Leading Particulars Aircraft Configuration Cabin and Cabin Equipment Flight Controls Stall Warning System

CHAPTER 1: DIAMOND DA 42 SYSTEMS
Leading Particulars
Aircraft Configuration
Cabin and Cabin Equipment
Flight Controls
Stall Warning System

Diamond DA42 Systems 1
Before You Begin
Most of the following paragraphs are extracted from the DA42 Flight
Manual and are reproduced here for your convenience. This section
summarises the main points but is not intended to be a comprehensive
and complete description of the aircraft systems. The authoritative and
most complete source of information about your aircraft is contained in
the DA42 Flight Manual. You are strongly recommended to read it!
Airframe
The DA42 aircraft is a low wing, retractable undercarriage, twin-engine
aircraft constructed mainly of carbon-fibre reinforced plastic (CFRP).
The fuselage is a semi-monocoque shell structure constructed

from CFRP with glass-fibre reinforced plastic (GFRP) bulkheads and
stiffeners. A roll-over bar forms part of the construction of the cockpit
area and provides the anchor point for the forward hinging one piece
front canopy and passenger access door.
The wing is also a semi-monocoque construction constructed using

CFRP and GFRP. Winglets are fitted to reduce tip vortices and induced
drag.
A firewall comprising fire resistant matting and stainless steel cladding

on the engine side, separates the engine nacelles from the rest of the
structure. Each wing houses an aluminium fuel tank.
The fin is an integral part of the fuselage and has a ‘T’ tail horizontal
stabiliser. The ailerons, rudder, elevator and flaps are all constructed
using a GFRP/CFRP sandwich construction.
Version 2 1.2
DA42 Type Conversion Diamond DA42 Systems
Leading Particulars
Leading Particulars
Dimensions (m)
Span 13.42
Length 8.56
Height 2.49
Fuel (US Gallons)
Type JET A1
Total quantity 52
Usable 50
Maximum imbalance 5
Auxiliary Tanks (if fitted)
Total quantity 27.4

Usable 26.4
Total quantity 79.4
Total usable 76.4
AIRCRAFT MASSES
Mass (kg)
Minimum flight mass 1250

Maximum Ramp Mass 1708
Maximum Take Off Mass 1700
Maximum Zero Fuel mass 1650
Maximum Landing Mass 1700
Mass - If MAM 42-088 carried out
Maximum Ramp Mass 1793

Maximum Take Off Mass 1785
Version 2 1.3
Aircraft Configuration
Figure 1.1
DA42 Twin Star
Version 2 1.4
Aircraft Figure 1.2

DA42 Side View
Version 2 1.5
Figure 1.3
DA42 Cabin and Baggage Access Points
Version 2 1.6
Figure 1.4
Cockpit Controls and Main Instrument Panel
Version 2 1.7
Figure 1.5
Main Instrument Panel
Version 2 1.8
Cabin and Cabin Equipment

Access to the Cabin
The two crew seats are accessed via wing walkways on either side of
the aircraft. The passenger seats and rear baggage area are accessed
via a gull-wing passenger hatch on the left side.
Steps at the trailing edge of each wing and fuselage mounted grab
handles ease access.
The locking handles for both hatches are located on the left hand side
of the aircraft.
Figure 1.6
Access to the Cabin (Showing Passenger Access Door Open)
Version 2 1.9
The front canopy is closed by pulling down on the canopy frame. It is

locked in place using the internal handle on the left hand side of the
canopy frame. A small opening window is located on the left and right
hand side of the canopy for additional ventilation or emergency use.
Figure 1.7
Front canopy locking handle
During ground operation only, the canopy can be held in a semi-locked

state that allows air through a small gap between the canopy frame and
fuselage.
Warning:
The canopy must be fully locked down before flight. The semi-
locked position may only be used during ground operation or when
specified as part of an emergency procedure (e.g. smoke in the
cockpit).
Version 2 1.10
A gas strut assists the opening of the passenger access hatch and also
supports its when open. Strong winds can overcome the gas strut, so in
these conditions the hatch should be held securely to prevent it falling.
Both cabin access hatches can be locked from the outside using a key.
Operating the internal handles overrides the key locks.
Caution:
To guarantee emergency rescue access, the access hatches must

not be locked with the key when the aircraft is occupied.
DOOR OPEN
The front, rear and baggage doors are fitted with sensors. A red DOOR
OPEN Warning will illuminate if any of these hatches are not properly
closed and locked.
Hinge Unlocking
Since both hatches usually open upwards, to cover the possibility of

the aircraft coming to rest inverted after an accident the front hinge
of the passenger hatch can be unlocked; allowing it to be used as an
emergency exit.
Figure 1.8
Passenger Hatch Hinge Release
Version 2 1.11
Seats, Safety and Cabin Equipment
The seats are constructed using Kevlar and GFRP. Each has a
conventional three point harness. Further protection is provided by
energy absorbing foam in the seat cushions.
The control columns protrude up centrally from each of the front seats.
Gaiters at the base of the sticks prevent loose objects falling into the
flight control linkages.
The front seats are removable but non adjustable. The rear seat backs
can be laid forward by pulling upwards on a locking bolt knob. This
increases the size of the rear baggage area located behind the seats.
Map pockets are located on the side wall adjacent to each crew seat. A
fire extinguisher is located behind the co-pilot’s seat and a first aid kit is
located in the rear baggage area.
An emergency locator transmitter (ELT) is mounted in the rear fuselage

below the baggage. The ELT aerial is fitted on the upper fuselage. A
Remote Control Panel/Indicator (RCPI) is mounted on the upper right
hand side of the instrument panel. In the event of a crash, and when
the RCPI is set to ARM the ELT will automatically transmit signals on the
VHF, UHF and satellite emergency frequencies for up to 72 hrs. The ELT
can be manually activated by setting the RCPI switch to ON.
Version 2 1.12
Figure 1.9
Location of Safety Equipment
Version 2 1.13
Instrument Panel, Centre Console and Cockpit Control Layout
The instrument panel is dominated by the two Garmin G1000 display

screens. The G1000 is a fully integrated avionics and system monitoring
suite. The operation of the G 1000 is covered in a separate manual.
Additional controls are mounted on the centre console located between

the front seats.
Figure 1.10
Cockpit Layout
Version 2 1.14
Cabin Heating System
A heat exchanger in each engine nacelle provides warm air for heating.
Hot coolant from the engine cooling system flows through the heat
exchanges and heats air drawn in through the air intake.
Warm air from the heat exchangers flows through control valves to the
cabin. The valves are controlled by the heating selection levers on the
centre console.
Figure 1.11
Heating Controls
Air from the left exchanger is used for canopy de-misting. Air from the
right exchanger is used for cabin heating.
Version 2 1.15
Cabin Ventilation System
The DA42 is not equipped with an active cabin air cooling system.
Ambient air flows into the cabin from a duct on the right wing. The
flow of air is controlled by a number of ventilation outlets mounted on
the main instrument panel, the cabin roof and on cockpit walls in the
passenger area.
Caution:
If alternate static air is selected the cabin ventilation controls must

be closed to ensure accurate measurement of static pressure.
Figure 1.12
Cabin Heating and Ventilation System
Version 2 1.16
Flight Controls
Dual primary flying controls operate the ailerons and elevator via
control rods. The rudder is operated via control cables. The flaps are
electrically operated.
All flight control surfaces are constructed using the same composite
sandwich technique as the main wing.
Ailerons
Conventional ailerons are mounted on the outboard wing trailing edges.

A fixed trim tab is fitted to the left aileron. There is no facility for
adjusting the lateral trim.
Elevator
A conventional elevator is fitted to the horizontal stabiliser. An

adjustable elevator trim tab can be operated manually using the
elevator trim control wheel on the centre console or electrically using
the stick top trim switch mounted on the left control column.
Figure 1.13
Elevator and Elevator Trim Tab
Version 2 1.17
Elevator Trim Systems
The elevator trim wheel is located at the rear of the centre console
Rotating the wheel forward gives nose-down trim. Rotating the wheel
aft gives nose-up trim. The correct trim position for take-off is marked
with a T.
Figure 1.14
Manual Trim and Electric Trim
The electrical elevator trim system is an integral part of the aircraft

auto flight system. It comprises two components: a control stick
mounted switch and a servo motor connected to the elevator trim
wheel.
The trim switch is a dual-pole design to guard against trim runaway

in the event of switch malfunction. Both parts of the switch must be
moved to operate the system
If either part of the switch fails or if only one part is moved and held for
3 seconds, the trim monitoring system detects a fault.
If a fault is detected a PT annunciation is displayed on the autopilot

display and the electric pitch trim system is disabled.
Further information on this system is given in the autopilot section.
Version 2 1.18
Elevator Stick Limiter
Full elevator upwards deflection is normally 15.5°, but this is reduced to

13° in certain circumstances using an electrically actuated control stop.
The system senses the position of the power levers and the flap
selector switch. Whenever both engines exceed approximately 20%
power, and the flaps are set to LDG, the stick limit is applied.
Full elevator deflection (full stick travel) is regained as soon as either

power lever is reduced below 20% or the flaps are retracted.
An amber STICK LIMIT Caution annunciates if the

system malfunctions and the control stop is not in the STICK LIMIT
correct position.
A ‘stick limit’ annunciator implies:

JJ With landing flap and power on, the elevator is unlimited when it
should be. Too much control authority is available.
JJ Otherwise, the elevator is limited when it shouldn’t be. Less control
authority than normal is available.
Figure 1.15
The Effect of The Stick Limiter
Version 2 1.19
Stick Limiter Check
Correct operation of the stick limiter must be checked before flight.
With electrical power supplied to the aircraft:

JJ Pull the control column fully aft and hold against the back stop.
JJ Set the flap selector switch to LDG.
JJ Set both engine power levers to MAX.
JJ The control column should move slightly forward.
JJ Set the power levers to IDLE and check that full elevator deflection
is regained.
Version 2 1.20
Flaps
The flaps are operated by control rods moved by an electric actuator. A

three position flap selector switch and position indicator is located on
the lower right side of the instrument panel. Flap position is displayed
using indicator lights.
The 3 flap switch positions and there indications are:

JJ Cruise (UP): 0° top light illuminated green.
JJ Approach (APP): 20° centre light illuminated white.
JJ Landing (LDG): 42° lower light illuminated white.
Two lights illuminated simultaneously indicate that the flaps are

transiting between the two positions.
The VFE for flaps in the APP and LDG settings are 137 KIAS and 111
KIAS respectively. The white strip on the speed tape is shown from 56
KIAS to 111 KIAS.
Care must be taken to ensure approach flap speeds are not exceeded
as it is in the normal green arc range of ASI.
Figure 1.16
Flap Selector and Flap Positions Indicators
Version 2 1.21
Several limit switches stop the flaps at the desired position and provide
flap position indication. Mechanical stops provide a backup to prevent
overrun beyond the UP or LDG positions; in these cases the electric
motor stalls. This would draw a large current and as a result the flap
circuit breaker would trip.
A failure of a limit switch could cause the flap to run through the APP
position, so the response of the flap to any selection should be closely
monitored. Faulty limit switches may also lead to additional (false)
indications. Any unexpected indication, even if the actual position
matches that selected, should be investigated by engineering staff.
Version 2 1.22
Aileron and Flap Hinge Checks
The ailerons are mounted using a series of hinges. An integral part of

the hinge is the roll pin which secures the hinge. These pins must be
checked before flight.
As a further precaution, the nuts and bolts securing the control rods
to the control surfaces are covered with varnish. These must also be
checked before flight. Damage to the varnish indicates unacceptable
movement of the attachment bolt or nut.
Figure 1.17
Aileron and Flap Hinge Arrangement
Version 2 1.23
Rudder
A conventional rudder is operated via control cables. An adjustable trim

tab is inset on the lower part of the rudder.
Figure 1.18
Rudder Trim tab
Version 2 1.24
Rudder Trim
The rudder trim control wheel is mounted on the forward part of the
centre console.
The wheel operates in the natural sense. A red trim position indicator
shows the deflection of the rudder trim tab.
Figure 1.19
Rudder Trim Wheel and Trim Position Indicator
Version 2 1.25
Stall Warning System

An electrical flapper type stall warning device is fitted to the leading
edge of the left outer wing section. This is referred to as a “lift detector
vane” in the flight manual.
The flapper switch provides a continuous audible warning to the cockpit

at angles of attack just before the critical angle.
To ensure correct operation in icing conditions the vane assembly can

be heated. The heater element is energised via the PITOT HEAT switch
located on the lower left side of the instrument panel. Caution alert
annunciations for the pitot heat and stall detector heaters are displayed
with a single aural alert. These are shown in the section on the pitot
static system.
Correct operation of the lift detector and its heating element should be
checked before flight.
Figure 1.20
Location of Lift Detector Device
Version 2 1.26

Leading Particulars Aircraft Configuration Cabin and Cabin Equipment Flight Controls Stall Warning System

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CHAPTER 1: DIAMOND DA 42 SYSTEMS

Cabin and Cabin Equipment

Stall Warning System

The fuselage is a semi-monocoque shell structure constructed

The wing is also a semi-monocoque construction constructed using

A firewall comprising fire resistant matting and stainless steel cladding

Total quantity 27.4

Minimum flight mass 1250

Maximum Ramp Mass 1793

Aircraft Figure 1.2

Cabin and Cabin Equipment

The front canopy is closed by pulling down on the canopy frame. It is

During ground operation only, the canopy can be held in a semi-locked

To guarantee emergency rescue access, the access hatches must

Since both hatches usually open upwards, to cover the possibility of

Seats, Safety and Cabin Equipment

An emergency locator transmitter (ELT) is mounted in the rear fuselage

Instrument Panel, Centre Console and Cockpit Control Layout

The instrument panel is dominated by the two Garmin G1000 display

Additional controls are mounted on the centre console located between

Cabin Heating System

Cabin Ventilation System

If alternate static air is selected the cabin ventilation controls must

Conventional ailerons are mounted on the outboard wing trailing edges.

A conventional elevator is fitted to the horizontal stabiliser. An

Elevator Trim Systems

The electrical elevator trim system is an integral part of the aircraft

The trim switch is a dual-pole design to guard against trim runaway

If a fault is detected a PT annunciation is displayed on the autopilot

Further information on this system is given in the autopilot section.

Elevator Stick Limiter

Full elevator upwards deflection is normally 15.5°, but this is reduced to

Full elevator deflection (full stick travel) is regained as soon as either

An amber STICK LIMIT Caution annunciates if the

A ‘stick limit’ annunciator implies:

Stick Limiter Check

Correct operation of the stick limiter must be checked before flight.

With electrical power supplied to the aircraft:

The flaps are operated by control rods moved by an electric actuator. A

The 3 flap switch positions and there indications are:

Two lights illuminated simultaneously indicate that the flaps are

Aileron and Flap Hinge Checks

The ailerons are mounted using a series of hinges. An integral part of

A conventional rudder is operated via control cables. An adjustable trim

Stall Warning System

The flapper switch provides a continuous audible warning to the cockpit

To ensure correct operation in icing conditions the vane assembly can

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