Diamond DA-40. Training Supplement ATPFlightSchool.com. Revised

Transcription

1 Diamond DA-40 Training Supplement Revised ATPFlightSchool.com a

2 Copyright 2017 Airline Transport Professionals. The content of this manual is furnished for informational use only, and is subject to change without notice. Airline Transport Professionals assumes no responsibility or liability for any errors or inaccuracies that may appear in this manual. This manual does not replace the Piper Archer Pilot Operating Handbook, FAA Airplane Flying Handbook, or Practical Test Standards. Nothing in this manual shall be interpreted as a substitute for the exercise of sound judgement. No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means electronic, mechanical or otherwise, without the prior written permission of Airline Transport Professionals.

3 Important Notice Refer to AFM: Do not use procedures listed without referencing the full procedures described in the approved Airplane Flight Manual (AFM) specific to the airplane you are flying. The content of this supplement is furnished for informational use only, and is subject to change without notice. Airline Transport Professionals, Inc. assumes no responsibility or liability for any errors or inaccuracies that may appear in this supplement. This supplement does not replace the Diamond DA-40 AFM, FAA Airplane Flying Handbook, or FAA Practical Test Standards. Nothing in this supplement shall be interpreted as a substitute for the exercise of sound judgment. Airworthiness and registration certificates can be found on the left side of the center console. Weight and balance information can be found in the AFM.

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5 Revised Contents Aircraft Systems...7 Flight Controls...7 Systems...8 Inoperative Instruments & Equipment per FAR Performance & Limitations...16 Departure Procedures...17 Normal Takeoff...17 Short-Field Takeoff...18 Soft-Field Takeoff...19 Arrival Procedures Diamond DA-40 Landing Criteria Good Planning = Good Landing Approach Briefing - Verbalize the Plan...21 Stabilized Approach...21 Managing Energy Aiming Point Pitch & Power Approach Speeds...23 Gust Factor...23 Flap Setting...23 Use of Trim...24 Normal Approach & Landing...24 Flaps "T/O" or Flaps "UP" Approach & Landing (i.e. flap malfunction)...26 Short-Field Landing...27 Soft-Field Landing Crosswind Approach & Landing Go-Around, Missed Approach...31 Go-Around...31 Missed Approach...31 Rejected Landing...32 In-Flight Maneuvers Clean Configuration Flow...33 Landing Configuration Flow...33 Maneuvering During Slow Flight Power-Off Stall...35 Power-On Stall...35 Emergency Descent Chandelles...37 Lazy Eights Eights on Pylons...39 Steep Spirals Instrument Procedures...41 Precision Approach (ILS Approach)...41 Non-Precision Approach (GPS, VOR, LOC) Review... 43

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7 SECTION 1 Aircraft Systems Flight Controls Elevator The elevator is operated by steel push-rods. Two of the bellcrank bearings are accessible for visual inspection next to the lower hinge of the rudder. The elevator horn and its bearing, as well as the connection to the push-rod, can be visually inspected at the upper end of the rudder. Elevator forces can be balanced by a trim tab on the elevator which is operated by a Bowden cable. Ailerons Ailerons are manually operated through control rods. Each aileron has four hinges (hinge pins mounted in an aluminum bracket). Hinge pins are secured in position by a roll pin. The absence of this roll pin can lead to the loss of the hinge pin and a resultant loss in control. Control Rod Linkage A rod-end bearing is screwed in to a steel push rod and secured by means of a locking, varnished nut. Damage to the varnish can indicate a twisting of the hardware and thus a change to the adjustment. The connection between the rod-end bearing and the control horn is a bolt, the nut of which is likewise sealed with locking varnish. The aluminum control horn is attached to the aileron with three screws. Rudder The rudder is controlled by cables attached to the rudder pedals. The rudder pedal assembly adjusts forward and aft, but the pilots seats are not adjustable. Fore-aft adjustment of the rudder pedal assembly must be made so that the heels are on the floor with the balls of the feet on the rudder pedals, not on the toe brakes. The feet should be at a 45 angle from the floor to the pedals, and the pilot should be able to apply full rudder inputs without shifting their body weight. The rudder pedals may only be adjusted while stopped on the ground. When braking is required, lift the foot from the floor rather than keeping the leg suspended in the air or resting the feet on the upper portion of the pedals. Aircraft Systems 7

8 Proper foot position helps prevent inadvertent brake application during ground operations, takeoff and landing. Also, as the pilots seats are not adjustable, special attention should be taken to ensure pilots have satisfactory sight picture. The pilot should be able to see very well over the glare shield during all phases of flight. A supplementary seat cushion may be required. Flaps The DA-40 has electrically operated plain flaps. A flap position selector on the center console has detents at the UP, T/O and LDG positions. There are associated flap position indicator lights in the cockpit. Each flap has six hinges (hinge pins mounted in an aluminum bracket). Hinge pins are secured in position by a roll pin. The absence of this roll pin can lead to the loss of the hinge pin and a consequent loss of flight safety. Another aluminum fitting is located at the fuselage and is attached to a torsion tube. The torsion tube is located in the fuselage, creating a connection between the left and right flaps. Control Rod Linkage A rod-end bearing is screwed in to a steel push rod and locked by means of a nut with locking varnish applied. Damage to this varnish can indicate a twisting and thus a change to the adjustment. The connection between the rod-end bearing and the control horn is a bolt, the nut of which is likewise sealed with locking varnish. The flap control horn is attached to the flap with three screws. Systems Landing Gear The landing gear consists of a main landing gear of spring steel struts, and a free-castering nose wheel which is sprung by an elastomer package. Directional control (steering) on the ground is accomplished via differential braking and use of the rudder. The slowing and stopping is accomplished by hydraulically-actuated, single disc, main landing gear wheel brakes. The brakes are individually operated by means of toe pedals. Be cautious of unnecessary braking which will cause excessive brake wear and overheating. Additionally, it is imperative that the pilot s heels rest on the floor (off the brakes) during takeoff and landing. 8 Aircraft Systems

9 The parking brake lever is located on the small center console under the instrument panel. To operate the parking brake pull the lever downwards until it catches. Brake pressure is built up by multiple operations of the toe brake pedals, and is maintained until the parking brake is released. To release, the lever is pushed upwards. NOTE: The parking brake is not to be used in flight training or during flight checks with ATP. Pitot Static The pitot static system consists of a pitot-static mast under the left wing providing ram air pressure to the airspeed indicator, and static ports on the same probe providing static pressure to the altimeter, vertical speed indicator and airspeed indicator. Static pressure is measured at two orifices at lower and rear edges of the probe. In the event of inadvertent flight into icing conditions, the pitot tube can be electrically heated by a switch on the instrument panel. Should the static air source become blocked, an alternate static source is located under the left side of the instrument panel. When in use, cabin static pressure is used for static instruments. Windows should remain closed if the alternate static source is used. Vacuum There is no vacuum system on the DA-40. Instead, a standby electric attitude indicator is powered by either the essential bus or the emergency battery. A "Pull To Cage" tab is provided for the standby attitude indicator. The pilot should pull the tab if the standby attitude indicator gyroscope tumbles and needs to be erected or reset to a proper orientation. The "Pull To Cage" tab should not be pulled unless the standby attitude indicator tumbles or does not match the PFD's attitude indicator within five minutes of engine start. Cabin Heat & Ventilation Cabin heat and canopy defrost is provided by air ducted through the exhaust shroud and into the cabin and is controlled by a lever on the center console below the instrument panel. There are four individual fresh air vents at each seat position and emergency windows are provided on the canopy. Engine The DA-40 is equipped with a Lycoming, 4 cylinder, normally aspirated, fuel injected, 360 cubic inch, horizontally opposed, air cooled, direct drive IO-360- M1-A engine. The engine produces RPM at sea level. Ignition is provided by two magnetos on the back of engine which provide spark to eight Aircraft Systems 9

10 spark plugs (two per cylinder). There is an engine-driven fuel pump and a backup electric fuel pump. The engine has an eight quart oil sump. ATP minimum oil quantity for takeoff is six quarts. An alternate engine air source can be used in the event of the loss of manifold pressure because of icing or blockage of the air filter. Alternate air is drawn from the engine compartment and into the engine by pulling a lever located under the instrument panel to the left of the center console. Alternate air is unfiltered and should not be used for normal operation or during simulated engine-failures scenarios. Avoiding Engine Overheating Hot weather requires added attention to potential engine overheating situations. The engine cowl openings are relatively small on the DA-40, and air flow for cooling the engine compartment is sometimes inadequate. If not careful, it is common for the DA-40 to overheat quickly in a warm environment. It will take a while for engine heat to dissipate. Preventative actions are required to avoid engine overheating. Recommendations to minimize engine overheating: Keep the MFD engine gauges page open during critical times (engine start, run-up, and initial climb after takeoff) as it allows pilots to monitor important information in a larger and more detailed manner. Chair fly" the run-up procedures multiple times (in the airplane if desired, but don't move or turn anything on) to learn how to expeditiously move through the run-up procedure and lesson the time the engine is at high RPM while the aircraft is not moving. Whenever possible, point the aircraft nose into the wind during run-up and while attempting to reduce engine temperature. Be aware of your soundings and the effect of your propeller sending debris to adjacent aircraft, vehicles or persons. Monitor oil temp (primarily) and CHT during the run-up and climb after departure. The MFD engine gauges page will allow you to see single-degree incremental changes in oil temp and recognize subtle trends more easily than the small strip of engine gauges on the MFD home page. Remember: your primary focus should be outside the airplane with occasional glances inside. If a prolonged run-up is required and oil temp climbs into the caution range, or is trending up and getting close to the caution range, allow a cool down period with the throttle at idle prior to requesting a takeoff clearance. Taking off and climbing, even for a short time, will cause an increase in engine temperature. During the cool down period, wait for the oil temp to go down toward a more normal range prior to requesting a takeoff clearance. If safety and obstacle clearance permit, the warm weather takeoff profile should be to fly 80 KIAS from lift off. This will allow for better air 10 Aircraft Systems

11 flow through the engine cowling. Generally, 80 KIAS can be achieved by setting a pitch attitude of 7.5 degrees nose-up (IFR) or top of the engine cowling on the horizon (VFR). While monitoring the MFD engine gauges page, if you see oil temp continuing to climb (it will normally increase some during climb) and the oil temp is getting close to the caution range, decrease the pitch attitude to increase airflow through the engine cowl. If the oil temp reaches the caution range, stop climb, advise ATC that you will be maintaining altitude, and allow the oil temp to reduce. It will take several minutes, but you should see a gradual decrease in oil temp over time. Then, if you want, advise ATC you would like to continue to climb to altitude. If ATC asks, you can tell them that you are providing better engine cooling to avoid over heating. If you are unable to reduce oil temp or oil temp continues to climb despite reducing the pitch attitude or stopping the climb (remember, it will take several minutes for temp to go down), you may have to return to land. If you experience an unplanned return, ATC will want to know why. Advise the training center manager and/or Director of Maintenance if unusual maintenance events occur. In summary, point the aircraft nose into the wind during run-up whenever possible and avoid prolonged run-ups. If the engine temperatures get close to or into the caution range, allow cooling with engine at idle power before requesting a takeoff clearance. During warm weather months, keep the pitch attitude such that 80 KIAS is achieved after takeoff, unless you need a better rate of climb for safety. Generally, prevention of engine over heating can be achieved by following the steps listed above. Be proactive and monitor engine temperature indications (OIL TEMP and CHT) during critical times (engine start, run-up, prior to requesting takeoff clearance and during the climb). Propeller The engine drives a Hartzell, 74-inch, all metal, hydraulically (engine oil) actuated, constant speed, non-feathering propeller. Propeller pitch and RPM is controlled by a center lever with a blue handle. Engine oil from the propeller governor increases the pitch of the blade resulting in lower RPM. Centrifugal and aerodynamic pitching moments decrease the blade pitch. Likewise, if there is a catastrophic loss of engine oil, the propeller will go to a low pitch, high RPM setting. Aircraft Systems 11

12 Engine Control Levers Three engine control levers are located on the center console. Each has a characteristic color and shape. The left lever with a black handle is used to control engine manifold pressure (power). Lever forward equals full throttle, higher manifold pressure (power). Lever rear equals idle power, lower manifold pressure. The center lever with a blue handle is used to control engine/propeller RPM. Lever forward equals high RPM/low pitch. Lever rear equals low RPM/high pitch. The right lever with a red handle is used to control the fuel-to-air ratio or mixture. Lever forward equals higher fuel-to-air ratio. Lever rear (engine cut off) equals zero fuel going to the engine. Fuel The fuel system consists of two tanks in the wings with a total fuel capacity of 41 gallons (40 gallons usable). There are three fuel sumps one under each wing and one under the engine cowling. One fuel vent is located under each wing. Fuel is drawn from wing tanks to the fuel selector valve, through an electric boost pump, to the engine driven mechanical fuel pump, and then to the fuel distributor where it is metered and passed to a manifold where it is distributed to each cylinder. The auxiliary fuel pump is used for engine priming during all engine starts, takeoff, landing, and when switching fuel selector valve. The DA-40 is equipped with a three position fuel selector valve "LEFT", "RIGHT", and "OFF". Fuel use is alternated at regular intervals from one tank to the other to ensure balanced fuel load and to help prevent single-tank only use and fuel exhaustion. The "OFF" position is reached by turning the selector to the right while pulling up the safety catch of the fuel tank selector. Electrical The airplane is equipped with a 28-volt DC electrical system and a 24-volt, leadacid battery that is located in the engine compartment. Electrical energy is supplied by a 70-amp alternator located on the front of the engine. An external power receptacle is located on the right side of engine cowl. Electrical power is distributed through electrical buses and over-amperage protection is provided by push-pull type circuit breakers. Essential Bus The essential bus (ESS BUS) powers: PFD AHRS Back-Up Attitude Indicator 12 Aircraft Systems

13 ADC Flaps Flood (under glare shield) Light Landing Light Pitot Heat Engine Instruments COM 1 GPS / NAV 1 Transponder Emergency Battery The emergency battery powers: Flood Light (under the glare shield) Back-Up Attitude Indicator If an electrical problem arises, always check circuit breakers. Circuits that are essential for flight may be reset only once in flight if: There is no smoke or burning smell The affected system/equipment is needed for the operational environment. Do not reset any non-essential circuit breakers in flight. Charging System (alternator) Failure DA-40 s battery should be good for 30 minutes with the ESS BUS powered. Less time with lights/pitot heat on The DA-40 is an all-electric airplane; it has no vacuum system to operate the back-up attitude indicator. Gyro instrument redundancy is handled in two ways; the essential bus, and the emergency switch. Essential Bus One navcom radio, some lights, back-up electric attitude indicator, engine instruments, annunciator panel, pitot heat, flaps. Emergency Switch (Horizon) Secondary to the essential bus, final back-up for the crucial instruments and lights, power provided by a sealed battery pack (non-rechargeable), activated by the guarded Emergency switch. The emergency switch powers only the back-up attitude indicator and under glare shield flood lights (for at least 1 hour). Aircraft Systems 13

14 Main Unserviceable Systems (with ESS BUS On) Fuel pump MFD Avionic / CDU fan Position light, strobe lights, taxi light Instrument lights, map light Starter Avionics bus (COM2, NAV/GPS2, intercom audio, auto pilot) What happens if essential bus switch is switched on during normal operation? Will the battery be discharged? No. Noteably, if the battery master is off and ESS BUS switch on, the engine starter will not work Emergency Battery Switch (non-rechargeable battery) Power supplied for 1.5 hours Only powers flood lights (under glair shield) and back-up attitude indicator Stall Warning A pneumatic type stall warning system consists of an inlet on the leading edge of the left wing, which is ducted to a horn behind the instrument panel. As the aircraft approaches stalling speed, the lower pressure on top of the wing shifts forward drawing air through a horn resulting in an audible warning. The audible warning will become louder as stalling speed approaches 1.1 times stalling speed. Exterior Lighting Exterior lighting consists of navigation lights and a white strobe light on each wing tip. A landing light (inboard) and taxi light (outboard) is located on the left wing leading edge. Baggage Compartment ATP's DA-40s equipped with a "standard" baggage compartment (not "extended" and no baggage tube) with a limitation of 66 lbs. Baggage must be secured with a baggage net. 14 Aircraft Systems

15 Canopy, Rear Door, & Emergency Exit The front canopy has three positions, full open, cooling gap (position 1), and closed (position 2). The canopy and rear door are locked closed by means of a red handle and steel bolts that lock into mating holes. The rear door serves as an emergency exit and must not be locked with a key when the aircraft is occupied. In case of roll-over on the ground, the rear door may be used as an egress point. Release the rear door front hinge by pulling the red handle located above and behind the center of the front seats. The backrest portions of the front seats are designed to break when forceful pressure is applied to the upper portion of the seat back. After pulling the red emergency exit release handle, apply forceful pressure to the upper portion of the front seat backrest and crawl through to the emergency exit. Always be sure to visually and physically verify the rear door and canopy are closed prior to flight. NOTE: The DA-40 should not be left unattended with either the front canopy or rear door fully open. The airplane may be operated on the ground with the front canopy in the cooling gap position, but not in the air. Inoperative Instruments & Equipment per FAR ATP aircraft do not operate under the guidance of a minimum equipment list (MEL). ATP aircraft operate in accordance with the following FAR subpart. Because this is only an excerpt, the complete subpart should be referenced if necessary: (3) The inoperative instruments and equipment are -- (i) Removed from the aircraft, the cockpit control placarded, and the maintenance recorded in accordance with 43.9 of this chapter; or (ii) Deactivated and placarded "inoperative." If deactivation of the inoperative instrument or equipment involves maintenance, it must be accomplished and recorded in accordance with part 43 of this chapter; (4) A determination is made by a pilot, who is certificated and appropriately rated under part 61 of this chapter, or by a person, who is certificated and appropriately rated to perform maintenance on the aircraft, that the inoperative instrument or equipment does not constitute a hazard to the aircraft. Aircraft Systems 15

16 SECTION 2 Performance & Limitations V R V X V Y Cruise Climb V A V NO V NE V G V FE V S V SO Max Demonstrated Crosswind Max Horsepower Max Ramp Weight Max Gross Takeoff Weight Max Landing Weight Max Cargo Compartment Max Operating Altitude Fuel Capacity Oil Capacity Ailerons 59 KIAS Not Published 66 KIAS 73 KIAS lbs lbs 129 KIAS 178 KIAS lbs 108 KIAS - Flaps T/O 91 KIAS - Flaps LDG 52 KIAS 49 KIAS 20 kts RPM 2535 lbs 2535 lbs 2535 lbs 66 lbs ft 41 gal (Total) 40 gal (Usable) 4-8 qts (Minimum 6 qts per ATP) Differential NOTE: ATP uses a cruise climb of 80 KIAS unless obstacle clearance or safety dictate otherwise. 16 Performance & Limitations

17 SECTION 3 Departure Procedures Normal Takeoff 1. Flaps T/O 2. Line-up on centerline while positioning flight controls for wind 3. Stop brakes hold 4. Throttle 2000 RPM 5. "Engine gauges check" 6. Brakes release smoothly apply full power 7. "Full power established / airspeed alive" verify 8. V R / 59 KIAS rotate 9. Accelerate to V Y / 66 KIAS 10. "Out of ground effect / positive climb / above 66 KIAS Flaps up" 11. At 500' AGL climb at 80 KIAS 12. Above 1000' AGL "After Takeoff Checklist" Prepare 1. Complete the Line-Up Check. 2. Obtain clearance or broadcast your intentions on CTAF. 3. Ensure that the runway and approach path are clear. Establish Pwr: Throttle MAX PWR Propeller HIGH RPM Mixture RICH Pitch: Elevator Neutral Flaps T/O Hdg: Maintain runway centerline Trim: T/O Perform After Liftoff Pwr: Throttle MAX PWR Pitch: Maintain airspeed ~ 66 KIAS. Hdg: Maintain extended runway centerline Trim: Relieve control stick pressure Perform Pwr: Throttle MAX PWR Pitch: At 59 KIAS (V R ), ~ 10 degrees nose-up Hdg: Maintain runway centerline Trim: T/O End Pwr: Pitch: Hdg: Trim: Throttle 24 Prop 2500 RPM Mixture RICH Fuel Pump OFF Maintain airspeed ~ 80 KIAS. Flaps UP Maintain extended runway centerline Relieve control stick pressure. Departure Procedures 17

18 Short-Field Takeoff 1. Flaps T/O 2. Use all available runway / line-up on centerline / positioning flight controls for wind 3. Stop brakes hold 4. Throttle 2000 RPM 5. Engine gauges check 6. Throttle full 7. Full power brakes release 8. "Full power established / airspeed alive" verify 9. Rotate to climb at 66 KIAS over 50' obstacle 10. Clear of obstacle / out of ground effect / positive climb / above 66 KIAS flaps up 11. At 500' climb at 80 KIAS 12. "After Takeoff Checklist" Prepare 1. Complete the Line-Up Check. 2. Obtain clearance or broadcast your intentions on CTAF. 3. Ensure that the runway and approach path are clear. 4. Taxi onto the runway centerline at a position that utilizes the maximum available takeoff area. Perform Climb over Obstacles Pwr: Throttle MAX PWR Pitch: Maintain airspeed ~ 66 KIAS. Hdg: Maintain extended runway centerline Trim: Relieve control stick pressure. End Pwr: Pitch: Hdg: Trim: Throttle 24 Prop 2500 RPM Mixture RICH Maintain airspeed ~ 80 KIAS Flaps UP Maintain extended runway centerline Relieve control stick pressure. Establish Hold the Brakes Pwr: Throttle MAX PWR Prop HIGH RPM Mixture RICH Pitch: Control stick Full aft Flaps T/O Hdg: Maintain runway centerline Trim: T/O Perform Release the Brakes Pwr: Throttle MAX PWR Pitch: Establish airspeed ~ 66 KIAS. Hdg: Maintain runway centerline Trim: T/O 18 Departure Procedures

19 Soft-Field Takeoff 1. Flaps T/O 2. Roll onto runway with full-aft elevator input minimum breaking do not stop 3. Throttle 2000 RPM 4. Engine gauges check 5. Smoothly apply full power 6. "Full power established / airspeed alive" verify 7. As nose wheel lifts off, ease backpressure (nose wheel must remain off the ground) 8. Lift off at lowest possible airspeed and remain in ground effect. 9. In ground effect accelerate to speed at which plane lifts out of ground effect then begin climb 10. Out of ground effect / positive rate / above 66 KIAS flaps up 11. At 500' AGL climb at 80 KIAS 12. "After Takeoff Checklist" Prepare 1. Complete the Line-Up Check. 2. Obtain clearance or broadcast intentions on CTAF. 3. Ensure that the runway and approach path are clear. 4. Taxi onto the runway centerline and begin the takeoff roll in one continuous motion. Perform As Elevator Becomes Effective and Nosewheel Lifts Off Pwr: Throttle MAX PWR Pitch: Maintain a nose high pitch attitude. Hdg: Maintain runway centerline. Trim: T/O Perform Pwr: Throttle MAX PWR Pitch: At 66 KIAS, establish V Y pitch attitude. Hdg: Maintain extended runway centerline. Trim: Relieve control stick pressure. End Pwr: Pitch: Hdg: Trim: Throttle 24 Prop 2500 RPM Mixture RICH Fuel Pump OFF Maintain airspeed ~ 80 KIAS. Flaps UP Maintain extended runway centerline. Relieve control stick pressure Establish Begin Takeoff Roll Without Stopping Pwr: Throttle MAX PWR Prop HIGH RPM Mixture RICH Pitch: Establish a nose high pitch attitude. Hdg: Maintain runway centerline. Trim: T/O Perform As Airplane Lifts Off Pwr: Throttle MAX PWR Pitch: Level attitude; accelerate in ground effect. Hdg: Maintain runway centerline. Trim: T/O Perform Climbout Pwr: Throttle MAX PWR Pitch: Maintain airspeed ~ 66 KIAS. Hdg: Maintain extended runway centerline. Trim: Relieve control stick pressure Departure Procedures 19

20 SECTION 4 Arrival Procedures Diamond DA-40 Landing Criteria Plan and brief each landing carefully. Maintain a stabilized descent angle. Whenever possible, fly the traffic pattern at a distance that allows for a power off landing in the event of an engine failure. Maintain final approach speed until round-out (flare) at approximately 10 to 20 above the runway. Reduce throttle to touch down with the engine idling and the airplane at minimum controllable airspeed within the first 1,000 of the runway. Touchdown on the main gear, with the wheels straddling the centerline. Manage the airplane s energy so touchdown occurs at the designated touchdown point. Maintain a pitch attitude after touchdown that prevents the nose wheel from slamming down by increasing aft elevator as the airplane slows. Maintain centerline until taxi speed is reached and increase crosswind control inputs as airplane slows. Adjust crosswind control inputs as necessary during taxi after leaving the runway. Good Planning = Good Landing A good landing is a result of good planning. Before each approach and landing, decide on the type of landing (VFR or IFR, short-field, soft-field, crosswind, etc). Decide on the flap setting, the final approach speed, and where the airplane will touch down on the runway surface. NOTE: When approaching any airport for landing, have the airport taxi diagram available prior to landing and familiarize yourself with your taxi route based on your destination on the field and the landing runway. 20 Arrival Procedures

21 Approach Briefing - Verbalize the Plan Brief each plan out loud. This organizes the plan and ensures effective communication between pilots. The briefing should be specific to each approach and landing, but presented in a standard format that makes sense to other pilots and instructors. Approach Briefings should include: Flap Setting Type of Approach & Landing (VFR, Instrument, Short-Field, Soft-Field) Landing Runway Field Elevation Traffic Pattern Altitude Winds (left or right crosswind? Tailwind on downwind or base?) Final Approach Speed Aiming Point Touchdown Point Example VFR Briefing This will be a Landing flaps visual approach and landing to Runway 7R. The runway elevation is 28 MSL. I ll enter the traffic pattern at 1,000 MSL and join the pattern at mid-field for right downwind. The wind is 360 at 8, a left crosswind, so I will use right rudder and left aileron as necessary. My final approach speed will be 75 knots. My aiming point* will be the threshold stripes and my touchdown point will be at the intersection of taxiway Sierra 1. I will touch down with the stall warning sounding with the centerline between the main landing gear. * If necessary, identify the aiming point and touchdown point when they can be visually identified with the landing runway in sight. Stabilized Approach Definition: a landing approach in which the pilot establishes and maintains a constant angle glidepath towards a predetermined point on the landing runway. It is based on the pilot s judgment of certain visual cues, and depends on a constant final descent airspeed and configuration. A stabilized approach is required during visual and instrument approaches in all ATP airplanes. The airplane must be stabilized by: 1,000' AGL for an ILS Approach Descending from MDA for a Non-Precision Approach 500' AGL for a Visual Approach Arrival Procedures 21

22 General Conditions for a Stabilized Approach Airplane in landing configuration. (flaps set, trim set, fuel balanced) Engine must be steady at the proper approach power setting. Proper descent angle and rate of descent must be set and maintained. Airspeed must be stable and within range of target speed plus 10 KIAS. The airplane will touchdown on intended touchdown point within the first 1,000' of the landing runway. If not assured, a go-around must be executed. Managing Energy Managing energy means the pilot controls the airplane's glidepath, speed, and power setting so that altitude and airspeed are depleted simultaneously on the intended touchdown point. Aiming Point The Airplane Flying Handbook defines aiming point as "the point on the ground at which, if the airplane maintains a constant glidepath, and was not flared for landing, it would contact the ground." AIM 2-3-3: The "Runway Aiming Point Markings" consist of a broad white stripe located on each side of the runway centerline, approximately 1,000' from the landing threshold. ATP requires all landings to occur within the first 1,000' of the landing runway. When flying a visual approach and landing in a DA-40, the (visual) aiming point chosen by the pilot is often an earlier point on the runway than the AIM defined "aiming point markings" to account for the flare. This technique ensures that the airplane touches down no further than 1,000' down the runway. Pitch & Power Pitch Maintain a constant angle glidepath to the aiming point by making pitch adjustments to keep the point stationary in the windshield. If the aiming point moves lower in the windshield, lower the pitch until the aiming point is back in the correct, stationary position. If the aiming point moves toward the top of the windshield, increase the pitch until the aiming point is back in the correct, stationary position. 22 Arrival Procedures

23 NOTE: During a visual approach and landing, if the airplane is trimmed for the correct approach speed with the correct power set, much of the pilot s attention can be on maintaining a constant angle glide path to the aiming point. A majority of the pilot s scan should be outside the airplane, devoted to the aiming point and looking for traffic, with periodic instrument checks. Power During approach and landing, use power to control deviations from the desired approach speed while maintaining a constant angle glidepath to the aiming point. If the airspeed is fast, reduce power while maintaining a constant angle glidepath. If the airspeed is slow, add power while maintaining a constant angle glidepath. Since a constant angle glidepath is a requirement for a stabilized approach, airspeed deviations should be corrected by adjusting power. Changing pitch to correct airspeed deviations during a stabilized approach will cause an excursion from the constant angle glidepath, resulting in an unstable approach. Approach Speeds For training and testing purposes, when conducting a full, partial, or no-flap landing, use the following approach speeds as a reference, plus the appropriate gust factor, until landing is assured: Flaps UP and Flaps T/O...80 KIAS Flaps LDG...75 KIAS NOTE: For training purposes, landing is considered assured when the aircraft is lined up and will make the paved runway surface in the current configuration without power. Gust Factor Slightly higher approach speeds should be used under turbulent or gusty wind conditions. A good rule-of-thumb is to add one-half the gust factor to the normal approach speed. For example, if the wind is reported 8 gusting to 12 knots, the gust factor is 4 knots. Add half the gust factor, 2 knots in this example, to the normal approach speed, therefore final approach speed would be 77 KIAS with flaps in the LDG configuration. Flap Setting The DA-40 Operations Manual (page 4B-8) states the modified approach procedure depending on the available flap setting. Surface winds and air turbulence are usually the primary factors in determining the most comfortable Arrival Procedures 23

24 approach speeds and flaps setting. Students must be able to determine the best flap configuration and approach speed given the landing conditions. Use of Trim Trim = Constant Speed. The best way to maintain a constant approach speed is to trim the airplane for the desired speed. The correct sequence is set a pitch attitude, allow airspeed to stabilize, then trim to relieve control pressure. NOTE: As a rule-of-thumb, the fore and aft control forces that a pilot feels represent the difference between the speed being flown and speed that the airplane is trimmed for. The greater the control forces, the greater the difference between the actual speed and the trimmed speed. To relieve the control pressures, trim for the speed you are flying. NOTE: Proper foot position (heels on the floor) helps prevent inadvertent brake application during takeoff, landings and ground operations. Normal Approach & Landing 1. Complete the "Approach Checklist" before entering the airport area; devote full attention to aircraft control and traffic avoidance 2. Slow to 90 KIAS before entering downwind or traffic pattern 3. Enter the traffic pattern at published TPA (typically 1,000' AGL) 4. Complete the "Before Landing Checklist" when established on downwind 5. Abeam touchdown point, on extended base, or on extended final (when ready to descend out pattern altitude): Reduce power to approx. 13 MP then select Flaps T/O 6. Descend out of TPA at 80 KIAS 7. Maintain 80 KIAS on base leg 8. Select Flaps LDG and slow to 75 KIAS on final 9. Slow to 70 KIAS on short final and close throttle slowly just prior to flare 10. Touch down smoothly / stall warning sounding / on intended landing point 11. Smoothly control nose wheel's descent to the runway 12. When clear of the runway and stopped complete "After Landing Checklist" 24 Arrival Procedures

25 TIP: Getting ATIS, briefing the approach, and the Approach Checklist should be completed no later than 15 miles from the airport. Accomplishing these tasks as early as possible creates more time to focus on aircraft control and collision avoidance in the busy airport environment. During training flights when maneuvering near an airport, get ATIS, brief, and complete the Approach Checklist as soon as the decision is made to return to the airport. Don t wait! Before Landing Checklist To Be Conducted As A Flow, Then Verified With Checklist SEATBELTS... FASTENED FUEL SELECTOR... FULLEST TANK MIXTURE...FWD PROP...FWD FUEL PUMP...ON ALERTS...CHECK FLAPS...(For Approach) T/O On Short Final FLAPS...LDG Arrival Procedures 25

26 Touchdown On Intended Touchdown Point Within First 1,000 of Runway At Minimum Controllable Airspeed Touchdown Point Aiming Point On Final Select Flaps LDG (landing assured)- Maintain 75 KIAS until 10 to 20 above the runway Increase Crosswind Control Inputs as Airplane Slows Maintain Centerline Until Taxi Speed On Base Maintain 80 KIAS When Established on Downwind Complete the Before Landing Checklist When Ready to Descend Out of Pattern Altitude Reduce Power to Approx. 13 MP Select Flaps T/O Descend Out of TPA at 85 KIAS Approx. 10 Mi. from Airport Begin Slowing to 90 KIAS Plan Descent to Enter Traffic Pattern in Level Flight at TPA (or Overflight Altitude as Appropriate) No Later Than 15 Mi. from Airport Approach Checklist Verify Traffic Pattern Altitude (Usually 1,000 Above Field Elevation) NOTE: The power settings in this supplement are approximate and can change depending on prevailing conditions. A common mistake is to spend too much time trying to set exact power settings. This diverts the pilot s attention from more important things. During landing, limit attention inside the airplane to a few seconds at a time, so ample attention remains on flying the proper course and glidepath. Flaps "T/O" or Flaps "UP" Approach & Landing (i.e. flap malfunction) A flaps T/O or flaps UP approach and landing will be accomplished the same as a normal flaps LDG approach and landing, except for the following differences: Perform Before Landing Checklist as usual Select flaps T/O when on the downwind leg abeam the touch point Trim for and maintain 80 KIAS until short final when landing is assured 26 Arrival Procedures

27 Short-Field Landing Steps 1-7 are identical to a normal approach and landing procedure. 8. Select Flaps LDG and slow to 70 KIAS on final when landing is assured 9. Close throttle slowly during flare 10. Touchdown smoothly / stall warning sounding / on intended touchdown point with little or no floating 11. Prevent nose wheel from slamming onto the runway 12. Flaps UP after touchdown 13. Simulate and announce "Simulating Max Braking" for training and checkride purposes 14. Complete "After Landing Checklist" when clear of the runway and stopped End Taxi clear of active runway; complete After-Landing checklist. Perform Flare Pwr: As required Pitch: Land with nose-high attitude. Hdg: Maintain runway centerline. Trim: Relieve control stick pressure. On Touchdown Retract flaps. Hold control stick aft. Apply maximum braking. Perform Final Pwr: As required Pitch: Flaps LDG Maintain airspeed ~ 70 KIAS. Hdg: Maintain runway centerline. Trim: Relieve control stick pressure. Perform Turn to Final Pwr: Maintain descent. Pitch: Maintain airspeed 45 ~ 80 KIAS. 90 Hdg: Turn to final ft. higher than normal approach. Trim: Relieve control stick pressure. Establish Pwr: Throttle 13 in. MP Prop 2300 RPM Pitch: Maintain airspeed ~ 90 KIAS. Hdg: Join traffic pattern. Trim: Relieve control stick pressure. Prepare Identify touchdown point. Pwr: Throttle 18 in. MP Prop 2300 RPM Pitch: Maintain airspeed ~ 100 KIAS. Hdg: Plan traffic pattern entry. Trim: Relieve control stick pressure. Perform Abeam Touchdown Point Pwr: Throttle 13 in. MP Prop HIGH RPM Mixture RICH Pitch: Flaps T/O Hdg: Maintain downwind. Trim: Relieve control stick pressure. Perform Touchdown Point 45 Behind Wing Pwr: Throttle 13 in. MP Prop HIGH RPM Mixture RICH Pitch: Establish descent rate. Hdg: Turn to base. Trim: Relieve control stick pressure. Arrival Procedures 27

28 Soft-Field Landing Steps 1-7 are identical to a normal approach and landing procedure. 8. Select Flaps LDG and slow to 75 KIAS on final when landing is assured 9. Fly the airplane onto the ground, slowly transferring the weight from the wings to the main landing gear with a nose-high pitch attitude 10. Touchdown smoothly / stall warning sounding / on intended touchdown point 11. Keep the nose wheel off the ground as airplane slows by increased elevator back pressure. 12. Prevent nose wheel from rapidly falling by maintaining after elevator pressure 13. Exit the runway with full elevator deflection 14. Complete After Landing Checklist when clear of the runway and stopped Perform Touchdown Pwr: Keep airplane moving while on soft surface. Pitch: Maintain control stick backpressure to hold nosewheel off as long as possible and on rollout. Hdg: Maintain runway centerline. Trim: Unchanged End Taxi clear of active runway; complete After-Landing checklist. Perform Flare Pwr: As necessary with touchdown at minimum airspeed Pitch: Hold airplane above the surface as long as possible. Hdg: Maintain runway centerline. Trim: Unchanged Perform Final Pwr: Maintain glidepath. ~ 500 f.p.m. Pitch: Flaps LDG Maintain airspeed ~ 75 KIAS. Hdg: Maintain runway centerline. Trim: Relieve control stick pressure. Perform Turn to Final Pwr: Maintain descent. ~ 500 f.p.m. Pitch: Maintain airspeed 45 ~ 80 KIAS. 90 Hdg: Turn to final. higher than normal approach. Trim: Relieve control stick pressure. Establish Pwr: Throttle 16 in. MP Prop 2300 RPM Pitch: Maintain airspeed ~ 90 KIAS. Hdg: Join traffic pattern. Trim: Relieve control stick pressure. Perform Abeam Touchdown Point Pwr: Throttle 13 in. MP Prop HIGH RPM Mixture RICH Pitch: Flaps T/O Establish descent at 500 f.p.m. Hdg: Maintain downwind. Trim: Relieve control stick pressure. Perform Touchdown Point 45 Behind Wing Pwr: Maintain descent. ~ 500 f.p.m. Pitch: Maintain airspeed ~ 80 KIAS. Hdg: Turn to base. Trim: Relieve control stick pressure. Identify touchdown point. Prepare Pwr: Throttle 18 in. MP Prop 2300 RPM Pitch: Maintain airspeed ~ 100 KIAS. Hdg: Plan traffic pattern entry. Trim: Relieve control stick pressure. NOTE: (FAA-H A p.8-20) The airplane should be flown on to the ground with the weight fully supported by the wings. A slight addition of power usually will aid in easing the nose wheel down. 28 Arrival Procedures

29 Crosswind Approach & Landing Carefully planned adjustments must be made to the normal approach and landing procedure to safely complete a crosswind approach and landing. Planning Before entering the traffic pattern, brief how your approach and landing will be different by acknowledging the wind direction, crosswind component, planned flap setting, and how your traffic pattern ground track will differ as a result of the winds. Flap Setting Flap settings for crosswind landings should be set according to the DA-40 Information Manual. For most landings, the LDG flap setting is recommended. T/O flap setting may be used when necessary but a longer landing distance will result. ATP standardized landing techniques for single engine aircraft recommends the use of the wing-low method for best control. It is highly recommended that flap setting be limited to T/O setting during crosswind operations. Ground Track Plan a crab angle on downwind to maintain a uniform distance from the runway. Begin the base turn so the airplane is established on base at the appropriate distance from the runway. Do not allow the wind to blow the airplane off the intended ground track. Turning final, adjust for the wind so that an over or undershoot the runway centerline does not occur. Control Technique ATP recommends a crab angle to maintain the proper ground track until 200' AGL, followed by a transition to the wing-low sideslip technique at 200' AGL and below. Maintain the wing-low technique until touchdown and throughout the landing roll. After landing, increase aileron input into the wind as the airplane slows to prevent the upwind wing from rising, reduce side-loading tendencies on the landing gear, and minimize the risk of roll-over accidents due to the upwind wing lifting. It is imperative that the flight controls be placed correctly for the prevailing wind during taxi, takeoff and landing. The pilot should look at the windsock when initiating every takeoff and every landing and place the controls appropriately to maintain longitudinal axis alignment and eliminate side loading of the landing gear. Aerodynamic braking should be used on all landings. Arrival Procedures 29

30 Judgment The demonstrated crosswind component in the DA-40 is 20 knots. Regardless of reported winds, if the required bank to maintain drift control is such that full opposite rudder is required to prevent a turn toward the bank, the wind is too strong to safely land the airplane. Select another runway or airport and goaround any time the outcome of an approach or landing becomes uncertain. TIP: During windy conditions, adjust turns in the traffic pattern as necessary to maintain the correct ground track and distance from the runway. For example, a strong tailwind during the downwind leg will blow the airplane too far from the runway if the pilot waits until the 45 point to turn base. Instead, plan the base turn early to remain the correct distance from the runway. TIP: Develop the habit of applying full, proper crosswind control inputs as the airplane slows during every landing rollout and all taxi operations, regardless of the wind velocity. Resist the tendency to release the control inputs to neutral after touchdown. 30 Arrival Procedures

31 SECTION 5 Go-Around, Missed Approach & Rejected Landing HINT: The terms go-around, missed approach, rejected landing, and balked landing are often used interchangeably, but there are differences. Go-Around A go-around procedure must be initiated any time the conditions for a safe approach and landing are not met. Some examples of unsatisfactory approach and landing conditions are: Unstable approach path or airspeed Improper runway alignment Unexpected hazards on the runway or on final Anything that jeopardizes a safe approach and landing Any time unsafe or unsatisfactory conditions are encountered, a go-around must be immediately executed and another approach and landing should be made under more favorable conditions. Missed Approach A missed approach is a maneuver conducted by a pilot when an instrument approach cannot be completed to a landing. The pilot s initial actions when initiating a missed approach are the same as a go-around procedure. Go-Around / Missed Approach Procedure 1. Increase throttle to full power 2. Retract flaps to T/O 3. Simultaneously increase pitch to establish climb 4. Accelerate to V Y / 66 KIAS 5. Out of ground effect / positive rate / above 66 KIAS flaps up 6. "After Takeoff Checklist" Go-Around, Missed Approach & Rejected Landing 31

32 If the go-around or missed approach is due to conflicting traffic, maneuver as necessary during the climb to clear and avoid conflicting traffic (usually to the side, flying parallel to the runway). Rejected Landing As a practical guide, a rejected or balked landing occurs when the airplane is very low to the ground and usually occurs after the roundout (flare) has begun. Airspeed may be very low well below V X or V Y in some cases and the pilot must be very careful to establish and maintain a safe airspeed during the transition to a climb. At slow airspeeds, retracting the flaps too early or abruptly can result in a significant loss of lift. The pilot must also factor in ground effect when initiating a rejected or balked landing close to the ground. Rejected or Balked Landing Procedure 1. Increase throttle to full power and pitch to ensure a safe airspeed 2. Retract flaps to T/O 3. Increase pitch to establish climb 4. Accelerate to V Y / 66 KIAS 5. Out of ground effect / positive climb / above 66 KIAS / clear of obstacles flaps up 6. At 500 AGL pitch for 80 KIAS 7. "After Takeoff Checklist out of 1,000 AGL if departing the traffic pattern If the rejected landing is due to conflicting traffic, maneuver as necessary during the climb to clear and avoid conflicting traffic (usually to the side, flying parallel to the runway). 32 Go-Around, Missed Approach & Rejected Landing

33 SECTION 6 In-Flight Maneuvers Throttle settings shown below are approximate and may vary based on specific airplane and prevailing conditions. Clean Configuration Flow 1. Seat belt secure 2. Fuel selector fullest tank 3. Mixture full forward 4. Prop full forward 5. Fuel pump on 6. Alerts check 7. Landing light on Landing Configuration Flow 1. Seat belt secure 2. Fuel selector fullest tank 3. Mixture full forward 4. Prop full forward 5. Fuel pump on 6. Alerts check 7. Landing light on 8. Flaps LDG In-Flight Maneuvers 33

34 GROUND USE ONLY PVT Steep Turns Steep turns are to be accomplished above 3,000' AGL. Roll into one coordinated 360 turn, then follow with another coordinated 360 turn in the opposite direction. Roll into and out of turns at approximately the same rate. 1. Perform clearing turns KIAS (approx 17 MP), maintain altitude (maneuver conducted in the cruise configuration) 3. Roll into 45 bank (Private), 50 bank (Commercial) 4. Maintain altitude and airspeed (increase back pressure, increase approx. 1 MP) 5. Roll out ½ bank angle prior to entry heading 6. Clear traffic and roll in opposite direction 7. Roll out ½ bank angle prior to entry heading 8. "Cruise Checklist" PRACTICAL TEST Airspeed Altitude Bank Heading ±10 KIAS ±100' 45 ±5 ±10 PVT Maneuvering During Slow Flight Slow flight is to be accomplished at an entry altitude that will allow completion above 1,500' AGL. Establish and maintain an airspeed, approximately 5-10 knots above the 1G stall speed, at which the airplane is capable of maintaining controlled flight without activating a stall warning. 1. Perform two 90 clearing turns MP, maintain altitude 3. Landing configuration flow 4. Maintain altitude slow to 5-10 knots above 1G stall speed (approximately KIAS). Avoid stall warning activation. 5. Pitch and power as required to maintain altitude and airspeed 6. Accomplish level flight, climbs, turns and descents as required (ATP max 30 bank) 7. Recover full power / maintain altitude / flaps T/O 8. Above 66 KIAS flaps up 9. "Cruise Checklist" PRACTICAL TEST Airspeed Altitude Bank Heading +10/-0 KIAS ±100' ±10 ±10 34 In-Flight Maneuvers

35 GROUND USE ONLY PVT Power-Off Stall Stalls are to be accomplished at an entry altitude that will allow completion no lower than 1,500' AGL. This maneuver is begun by first establishing a stabilized descent in either the approach or landing configuration. 1. Perform two 90 clearing turns MP, maintain altitude 3. Landing configuration flow 4. Stabilized decent at 75 KIAS 5. Throttle idle (slowly) 6. Wings level or up to 20 of bank as assigned 7. Pitch to maintain altitude (slowly) 8. At stall/buffet (as required) recover reduce AOA full power 9. Retract flaps to T/O 10. Accelerate to 66 KIAS, positive rate, flaps up 11. "Cruise Checklist" PRACTICAL TEST Bank ±10 Not to exceed 20 Heading ±10 PVT Power-On Stall Stalls are to be accomplished at an entry altitude that will allow completion no lower than 1,500' AGL. 1. Perform two 90 clearing turns MP, maintain altitude 3. Clean configuration flow plus flaps T/O 4. At 59 KIAS, simultaneously increase pitch (slowly) and apply full power 5. Slowly increase pitch to induce stall/buffet (approx. 20 ) 6. At stall/buffet (as required) recover reduce AOA full power 7. "Cruise Checklist" PRACTICAL TEST Bank ±10 Not to exceed 20 Heading ±10 In-Flight Maneuvers 35

36 GROUND USE ONLY PVT Emergency Descent During a simulated emergency descent, the applicant must be able to recognize situations requiring an emergency descent, such as cockpit smoke and/or fire. Situational awareness, appropriate division of attention, and positive load factors should be maintained during the maneuver and descent. 1. Perform two 90 clearing turns 2. Throttles slowly reduce to idle 3. Prop full forward 4. Mixture adjust 5. Flaps up 6. Bank 30 to 45 (to maintain positive load factors) 7. Initiate a descent to establish target airspeed of 120 KIAS (for training) 8. Continue a turn throughout the maneuver to clear the area below for traffic 9. Prolonged descents during training/checkrides should be avoided to prevent excessive engine cooling 10. Terminate descent and maintain a pre-designated altitude 11. "Cruise Checklist" 36 In-Flight Maneuvers

37 GROUND USE ONLY COM Chandelles Chandelles are to be accomplished at an entry altitude that will allow completion no lower than 1,500' AGL, and consist of one maximum performance climbing turn beginning from straight-and-level flight, and ending at the completion of a precise 180 turn in a wings-level, nose-high attitude at the minimum controllable airspeed. 1. Perform two 90 clearing turns KIAS (approx 18 MP), maintain altitude 3. Clean configuration flow 4. Choose a reference point off wing 5. Establish / maintain 30 bank 6. Full throttle increase pitch to attain approx. 15 pitch up at 90 point 1 st 90 of turn, Bank = constant 30, Pitch = increasing to 15 pitch up point maintain pitch reduce bank angle to attain level flight at 180 point 2 nd 90 of turn, Pitch = constant 15 pitch up, Bank = decreasing to level flight point wings level minimum controllable airspeed 9. Accelerate while maintain level flight 10. "Cruise Checklist" Level Flight, Minimum Controllable Airspeed 30º Bank, 10-12º Pitch-Up Level Flight, 100 KIAS PRACTICAL TEST Airspeed Heading Just above stall Rollout at 180 point ±10 In-Flight Maneuvers 37

38 GROUND USE ONLY COM Lazy Eights Lazy Eights are to be accomplished at an entry altitude that will allow the task to be completed no lower than 1,500' AGL. The applicant is required to maintain coordinated flight throughout the maneuver, with a constant change of pitch and roll rate. 1. Perform two 90 clearing turns KIAS (approx 18 MP), maintain altitude 3. Clean configuration flow 4. Choose a reference point off wing 5. Simultaneously increase pitch and bank (slowly) point - 15 pitch up and 15 bank 7. Reduce pitch / increase bank point level pitch 30 bank 9. Continue reducing pitch reduce bank point 15 pitch down 15 bank point level flight entry airspeed and altitude 12. Repeat in opposite direction 13. "Cruise Checklist" 90º POINT 1. Bank 30 (approx.) 2. Minimum Speed (5-10 kts above stall) 3. Maximum Altitude 4. Level Pitch Attitude 135º POINT 1. Max. Pitch-down (approx. 15º) 2. Bank 15º (approx.) 180º POINT 1. Level Flight 2. Entry Airspeed 3. Altitude Same as Entry Altitude 45º POINT 1. Max. Pitch-Up (approx. 15º) 2. Bank 15º (approx.) ENTRY 1. Level Flight 2. Maneuvering or Cruise Speed Whichever is Less or Manufacturer s Recommended Speed. PRACTICAL TEST At 180 points: Airspeed Altitude Heading ±10 KIAS ±100' ±10 38 In-Flight Maneuvers

39 GROUND USE ONLY COM Eights On Pylons Eights on Pylons are to be accomplished at the appropriate pivotal altitude (groundspeed 2 /11.3), governed by the aircraft's groundspeed. The applicant is required to maintain coordinated flight while flying a figure eight pattern which holds the selected pylons using the appropriate pivotal altitude. At the steepest point, the angle of bank should be approximately Entry pivotal altitude (approx. 90 KIAS, 17 MP) 2. Perform two 90 clearing turns 3. Clean configuration flow 4. Select two pylons to allow for minimal time spent wings level between the two 5. Enter maneuver on a 45 midpoint downwind 6. Apply appropriate pitch corrections to compensate for changes in ground speed and; 7. To maintain line of sight reference with the pylon (pitch forward if point moves toward nose and pitch back if point moves toward the tail 8. Begin rollout to allow the airplane to proceed diagonally between the pylons at 45 angle 9. Entry Begin second turn in the opposite direction of the first 10. Exit maneuver on entry heading Closest to Pylon 11. "Cruise Checklist" Entry Lowest Groundspeed Lowest Pivotal Altitude Closest to Pylon High Groundspeed High Pivotal Altitude Lowest Groundspeed Lowest Pivotal Altitude High Groundspeed High Pivotal Altitude Pivotal Altitude Pylon In-Flight Maneuvers 39

40 GROUND USE ONLY COM Steep Spirals 1. Altitude at least 3,000 AGL 2. Perform two 90 clearing turns KIAS (approx. 17 MP) 4. Clean configuration flow 5. Choose visual reference point 6. Reduce throttle to idle 7. Track at least three constant radius circles around reference point 8. Airspeed constant 9. Bank angle adjust for wind not to exceed Clear engine once every 360 turn 11. Recover roll out on specific heading (visual reference) 12. "Cruise Checklist" PRACTICAL TEST Airspeed Heading ±10 KIAS Rollout towards specified heading or point±10 40 In-Flight Maneuvers

41 SECTION 7 Instrument Procedures Precision Approach (ILS Approach) 1. Complete the Approach Checklist and identify the localizer as early as possible 2. Slow to 100 KIAS on vectors or established on a published segment of the approach 3. Announce Localizer Alive when localizer begins moving toward center 4. Announce Glideslope Alive when glideslope begins moving toward center 5. Verify "no flags" at glideslope intercept altitude 6. ½ dot below glideslope intercept: Before Landing Checklist and select flaps T/O 7. Reduce power to approx. 16" MP 8. Descend on glideslope at 90 KIAS 9. Announce at 1,000' above DA: 1,000 to go 10. Announce at 100' above DA: 100 above minimums 11. Minimums 12. If landing, when leaving DA, reduce power to achieve landing speed Instrument Procedures 41

42 Non-Precision Approach (GPS, VOR, LOC) 1. Load the approach / verify waypoints match the IAP / brief the approach Within 30 NM of the airport, if flying a GPS approach, the GPS will display "TERM" indicating a change in CDI sensitivity from 5 NM to 1 NM 2. Complete the Approach Checklist and identify the VOR/LOC when possible 3. Slow to 100 KIAS no later than 15 NM from the IAF or on Vectors 4. Slow to 90 KIAS intercepting the final approach course inbound, announce "Course Alive" At 2 NM prior FAF on a GPS approach, verify APCH mode (0.3 NM sensitivity), or verify no ground-based navaid flags for a VOR / LOC approach before starting decent. If GPS is not indicating APCH mode or navid flags exist, DO NOT DESCEND at the FAF. 5. At FAF, complete the "Before Landing Checklist" Flaps T/O Maintain 90 KIAS 6. At FAF start time if required 7. Descend at FPM at 90 KIAS 8. Announce at 1,000' above MDA: 1,000 to MDA" 9. Announce at 100' above DA: 100 to MDA 10. Increase power 50 prior to reaching MDA to maintain 90 KIAS at level off 11. "Minimums" 12. Maintain at or above MDA ( 0/+100 ) 13. Do not leave MDA until landing is assured 14. Consider use of VDP 15. When descending from MDA: Flaps LDG, reduce power to achieve landing speed 42 Instrument Procedures

43 SECTION 8 Review 1. By memory, be able to recite and write down all of the profiles contained in this supplement. 2. A good landing is the result of. 3. Whenever possible, what distance should the traffic pattern be flown in a single-engine airplane? 4. For training and testing purposes, what speed should the airplane be flown on short final when landing is assured? 5. What is the approximate altitude above the landing surface to begin the round-out (flare)? 6. What should be sounding before the landing gear touchdown? 7. Define managing energy. 8. After landing, how long should the centerline be maintained? 9. After touchdown, what should be done with the aileron controls as the airplane slows? Why? 10. What information should a visual approach briefing include? 11. What does an approach briefing accomplish? 12. Be able to articulate a visual approach and landing briefing using the example provided in this supplement. Review 43

44 13. Define stabilized approach according to the Airplane Flying Handbook. 14. What are the general conditions for a stabilized approach? 15. What should a pilot do if the general conditions for a stabilized approach do not exist during an approach? 16. What is, in your opinion, the most important part of a stabilized approach? 17. What action should be taken if a pilot at 1,000 AGL maintaining a constant angle glidepath is 10 knots too fast? 18. While maintaining a stabilized approach, what control input should the pilot use to correct for airspeed deviations change the pitch or change the power? 19. Define aiming point according to the Airplane Flying Handbook. 20. While maintaining a stabilized approach, what control input should the pilot use to correct for the aiming point moving up in the windshield change the pitch or change the power? 21. If the aiming point is moving up in the windshield, is the airplane moving lower or higher reference the constant angle glidepath? 22. As a rule of thumb, trim =. 23. What does it mean if a pilot flying in level flight has to physically keep the airplane from climbing by applying forward pressure on the yoke? 24. What does it mean if a pilot flying in level flight has to physically keep the airplane from descending by applying aft pressure on the yoke? 25. According to the Diamond, what is the best flap setting for a normal landing a DA-40? 44 Review

45 26. How should the approach speed be adjusted for gusting winds? 27. Calculate the correct approach speed until short final given the following conditions: A. Flaps T/O landing and wind 10, gusting to Why is correctly adjusting the rudder pedal position before each flight important? 29. When should the pilot get ATIS, brief the approach, and complete the Approach Checklist? 30. Are the power settings listed on the landing profiles exact or approximate? 31. Is the aiming point also the touchdown point? If not, what is the difference? 32. How should the flight controls be positioned if you are landing with a right cross wind? 33. Does ATP recommend the crab method or wing-low sideslip method during a crosswind approach and landing? 34. When using the wing-low sideslip technique, will left or right rudder be required during a strong right crosswind? 35. Which control surface, aileron or rudder, corrects for wind drift during a crosswind landing? 36. During crosswind landings, which control surface (aileron or rudder) longitudinally aligns the airplane with the runway centerline? 37. What is the maximum demonstrated crosswind component for the DA- 40? Review 45

46 38. When flying the downwind leg with a strong tailwind, where should the turn to base be started? A. At the 45 angle to the intended touchdown point B. Plan the turn early so the base leg can be flown at the appropriate distance from the runway C. Plan the turn late so the base leg can be flown at the appropriate distance from the runway 39. What control inputs, if any, should the pilot apply after the airplane touches down? 40. What is the difference between a go-around, missed approach, and a rejected landing? 41. During an ILS approach, when is the airplane considered established inbound? 42. Describe the DA-40 landing gear. 43. Describe the DA-40 electrical system. 44. Describe the DA-40 power plant. 45. Describe the DA-40 flaps. 46. Where can a pilot locate the weight and balance information for the DA-40? 47. Where are the aircraft Airworthiness and Registration cards located in the DA-40? 48. Be able to recite from memory the DA-40 V-speeds. 49. If there were an electrical failure in the DA-40 and you activated the essential bus, would you be able to extend the flaps? 50. How much fuel in the DA-40 is unusable? 46 Review

47 Review 47

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