700 23010KT 4SM -RA OVC030
FM 0400 25014KT 5SM OVC050 TEMPO1612 P6SM OVC080
If weather minimums are below a pilot's personal minimums, a delay in departure to wait for improved conditions is a good decision. This time can be used to complete the navigation log, which is the next step in planning an IFR flight. [Figure 10-19]
Use the POH/AFM to compute a true airspeed, cruise power setting, and fuel burn based on the forecast temperatures aloft and cruising pressure altitude. Also, compute weight- and-balance information and determine takeoff and landing distances. There will be a crosswind if weather conditions require a straight-in landing on runway 14 at GPT. Therefore, compute the landing distance assuming a 10-knot crosswind and determine if the runway length is adequate to allow landing. Determine the estimated flight time and fuel burn using the winds aloft forecast and considering Pensacola Regional Airport as an alternate airport. With full tanks, the flight can be made nonstop with adequate fuel for flight to the destination, alternate, and the reserve requirement.
Next, check the surface analysis chart, which shows where the pressure systems are found. The weather depiction chart shows areas of IFR conditions and can be used to find areas of improving conditions. These charts provide information a pilot needs should a diversion to VFR conditions be required. For this flight, the radar depicts precipitation along the route, and the latest satellite photo confirms what the weather depiction chart showed.
When the navigation log is finished, complete the flight plan in preparation for filing with flight service. [Figure 10-20]
Call an FSS for an updated weather briefing. Birmingham INTL airport is now reporting 700 overcast with 3 miles visibility, and Gulfport-Biloxi is now 400 overcast with 2 miles visibility. The alternate, Pensacola Regional Airport, continues to report adequate weather conditions with 2,000 overcast and 3 miles visibility in light rain.
Several pilot reports have been submitted for light icing conditions; however, all the reports are north of the route of flight and correspond to the AIRMET that was issued earlier. No pilot reports have included cloud tops, but the area forecast predicted cloud tops to flight level 240. Since the weather conditions appear to be improving, a flight plan can be filed using the completed form.
Analyze the latest weather minimums to determine if they exceed personal minimums. With the absence of icing reported along the route and steadily rising temperatures,
|
|
(2) Subsequent Actions - Receiver. When spokes damage occurs, the drogue may shed debris; and there is a significant probability of the receiver's engine(s) ingesting the debris. When clear of the tanker, receiver pilots are to check engine instruments to assess possible damage, and if practical, have an airborne inspection to check for airframe damage. Receiver pilots are then to proceed as follows:
(a) Operational Sorties. Where operational considerations are paramount, the sortie may be continued if there are no signs of engine or airframe damage. The receiver pilot is to advise the tanker accordingly.
(b) AAR Deployments. Where there are no signs of damage, it may be preferable to continue with the deployment rather than embark on a long diversion to a foreign airfield where the aircraft may be grounded awaiting technical assistance. The receiver leader is to advise the tanker of the preferred course of action. The tanker is to assess the effect of the receivers' wishes upon the safety of the formation; in particular, the implications of single hose AAR upon the overall plan are to be considered. The final decision on whether to continue or divert the formation (or part of it) rests with the tanker.
(c) Training/CONVEX Sorties. Experience shows that even though there may be no indication to the receiver pilot of malfunction, engines sustain damage caused by ingestion of pieces of the drogue on 25% of all spokes contacts. Unless there are overriding reasons to continue the sortie, the safest course of action is to divert to the nearest suitable airfield.
(3) After Landing. In all cases, the engine(s) of a receiver aircraft that has had a spokes contact is to be inspected after landing for possible damage.
g. Locked Receiver Nozzle. Exceptionally, it is possible that the receiver probe nozzle may jam in the drogue reception coupling.
(1) If difficulty is experienced in disconnecting, the receiver pilot is to maintain a stabilized in-contact position; the tanker is to be informed so that the receiver on the other hose (if any) can be order to disconnect.
(2) When ordered by the tanker to disconnect, the receiver with the jammed nozzle is to withdraw down the natural line of the hose; throttles may have to be fully retarded to achieve separation.
(3) Upon disconnect, the receiver is to immediately go to an echelon position; parts of the probe and/or drogue may separate from the receiver and the tanker.
|
|
2.7 Light aircraft flying on airways shall, in addition to radio communication apparatus, be equipped with a radio compass.
2.8 All fixed wing aircraft are to use the runway for take-off and landing. After landing, pilots are to vacate the runway via the first available exit taxiway to the left or right or as instructed by ATC.
2.9 Fixed-wing circuit patterns are left hand for RWY 03 and right hand for RWY 21 (arrival and departure).
2.10 All light aircraft training flights shall not descend below 200ft on Seletar QNH when on final approach to land or for a touch-and-go landing unless a landing/touch-and-go clearance has been obtained from ATC. If no such clearance has been obtained from ATC by 200ft the aircraft shall break-off its approach and carry out a go-around procedure.
## 3 WRONG APPROACHES AND LANDINGS OF AIRCRAFT BOUND FOR SELETAR AERODROME AND SEMBAWANG MILITARY AERODROME
3.1 INTRODUCTION
3.1.1 The attention of all pilots is drawn to the existence of RSAF Sembawang Aerodrome, 3NM to the west of Seletar Aerodrome. The runway at Sembawang is orientated in almost the same direction as the runway at Seletar Aerodrome i.e. 03/21 for Seletar Aerodrome and 05/23 for Sembawang. Due to the close proximity of these two runways, pilots are cautioned against mistaking Sembawang Aerodrome for Seletar Aerodrome and thus making an inadvertent visual landing or approach to land at Sembawang.
3.1.2 Erroneous approaches or landings usually occurred in marginal weather conditions. In almost every instance, the prevailing weather at the time of the incident contributed towards a hasty and erroneous identification of the correct aerodrome.
3.1.3 There is intensive local flying at both aerodromes during the day and night. As pilot training is the major activity at both aerodromes, the risk of collision is very great if a wrong approach or landing is made at either of the two aerodromes.
## 3.2 POINTS TO BEAR IN MIND WHEN APPROACHING SELETAR AD OR SEMBAWANG AD
3.2.1 The following points are highlighted to serve as a guide to assist pilots in identifying Seletar AD or Sembawang AD and should be remembered and followed:
a. The runways at Seletar and Sembawang are almost identically aligned. Extra vigilance, therefore, is required when approaching either aerodrome, or when commencing an approach to land.
b. Make full use of available navigational and landing aids, and positively identify each aid used.
C. Adhere strictly to the joining instructions issued by ATC.
d. To keep clear of Sembawang ATZ while approaching Seletar AD for landing and vice versa.
3.2.2 Pilots are required to take note of the proximity of Sembawang ATZ, Paya Lebar CTR and all Prohibited/ Restricted/Danger Areas (e.g. WSR38 and WSD4). All arriving and departing aircraft will have to keep clear of these areas.
|
|
DA 40 Series AMM
Diamond AIRCRAFT
Wiring Diagrams
10 9
1
8
7
6
1
5
4
3
2
F
-
E
-
D
MAIN BUSS
FAN/OAT
J3120 P3120
31200A22 31201A22N 2
1
O.A.T.
31201A22N
GS-IP-2
C
B
A
-
| | REV. | SCHEMATIC | DRAWING NO. | SHEET |
|---:|:-------|:------------|:---------------|:--------|
| 0 | C | O.A.T. | DA4-9231-20-03 | 1/1 | |
|
UNITI
CH
C
SO
N
EBeč Effect
Comul
-------
Carlos
UNITEL
CH
SO
Certogel
UNITED!
CHA
NOR
Efectivi
ConsulSut Map://www. Warning: RX
Published li Carlographi Department
## Federal Aviation Administration
## UNITED STATES GOVERNMENT FLIGHT INFORMATION PUBLICATION
CHART SUPPLEMENT SOUTHEAST U.S.
Effective 0901Z
15 SEP 2016 10 NOV 2016
to 0901Z
KENTUCKY
NORTH CAROLINA
TENNESSEE
SOUTH CAROLINA
ALABAMA
VIRGIN ISLANDS
PARTO RICO
## Consul NOTAMs for latest information Consul/Subscribe to FAA Safety Aderas and Charting Notices ac
Warning: Refer to cument foreign charts and fight information publications for informacion within foreign sinspace Published from digital files compiled in accordance with Interagency Air Cartographic Commitee specifications and agreements approved by Department of Defense . Federal Aviation Administration
## Figure 2-14. Chart Supplement (includes Airport/Facility Directory section).
waypoints, NAVAID radials/ distance measuring equipment (DME), or any combinations thereof.
Preferred IFR routes are published in the CS for the low and high altitude stratum. If they begin or end with an airway
number, it indicates that the airway essentially overlies the airport and flights normally are cleared directly on the airway. Preferred IFR routes beginning or ending with a fix indicate that pilots may be routed to or from these fixes via a SID route, radar vectors, or a STAR. Routes for major terminals are listed alphabetically under the name of the departure airport. Where several airports are in proximity, they are listed under the principal airport and categorized as a metropolitan area (e.g., New York Metro Area). One way preferred IFR routes are listed is numerically, showing the segment fixes and the direction and times effective. Where more than one route is listed, the routes have equal priority for use. Official location identifiers are used in the route description for very high frequency omnidirectional ranges (VORs) and very high frequency omnidirectional ranges/ tactical air navigation (VORTACs), and intersection names are spelled out. The route is direct where two NAVAIDs, an intersection and a NAVAID, a NAVAID and a NAVAID radial and distance point, or any navigable combination of these route descriptions follow in succession.
A system of preferred IFR routes helps pilots, flight crews, and dispatchers plan a route of flight to minimize route changes, and to aid in the efficient, orderly management of air traffic using Federal airways. Preferred IFR routes are designed to serve the needs of airspace users and to provide for a systematic flow of air traffic in the major terminal and en route flight environments. Cooperation by
| | | PREFERRED IFR ROUTES | |
|---:|:------------------------------------------------------|:---------------------------------------------------------------------------------------------------------------------------------------|:----------------|
| 0 | Terminals | Route (60-170 incl 210 kts plus, non-turbojet) V14 CEDOR DNY051 DNY V449 LHY V93 LVZ V613 FJC PTW. or | Effective Times |
| 1 | | | (UTC) |
| 2 | | | 1100-03000 |
| 3 | Trenton (TTN) | (70-170 turbojets only) V14 CEDOR DNY051 DNY SLATT-STAR (90-170, non-turbojet) V14 CEDOR DNY051 DNY LHY LVZ V613 FJC V149 MAZIE ARD or | 1100-03000 |
| 4 | | (90-170, turbojet) V14 CEDOR DNY051 DNY LHY LVZ V29 ETX V30 V149 MAZIE ARD | 1100-03000 |
| 5 | BALTIMORE (BWI)-See Washington/Baltimore Metro | | |
| 6 | BOSTON METRO AREA (BOS) Cleveland (CLE) Kennedy (JFK) | | |
| 7 | | (60-170) MHT V490 UCA V2 SYR V84 GEE V464 V115 TDT V72 V232 CXR | 1000-03000 |
| 8 | | (110-170, jets) LUCOS SEY067 SEY PARCH CCC ROBER | 1100-03000 |
| 9 | | or (110-170, Props) LUCOS SEY067 SEY HTO V46 DPK | |
| 10 | | or (AOB 100) BOSOX V419 V14 ORW V16 DPK | | |
|
## OFFICIAL (OPEN) ANNEX A TO NATIONAL SRD - SINGAPORE
## APPENDIX A2 - ANNEX A TO NATIONAL SRD - SINGAPORE A330
## MRTT BOOM
Figure A2-1: Singapore A330 MRTT Pilot Director Lights Diagram
Down
D
F
Forward
Elevation Position
Telescopic Position
Up
A
Att
Flight Direction
Figure A2-2: Singapore A330 MRTT Boom Pilot Director Light Profile
D
## A
MIN ELEV. LIM
MIN TELSC. LIM
-16,7%
33,3%-
50%
66,7%
-50%
-70%
-85% -
ELEV. DISC. ENVELOPE
TELSC. DISC. ENVELOPE-
F
U
MAX ELEV. LIM
MAX TELSC. LIM
A2-1
OFFICIAL (OPEN)
|
|
## OFFICIAL CLOSED
## Go-Around Mode
25.115 In most systems the go-around mode is armed as a standard procedure whilst on final approach; in the system described, GA is armed automatically when flap is selected or on capturing the ILS glideslope. When required, the go-around button on the throttle lever is pressed, commanding the A/T to set go-around thrust, until a satisfactory rate of climb, about 2,000 fpm, is achieved; the autothrottle will then reduce power, to maintain 2,000 fpm at that current airspeed. This same initial operation of the go- around button sets the FD command bars, and/or the autopilot to the go-around pitch attitude setting, and commands wings level. In installations that use an initial de-rated go-around thrust setting, a second press of the same switch commands full go-around thrust only limited by the FMC.
## Autothrottle Limits
25.116 In conjunction with the pitch channel of the autopilot, most A/T system provides pitch and thrust commands to prevent the following typical limits from being exceeded:
VMO/MMO;
flap limit speeds;
undercarriage limit speeds; and
. minimum speed, or alpha floor (normally 1.3 Vs).
## Automatic Pitch Trim
25.117 In addition to the servo operation of primary flight control surfaces by the autopilot, it is also necessary to provide methods of automatically trimming the aircraft. In normal manual flight, trimming of the aircraft may be needed about all three axes using the aileron, rudder and elevator trim controls. However, in autoflight, pitch control is generally confined to changes in pitch trim that are required by changing speed, configuration and weight. Such automatic trim systems usually employ a separate pitch trim servomotor which operates in parallel with the autopilot pitch control servo.
25.118 Automatic (autopilot) pitch trim is usually limited to about half the rate used when manual trimming. In aircraft that are trimmed using a variable incidence tailplane, a separate trim servomotor may be used to move the tailplane.
25.119 Modern aircraft have methods of controlling the pitch trim as described above and appropriate isolation switches for each pitch servo or trim motor must be provided. In the event of autopilot pitch trim malfunction, it can be immediately disconnected by pressing
|
|
STANDARD
PRACTICES - AIRFRAME
## WT9 Dynamic LSA / Club
Aircraft Maintenance Manual AS-AMM-01-000
AERO
POOL
SINCE 1991
This page is left blank intentionally
| | Chapter 20-20 | | SAFETYING |
|---:|:----------------|:-----------------|:-------------|
| 0 | Page 20-18 | Effectivity: ALL | 22. 05. 2017 | |
|
AIM
1. Minimum altitude will be depicted with the altitude value underscored. Aircraft are required to maintain altitude at or above the depicted value, e.g., 3000.
2. Maximum altitude will be depicted with the altitude value overscored. Aircraft are required to maintain altitude at or below the depicted value, e.g., 4000.
3. Mandatory altitude will be depicted with the altitude value both underscored and overscored. Aircraft are required to maintain altitude at the depicted value, e.g., 5000.
4. Recommended altitude will be depicted with no overscore or underscore. These altitudes are depicted for descent planning, e.g., 6000.
NOTE-
1. Pilots are cautioned to adhere to altitudes as prescribed because, in certain instances, they may be used as the basis for vertical separation of aircraft by ATC. When a depicted altitude is specified in the ATC clearance, that altitude becomes mandatory as defined above.
2. The ILS glide slope is intended to be intercepted at the published glide slope intercept altitude. This point marks the PFAF and is depicted by the "lightning bolt" symbol on U.S. Government charts. Intercepting the glide slope at this altitude marks the beginning of the final approach segment and ensures required obstacle clearance during descent from the glide slope intercept altitude to the lowest published decision altitude for the approach. Interception and tracking of the glide slope prior to the published glide slope interception altitude does not necessarily ensure that minimum, maximum, and/or mandatory altitudes published for any preceding fixes will be complied with during the descent. If the pilot chooses to track the glide slope prior to the glide slope interception altitude, they remain responsible for complying with published altitudes for any preceding stepdown fixes encountered during the subsequent descent.
3. Approaches used for simultaneous (parallel) independent and simultaneous close parallel operations procedurally require descending on the glideslope from the altitude at which the approach clearance is issued (refer to 5-4-15 and 5-4-16). For simultaneous close parallel (PRM) approaches, the Attention All Users Page (AAUP) may publish a note which indicates that descending on the glideslope/glidepath meets all crossing restrictions. However, if no such note is published, and for simultaneous independent approaches (4300 and greater runway separation) where an AAUP is not published, pilots are cautioned to monitor their descent on the glideslope/path outside of the PFAF to ensure compliance with published crossing restrictions during simultaneous operations.
4. When parallel approach courses are less than 2500 feet apart and reduced in-trail spacing is authorized for simultaneous dependent operations, a chart note will indicate that simultaneous operations require use of vertical guidance and that the pilot should maintain last assigned altitude until established on glide slope. These approaches procedurally require utilization of the ILS glide slope for wake turbulence mitigation. Pilots should not confuse these simultaneous dependent operations with (SOIA) simultaneous close parallel PRM approaches, where PRM appears in the approach title.
5. Altitude restrictions depicted at stepdown fixes within the final approach segment are applicable only when flying a Non-Precision Approach to a straight-in or circling line of minima identified as an MDA (H). These altitude restrictions may be annotated with a note "LOC only" or "LNAV only." Stepdown fix altitude restrictions within the final approach segment do not apply to pilots using Precision Approach (ILS) or Approach with Vertical Guidance (LPV, LNAV/VNAV) lines of minima identified as a DA(H), since obstacle clearance on these approaches is based on the aircraft following the applicable vertical guidance. Pilots are responsible for adherence to stepdown fix altitude restrictions when outside the final approach segment (i.e., initial or intermediate segment), regardless of which type of procedure the pilot is flying. (See FIG 5-4-1.)
c. The Minimum Safe Altitudes (MSA) is published for emergency use on IAP or departure procedure (DP) graphic charts. MSAs provide 1,000 feet of clearance over all obstacles, but do not necessarily assure acceptable navigation signal coverage. The MSA depiction on the plan view of an approach chart or on a DP graphic chart contains the identifier of the center point of the MSA, the applicable radius of the MSA, a depiction of the sector(s), and the minimum altitudes above mean sea level which provide obstacle clearance. For conventional navigation systems, the MSA is normally based on the primary omnidirectional facility on which the IAP or DP graphic chart is predicated, but may be based on the airport reference point (ARP) if no suitable facility is available. For RNAV approaches or DP graphic charts, the MSA is based on an RNAV waypoint. MSAs normally have a 25 NM radius; however, for conventional navigation systems, this radius may be expanded to 30 NM if
|
|
AD 2.WSSS-43 25 JAN 2024
| | Name | Latitude | Longitude | Radius/Distance from VTK | Radius/Distance from SJ |
|---:|:-------------|:-----------|:------------|:---------------------------|:--------------------------|
| 0 | KADAR | 000647S | 1074342E | VTK R-112.4 / D240.5 | SJ R-109.0/ D245.8 |
| 1 | KANLA | 034556N | 1043606E | VTK R-013.8 / D144.5 | SJ R-016.5 / D158.3 |
| 2 | KARTO | 011124N | 1053343E | VTK R-098.3 / D93.5 | SJ R-091.1 / D102.6 |
| 3 | KEXAS | 011019N | 1044818E | VTK R-107.2 / D49.2 | SJ R-093.0 / D57.2 |
| 4 | KILOT | 030217N | 1044023E | VTK R-022.0 / D104.5 | SJ R-024.4 / D119.0 |
| 5 | LAVAX | 010950N | 1042714E | VTK R-120.1 / D30.0 | SJ R-095.5 / D36.2 |
| 6 | LEDOX | 011642N | 1035651E | VTK R-208.6 / D9.4 | SJ R-058.5 / D6.5 |
| 7 | LELIB | 012729N | 1032450E | VTK R-274.0 / D36.6 | SJ R-298.0 / D30.0 |
| 8 | LETGO | 011411N | 1035548E | VTK R-207.3 / D12.1 | SJ R-079.1 / D4.6 |
| 9 | MABAL | 032826N | 1051236E | VTK R-030.1 / D142.1 | SJ R-031.2 / D157.2 |
| 10 | MASBO | 020248N | 1025251E | VTK R-299.0 / D78.3 | SJ R-310.2 / D76.6 |
| 11 | MIBEL | 012351N | 1020816E | VTK R-269.5 / D113.2 | SJ R-275.8 / D103.7 |
| 12 | NYLON | 013657N | 1040624E | VTK R-023.0 / D13.0 | SJ R-032.9 / D30.0 |
| 13 | OBDOS | 002503N | 1065551E | VTK R-108.9 / D184.5 | SJ R-104.7 / D190.7 |
| 14 | PALGA | 011059N | 1034759E | VTK R-223.8 / D19.3 | SJ R-235.1 / D4.1 |
| 15 | PAMSI | 010459N | 1034845E | VTK R-212.3 / D23.6 | SJ R-197.2 / D8.7 |
| 16 | PASPU | 015915N | 1040618E | VTK R-008.3 / D34.5 | SJ R-018.3 / D48.1 |
| 17 | PIBAP | 023023N | 1040618E | VTK R-004.4 / D65.3 | SJ R-011.1 / D78.1 |
| 18 | POSUB | 012725N | 1040748E | VTK R-069.0 / D6.9 | SJ R-049.8 / D21.7 |
| 19 | PU | 012524N | 1035600E | VTK R-275.2 / D5.4 | SJ R-021.1 / D13.0 |
| 20 | REMES | 004342N | 1035735E | VTK R-185.2 / D41.2 | SJ R-167.9 / D30.2 |
| 21 | REPOV | 001623N | 1040300E | VTK R-178.6 / D68.2 | SJ R-168.3 / D57.9 |
| 22 | RUVIK | 011422N | 1042033E | VTK R-118.8 / D21.9 | SJ R-088.0 / D29.2 |
| 23 | RWY 02C DER | 012152N | 1040000E | VTK R-203.5 / D3.3 | SJ R-046.0 / D12.2 |
| 24 | RWY 02L DER | 012305N | 1035933E | VTK R-224.1 / D2.5 | SJ R-040.6 / D12.8 |
| 25 | RWY 20C DER | 011935N | 1035902E | VTK R-203.3 / D5.8 | SJ R-051.5 / D10.0 |
| 26 | RWY 20R DER | 012047N | 1035835E | VTK R-213.7 / D4.9 | SJ R-044.8 / D10.4 |
| 27 | SABKA | 015051N | 1031713E | VTK R-300.4/ D51.2 | SJ R-317.7 / D50.7 |
| 28 | SAMKO | 010530N | 1035255E | VTK R-203.5 / D21.1 | SJ R-168.0 / D8.0 |
| 29 | SANAT | 010749N | 1035930E | VTK R-186.1 / D17.1 | SJ R-123.7 / D9.9 |
| 30 | SJ (SINJON) | 011321N | 1035115E | | |
| 31 | SURGA | 003657S | 1063119E | VTK R-129.1 / D193.3 | SJ R-124.6 / D194.3 |
| 32 | TOKIM | 012933N | 1040315E | VTK R-022.7 / D5.0 | SJ R-036.7 / D20.1 |
| 33 | TOMAN | 012147N | 1054717E | VTK R-091.7 / D106.2 | SJ R-085.9 / D116.5 |
| 34 | TOPOM | 012955N | 1040227E | VTK R-012.8 / D5.1 | SJ R-034.2 / D20.0 |
| 35 | VENIX | 002156S | 1060521E | VTK R-130.6 / D163.5 | SJ R-125.3 / D164.3 |
| 36 | VENPA | 002141N | 1044955E | VTK R-142.3 / D79.6 | SJ R-131.2 / D78.1 |
| 37 | VMR | 022318N | 1035218E | VTK R-351.2 / D58.8 | SJ R-000.9 / D69.6 |
| 38 | VTK (TEKONG) | 012455N | 1040120E | - | |
21 SID / STAR PHRASEOLOGIES
21.1 SID / STAR phraseologies allow ATC and pilot to communicate and understand detailed clearance information that would otherwise require long and potentially complex transmissions. To eliminate safety risk due to a mismatch between ATC and pilot expectations when SID / STAR phraseologies are used, and what certain terms may mean, ICAO has published Amendment 7-A to Doc 4444, PANS- ATM to harmonise the core phraseologies that positively reinforce the lateral, vertical and speed requirements embedded in a SID or STAR that will continue to apply, unless explicitly cancelled or amended by the controller.
21.2 The core phraseologies are:
i. CLIMB VIA SID TO (level)
ii. DESCEND VIA STAR TO (level)
21.3 These require the aircraft to:
i. Climb / descend to the cleared level in accordance with published level restrictions;
ii. Follow the lateral profile of the procedure; and
Comply with published speed restrictions or ATC-issued speed control instructions as applicable.
|
|
Immediately after the engine starts, check the oil pressure indicator. If oil pressure does not show within 30 seconds, stop the engine and determine the trouble. If oil pressure is indicated, adjust the throttle to the aircraft manufacturer's specified rpm for engine warm up. Warm up rpm is usually between 1,000 to 1,300 rpm.
Most aircraft reciprocating engines are air cooled and depend on the forward speed of the aircraft to maintain proper cooling. Therefore, particular care is necessary when operating these engines on the ground. During all ground running, operate the engine with the propeller in full low pitch and headed into the wind with the cowling installed to provide the best degree of engine cooling. Closely monitor the engine instruments at all times. Do not close the cowl flaps for engine warm-up, they need to be in the open position while operating on the ground. When warming up the engine, ensure that personnel, ground equipment that may be damaged, or other aircraft are not in the propeller wash.
## Extinguishing Engine Fires
In all cases, a fireguard should stand by with a CO2 fire extinguisher while the aircraft engine is being started. This is a necessary precaution against fire during the starting procedure. The fireguard must be familiar with the induction system of the engine so that in case of fire, they can direct the CO2 into the air intake of the engine to extinguish it. A fire could also occur in the exhaust system of the engine from liquid fuel being ignited in the cylinder and expelled during the normal rotation of the engine.
If an engine fire develops during the starting procedure, the operator should continue cranking to start the engine and extinguish the fire. If the engine does not start and the fire continues to burn, discontinue the start attempt. The fireguard then extinguishes the fire using the available equipment. The fireguard must observe all safety practices at all times while standing by during the starting procedure.
## Turboprop Engines
The starting of any turbine engine consists of three steps that must be carried out in the correct sequence. The starter turns the main compressor to provide airflow though the engine. At the correct speed that provides enough airflow, the igniters are turned on and provide a hot spark to light the fuel that is engaged next. As the engine accelerates, it reaches a self- sustaining speed and the starter is disengaged.
The various covers protecting the aircraft must be removed. Carefully inspect the engine exhaust areas for the presence of fuel or oil. Make a close visual inspection of all accessible parts of the engines and engine controls, followed by an inspection of all nacelle areas to determine that all inspection
and access plates are secured. Check sumps for water. Inspect air inlet areas for general condition and foreign material. Check the compressor for free rotation, when the installation permits, by reaching in and turning the blades by hand.
The following procedures are typical of those used to start turboprop engines. There are, however, wide variations in the procedures applicable to the many turboprop engines. Therefore, do not attempt to use these procedures in the actual starting of a turboprop engine. These procedures are presented only as a general guide for familiarization with typical procedures and methods. For starting of all turboprop engines, refer to the detailed procedures contained in the applicable manufacturer's instructions or their approved equivalent.
Turboprop engines are usually fixed turbine or free turbine. The propeller is connected to the engine directly in a fixed turbine, resulting in the propeller being turned as the engine starts. This provides extra drag that must be overcome during starting. If the propeller is not at the "start" position, difficulty may be encountered in making a start due to high loads. The propeller is in flat pitch at shut down and subsequently in flat pitch during start because of this.
The free turbine engine has no mechanical connection between the gas generator and the power turbine that is connected to the propeller. In this type of engine, the propeller remains in the feather position during starting and only turns as the gas generator accelerates.
Instrumentation for turbine engines varies according to the type of turbine engine. Turboprop engines use the normal instruments-oil pressure, oil temperature, inter-turbine temperature (ITT), and fuel flow. They also use instruments to measure gas generator speed, propeller speed, and torque produced by the propeller. [Figure 1-15] A typical turboprop uses a set of engine controls, such as power levelers (throttle), propeller levers, and condition levers. [Figure 1-16]
The first step in starting a turbine engine is to provide an adequate source of power for the starter. On smaller turbine engines, the starter is an electric motor that turns the engine through electrical power. Larger engines need a much more powerful starter. Electric motors would be limited by current flow and weight. Air turbine starters were developed that were lighter and produced sufficient power to turn the engine at the correct speed for starting. When an air turbine starter is used, the starting air supply may be obtained from an APU onboard the aircraft, an external source (ground air cart), or an engine cross-bleed operation. In some limited cases, a low-pressure, large-volume tank can provide the air for starting an engine. Many smaller turboprop engines are started using the starter/generator, that is both the engine
|
|
Table 2-2: Taking over controls
| | Taking Over of Controls (NFP from FP) | | |
|---:|:----------------------------------------|:---------------------------------------------------------------------------------------------------------------------------------------------------|:------------------------------|
| 0 | Crew | Action(s) | Voice Procedure |
| 1 | Captain / QHI / FP | - | "I have control" |
| 2 | Captain / QHI / FP | Place hands on the cyclic and collective with feet resting on the pedals. (Crew handing over to visually verify other crew has limbs on controls.) | - |
| 3 | Co-pilot / Trainee / NFP | Relinquish control(s) after other crew has physically assumed controls. Then verbalise voice procedure. | "You have control, Sir / Mdm" |
2.4 Follow through. There will be instances where the NFP would be asked to "follow through on controls" as part of a demonstration in order to appreciate the amount of displacement, rate and timeliness to control input. The NFP should maintain a light "feel" on the controls to appreciate the coordinated movement without obstructing the FP's control inputs. Table 2-3 below provides a detailed example on how to follow through on controls.
Table 2-3 Follow through
| | Follow through on controls | | |
|---:|:-----------------------------|:------------------------------------------------------------------------------------|:-----------------------------------|
| 0 | Crew | Action(s) | Voice Procedure |
| 1 | Captain / QHI / FP | | "Follow me through on controls" |
| 2 | Co-pilot / Trainee / NFP | Maintain a light "feel" on the controls without obstructing the FP's control inputs | "Following you through, Sir / Mdm" |
## HELICOPTER CONTROLS - CYCLIC
2.5 Cyclic. The cyclic stick or cyclic (commonly referred), controls the non- rotational swashplate, mounted centrally on the rotor shaft. It tilts the rotor disc in the direction based on the FP's input (See Figure 2-1). The cyclic on the EC is assisted by hydraulic servos and is light and sensitive. Hence, only smooth and gentle inputs are required. There is a friction knob located the base of the right hand seat cyclic stick that allows pilot to adjust the friction level based on preference. There is no force trim on the cyclic and as such, hands must be on the cyclic at all times when blades are turning.
|
|
Engine Controls
Diamond AIRCRAFT
DA 42 Series AMM
| | | Detail Steps/Work Items | Key Items/References |
|---:|:-----|:---------------------------------------------------------------------------------------------------------------------|:-------------------------------------------------------------|
| 0 | (7) | Disconnect the engine wire harness and bonding cables from these electrical sensors: - Crankshaft 1. - Crankshaft 2. | At the front right crank case. At the front left crank case. |
| | | :unselected: :unselected: | |
| 1 | | - Camshaft 1. | On inlet valve cover between cyl. 3 and 4. |
| | | :unselected: | |
| 2 | | - Camshaft 2. | On inlet valve cover between cyl. 1 and 2. |
| | | :unselected: | |
| 3 | | - Coolant temperature. | At the thermostat valve. |
| | | :unselected: | |
| 4 | | - Oil temperature. | At the bottom of the oil case. |
| | | :unselected: | |
| 5 | | - Oil pressure. | At the rear side of the oil filter housing. |
| | | :unselected: | |
| 6 | | - Manifold air temperature. | On the inter-cooler outlet pipe. |
| | | :unselected: | |
| 7 | | - Fuel rail pressure regulator. | At the rear end of the fuel rail. |
| | | :unselected: | |
| 8 | | - Fuel rail pressure sensor. | At the front side of the fuel rail. |
| | | :unselected: | |
| 9 | | - Propeller governor. | At the right side of the reduction gear. |
| | | :unselected: | |
| 10 | | - Gear temperature. | At top left of front bearing reduction gear. |
| | | :unselected: | |
| 11 | | - Waste gate valve solenoid. | At the lower crankshaft cover. |
| | | :unselected: | |
| 12 | | - Fuel injectors. | At each fuel injector. |
| | | :unselected: | |
| 13 | | - Glow plugs. | At the lower crankshaft cover. |
| | | :unselected: | |
| 14 | | - Waste gate control valve. | At the lower crankshaft cover. |
| | | :unselected: | |
| 15 | (8) | Remove the cable ties and clamps that attach the cable harness to the engine and structure. | Make a note of the type and location of each attachment. |
| 16 | (9) | Remove the shields for the feed-through at the firewall. | |
| 17 | (10) | Carefully move the harness aft through the firewall. | Take care not to damage the connectors. |
| 18 | (11) | Remove the harness from the nacelle. | |
Page 212 15 Nov 2021 76-00-00
Doc # 7.02.01
|
|
Diamond AIRCRAFT
TABLE OF CONTENTS
-
Section 20-00
## Standard Practices
1. General.
1
## Section 20-10
## Standard Practices - Airframe
| | 0 | 1 | 2 |
|---:|----:|:-----------------------------------------|----:|
| 0 | 1 | General | 1 |
| 1 | 2 | Bolt and Nut Types Used in the Airplane | 1 |
| 2 | 3 | Standard Torques for Screwed Connections | 3 |
| 3 | 4 | Standard Torque Values | 4 |
| 4 | 5 | Special Torques for Fittings | 5 |
| 5 | 6 | Standard Torques for Hose Clamps | 6 |
| 6 | 7 | Special Torque Values | 7 |
| 7 | 8 | Torque Measurement. | 7 |
| 8 | 9 | Torque Identification | 8 |
| 9 | 10 | Torque Conversion Graphs | 11 |
## Section 20-30 Standard Practices - Electrical
1. General 1
2. Thread Locking. 1
3. Repair and Maintenance 1
| | Doc # 6.02.01 | | Page 1 |
|---:|:----------------|:------------|:------------|
| 0 | Rev. 9 | 20-CONTENTS | 18 Oct 2021 | |
|
DA 40 Series AMM
## Trouble-Shooting
## 1. General
The table below lists the defects you could have with the starting system. If you have the trouble detailed in the Trouble column read across to the Possible Cause column. Then do the repair given in the Repair column.
WARNING:
DO NOT ALLOW PERSONS TO ENTER THE DANGER AREA OF THE
PROPELLER. THE PROPELLER MAY TURN AND CAUSE INJURY TO
PERSONS.
WARNING:
DISCONNECT AND ISOLATE THE STARTER POWER CABLE BEFORE DOING
TESTS IN THIS SECTION. THE ENGINE MAY START AND CAUSE INJURY TO
PERSONS.
| | Trouble | Possible Cause | Repair |
|---:|:----------------------------------------------------------------------|:--------------------------------------|:-----------------------------------|
| 0 | The starter does not operate when the ELECTRIC MASTER | The START circuit-breaker is not set. | Set the START circuit-breaker. |
| 1 | key switch is set to START and the ENGINE MASTER switch is set to ON. | The battery is discharged. | Replace/recharge the battery. |
| 2 | | The ELECTRIC MASTER key | Replace the ELECTRIC |
| 3 | | switch is defective. | MASTER key switch. |
| 4 | | The ENGINE MASTER switch is | Replace the ENGINE MASTER |
| 5 | | defective. | switch. |
| 6 | | The starter relay is defective. | Starter relay on starter motor: |
| 7 | | | Refer to the engine manufacturer. |
| 8 | | | Starter relay in instrument panel: |
| 9 | | | Replace. |
| 10 | | Starter defective. | Refer to the engine manufacturer. |
Diamond AIRCRAFT
Starting
|
|
103°45'
103°50'
103° 55'
104°00'
2024 Civil Aviation Authority Singapore
TEBRAU CITY MALL
1
1
01°
CTR-
01°
30'
POINT 'X'
01 28 30N 103 49 54E
C SELETAR 'B'
30'
3 000ft ALT
CTR
ABM
(PU R-297/7 DME)
SELETAR TWR
D PAYA LEBAR
WM P228
PWR STN
3 000ft ALT
5 000ft ALT
PAYA LEBAR TWR
GND
CHANGES : Removal of Runway 2 closure crosses "X"
SENOKO
B
POWER STN
CHIMNEY
\MOBILE
ATZ SEMBAWANG
CRANES
D
4 500ft ALT SEMBAWANG TWR
MOBILE
ACRANES
FIR KUALA LUMPUR
· PU
FIR SINGAPORE
01°
Sembawang
01º
25'
25'
SELETAR
CTR
TRANSIT
C
CHANGI
CHANNEL
3 000ft ALT
2 000ft ALT
SINGAPORE TWR
GND
A
BUILDINGS UP TO
90m AMSL
Tengah
CTR
AIP AMDT 01/2024
C
SELETAR 'A'
ATZ
4 500ft ALT
Paya Lebar
D TENGAH
SELETAR TWR
3 000ft ALT
TENGAH TWR
MINIMUM ALTITUDES APPLY OVER NOISE ABATEMENT AREAS (REFER TO AIP SINGAPORE WSSL AD 2.21)
B 469
01°
SINGAPORE/
20'
Singapore Changi
103°45'
103°50'
103°55'
104°00'
JOINING PROCEDURE (VFR FLIGHTS) FROM JOHOR BAHRU
SELETAR AERODROME
AD-2-WSSL-VFR-1
25 JAN 2024
A I P Singapore
|
|
These gaps may occur due to:
· Undiscovered and long-standing shortcomings in the defenses,
. The temporary unavailability of some elements of the system due to maintenance action,
· Equipment failure,
Human interaction, and
Policy/Decision-making.
## 2.5.2 Hazard Defenses
Designers of NAS hardware and software must strive to design systems that will not impose hazardous conditions during abnormal performance. Using a key systems engineering concept, such systems are referred to as being fault tolerant. A fault-tolerant system includes mechanisms that will preemptively recognize a fault or error so that corrective action can be taken before a sequence of events can lead to an accident. A subset of a fault-tolerant system is a system that is designed to be fail safe. A fail-safe system is designed such that if it fails, it fails in a way that will cause no harm to other devices or will not present a danger to personnel.
Error tolerance, another systems engineering concept, is a system attribute in which, to the maximum extent possible, systems are designed and implemented in such a way that errors do not result in an incident or accident. An error-tolerant design is the human equivalent of a fault-tolerant design.
Design attributes of an error-tolerant system include:
Errors are made apparent,
. Errors are trapped to prevent them from affecting the system,
Errors are detected and warnings/alerts are provided, and
Systems are able to recover from errors.
For an accident or incident to occur in a well-designed system, gaps must develop in all of the defensive layers of the system at a critical time when defenses should have been capable of detecting the earlier error or failure. Functions, equipment, procedures, and airspace components of the NAS interact through numerous complex relationships. Given the temporal nature of these relationships, the ATO must continuously monitor safety risk to maintain an acceptable level of safety performance and prevent gaps.
## 2.6 The Human Element's Effect on Safety
Human error is estimated to be a causal factor in the majority of aviation accidents and is directly linked with system safety error and risk. For this reason, hardware and software system designers must eliminate as many errors as possible, minimize the effects of errors that cannot be eliminated, and reduce the negative effect of any remaining potential human errors.
Human performance variability is a limitation that necessitates a careful and complete study of the potential effect of human error. Human capabilities and attributes differ in areas such as:
Manner and ability of the senses (e.g., seeing, hearing, and touching),
· Cognitive functioning,
. Reaction time,
Physical size and shape, and
· Physical strength.
|
|
Indicating Systems
Diamond AIRCRAFT
DA 40 Series AMM
Intentionally left blank
Page 102
31-12-00
18 Oct 2019
|
|
Very expensive processing equipment
· Lack of standardized system of methodology
Great variety of materials, processes, and techniques
· General lack of repair knowledge and expertise
· Products often toxic and hazardous
Lack of standardized methodology for construction and repairs
The increased strength and the ability to design for the performance needs of the product makes composites much superior to the traditional materials used in today's aircraft. As more and more composites are used, the costs, design, inspection ease, and information about strength-to-weight advantages help composites become the material of choice for aircraft construction.
## Composite Safety
Composite products can be very harmful to the skin, eyes, and lungs. In the long or short term, people can become sensitized to the materials with serious irritation and health issues. Personal protection is often uncomfortable, hot, and difficult to wear; however, a little discomfort while working with the composite materials can prevent serious health issues or even death.
Respirator particle protection is very important to protecting the lungs from permanent damage from tiny glass bubbles and fiber pieces. At a minimum, a dust mask approved for fiberglass is a necessity. The best protection is a respirator with dust filters. The proper fit of a respirator or dust mask is very important, because if the air around the seal is breathed, the mask cannot protect the wearer's lungs. When working with resins, it is important to use vapor protection. Charcoal filters in a respirator remove the vapors for a period of time. When removing the respirator for breaks, and upon placing the mask back on, if you can smell the resin vapors, replace the filters immediately. Sometimes, charcoal filters last less than 4 hours. Store the respirator in a sealed bag when not in use. If working with toxic materials for an extended period, a supplied air mask and hood are recommended.
Avoid skin contact with the fibers and other particles by wearing long pants and long sleeves along with gloves or barrier creams. The eyes must be protected using leak-proof goggles (no vent holes) when working with resins or solvents, because chemical damage to the eyes is usually irreversible.
## Fiber Reinforced Materials
The purpose of reinforcement in reinforced plastics is to provide most of the strength. The three main forms of fiber reinforcements are particles, whiskers, and fibers.
A particle is a square piece of material. Glass bubbles (Q-cell) are hollow glass spheres, and since their dimensions are equal on all axes, they are called a particle.
A whisker is a piece of material that is longer than it is wide. Whiskers are usually single crystals. They are very strong and used to reinforce ceramics and metals.
Fibers are single filaments that are much longer than they are wide. Fibers can be made of almost any material and are not crystalline like whiskers. Fibers are the base for most composites. Fibers are smaller than the finest human hair and are normally woven into cloth-like materials.
## Laminated Structures
Composites can be made with or without an inner core of material. Laminated structure with a core center is called a sandwich structure. Laminate construction is strong and stiff, but heavy. The sandwich laminate is equal in strength, and its weight is much less; less weight is very important to aerospace products.
The core of a laminate can be made from nearly anything. The decision is normally based on use, strength, and fabricating methods to be used.
Various types of cores for laminated structures include rigid foam, wood, metal, or the aerospace preference of honeycomb made from paper, Nomex®, carbon, fiberglass, or metal. Figure 7-14 shows a typical sandwich structure. It is very important to follow proper techniques to construct or repair laminated structures to ensure the strength is not compromised. Taking a high-density laminate or solid face and back plate and sandwiching a core in the middle make a sandwich assembly. The design engineer, depending on the intended application of the part, decides the selection of materials for the face and the back plate. It is important to follow manufacturers' maintenance manual specific instructions regarding testing and repair procedures as they apply to a particular aircraft.
## Reinforced Plastic
Reinforced plastic is a thermosetting material used in the manufacture of radomes, antenna covers, and wingtips, and as insulation for various pieces of electrical equipment and fuel cells. It has excellent dielectric characteristics that make it ideal for radomes; however, its high strength-to-weight ratio, resistance to mildew, rust, and rot, and ease of fabrication make it equally suited for other parts of the aircraft.
Reinforced plastic components of aircraft are formed of either solid laminates or sandwich-type laminates. Resins used to impregnate glass cloths are of the contact pressure type
|
|
DA 40 Series
AMM
Diamond
AIRCRAFT
12
13
14
15
16
17
18
19 20
21
11
10
22
10
9000 :selected: :selected:
00000000 00 00
00000000000
10
:unselected:
:unselected: :unselected: :unselected:
000
:selected:
:selected:
000
000000
000000
:unselected:
:selected:
00
:unselected: :unselected:
:unselected:
:selected:
:unselected:
:unselected:
:selected:
:unselected:
:unselected:
:selected: :unselected:
:selected:
:unselected:
00
O
0
1 2
3
45
6 78
9
2
| | 0 | 1 |
|---:|:---------------------------------------------------------|:---------------------------------------------------------------------------------------------|
| 0 | Major Instruments and Controls | |
| 1 | 1 Alternate static valve | 14 Emergency switch |
| 2 | 2 USB charging port | 15 Backup airspeed indicator |
| 3 | 3 Essential bus switch | 16 Audio amplifier/intercom/marker beacon receiver |
| 4 | 4 Avionic master switch | 17 Backup artificial horizon |
| 5 | 5 ALT/BAT master switch | 18 Backup altimeter |
| 6 | 6 Ignition switch | 19 Emergency compass |
| 7 | 7 Fuel pump switch | 20 Multi function display (MFD) |
| 8 | 8 Pitot heat switch | 21 ELT control unit |
| 9 | 9 Flap selector switch | 22 Circuit breakers |
| 10 | 10 Ventilation nozzle | If OÄM 40-1025 is installed, items 15, 17, and 18 are replaced by a standby attitude module. |
| 11 | 11 Primary flight display (PFD) | |
| 12 | 12 Rotary buttons for instrument lighting and floodlight | |
| 13 | 13 Light switches | |
Figure 1 : Instrument Panel - DA 40 with Garmin G1000
Page 2 18 Oct 2021 31-12-00
|
|
AIM
case turn of 30 degrees toward the adjacent final approach course, closing speeds of 135 feet per second could occur that constitute the need for quick reaction. A blunder has to be recognized by the monitor controller, and breakout instructions issued to the endangered aircraft. The pilot will not have any warning that a breakout is imminent because the blundering aircraft will be on another frequency. It is important that, when a pilot receives breakout instructions, the assumption is made that a blundering aircraft is about to (or has penetrated the NTZ) and is heading toward his/her approach course. The pilot must initiate a breakout as soon as safety allows. While conducting PRM approaches, pilots must maintain an increased sense of awareness in order to immediately react to an ATC (breakout) instruction and maneuver (as instructed by ATC) away from a blundering aircraft.
(b) Communications. Dual VHF communications procedures should be carefully followed. One of the assumptions made that permits the safe conduct of PRM approaches is that there will be no blocked communications.
(c) Hand-flown Breakouts. The use of the autopilot is encouraged while flying a PRM approach, but the autopilot must be disengaged in the rare event that a breakout is issued. Simulation studies of breakouts have shown that a hand-flown breakout can be initiated consistently faster than a breakout performed using the autopilot.
(d) TCAS. The ATC breakout instruction is the primary means of conflict resolution. TCAS, if installed, provides another form of conflict resolution in the unlikely event other separation standards would fail. TCAS is not required to conduct a closely spaced approach.
The TCAS provides only vertical resolution of aircraft conflicts, while the ATC breakout instruction provides both vertical and horizontal guidance for conflict resolutions. Pilots should always immediately follow the TCAS Resolution Advisory (RA), whenever it is received. Should a TCAS RA be received before, during, or after an ATC breakout instruction is issued, the pilot should follow the RA, even if it conflicts with the climb/descent portion of the breakout maneuver. If following an RA requires deviating from an ATC clearance, the pilot must advise ATC as soon as practical. While following an RA, it is extremely important that the pilot also comply with the turn portion of the ATC breakout instruction unless the pilot determines safety to be factor. Adhering to these procedures assures the pilot that acceptable "breakout" separation margins will always be provided, even in the face of a normal procedural or system failure.
## 5-4-17. Simultaneous Converging Instrument Approaches
a. ATC may conduct instrument approaches simultaneously to converging runways; i.e., runways having an included angle from 15 to 100 degrees, at airports where a program has been specifically approved to do so.
b. The basic concept requires that dedicated, separate standard instrument approach procedures be developed for each converging runway included. These approaches can be identified by the letter "V" in the title; for example, "ILS V Rwy 17 (CONVERGING)". Missed Approach Points must be at least 3 miles apart and missed approach procedures ensure that missed approach protected airspace does not overlap.
c. Other requirements are: radar availability, nonintersecting final approach courses, precision approach capability for each runway and, if runways intersect, controllers must be able to apply visual separation as well as intersecting runway separation criteria. Intersecting runways also require minimums of at least 700 foot ceilings and 2 miles visibility. Straight in approaches and landings must be made.
d. Whenever simultaneous converging approaches are in use, aircraft will be informed by the controller as soon as feasible after initial contact or via ATIS. Additionally, the radar controller will have direct communications capability with the tower controller where separation responsibility has not been delegated to the tower.
## 5-4-18. RNP AR (Authorization Required) Instrument Procedures
a. RNP AR procedures require authorization analogous to the special authorization required for Category II or III ILS procedures. All operators require specific authorization from the FAA to fly any RNP AR approach or departure procedure. The FAA issues RNP AR authorization via operations specification (OpSpec),
|
|
RSAFOSP 14 RIFRM
## OFFICIAL CLOSED
parameter in amber or red. During engine start and shutdown, inappropriate messages are inhibited.
## Non-EFIS Flight Instruments
26.116 The Mach/airspeed indicator (MASI) is essentially the same as found on the conventional instrument panel, and shown in Figure 26-48. The difference is that there is no manual setting control for the command airspeed bug. This function is performed manually by the IAS/Mach selector on the AFDS mode control panel (see Chapter 25 - Automatic Flight Control Systems), or by the FMC.
## Mach/Airspeed Indicator
## Radio Distance Magnetic Indicator
## 26.117
The radio distance magnetic indicator (RDMI) is a standard RMI with the addition of dual DME readouts (Figure 26-47).
Left DME indicator Displays distance to Left VOR tuned station (VORTAC or VOR/DME) or to Left tuned ILS station. 'L' is displayed on EHSI when valid ILS/DME is available. Displays dashes if no data available. Blank if aeroplane DME unserviceable.
245.6
L39.0 DME-R
DME-L
HDG
12
75
9
3
0
18
2 24
27 30
ADF
ADF
Right DME indicator Same displays as Left DME, but with right data shown on EHSI (VOR-R, ILS-R).
Heading flag Indicates IRS heading source has failed.
Compass card Positioned by IRS as selected on opposite side instrument source select panel (see fig. 2-44).
R
Bearing pointer failure flag (L/R) Indicates selected VOR/ADF receiver failed or no computed data available.
Figure 26-47 Radio distance magnetic indicator (RDMI).
26.118
## Other Instruments
The altimeter is the same as described previously, taking its displayed information from the air data computer. The VSI display is the same as before, but derives its display from the IRS vertical speed data.
26.119
## Standby Instruments
Loss of electrical power in a modern aircraft is a very unlikely occurrence, but provision has to be made for the possible loss of all electronically derived instrument information. Standby flight instruments, similar to the conventional ones described in Part 1, Chapter 24 - Compass Instruments, are installed.
|
|
What brings you now from your lurking-place in the Shire?"
"The Nine have come forth again," I answered. "They have crossed the River. So Radagast said to me."
'"Radagast the Brown!" laughed Saruman, and he no longer concealed his scorn. "Radagast the Bird-tamer! Rada- gast the Simple! Radagast the Fool! Yet he had just the wit to play the part that I set him. For you have come, and that was all the purpose of my message. And here you will stay, Gandalf the Grey, and rest from journeys. For I am Saruman the Wise, Saruman Ring-maker, Saruman of Many Colours!"
'I looked then and saw that his robes, which had seemed white, were not so, but were woven of all colours, and if he moved they shimmered and changed hue so that the eye was bewildered.
'"I liked white better," I said.
"White!" he sneered. "It serves as a beginning. White cloth may be dyed. The white page can be overwritten; and the white light can be broken."
"In which case it is no longer white," said I. "And he that breaks a thing to find out what it is has left the path of wisdom."
'"You need not speak to me as to one of the fools that you take for friends," said he. "I have not brought you hither to be instructed by you, but to give you a choice."
'He drew himself up then and began to declaim, as if he were making a speech long rehearsed. "The Elder Days are gone. The Middle Days are passing. The Younger Days are beginning. The time of the Elves is over, but our time is at hand: the world of Men, which we must rule. But we must have power, power to order all things as we will, for that good which only the Wise can see.
'"And listen, Gandalf, my old friend and helper!" he said, coming near and speaking now in a softer voice. "I said we, for we it may be, if you will join with me. A new Power is rising. Against it the old allies and policies will not avail us at all. There is no hope left in Elves or dying Númenor. This then is one choice before you, before us. We may join with
|
|
AIRBUS DEFENCE AND SPACE
STANDARD OPERATING PROCEDURES CABIN CREW SAFETY-RELATED DUTIES
A330-GOS CABIN CREW OPERATING MANUAL
CABIN CREW SAFETY-RELATED DUTIES PRE-PASSENGER BOARDING
Applicable to: ALL
| | PURSER | CABIN CREWMEMBER |
|---:|:--------------------------------------------------------------------------------------------|:------------------------------------------------------------------------------------------|
| 0 | - Perform security checks, if required. | |
| 1 | - Pre-flight check of emergency equipment | |
| 2 | - Report to captain : Emergency equipment discrepancies found during the pre-flight checks. | - Report to Purser: Emergency equipment discrepancies found during the pre-flight checks. |
CABIN CREW SAFETY-RELATED DUTIES DURING BOARDING
Applicable to: ALL
| | PURSER | CABIN CREWMEMBERS |
|---:|:-------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------|:------------------------------------------------------|
| 0 | - Go to assigned boarding stations - Assist unaccompanied minors, Persons with Reduced mobility (PRMs), families - Monitor the amount of baggage and ensure correct stowage (overhead bins, under seats) - Check that exits and escape paths are clear of obstructions - Check that aisles and cross-aisles are clear of obstructions - Distribute extension and /or baby seat belts, if necessary - Manage the passenger flow | |
| 1 | - Ensure that passengers comply with "No smoking" regulations, as applicable - Ensure that passenger seating complies with seating regulations, as applicable - Check that Able-Bodied Passengers (ABPs) are seated at exits. | |
| 2 | Report to Captain : Confirm passenger count | Report to Purser : Confirm passenger count |
| 3 | Report to Captain : Any unusual or abnormal situations | Report to Purser : Any unusual or abnormal situations |
## CABIN CREW SAFETY-RELATED DUTIES BEFORE PUSHBACK
Applicable to: ALL
| | PURSER | CABIN CREWMEMBERS |
|---:|:------------------------------------------------------------------------------------------|:--------------------|
| 0 | - Go to assigned door | |
| 1 | - Perform the door closing, the slide arming procedure, and cross check the opposite door | | |
|
Standard Practices
Diamond
AIRCRAFT
DA 40 Series
AMM
90
85
80
75
70
65
Pound-Force Inch (Ibf.in.)
60
55
50
45
40
- -
--
35
30
25
-
20
15
-
10
5
41
0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0
Newton.Metre (Nm)
Find the Nm value on the horizontal axis. Move vertically to the solid black diagonal line. Then move horizontally to the vertical axis. Read the value in Ibf.in.
Example: To convert 4.4 Nm to Ibf.in., find 4.4 Nm on the horizontal axis (see the dashed line). Follow the dashed line vertically to the solid black diagonal line. Then follow the dashed line horizontally to the vertical axis. Read the value of 39 Ibf.in.
Graph 2 - Nm - in.lb
Page 12 18 Oct 2021
20-10-00
|
|
Engine Indicating
Diamond AIRCRAFT
DA 40 Series
AMM
## Maintenance Practices
## 1. General
These Maintenance Practices tell you how to replace an integrated-engine-instrument and a manifold temperature sensor. Refer to the related Chapter for maintenance data on the sensors.
Where the engine control system provides data for the engine indicating system, only the engine manufacturer or an TAE-approved maintenance shop can replace sensors.
## 2. Remove/Install an Engine Instrument
A. Remove an Engine Instrument
| | | Detail Steps/Work Items | Key Items/References |
|---:|:----|:------------------------------------------------------------------------------------------------------------------------------------------------------|:-------------------------------------------------------------|
| 0 | | WARNING: MAKE SURE THE ENGINE IS SAFE BEFORE YOU DO ANY WORK ON IT. IF THE ENGINE STARTS THE PROPELLER CAN CAUSE INJURY OR DEATH. | |
| 1 | (1) | Make sure that the engine is safe: - Set the ELECTRIC MASTER key switch to OFF. - Set the ENGINE MASTER switch to OFF. - Set the power lever to IDLE. | |
| | | :unselected: :unselected: | |
| 2 | (2) | Remove the engine cowlings. | Refer to Section 71-11. |
| 3 | (3) | Disconnect the airplane main battery. | Refer to Section 24-34. |
| 4 | (4) | Remove the instrument panel cover. | Refer to Section 25-10. |
| 5 | (5) | Disconnect the electrical connector from the instrument. | |
| 6 | (6) | Remove the 4 screws (including post light) which attach the instrument to the instrument panel. | From the front of the instrument panel. Hold the instrument! | |
|
4 INVESTIGATION
4.1 All Incident Reports filed will be thoroughly investigated and the complainant will be notified of the results of the investigation as soon as possible.
5 CO-ORDINATION/INVESTIGATION AUTHORITY
5.1 Co-ordination/Investigation Authority responsible for the Co-ordination/Investigation of Near Collision/ Infringements, ATC Complaints, Fault Reporting and Post-Flight Information Service:
Co-ordination/Investigation Authority
Area Of Responsibility
Director-General of Civil Aviation Civil Aviation Authority of Singapore Singapore Changi Airport P O Box 1 Singapore 918141
Within Singapore FIR, the airspace within Kuala Lumpur FIR for which Singapore ACC is responsible for providing ATS and the airspace above the South China Sea Corridor. (Refer to pages ENR 2.1-1 to ENR 2.1-4)
## 6 OTHER REPORTS UNDER ICAO INITIATIVE FOR DATA COLLECTION AND ANALYSIS PURPOSES
6.1 Wake Vortex
6.1.1 Pilots experiencing any wake vortex encounters within the Singapore Flight Information Region should report such encounters by filling out the Wake Vortex Encounter Reporting Form and submitting the form to CAAS. The contact address, facsimile and e-mail address can be found on the form.
6.1.2 Alternatively, pilots can submit the report online direct to ICAO at:
http://www.icao.int/fsix/wakevortexformpilot.html
7 INDEX OF REPORTING FORMS APPENDED TO THIS SECTION
| | S/N | Form | Page |
|---:|------:|:------------------------------------------------|:-------------------------|
| 0 | 1 | Air Traffic Incident Report Form | ENR 1.14-3 to ENR 1.14-6 |
| 1 | 2 | Wake Vortex Encounter Reporting Form for Pilots | ENR 1.14-7 to ENR 1.14-8 | |
|
List of Effective Pages
Diamond AIRCRAFT
DA 40 Series AMM
| | CH-SE-SU | Page | Revision Date |
|---:|:-----------|-------:|:----------------|
| 0 | 27-38-00 | 101 | 18 Oct 2019 |
| 1 | 27-38-00 | 102 | 18 Oct 2019 |
| 2 | 27-38-00 | 201 | 18 Oct 2019 |
| 3 | 27-38-00 | 202 | 18 Oct 2019 |
| 4 | 27-38-00 | 203 | 18 Oct 2019 |
| 5 | 27-38-00 | 204 | 18 Oct 2019 |
| 6 | 27-38-00 | 205 | 18 Oct 2019 |
| 7 | 27-38-00 | 206 | 18 Oct 2019 |
| 8 | 27-39-00 | 1 | 18 Oct 2021 |
| 9 | 27-39-00 | 2 | 18 Oct 2021 |
| 10 | 27-39-00 | 3 | 18 Oct 2021 |
| 11 | 27-39-00 | 4 | 18 Oct 2021 |
| 12 | 27-39-00 | 101 | 18 Oct 2019 |
| 13 | 27-39-00 | 102 | 18 Oct 2019 |
| 14 | 27-39-00 | 201 | 18 Oct 2019 |
| 15 | 27-39-00 | 202 | 18 Oct 2019 |
| 16 | 27-39-00 | 203 | 18 Oct 2019 |
| 17 | 27-39-00 | 204 | 18 Oct 2019 |
| 18 | 27-39-00 | 205 | 18 Oct 2019 |
| 19 | 27-39-00 | 206 | 18 Oct 2019 |
| 20 | 27-39-00 | 207 | 18 Oct 2019 |
| 21 | 27-39-00 | 208 | 18 Oct 2019 |
| 22 | 27-50-00 | 1 | 18 Oct 2019 |
| 23 | 27-50-00 | 2 | 18 Oct 2019 |
| 24 | 27-50-00 | 3 | 18 Oct 2019 |
| 25 | 27-50-00 | 4 | 18 Oct 2019 |
| 26 | 27-50-00 | 5 | 18 Oct 2019 |
| | CH-SE-SU | Page | Revision Date |
|---:|:-----------|-------:|:----------------|
| 0 | 27-50-00 | 6 | 18 Oct 2019 |
| 1 | 27-50-00 | 7 | 18 Oct 2019 |
| 2 | 27-50-00 | 8 | 18 Oct 2019 |
| 3 | 27-50-00 | 101 | 18 Oct 2019 |
| 4 | 27-50-00 | 102 | 18 Oct 2019 |
| 5 | 27-50-00 | 103 | 18 Oct 2019 |
| 6 | 27-50-00 | 104 | 18 Oct 2019 |
| 7 | 27-50-00 | 201 | 18 Oct 2019 |
| 8 | 27-50-00 | 202 | 18 Oct 2019 |
| 9 | 27-50-00 | 203 | 18 Oct 2019 |
| 10 | 27-50-00 | 204 | 18 Oct 2019 |
| 11 | 27-50-00 | 205 | 18 Oct 2019 |
| 12 | 27-50-00 | 206 | 18 Oct 2019 |
| 13 | 27-50-00 | 207 | 18 Oct 2019 |
| 14 | 27-50-00 | 208 | 18 Oct 2019 |
| 15 | 27-50-00 | 209 | 18 Oct 2019 |
| 16 | 27-50-00 | 210 | 18 Oct 2019 |
| 17 | 27-50-00 | 211 | 18 Oct 2019 |
| 18 | 27-50-00 | 212 | 18 Oct 2019 |
| 19 | 28-TITLE | 1 | 18 Oct 2019 |
| 20 | 28-TITLE | 2 | 18 Oct 2019 |
| 21 | 28-TOC | 1 | 18 Oct 2019 |
| 22 | 28-TOC | 2 | 18 Oct 2019 |
| 23 | 28-TOC | 3 | 18 Oct 2019 |
| 24 | 28-TOC | 4 | 18 Oct 2019 |
| 25 | 28-00-00 | 1 | 18 Oct 2019 |
| 26 | 28-00-00 | 2 | 18 Oct 2019 |
Page 20 18 Oct 2021
|
|
## CONVECTIVE SIGNIFICANT METEOROLOGICAL INFORMATION- (See CONVECTIVE SIGMET.)
COOPERATIVE SURVEILLANCE- Any surveillance system, such as secondary surveillance radar (SSR), wide-area multilateration (WAM), or ADS-B, that is dependent upon the presence of certain equipment onboard the aircraft or vehicle to be detected.
(See AUTOMATIC DEPENDENT SURVEILLANCE-BROADCAST.) (See NON-COOPERATIVE SURVEILLANCE.) (See RADAR.)
(See WIDE AREA MULTILATERATION.)
COORDINATES- The intersection of lines of reference, usually expressed in degrees/minutes/seconds of latitude and longitude, used to determine position or location.
COORDINATION FIX- The fix in relation to which facilities will handoff, transfer control of an aircraft, or coordinate flight progress data. For terminal facilities, it may also serve as a clearance for arriving aircraft.
COPTER- (See HELICOPTER.)
CORRECTION- An error has been made in the transmission and the correct version follows.
COUPLED APPROACH- An instrument approach performed by the aircraft autopilot, and/or visually depicted on the flight director, which is receiving position information and/or steering commands from onboard navigational equipment. In general, coupled non-precision approaches must be flown manually (autopilot disengaged) at altitudes lower than 50 feet AGL below the minimum descent altitude, and coupled precision approaches must be flown manually (autopilot disengaged) below 50 feet AGL unless authorized to conduct autoland operations. Coupled instrument approaches are commonly flown to the allowable IFR weather minima established by the operator or PIC, or flown VFR for training and safety.
COUPLED SCHEDULING (CS)/ EXTENDED METERING (XM)- Adds additional Constraint Satisfaction Points for metered aircraft along their route. This provides the ability to merge flows upstream from the meter fix and results in a more optimal distribution of delays over a greater distance from the airport, increased meter list accuracy, and more accurate delivery to the meter fix.
COURSE-
a. The intended direction of flight in the horizontal plane measured in degrees from north.
b. The ILS localizer signal pattern usually specified as the front course or the back course. (See BEARING.) (See INSTRUMENT LANDING SYSTEM.) (See RADIAL.)
CPDLC-
(See CONTROLLER PILOT DATA LINK COMMUNICATIONS.)
CPL [ICAO]-
(See ICAO term CURRENT FLIGHT PLAN.)
CREWMEMBER (UAS)- A person assigned to perform an operational duty. A UAS crewmember includes the remote pilot in command, the person manipulating the controls, and visual observers but may also include other persons as appropriate or required to ensure the safe operation of the UAS (e.g., sensor operator, ground control station operator).
CRITICAL ENGINE- The engine which, upon failure, would most adversely affect the performance or handling qualities of an aircraft.
CROSS (FIX) AT (ALTITUDE)- Used by ATC when a specific altitude restriction at a specified fix is required.
|
|
Engine instruments in a split-shaft/free turbine engine typically consist of the following basic indicators. [Figure 15-7]
1. ITT indicator 2. Torquemeter 3. Propeller tachometer
4. N1 (gas generator) tachometer 5. Fuel flow indicator 6. Oil temperature/pressure indicator
ITT+ 50
+
0 PROP
O ITT+ 50 N1
+
0 3
0.0
FF PRESS 4 OIL 40 TEMP ℃ 38
0
TORO 1
0
ITT+ 50
+
TORO { } 0
KBEC ELD MCB 516NM KMIA 1196NM
FMS
O PROP 0.0 N1
0.2NM 0.2NM
TORO 1 10
0 ITT+ 50
+
0 FF 3 PRESS 4 OIL 40 TEMP ℃ 38 :selected: 100
0
0.0
TORO1 7 10
20:46
LB -.- 6M
HDG 225 DTK 135 ELD
12
TTG
-:-. 344NM
300
127
15
S ABOVE
<
1
:selected:
GS 0
TAS 4
:unselected:
TERR 1 RDR
TERRAIN
TFC >
TCAS OFF
SAT 28 ℃
ISA +16 ℃
Figure 15-7. Engine instruments-split shaft/free turbine engine.
:unselected:
BRT
DIM
|
|
DA 40 Series AMM
Diamond
AIRCRAFT
Turbines
Intercooler
Intercooler Top Attachment
Engine Mounting Frame
Intercooler Bottom Attachments
Manifold Temperature Sensor
Manifold Pressure Connection
Engine Air Intake Manifold
10
Airplanes with
TAE 125-02 Engine
Turbocharger
Figure 2: Intercooler Installation - TAE 125-02-99 Engine (if MAM 40-256 is installed)
Doc # 6.02.01
81-00-00
|
|
DA 42 Series AMM
Diamond AIRCRAFT
## TABLE OF CONTENTS
CHAPTER 78 EXHAUST
1
1. General
2. Description 1
Trouble-Shooting
1. General
101
## Maintenance Practices
1.
2.
3.
| | 0 | 1 |
|---:|:------------------------------------------------------------------|----:|
| 0 | General | 201 |
| 1 | Remove/Install an Engine Exhaust Pipe | 201 |
| 2 | Remove/Install an Exhaust End Pipe (if OÄM 42-130 is carried out) | 203 |
| | Doc # 7.02.01 | | Page 1 |
|---:|:----------------|:------------|:------------|
| 0 | Rev. 5 | 78-CONTENTS | 15 Nov 2021 | |
|
Equipment/Furnishings
Diamond AIRCRAFT
DA 42 Series AMM
| | | Detail Steps/Work Items | Key Items/References |
|---:|:----|:-------------------------------------------------------------------------------------------------------------------------------------------------------------------------------|:-----------------------|
| 0 | (7) | Re-install the leather lining to the seat: - Attach the leather lining to the cover using the velcro fasteners. - Tie the backrest cushion to the seat pan with the 3 strings. | |
| | | :unselected: | |
| 1 | | - Put the rubber bands into the plastic brackets. | |
| 2 | | - Use blind rivets to fasten the plastic brackets to the seat pan. - Attach the cushion to the seat pan using the velcro. | |
| | | :unselected: | |
| 3 | (8) | Install the seat lever: - Put the lever onto the adjustment mechanism in correct position. - Install the lever mounting screw. | |
| | | :unselected: :unselected: | |
| 4 | | - Install plug to lever. | |
| | | :unselected: | |
(5) Visual Inspection of the Adjustment Mechanism (optional, OÄM 42-259)
| | | Detail Steps/Work Items | Key Items/References |
|---:|:----|:-----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------|:------------------------------------------------------------------------------------------------|
| 0 | (1) | Remove seat from airplane. | |
| 1 | (2) | Carefully separate the leather lining from the backrest. | Turn lining inside out together with the bag while pulling off. |
| 2 | (3) | Check the Hydrolok cylinder for leakage, contamination, check actuator cable for damage. Replace items if necessary, for disassembly of the mechanism refer to Maintenance Practices, Paragraph (4). | Use mirror and flashlight to be able to inspect the mechanism installed in the backrest tunnel. |
| 3 | (4) | Re-install the leather lining to the seat. | |
Page 208 15 Nov 2021 25-10-00
|
|
Auto Flight
Diamond AIRCRAFT
DA 42 Series AMM
PFD
GDU 1040
Reversionary Switch
MFD
GDU 1045
GMU 44
GRS 77
GDC 74
GIA 63
GMA 1347
GIA 63
GSA 81
Roll Servo
GSA 81
Pitch Servo
GSA 81
Pitch Trim Servo
GSA 80 Yaw Servo
G1000 LRU
Digital Communication
Discrete I/O
Figure 1: GFC 700 Autopilot Schematic Diagram
Page 2 15 Nov 2021 22-11-00
|
|
DA 40 Series AMM
Diamond AIRCRAFT
Doors
| | | Detail Steps/Work Items | Key Items/References |
|---:|:----|:---------------------------------------------------------------------------------------------------------------------------|:-----------------------|
| 0 | (6) | Install the outer door handle of the passenger door: - Align the outer door handle with the hole of the inner door handle. | |
| | | :unselected: | |
| 1 | | - Push the door handle into the inner door handle. | |
| 2 | (7) | Install the spring pin through the inner door handle. | |
12. Remove/Install a Door Handle Compression Gas Spring (if MAM 40-139 is installed)
A. Remove the Door Handle Compressiion Gas Spring
| | | Detail Steps/Work Items | Key Items/References |
|---:|:----|:---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------|:----------------------------------------------|
| 0 | (1) | Remove the canopy or passenger door handle. | Refer to Paragraph 11. |
| 1 | (2) | If installed, remove the circlip from the gas spring tie bolt. | Protect the door surface finish. |
| 2 | (3) | Pull the rear end of the door handle frame approximately 4 mm apart and pull out the gas spring tie bolt. If MAM 40-859 is installed, pull the tie bolt out axially. Caution: spring loaded! | The door handle must be in the open position. |
| 3 | (4) | Unscrew the piston of gas spring from the door handle. | |
52-10-00 18 Oct 2019 Page 227
|
|
Flight Controls
Diamond AIRCRAFT
DA 42 Series AMM
5. Flap Pushrod Access
| | Flap Pushrod | Remove/Install Access | References |
|---:|:----------------------------------------------------------------------------------|:--------------------------------------------------------------------|:------------------------------|
| 0 | Between the idler lever at the rear bulkhead and the center section closing ribs. | Passenger seat. Center section access panels. | Section 25-10. Section 52-40. |
| 1 | Between the center section closing ribs and the inner flap bellcranks. | Passenger seat. | Section 25-10. |
| 2 | | Inner flap bellcrank access panels under each wing. | Section 52-40. |
| 3 | Between the center section closing ribs and the outer flap bellcranks. | Passenger seat. Outer flap bellcrank access panels under each wing. | Section 25-10. Section 52-40. |
| 4 | Between the inner flap bellcranks and the inner flap horns. | Inner flap bellcrank access panels under each wing. | Section 52-40. |
| 5 | Between the outer flap bellcranks and the outer flap horns. | Outer flap bellcrank access panels under each wing. | Section 52-40. |
6. Flap Bellcrank and Lever Access
| | Flap Pushrod | Remove/Install Access | References |
|---:|:---------------------------------------|:---------------------------------------------------------|:---------------|
| 0 | Idler lever at the rear main bulkhead. | Passenger seat. | Section 25-10. |
| 1 | Bellcranks in wings. | Inner and outer bellcrank access panels under each wing. | Section 52-40. |
Page 212 15 Nov 2021 27-50-00
|
|
Electrical Power
Diamond AIRCRAFT
DA 40 Series AMM
## (6) Power Relay
The power relay connects the relay junction box bus and ECU bus to the main bus. The essential bus switch controls the power relay.
## (7) Essential Tie Relay
In the usual (de-energized) condition, the essential tie relay connects the main bus to the essential bus.
In the emergency (energized) condition, the essential tie relay connects the hot battery bus to the essential bus.
The essential bus switch controls the essential tie relay.
(8) Essential Bus Switch (marked ESS BUS)
The ESS BUS switch is located in the switch panel at the bottom left of the instrument panel.
In the OFF position, the ESS BUS switch gives a ground to the power relay coil. The relay closes and connects the relay junction box bus to the main bus. This is the usual position when all systems are operating correctly.
In the ON position, the ESS BUS switch disconnects the ground from the power relay coil. The power relay opens and disconnects the main bus from the power supply (the relay junction box bus). It also gives a ground to the coil of the essential tie relay. The relay energizes to break the connection between the main bus and the essential bus. At the same time, it connects the hot battery bus to the essential bus.
There is a light emitting diode in the essential bus switch. If there is power on the hot battery bus, and the ELECTRIC MASTER key switch is set to ON or START, the light emitting diode comes ON.
## (9) Starter Relay
The starter relay contacts and coil connect to the main bus. A 10 A circuit-breaker protects the circuit.
When the ENGINE MASTER switch set to ON and the ELECTRIC MASTER key switch is set to START, they give a ground to the relay coil. The relay connects the main bus to the starter solenoid (part of the starter). The solenoid engages the starter and operates a heavy-current contactor to connect the relay junction box bus to the starter.
Page 8 18 Oct 2021 24-21-00
|
|
| | AIRBUS DEFENCE AND SPACE | AAR ABNORMAL AND EMERGENCY PROCEDURES | 01.02A |
|---:|:----------------------------------|:----------------------------------------|:----------|
| 0 | A330-GOS QUICK REFERENCE HANDBOOK | | 24 OCT 23 |
CONSOLE RESET TABLE
| | WCA System | Affected System | MANUAL RESET | | REMARKS | |
|---:|:-------------|:------------------|:---------------|:---------------------|:----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------|:--------------------------------------------------------------------------------------------------------------|
| 0 | | | RESET Panel | System Control Panel | | |
| 1 | | | | | WARNING | If a boom reset is required with the MFCD PU 1+2 or 1+3 failed, abort the boom AAR operation after the reset. |
| 2 | | | | | Reset with the boom deployed: With the boom deployed, this reset is only permitted when required by an abnormal or an emergency procedure. If boom is below 30 °, coordinate with the PF the reduction of A/C speed below 250 kt CAS or A/C altitude below 22 000 ft. | |
| 3 | | | | | Note: The boom reset procedure must be performed in steady and balance flight conditions, no more than light turbulence, wings level and minimized A/C sideslip. | |
| 4 | | | | | Before resetting the boom: - Set the HOIST sw to HOLD. - Deselect the receiver aircraft on the MFD A/C page. - Make sure the ARO and MCO Flight Control Sticks are in the centered position. - Make sure BOOM CONTROL MODE selector is in ARO or MCO position. To reset the boom: | |
| 5 | | | | | | |
| 6 | BOOM | BOOM | | BOOM Control Panel | - Simultaneously turn the BOOM MSTR 1 and 2 pb-sw off and then ON. The boom reset normally lasts 60 s. - Make sure the ARO and MCO Flight Control Sticks are in the centered position during the system initialization. | |
| 7 | | | | | After resetting the boom: - If the reset has been performed at or above -9 º: · Boom Control Mode is STOWED · BOOM LOCK SYSTEM FAULT will be triggered | |
| 8 | | | | | Note: The Ruddervator Control System, Hoist Actuation System, Extension/Retraction Actuation System are inhibited and boom fins are stuck in their position at beginning of boom reset. There is no flight control law acting during the reset. | |
| 9 | | | | | Note: Continue applying the appropriate steps of BOOM LOCK SYSTEM FAULT procedure. | |
| 10 | | | | | - If the reset has been performed below -9 º Boom Control Mode is HOLD. | |
| 11 | | | | | Note: The Ruddervator Control System, Hoist Actuation System, Extension/Retraction Actuation System are inhibited in HOLD mode after boom reset. Normal system behavior is recovered when entering RAISING. | | |
End of preview. Expand
in Data Studio
Dataset Card for "nougat-15k"
Source: https://www.kaggle.com/datasets/therealoranges/nougat-15k by therealoranges
- Downloads last month
- 91