DA 40 NG AFM
Emergency
Procedures
3.7 EMERGENCY LANDINGS
NOTE
For all airspeed tables in the following sections apply linear variations between weights.
3.7.1 EMERGENCY LANDING WITH ENGINE OFF
1. ENGINE MASTER . . . . . . . . . . . . . . . . . . . . check OFF
2. Fuel transfer pump . . . . . . . . . . . . . . . . . . . . OFF 3. Fuel pumps . . . . . . . . . . . . . . . . . . . . . . . . . OFF 4. Fuel valve . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. AVIONIC MASTER . . . . . . . . . . . . . . . . . . . . OFF
6. Safety harnesses . . . . . . . . . . . . . . . . . . . . . check fastened and tightened
When Sure of Making Landing Area:
7. FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
T/O or LDG, as required |
NOTE
Extending the flaps to LDG will increase drag and incur a high sink rate. When the landing area can be reached safely, landing with flaps LDG is advisable.
CONTINUED
Doc. # 6.01.15-E |
Rev. 1 |
15-Mar-2011 |
Page 3 - 41 |
|
|
|
|
Emergency
DA 40 NG AFM
Procedures
8. Approach speed . . . . . . . . . . . . . . . . . . . . . . see table below:
NOTE
If the landing mass exceeds 1216 kg (2681 lb), the landing constitutes an abnormal operating procedure. Refer to Section 4B.7 - LANDING WITH HIGH LANDING MASS.
|
|
940 kg |
1000 kg |
|
1080 kg |
1160 kg |
1216 kg |
|
up to |
|
Flaps |
|
|
1280 kg |
|||||
|
(2072 lb) |
(2205 lb) |
|
(2381 lb) |
(2557 lb) |
(2681 lb) |
|
||
|
|
|
|
(2822 lb) |
|||||
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
T/O |
68 KIAS |
70 KIAS |
|
73 KIAS |
76 KIAS |
77 KIAS |
|
78 KIAS |
|
|
|
|
|
|
|
|
|
|
|
LDG |
66 KIAS |
69 KIAS |
|
72 KIAS |
74 KIAS |
76 KIAS |
|
77 KIAS |
|
|
|
|
|
|
|
|
|
|
9. |
ELECTRIC MASTER . . . . . . . |
. |
. . . . . . . . . |
. OFF |
|
|
|
||
10. |
Touch down . . . . . |
. . . . . . . . . |
. |
. . . . . . . . . |
. lowest practical speed |
|
|||
END OF CHECKLIST
Page 3 - 42 |
Rev. 1 |
15-Mar-2011 |
Doc. # 6.01.15-E |
|
|
|
|
DA 40 NG AFM
Emergency
Procedures
3.7.2 LANDING WITH A DEFECTIVE TIRE ON THE MAIN LANDING GEAR
CAUTION
A defective (e.g. burst) tire is not usually easy to detect. The damage normally occurs during take-off or landing, and is hardly noticeable during fast taxiing. It is only during the roll-out after landing or at lower taxiing speeds that a tendency to swerve occurs. Rapid and determined action is then required.
1.Advise ATC.
2.Land the airplane at the edge of the runway that is located on the side of the intact tire, so that changes in direction which must be expected during roll-out due to the braking action of the defective tire can be corrected on the runway.
3.Land with one wing low. The wing on the side of the intact tire should be held low.
4.Direction should be maintained using the rudder. This should be supported by use of the brake. It is possible that the brake must be applied strongly - if necessary to the point where the wheel locks. The wide track of the landing gear will prevent the airplane from tipping over a wide speed range. There is no pronounced tendency to tip even when skidding.
END OF CHECKLIST
Doc. # 6.01.15-E |
Rev. 1 |
15-Mar-2011 |
Page 3 - 43 |
|
|
|
|
Emergency
DA 40 NG AFM
Procedures
3.7.3 LANDING WITH DEFECTIVE BRAKES
In general, a landing on grass is recommended in order to reduce the landing run due to the greater rolling resistance.
WARNING
If sufficient time is remaining, the risk of fire in the event of a collision can be reduced as follows after a safe touch-down:
- |
Fuel valve . . . . . . . . . . . . . . . . . . |
OFF |
- |
ENGINE MASTER . . . . . . . . . . . |
OFF |
- |
Fuel pumps . . . . . . . . . . . . . . . . . |
OFF |
- |
ELECTRIC MASTER . . . . . . . . . . |
OFF |
END OF CHECKLIST
Page 3 - 44 |
Rev. 1 |
15-Mar-2011 |
Doc. # 6.01.15-E |
|
|
|
|