Emergency
DA 42 NG AFM
Procedures
3.11 OTHER EMERGENCIES
3.11.1 SUSPICION OF CARBON MONOXIDE CONTAMINATION IN THE CABIN
Carbon monoxide (CO) is a gas which is developed during the combustion process. It is poisonous and without smell. Increased concentration of carbon monoxide gas can be fatal. The occurrence of CO in the cabin is possible only due to a defect. If a smell similar to exhaust gases is noticed in the cabin, the following measures should be taken:
1. |
Cabin heat & Defrost . . . . . . . . . . . . . . . . . . . |
OFF |
2. |
Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . |
open |
3. |
Emergency windows . . . . . . . . . . . . . . . . . . . |
open |
4. |
Forward canopy . . . . . . . . . . . . . . . . . . . . . . |
unlatch, push up and lock in |
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"cooling-gap“ position |
CAUTION
The maximum demonstrated airspeed for emergency opening the front canopy in flight is 117 KIAS. Do not exceed 117 KIAS.
END OF CHECKLIST
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3.11.2 UNLOCKED DOORS |
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1. |
Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
reduce |
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2. |
Canopy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
check visually if closed |
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3. |
Rear passenger door . . . . . . . . . . . . . . . . . . |
check visually if closed |
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4. |
Front baggage doors . . . . . . . . . . . . . . . . . . |
check visually if closed |
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WARNING
Never unlock the rear passenger door during flight. It may break away.
5.If it is not possible to lock the canopy or the rear passenger door, or if one or both of the front baggage doors are open, land on the nearest suitable airfield.
END OF CHECKLIST
Doc. No. 7.01.15-E |
Rev. 1 |
18-Feb-2009 |
Page 3 - 59 |
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Emergency
DA 42 NG AFM
Procedures
3.11.3 DEFECTIVE PROPELLER RPM REGULATING SYSTEM
CAUTION
The POWER lever should be moved slowly, in order to avoid over-speeding and excessively rapid RPM changes. The light wooden propeller blades produce more rapid RPM changes than metal blades.
WARNING
In case of a malfunction of the engine control unit it is possible that the propeller blades will remain in the position of highest pitch. In this case the reduced engine performance should be taken into consideration.
(a) Oscillating RPM
1. POWER setting . . . . . . . . . . . . . . . . . . . . . . . change
If the problem does not clear:
2. Garmin G1000 . . . . . . . . . . . . . . . . . . . . . . . check L/R ECU A/B FAIL caution
if L/R ECU A FAIL indicated:
3. VOTER switch . . . . . . . . . . . . . . . . . . . . . . . . ECU B
if L/R ECU B FAIL indicated:
3. VOTER switch . . . . . . . . . . . . . . . . . . . . . . . . ECU A
NOTE
If the problem does not clear itself, switch back to AUTO and land on the nearest suitable airfield.
CONTINUED
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Doc. No. 7.01.15-E |
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DA 42 NG AFM
Emergency
Procedures
(b) Propeller Overspeed
NOTE
This procedure applies for continued propeller overspeed due to a malfunction in the propeller constant speed unit or a engine control unit malfunction.
1. POWER setting . . . . . . . . . . . . . . . . . . . . . . |
reduce as required |
If the problem does not clear:
2. Garmin G1000 . . . . . . . . . . . . . . . . . . . . . . . check L/R ECU A/B FAIL caution
if L/R ECU A FAIL indicated:
3. VOTER switch . . . . . . . . . . . . . . . . . . . . . . . ECU B
if L/R ECU B FAIL indicated:
3. VOTER switch . . . . . . . . . . . . . . . . . . . . . . . ECU A
CAUTION
If the problem does not clear itself, switch back to AUTO and land on the nearest suitable airfield. Prepare for engine malfunction according to 3.7.6 - ENGINE FAILURES IN FLIGHT.
CONTINUED
Doc. No. 7.01.15-E |
Rev. 1 |
18-Feb-2009 |
Page 3 - 61 |
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Emergency
DA 42 NG AFM
Procedures
(c) Fixed RPM
1. POWER setting . . . . . . . . . . . . . . . . . . . . . . . change
If the problem does not clear:
2. Garmin G1000 . . . . . . . . . . . . . . . . . . . . . . . check L/R ECU A/B FAIL caution
if L/R ECU A FAIL indicated:
3. VOTER switch . . . . . . . . . . . . . . . . . . . . . . . . ECU B
if L/R ECU B FAIL indicated:
3. VOTER switch . . . . . . . . . . . . . . . . . . . . . . . . ECU A
NOTE
If the problem does not clear itself, switch back to AUTO and land on the nearest suitable airfield.
END OF CHECKLIST
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18-Feb-2009 |
Doc. No. 7.01.15-E |
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3.11.4 UNINTENTIONAL FLIGHT INTO ICING |
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1. |
Leave the icing area (by changing altitude or turning back, in order to reach |
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zones with a higher ambient temperature). |
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2. |
PITOT HEAT . . . . . . . . . . . . . . . . . . . . . . . . |
ON |
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3. |
Cabin heat & Defrost . . . . . . . . . . . . . . . . . . |
ON |
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4. |
POWER lever . . . . . . . . . . . . . . . . . . . . . . . . |
increase power, in order to |
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prevent ice build up on the |
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propeller blades, apply power |
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changes periodically. |
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5. |
ALTERNATE AIR . . . . . . . . . . . . . . . . . . . . . |
OPEN |
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6. |
Emergency windows . . . . . . . . . . . . . . . . . . . |
open if required |
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CAUTION
Ice build-up increases the stalling speed.
7. ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
advise if an emergency is |
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expected |
END OF CHECKLIST
Doc. No. 7.01.15-E |
Rev. 1 |
18-Feb-2009 |
Page 3 - 63 |
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