FNPT/DA42
DA 42
DA 42
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Cartes-fiches
VA LDG descent, gear down
80/ 82 (over1700kg), 45 %, Pitch: -4
VA App level, gear down
85 kts 65% +1 Pitch
VA App descent, gear down
85 kts 25% Pitch: -3
VP App descent, gear down
100 kts 30% Pitch: -4
VP App level, gear down
100 kts 70% Pitch: -1
VP App level, gear up
100 kts 50% Pitch: -1
VP Clean level
110 kts 50% Pitch: +2
VCruise Level (MaxEnd)
55% Pitch +2
VCruise Level (LRC)
60% + 1
VCruise Level (NC)
70% Pitch: 0
Rotation: Pitch?
+ 8 bis Gear up => + 12 max + 15 Pitch until 400 ft
Pitch beim G/A
+4
Acceleration to climb speed (100 kts)
+ 5
OEI operations EF after T/O => PItch ? OEI G/A Pitch?
+5 + 5
Single engine lime at VY SE
Pitch +5
VLO gear down:?
max. 188 KIAS
VLO gear up:?
max. 152 KIAS
VLe gear extended ?
max. 188 KIAS
VFE Flaps APP:?
max. 133 KIAS
VFE Flaps LDG:?
max. 113 KIAS
VR
76 KIAS
VMCA
Minimum control speed at which it is possible to maintain directional control of the airplane in the air, with one engine wind smiling and the other engine at T/O power
VMCA ICE
75 KIAS ==> Minimum control speed in icing conditions
VSSE
85 KIAS ==> the recommended safe one engine inoperative speed provides a margin above VMCA to ensure the availability of control and to further ensure that a possible resulting spin is not encountered unexpectedly when one engine is suddenly stopped
VA > 1542 kg
123 KIAS ==> Design maneuvering speed => Do not make full or abrupt control movements above this speed
VA < 1542 kg
117 KIAS ==> Design maneuvering speed => Do not make full or abrupt control movements above this speed
VNO
151 KIAS = Max. structural cruising speed => do not exceed this speed except in smooth air
VNE
188 KIAS => Never exceed speed (red radial)
VS1
69 KIAS => Gear + Flaps up, Bank 0, max. T/O mass ==> Min. steady flight speed
VS0
62 KIAS in the landing con. ==> Min. steady flight speed
VCC
Cruise climb speed ==> 100 KIAS
VP
Holding and pattern speed: FL140 and below 1.4 Vs
Max. corsswind?
20 kts
max. gusts
20 kts
max. tailwind
5 Kts
The total loss of climb performance when one engine fails is approximately
80% for most light twin engine
which one is the critical engine and why
the left, because the descending blade of each propeller is producing more thrust than the ascending blase => If the left engine failed, directional control would be affected more than if the right engine became inoperative => The larger moment am associated with the right engine would have a greater influence
The propeller on the inoperative engine must be
either windmilling at low pitch or feathered
Without corrective action, the airplane will roll in the direction of which engine by a failure?
IN the direction of the inoperative engine
Asymmetrical Thrust and Drag by inoperative engine ==> solution?
rudder deflection can be minimized if the airplane is banked there to five degrees toward the operative engine => the high wing produces a lift vector wich acts to relieve the rudder forces required to maintain straight flight
