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General Aviation Managing Sumped Aviation Gas (Avgas)
DEPARTMENT OF ENVIRONMENTAL HEALTH HAZARDOUS MATERIALS DIVISION P.O. BOX 129261, SAN DIEGO, CA 92112-9261 Phone: (858) 505-6700 or (800) 253-9933 Fax: (858) 505-6786 www.sdcdeh.org GENERAL AVIATION MANAGING SUMPED AVIATION GAS (AVGAS) County of San Diego Pollution Prevention Summary: Small amounts of AvGas fuel are “sumped” (sampled) during pre-flight safety inspections If safe to do so, clean AvGas may be returned to the aircraft fuel tank AvGas may be recycled by filtering with devices such as the GATS jar AvGas may be repurposed for use in certain motorized ground equipment If not recycled, waste AvGas must be disposed of lawfully as a hazardous waste Any water sumped from a fuel tank must be disposed of lawfully as a hazardous waste If you sump AvGas you must have a legal means of hazardous waste disposal readily available California law prohibits disposing of aviation gasoline (AvGas) to the ground, sewer, or storm drain. Violators are subject to fines up to $25,000 per incident. Refer to the California Health and Safety Code [HSC §25100] for more details. INTRODUCTION According to Federal Aviation Administration (FAA) data, there were approximately 140,000 active piston-powered General Aviation (GA) aircraft in the United States with over 12.9 million hours flown in 2014. Each of those aircraft rely on aviation gas (AvGas) to fuel their engines. AvGas is a highly flammable liquid containing organic lead and is a hazardous material. During the mandatory pre-flight safety inspection, pilots sample the fuel in the aircraft and inspect the fuel for contaminants. -
Aviation Maintenance Alerts
ADVISORY CIRCULAR 43-16A AVIATION MAINTENANCE ALERTS ALERT SEPTEMBER NUMBER 2007 350 CONTENTS AIRPLANES BEECH ........................................................................................................................................1 CESSNA ......................................................................................................................................3 MAULE .......................................................................................................................................7 HELICOPTERS EUROCOPTER ...........................................................................................................................7 SIKORSKY..................................................................................................................................7 ACCESSORIES AEROTECH ALTERNATOR.....................................................................................................9 ECI CYLINDER........................................................................................................................10 WIPAIRE...................................................................................................................................10 AIR NOTES INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE...............................10 IF YOU WANT TO CONTACT US.........................................................................................11 AVIATION SERVICE DIFFICULTY REPORTS ...................................................................12 September -
UAT-ARC Final Report
Unleaded AVGAS Transition Aviation Rulemaking Committee FAA UAT ARC Final Report Part I Body Unleaded AVGAS Findings & Recommendations 17 February 2012 UAT ARC Final Report – Part I Body February 17, 2012 Table of Contents List of Figures …………………………………………………………………………… 6 Executive Summary……………………………………………………………………… 8 1. Background …………………..……………………………………………………. 11 1.1. Value of General Aviation………………………………………………… 11 1.2. History of Leaded Aviation Gasoline…………………………………….. 13 1.3. Drivers for Development of Unleaded Aviation Gasoline……………… 14 2. UAT ARC Committee ……………………………………………………………… 16 2.1. FAA Charter……………………………………………………………….. 16 2.2. Membership ………………..…………………………………………….. 17 2.3. Meetings, Telecons, & Deliberations…………….……………………… 17 3. UAT ARC Assessment of Key Issues…………………………………………… 18 3.1. Summary of Key Issues Affecting Development & Transition to an Unleaded AVGAS…………………………………………………………….. 18 3.1.1. General Issues……………………………………………………… 18 3.1.2. Market & Economic Issues………………………………………… 18 3.1.3. Certification & Qualification Issues……………………………….. 18 3.1.4. Aircraft & Engine Technical Issues………………………………. 19 3.1.5. Production & Distribution Issues………………………………….. 19 3.1.6. Environment & Toxicology Issues………………………………… 19 3.2. General Issues – Will Not Be A Drop-In…………………………….……. 20 3.2.1. Drop-In vs. Transparent……………..……………………………. 20 3.2.2. Historic Efforts Focused on Drop-In…………………………….. 21 3.2.3. No Program to Support Development of AVGAS………………. 21 3.3. Market & Economic Issues…………………….. …………………………. 22 3.3.1. Market Forces……………………………………………………… 22 3.3.2. Aircraft Owner Market Perspective……………………………….. 23 3.3.3. Fleet Utilization …………..…………………………………………. 24 3.3.4. Design Approval Holder (DAH) Perspective ……………………. 25 3.4. Certification & Qualification Issues…………………………………………. 26 3.4.1. FAA Regulatory Structure…….……………………………………. 26 3.4.2. ASTM and FAA Data Requirements………………..……………. 27 3.4.3. FAA Certification Offices…………………………………………… 28 3.4.4. -
General Aviation Aircraft Propulsion: Power and Energy Requirements
UNCLASSIFIED General Aviation Aircraft Propulsion: Power and Energy Requirements • Tim Watkins • BEng MRAeS MSFTE • Instructor and Flight Test Engineer • QinetiQ – Empire Test Pilots’ School • Boscombe Down QINETIQ/EMEA/EO/CP191341 RAeS Light Aircraft Design Conference | 18 Nov 2019 | © QinetiQ UNCLASSIFIED UNCLASSIFIED Contents • Benefits of electrifying GA aircraft propulsion • A review of the underlying physics • GA Aircraft power requirements • A brief look at electrifying different GA aircraft types • Relationship between battery specific energy and range • Conclusions 2 RAeS Light Aircraft Design Conference | 18 Nov 2019 | © QinetiQ UNCLASSIFIED UNCLASSIFIED Benefits of electrifying GA aircraft propulsion • Environmental: – Greatly reduced aircraft emissions at the point of use – Reduced use of fossil fuels – Reduced noise • Cost: – Electric aircraft are forecast to be much cheaper to operate – Even with increased acquisition cost (due to batteries), whole-life cost will be reduced dramatically – Large reduction in light aircraft operating costs (e.g. for pilot training) – Potential to re-invigorate the GA sector • Opportunities: – Makes highly distributed propulsion possible – Makes hybrid propulsion possible – Key to new designs for emerging urban air mobility and eVTOL sectors 3 RAeS Light Aircraft Design Conference | 18 Nov 2019 | © QinetiQ UNCLASSIFIED UNCLASSIFIED Energy conversion efficiency Brushless electric motor and controller: • Conversion efficiency ~ 95% for motor, ~ 90% for controller • Variable pitch propeller efficiency -
Aviation Investigation Report A06q0157 Engine Failure
AVIATION INVESTIGATION REPORT A06Q0157 ENGINE FAILURE CESSNA 172M C-FFRV MONTRÉAL, QUEBEC 10 SEPTEMBER 2006 The Transportation Safety Board of Canada (TSB) investigated this occurrence for the purpose of advancing transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability. Aviation Investigation Report Engine Failure Cessna 172M C-FFRV Montréal, Quebec 10 September 2006 Report Number A06Q0157 Summary A Cessna 172M, registration C-FFRV, serial number 17262394, with the pilot and two passengers on board, took off at 1545 eastern daylight time from Saint-Hubert Airport, Quebec, for a flight according to visual flight rules over Montréal, Quebec. About 15 minutes after take-off, when the aircraft was over the city, the engine (Lycoming O320-H2AD) lost power and stopped. The pilot tried to restart it, but without success. The pilot transmitted a distress message and quickly reported the situation to the control tower. The aircraft was approximately 1250 feet above ground level at the time. The pilot landed the aircraft on the northbound side of Parc Avenue, in Montréal. On landing, the left wing tip struck a traffic light post before the aircraft came to rest. The aircraft was substantially damaged, but there were no injuries. Ce rapport est également disponible en français. - 2 - Other Factual Information The pilot was certified and qualified for the flight in accordance with existing regulations. He had over 30 years of flying experience, including 22 years on this aircraft, and had about 5000 flying hours. The weather observation taken at 1600 eastern daylight time1 was as follows: visibility 9 statute miles, light winds and a few scattered clouds. -
DA+40+POH.Pdf
AIRPLANE FLIGHT MANUAL DA40 Airworthiness Category : Normal, Utility Requirement : JAR-23 Serial Number :40.698 Registration :N216DG , Doc. No. : 6.01.01-E Date of Issue : 26 June 2000 Signature Authority Stamp A-1 030 Wim, Sclmirchgassc 11 Date of approval 0 9. DEZ . Z.Oa4 This Flight Manuaj has been verified for EASA by the Austrian Civil Aviation Authority J Austro Control (ACG) as Primary Certification Authority (PCA) in accordance with the I valid Certifica1ion Procedures and approved by EASA with approval no ..2.004 :- A~3Zf, f This Flight Manual has been approved by EASA on behalf of CAAC-MD. DIAMOND AIRCRAFT INDUSTRIES GMBH N.A OTTO-STR. 5 A-2700 WIENER NEUSTADT A USTRIA page 0 - 0, R~v. 6 ~V/U~/UO mun U~:~O ~AA OD~ 0~/ ~~!U ~AA LAA~U ANM-lUUL ~3 ~011 AmSafe, Inc. Inflatable Restraints Division 1043 N. 47'" Avenue Phoenix, AZ., 85043 Document No.: E509609 r FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT to PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL for Diamond Aircraft Industries, Inc. Model DA40 Aircraft Reg. No. N 2 16 DG Aircraft SIN: 4 0 • 6 9 8 This supplement must be attached to the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual for Diamond Aircraft Model DA 40 when the. Airplane Is modified by the installation of AmSafe Aviation Inflatable Restraint (AAIR,.) System, V23 Version in accordance with STC SA01918LA. The information contained herein supplements or supersedes the basic manual only in those areas listed herein. For limitations, procedures, and performance information not contained in this supplement, consult c the basic Airplane Flight Manual. -
550 Series Avgas Engine
The 550 series includes 550 in3 models in either naturally aspirated or turbocharged configurations. With the right combination of thrust and efficiency, our 550-series engines are powering some of the most successful and high performing aircraft in general aviation history like the Cirrus® SR22T and Beechcraft® Baron/Bonanza, and Mooney®. With a powerful range of 280 to 350 HP at 2500 to 2700 RPM, you’ll be glad you fly a 550. THE 550 SERIES IS A FAMILY CERTIFIED FUELS: STROKE: TYPICAL WEIGHT: 100/100LL & 94UL 107.95 mm 207 to 317 kg OF AIR COOLED, NATURALLY AvGas (TSIO-550-K only) 4.25 in 456 to 699 lbs ASPIRATED, HORIZONTALLY DISPLACEMENT: COMPRESSION TIME BETWEEN OPPOSED, 6-CYLINDER, 9046 cm³ (COMP.) RATIO: OVERHAUL (TBO): 552 in3 7.5:1 1800 – 2200 hours GASOLINE, FUEL INJECTED, SPARK 8.5:1 IGNITION, FOUR-STROKE, DIRECT POWER: TURBO MODEL 209 to 261 kW HEIGHT: AVAILABILITY: DRIVE, RIGHT (CW) ROTATING, 280 to 350 HP 501.7 to 933.2 mm Yes AIRCRAFT ENGINE WITH MANUAL 19.75 to 36.74 in MAXIMUM ENGINE CONTROLS FOR FIXED RATED RPM: WIDTH: 2500 to 2700 r/min 852.4 to 1076.7 mm WING AIRCRAFT. THE TURBO 2500 to 2700 rpm 33.56 to 42.39 in SERIES IS TURBOCHARGED FOR BORE: LENGTH: FIXED WING AIRCRAFT. 133.35 mm 933.2 to 1215.6 mm 5.25 in 36.74 to 47.86 in WWW.CONTINENTAL.AERO # RATED DRY CERTIFIED COMP. TIME BETWEEN FAA MODEL 1 BORE × STROKE DISPLACEMENT 2 FUEL OVERHAUL CYL POWER WEIGHT GRADE RATIO (TBO) TCDS 224 kW @ 2700 133.35 x 107.95 mm 9046 cm³ 206.8 kg IO-550-A 6 100/ 100LL 8.5:1 1900 hours E3SO 300 HP @ 2700 5.25 x 4.25 in 552 in³ 455.9 -
Comments of the General Aviation Avgas Coalition
COMMENTS OF THE GENERAL AVIATION AVGAS COALITION ON THE ADVANCE NOTICE OF PROPOSED RULEMAKING ON LEAD EMISSIONS FROM PISTON-ENGINE AIRCRAFT USING LEADED AVIATION GASOLINE EPA DOCKET NO. EPA–HQ–OAR–2007–0294 - 1 - I. INTRODUCTION On April 28, 2010, the Environmental Protection Agency (“EPA”) published in the Federal Register an “Advance Notice of Proposed Rulemaking on Lead Emissions from Piston- Engine Aircraft Using Leaded Aviation Gasoline” (the “ANPR”). 75 Fed. Reg. 22440. The General Aviation AvGas Coalition (the “Coalition”) respectfully submits the following comments on the ANPR. The Coalition is comprised of associations that represent industries, businesses, and individuals that would be directly impacted by any finding made by the EPA in regard to lead emissions from piston-engine aircraft, corresponding aircraft emissions standards, and related changes to the formulation of aviation gasoline. Coalition membership includes the Aircraft Owners and Pilots Association (“AOPA”), the Experimental Aircraft Association (“EAA”), the General Aviation Manufacturers Association (“GAMA”), the National Air Transportation Association (“NATA”), the National Business Aviation Association (“NBAA”), the American Petroleum Institute (“API”) and the National Petrochemical and Refiners Association (“NPRA”). Together, these organizations represent general aviation aircraft owners, operators, and manufacturers, and the producers, refiners, and distributors of aviation gasoline. 1 Since the establishment of the first National Ambient Air Quality Standard (“NAAQS”) for lead in 1978, the general aviation and petroleum industries have been committed to safely reducing lead emissions from piston powered aircraft. Today, 100 octane low lead (“100LL”) aviation gasoline (or “avgas”) contains 50 percent less lead than it did when the lead NAAQS were first introduced, dramatically reducing lead emissions from general aviation. -
Flying Efficiently
MIKE BUSCH COMMENTARY / SAVVY AVIATOR A GPS-coupled fuel totalizer (like this Shadin Digifl o that I have in my airplane) is a great help in achieving Flying maximum effi ciency. Efficiently It’s more important than ever to get the best bang for the buck HOW CAN WE GET THE BEST FUEL economy from our airplanes? Given much energy as possible from each combus- the painful cost of avgas these days, this question is on lots of airplane tion event before the exhaust valve opens and owners’ minds. That goes at least double for unfortunate folks like me discards what’s left. and Mac McClellan who fl y twins. It’s a subject I’ve thought about— Operating at WOT and low rpm will make and researched—quite a bit. some pilots uncomfortable, because they had a It turns out that there are lots of pieces to this puzzle. There are all fl ight instructor who taught them never to sorts of things we can do to optimize effi ciency. Some are simple; some operate the engine oversquare—that is, with are a bit more complex. It takes considerable attention to detail to fl y manifold pressure (in inches) greater than the as effi ciently as possible. rpm (divided by 100). This is exactly what I was taught by my primary instructor in 1965, THROTTLE and it took me more than a decade to fi gure Let’s start with something simple: throttle position. out that my CFI didn’t know what the heck he Our piston aircraft engines are always most effi cient at wide-open was talking about. -
The Power for Flight: NASA's Contributions To
The Power Power The forFlight NASA’s Contributions to Aircraft Propulsion for for Flight Jeremy R. Kinney ThePower for NASA’s Contributions to Aircraft Propulsion Flight Jeremy R. Kinney Library of Congress Cataloging-in-Publication Data Names: Kinney, Jeremy R., author. Title: The power for flight : NASA’s contributions to aircraft propulsion / Jeremy R. Kinney. Description: Washington, DC : National Aeronautics and Space Administration, [2017] | Includes bibliographical references and index. Identifiers: LCCN 2017027182 (print) | LCCN 2017028761 (ebook) | ISBN 9781626830387 (Epub) | ISBN 9781626830370 (hardcover) ) | ISBN 9781626830394 (softcover) Subjects: LCSH: United States. National Aeronautics and Space Administration– Research–History. | Airplanes–Jet propulsion–Research–United States– History. | Airplanes–Motors–Research–United States–History. Classification: LCC TL521.312 (ebook) | LCC TL521.312 .K47 2017 (print) | DDC 629.134/35072073–dc23 LC record available at https://lccn.loc.gov/2017027182 Copyright © 2017 by the National Aeronautics and Space Administration. The opinions expressed in this volume are those of the authors and do not necessarily reflect the official positions of the United States Government or of the National Aeronautics and Space Administration. This publication is available as a free download at http://www.nasa.gov/ebooks National Aeronautics and Space Administration Washington, DC Table of Contents Dedication v Acknowledgments vi Foreword vii Chapter 1: The NACA and Aircraft Propulsion, 1915–1958.................................1 Chapter 2: NASA Gets to Work, 1958–1975 ..................................................... 49 Chapter 3: The Shift Toward Commercial Aviation, 1966–1975 ...................... 73 Chapter 4: The Quest for Propulsive Efficiency, 1976–1989 ......................... 103 Chapter 5: Propulsion Control Enters the Computer Era, 1976–1998 ........... 139 Chapter 6: Transiting to a New Century, 1990–2008 .................................... -
Chapter 28 Fuel
EXTRA - FLUGZEUGBAU GmbH SERVICE MANUAL EXTRA 300 Chapter 28 Fuel PAGE DATE: 31. January 1995 CHAPTER 28 PAGE 1 EXTRA - FLUGZEUGBAU GmbH SERVICE MANUAL EXTRA 300 TABLE OF CONTENTS Chapter Titl 28-00-00 GENERAL . 3 28-01-00 MAINTENANCE PRACTICES . 6 28-01-01 Refueling/Defueling . 6 28-01-02 Reduction of Fuel Tank Vapor Hazards . 6 28-10-00 STORAGE . 8 28-11-00 MAINTENANCE PRACTICES . 10 28-11-01 Center Tank Removal/Installation . 10 28-11-02 Center Tank Flop Tube Removal/Installation . 11 28-11-03 Wing Tank Inspection Door Removal/Installation . 12 28-11-04 Wing Tank Outlets Removal/Installation . 13 28-11-05 Filler Neck Removal/Installation . 14 28-11-06 Filler Neck Sealing Lip Replacement . 14 28-11-07 Ventilation Line Replacement . 15 28-20-00 DISTRIBUTION . 17 28-21-00 MAINTENANCE PRACTICES . 19 28-21-01 Shut-Off Valve and Control Rod Removal/Installation . 19 28-21-02 Shut-Off Valve Lubrication . 19 28-21-03 Gascolator Removal/Installation . 22 28-21-04 Electrical Boost Pump Removal/Installation . 23 28-21-05 Fuel Line Replacement . 24 28-40-00 INDICATING . 27 28-41-00 MAINTENANCE PRACTICES . 29 28-41-01 Fuel Quantity Indicator Removal/Installation . 29 28-41-02 Fuel Quantity Indicator Calibration (Center Tank) . 30 28-41-03 Tubular Tank Unit (Center Tank) Removal/Installation . 30 28-41-04 Lever-type Tank Unit (Wing Tank) Removal/Installation . 31 28-41-05 Float Wire Adjustment . 32 PAGE DATE: 31. January 1995 CHAPTER 28 PAGE 2 EXTRA - FLUGZEUGBAU GmbH SERVICE MANUAL EXTRA 300 28-00-00 GENERAL The fuel system (refer to Figure 1 Page 4) consists of one center (acro) tank (1) with a drain (2) on its bottom, two wing tanks (8), a shut-off valve (7), a gascolator (6) with drain (5), an electrically driven auxiliary pump (3) and an engine driven rotary pump (4). -
16-17-06 New Avgas 100Ll Fuel Storage and Dispensing Facility at Greenville Majors Field Airport
SPECIFICATIONS AND CONTRACT DOCUMENTS FOR 16-17-06 NEW AVGAS 100LL FUEL STORAGE AND DISPENSING FACILITY AT GREENVILLE MAJORS FIELD AIRPORT CITY OF GREENVILLE DAIVD DREILING MAYOR JERRY RANSOM PLACE 1 JAMES EVANS PLACE 2 JEFFREY DAILEY PLACE 3 HOLLY GOTCHER PLACE 4 BRENT MONEY PLACE 5 CEDRIC DEAN PLACE 6 CITY MANAGER – MASSOUD EBRAHIM, P.E. DIRECTOR OF PUBLIC WORKS – JOHN WRIGHT, P.E. INDEMNIFICATION CLAUSE INCLUDED AT SUPPLEMENTARY GENERAL PROVISIONS, SECTION 12-4 B AND SECTION 12-8, 4TH PARAGRAPH Prepared by: CITY OF GREENVILLE ENGINEERING DEPARTMENT January 2017 ADVERTISEMENT FOR BIDS CITY OF GREENVILLE Sealed bids addressed to Purchasing Agent, City of Greenville, Texas will be received at the office of the Purchasing Agent, 2821 Washington Street, Greenville, Texas, until 3:00 pm on January 31, 2017, to furnish all labor and materials and perform all work necessary to complete the: 16-17-06 NEW AIRPORT AVGAS 100LL FUEL STORAGE AND DISPENSING FACILITY After the expiration of the time and date above first written said sealed bids will be opened by the Purchasing Agent in the City Council Chambers, 2821 Washington St. and publicly read aloud. Specifications and Bid forms may be obtained at the office of Purchasing in the Municipal Building at 2821 Washington Street 75401 (Mailing Address: P.O. Box 1049, Greenville, Texas, 75403), by telephoning (903) 457-3111, or on the City of Greenville Web Site at http://www.ci.greenville.tx.us. A Non-Mandatory Pre-Bid Meeting will be held on January 18, 2017 at 2:00 PM at the General Aviation Conference Room located in the General Aviation Terminal Building, 101 Majors Road, Greenville Municipal Airport, Greenville, Texas 75403.