DOCSLIB.ORG

Diamond DA42 Twin Star

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

Introduction DA 42 AFM NOTE This airplane flight manual is valid for DA42 airplanes with a KAP 140 or no autopilot system installed. Refer to the airplane flight manual “DA42 with Garmin GFC 700 (OÄM 42-102)”, Doc. No. 7.01.06-E for airplanes with a Garmin Autopilot system installed. Page 0 - 0a Rev. 5 15 Nov 2007 Doc. # 7.01.05-E DA 42 AFM Introduction FOREWORD We congratulate you on the acquisition of your new DIAMOND DA 42. Skillful operation of an airplane increases both safety and the enjoyment of flying. Please take the time therefore, to familiarize yourself with your new DIAMOND DA 42. This airplane may only be operated in accordance with the procedures and operating limitations of this Airplane Flight Manual. Before this airplane is operated for the first time, the pilot must familiarize himself with the complete contents of this Airplane Flight Manual. In the event that you have obtained your DIAMOND DA 42 second-hand, please let us know your address, so that we can supply you with the publications necessary for the safe operation of your airplane. This document is protected by copyright. All associated rights, in particular those of translation, reprinting, radio transmission, reproduction by photo-mechanical or similar means and storing in data processing facilities, in whole or part, are reserved. Copyright © by: DIAMOND AIRCRAFT INDUSTRIES GMBH N.A. Otto-Strasse 5 A-2700 Wiener Neustadt, Austria Phone : +43-2622-26700 Fax : +43-2622-26780 E-Mail : [email protected] Doc. No. 7.01.05-E Rev. 8 15-Dec-2017 Page 0 - 1 Introduction DA 42 AFM 0.1 APPROVAL The content of approved chapters is approved by EASA. All other content is approved by DAI under the authority of EASA DOA No. EASA.21J.052 in accordance with Part 21. 0.2 RECORD OF REVISIONS All revisions of this manual, with the exception of - • Temporary Revisions, • updates of the modification level (Section 1.1), • updated mass and balance information (Section 6.3), • updates of the Equipment Inventory (Section 6.5), and • updates of the List of Supplements (Section 9.2) must be recorded in the following table. The new or amended text is indicated by a vertical black line at the left hand side of the revised page, with the revision number and date appearing at the bottom of the page. If pages are revised which contain information valid for your particular serial number (modification level of the airplane, weighing data, Equipment Inventory, List of Supplements), then this information must be transferred to the new pages in hand- writing. The cover pages of Temporary Revisions, if applicable, are inserted behind the cover page of this manual; the following pages of the Temporary Revision are inserted in front of the corresponding pages of this AFM. Temporary Revisions are used to provide information on systems or equipment until the next 'permanent' Revision of the Airplane Flight Manual. When a 'permanent' Revision covers a Mandatory or Optional Design Change Advisory (MÄM or OÄM), then the corresponding Temporary Revision is superseded. Example: Revision 3 covers OÄM 42-053, therefore the Temporary Revision TR-OÄM-42-053 is superseded by the 'permanent' Revision 3. Page 0 - 2 Rev. 8 15-Dec-2017 Doc. No. 7.01.05-E DA 42 AFM Introduction Rev. Chap- Date of Date Reason Page(s) Approval Verification Signature No. ter Revision Inserted IFR [Ing. Andreas all except 1 certification; all 1 Dec 2004 2005-196 Winkler for cover page corrections ACG] 0 0-3, 0-5, MÄM 42-034 (elevator 0-7, 0-8, 0-9 [10 Feb 2005 stop); 4A 4A-9 Dipl.-Ing. OÄM 42-060 (FH) 2 4B 4B-25 28 Jan 2005 (T&B Manfred coordinat.); 5 5-11, 5-12 Reichel Take-off 6 6-18 for DAI] diagrams 7 7-7 FAA Certification MÄM 42- -062, -070/a, -079, -080, -091, -101, -111/b [25 Oct 2005 (TR-MÄM- 3 all all 15 Oct 2005 Ing. Andreas 42-111/a), Winkler for -115 ACG] OÄM 42- -053, -056, -057, -059, -079 Corrections Doc. No. 7.01.05-E Rev. 8 15-Dec-2017 Page 0 - 3 Introduction DA 42 AFM Rev. Chap- Date of Date Reason Page(s) Approval Verification Signature No. ter Revision Inserted 0 0-3 thru 0-10 1 1-2, 1-11 2-2, 2-4, 2-7, 2-8, 2-10, 2- 14, 2-15, 2-18, 2 2-21 thru 2- 23, 2-26, 2-27, 2- 32 MÄM 42- 3-30, 3-31, -037, -046, 3 3-32, 3-38 -063, -088, all (4A-1 thru 0,16667 [20 Dec 2005 4 4A-40) 30 Nov EASA A.C. Ing. Andreas OÄM 42- 4B-2, 4B-13, 2005 Ø2618 Winkler for -054, -077, 4B-25, 4B-27, ACG] 4B -080 4B-30 thru 4B-34 corrections all (5-1 thru 5 5-34) 6-5, 6-8, 6-10 thru 6- 6 14, 6-16, 6-20 7-1, 7-2, 7 7-40 thru 7-66 8 8-4, 8-12 9 39692 Page 0 - 4 Rev. 8 15-Dec-2017 Doc. No. 7.01.05-E DA 42 AFM Introduction Rev. Chap- Date of Date Reason Page(s) Approval Verification Signature No. ter Revision Inserted MÄM 42- -174/a, -186, -198/b, -206, -240, -254, -258/a, OÄM 42- Revision -055/a, No. 5 of the AFM Doc. -056/d, No. -062, -065, all 7.01.05-E is 15 Nov 5 all approved -066, -067, except cover 2007 page under the -070, -074, authority of DOA No. -082, -092, EASA.21J. -094, -095, 052 -099, -101, -105, -112, -116, -121, -129, corrections Doc. No. 7.01.05-E Rev. 8 15-Dec-2017 Page 0 - 5 Introduction DA 42 AFM Rev. Chap- Date of Date Reason Page(s) Approval Verification Signature No. ter Revision Inserted MÄM 42- -268/a, -270, -272, -284, -292, -301, -304, -310, -336, -347, -377, -405, -443, OÄM 42- -053/d & -054/d, Revision -056/e, No. 6 of the AFM Doc. -074/a, No. -106/a, all 7.01.05-E is 6 all 30 Apr 2011 approved -107/d, except cover page under the -108/a, authority of DOA No. -109/a, EASA.21J. -111/a & 052 -158, -116/a, -125, -127, -130, -141, -142, -145, -146/a, -175, -188, -195, -205, -208, VÄM 42-002, corrections Page 0 - 6 Rev. 8 15-Dec-2017 Doc. No. 7.01.05-E DA 42 AFM Introduction Rev. Chap- Date of Date Reason Page(s) Approval Verification Signature No. ter Revision Inserted MÄM 42- -529, -542, -545/a, -546, -575, -584/a, -641, -685, -716, -756, -764/c, -814, -861, Revision No. 7 of the OÄM 42- AFM Doc. -055/d, No. all 7.01.05-E is 30 Nov 7 -056/f, all approved except cover 2015 -094/a, page under the authority of -107/f, DOA No. -111/b& EASA.21J. 052 -158/a&-246, -119, -178, -185, -215, -252, -253, -259, -279, -280, corrections ' ' Revision ' OÄM 42- No. 8 of the ' AFM Doc. ' -222, -252/b, No. ' all 7.01.05-E is ' -304/a, 15 Dec ' 8 all approved 09 Feb 2018 ''' except cover 2017 ' page under the ' corrections authority of ' DOA No. ' EASA.21J. ' 052 ' Doc. No. 7.01.05-E Rev. 8 15-Dec-2017 Page 0 - 7 Introduction DA 42 AFM 0.3 LIST OF EFFECTIVE PAGE Ch. Page Date Ch. Page Date 0 0-0 15 Nov 2007 ' 1 1-1 15-Dec-2017 0-0a 15 Nov 2007 ' 1-2 15-Dec-2017 ' 0-1 15-Dec-2017 ' 1-3 15-Dec-2017 ' 0-2 15-Dec-2017 ' 1-4 15-Dec-2017 ' 0-3 15-Dec-2017 ' 1-5 15-Dec-2017 ' 0-4 15-Dec-2017 ' 1-6 15-Dec-2017 ' 0-5 15-Dec-2017 ' 1-7 15-Dec-2017 ' 0-6 15-Dec-2017 ' 1-8 15-Dec-2017 ' 0-7 15-Dec-2017 ' 1-9 15-Dec-2017 ' 0-8 15-Dec-2017 ' 1-10 15-Dec-2017 ' 0-9 15-Dec-2017 ' 1-11 15-Dec-2017 ' 0-10 15-Dec-2017 ' 1-12 15-Dec-2017 ' 0-11 15-Dec-2017 ' 1-13 15-Dec-2017 ' 0-12 15-Dec-2017 ' 1-14 15-Dec-2017 ' 0-13 15-Dec-2017 ' 1-15 15-Dec-2017 ' 0-14 15-Dec-2017 ' 1-16 15-Dec-2017 ' 0-15 15-Dec-2017 ' 1-17 15-Dec-2017 ' 0-16 15-Dec-2017 ' 1-18 15-Dec-2017 ' 0-17 15-Dec-2017 ' 1-19 15-Dec-2017 ' 0-18 15-Dec-2017 ' 1-20 15-Dec-2017 ' 1-21 15-Dec-2017 ' 1-22 15-Dec-2017 ' 1-23 15-Dec-2017 ' 1-24 15-Dec-2017 ' 1-25 15-Dec-2017 ' 1-26 15-Dec-2017 Page 0 - 8 Rev. 8 15-Dec-2017 Doc. No. 7.01.05-E DA 42 AFM Introduction Ch. Page Date Ch. Page Date ' 2 appr. 2-1 15-Dec-2017 ' 2 appr. 2-29 15-Dec-2017 ' appr. 2-2 15-Dec-2017 ' appr. 2-30 15-Dec-2017 ' appr. 2-3 15-Dec-2017 ' appr. 2-31 15-Dec-2017 ' appr. 2-4 15-Dec-2017 ' appr. 2-32 15-Dec-2017 ' appr. 2-5 15-Dec-2017 ' appr. 2-33 15-Dec-2017 ' appr. 2-6 15-Dec-2017 ' appr. 2-34 15-Dec-2017 ' appr. 2-7 15-Dec-2017 ' appr. 2-35 15-Dec-2017 ' appr. 2-8 15-Dec-2017 ' appr.
Recommended publications
  • Pitot-Static System Blockage Effects on Airspeed Indicator

    Pitot-Static System Blockage Effects on Airspeed Indicator

    The Dramatic Effects of Pitot-Static System Blockages and Failures by Luiz Roberto Monteiro de Oliveira . Table of Contents I ‐ Introduction…………………………………………………………………………………………………………….1 II ‐ Pitot‐Static Instruments…………………………………………………………………………………………..3 III ‐ Blockage Scenarios – Description……………………………..…………………………………….…..…11 IV ‐ Examples of the Blockage Scenarios…………………..……………………………………………….…15 V ‐ Disclaimer………………………………………………………………………………………………………………50 VI ‐ References…………………………………………………………………………………………….…..……..……51 Please also review and understand the disclaimer found at the end of the article before applying the information contained herein. I - Introduction This article takes a comprehensive look into Pitot-static system blockages and failures. These typically affect the airspeed indicator (ASI), vertical speed indicator (VSI) and altimeter. They can also affect the autopilot auto-throttle and other equipment that relies on airspeed and altitude information. There have been several commercial flights, more recently Air France's flight 447, whose crash could have been due, in part, to Pitot-static system issues and pilot reaction. It is plausible that the pilot at the controls could have become confused with the erroneous instrument readings of the airspeed and have unknowingly flown the aircraft out of control resulting in the crash. The goal of this article is to help remove or reduce, through knowledge, the likelihood of at least this one link in the chain of problems that can lead to accidents. Table 1 below is provided to summarize
  • Airspeed Indicator Calibration

    Airspeed Indicator Calibration

    TECHNICAL GUIDANCE MATERIAL AIRSPEED INDICATOR CALIBRATION This document explains the process of calibration of the airspeed indicator to generate curves to convert indicated airspeed (IAS) to calibrated airspeed (CAS) and has been compiled as reference material only. i Technical Guidance Material BushCat NOSE-WHEEL AND TAIL-DRAGGER FITTED WITH ROTAX 912UL/ULS ENGINE APPROVED QRH PART NUMBER: BCTG-NT-001-000 AIRCRAFT TYPE: CHEETAH – BUSHCAT* DATE OF ISSUE: 18th JUNE 2018 *Refer to the POH for more information on aircraft type. ii For BushCat Nose Wheel and Tail Dragger LSA Issue Number: Date Published: Notable Changes: -001 18/09/2018 Original Section intentionally left blank. iii Table of Contents 1. BACKGROUND ..................................................................................................................... 1 2. DETERMINATION OF INSTRUMENT ERROR FOR YOUR ASI ................................................ 2 3. GENERATING THE IAS-CAS RELATIONSHIP FOR YOUR AIRCRAFT....................................... 5 4. CORRECT ALIGNMENT OF THE PITOT TUBE ....................................................................... 9 APPENDIX A – ASI INSTRUMENT ERROR SHEET ....................................................................... 11 Table of Figures Figure 1 Arrangement of instrument calibration system .......................................................... 3 Figure 2 IAS instrument error sample ........................................................................................ 7 Figure 3 Sample relationship between
  • Sept. 12, 1950 W

    Sept. 12, 1950 W

    Sept. 12, 1950 W. ANGST 2,522,337 MACH METER Filed Dec. 9, 1944 2 Sheets-Sheet. INVENTOR. M/2 2.7aar alwg,57. A77OAMA). Sept. 12, 1950 W. ANGST 2,522,337 MACH METER Filed Dec. 9, 1944 2. Sheets-Sheet 2 N 2 2 %/ NYSASSESSN S2,222,W N N22N \ As I, mtRumaIII-m- III It's EARAs i RNSITIE, 2 72/ INVENTOR, M247 aeawosz. "/m2.ATTORNEY. Patented Sept. 12, 1950 2,522,337 UNITED STATES ; :PATENT OFFICE 2,522,337 MACH METER Walter Angst, Manhasset, N. Y., assignor to Square D Company, Detroit, Mich., a corpora tion of Michigan Application December 9, 1944, Serial No. 567,431 3 Claims. (Cl. 73-182). is 2 This invention relates to a Mach meter for air plurality of posts 8. Upon one of the posts 8 are craft for indicating the ratio of the true airspeed mounted a pair of serially connected aneroid cap of the craft to the speed of sound in the medium sules 9 and upon another of the posts 8 is in which the aircraft is traveling and the object mounted a diaphragm capsuler it. The aneroid of the invention is the provision of an instrument s: capsules 9 are sealed and the interior of the cas-l of this type for indicating the Mach number of an . ing is placed in communication with the static aircraft in fight. opening of a Pitot static tube through an opening The maximum safe Mach number of any air in the casing, not shown. The interior of the dia craft is the value of the ratio of true airspeed to phragm capsule is connected through the tub the speed of sound at which the laminar flow of ing 2 to the Pitot or pressure opening of the Pitot air over the wings fails and shock Waves are en static tube through the opening 3 in the back countered.
  • Fly-By-Wire - Wikipedia, the Free Encyclopedia 11-8-20 下午5:33 Fly-By-Wire from Wikipedia, the Free Encyclopedia

    Fly-By-Wire - Wikipedia, the Free Encyclopedia 11-8-20 下午5:33 Fly-By-Wire from Wikipedia, the Free Encyclopedia

    Fly-by-wire - Wikipedia, the free encyclopedia 11-8-20 下午5:33 Fly-by-wire From Wikipedia, the free encyclopedia Fly-by-wire (FBW) is a system that replaces the Fly-by-wire conventional manual flight controls of an aircraft with an electronic interface. The movements of flight controls are converted to electronic signals transmitted by wires (hence the fly-by-wire term), and flight control computers determine how to move the actuators at each control surface to provide the ordered response. The fly-by-wire system also allows automatic signals sent by the aircraft's computers to perform functions without the pilot's input, as in systems that automatically help stabilize the aircraft.[1] Contents Green colored flight control wiring of a test aircraft 1 Development 1.1 Basic operation 1.1.1 Command 1.1.2 Automatic Stability Systems 1.2 Safety and redundancy 1.3 Weight saving 1.4 History 2 Analog systems 3 Digital systems 3.1 Applications 3.2 Legislation 3.3 Redundancy 3.4 Airbus/Boeing 4 Engine digital control 5 Further developments 5.1 Fly-by-optics 5.2 Power-by-wire 5.3 Fly-by-wireless 5.4 Intelligent Flight Control System 6 See also 7 References 8 External links Development http://en.wikipedia.org/wiki/Fly-by-wire Page 1 of 9 Fly-by-wire - Wikipedia, the free encyclopedia 11-8-20 下午5:33 Mechanical and hydro-mechanical flight control systems are relatively heavy and require careful routing of flight control cables through the aircraft by systems of pulleys, cranks, tension cables and hydraulic pipes.
  • 16.00 Introduction to Aerospace and Design Problem Set #3 AIRCRAFT

    16.00 Introduction to Aerospace and Design Problem Set #3 AIRCRAFT

    16.00 Introduction to Aerospace and Design Problem Set #3 AIRCRAFT PERFORMANCE FLIGHT SIMULATION LAB Note: You may work with one partner while actually flying the flight simulator and collecting data. Your write-up must be done individually. You can do this problem set at home or using one of the simulator computers. There are only a few simulator computers in the lab area, so not leave this problem to the last minute. To save time, please read through this handout completely before coming to the lab to fly the simulator. Objectives At the end of this problem set, you should be able to: • Take off and fly basic maneuvers using the flight simulator, and describe the relationships between the control yoke and the control surface movements on the aircraft. • Describe pitch - airspeed - vertical speed relationships in gliding performance. • Explain the difference between indicated and true airspeed. • Record and plot airspeed and vertical speed data from steady-state flight conditions. • Derive lift and drag coefficients based on empirical aircraft performance data. Discussion In this lab exercise, you will use Microsoft Flight Simulator 2000/2002 to become more familiar with aircraft control and performance. Also, you will use the flight simulator to collect aircraft performance data just as it is done for a real aircraft. From your data you will be able to deduce performance parameters such as the parasite drag coefficient and L/D ratio. Aircraft performance depends on the interplay of several variables: airspeed, power setting from the engine, pitch angle, vertical speed, angle of attack, and flight path angle.
  • ICE PROTECTION Incomplete

    ICE PROTECTION Incomplete

    ICE PROTECTION GENERAL The Ice and Rain Protection Systems allow the aircraft to operate in icing conditions or heavy rain. Aircraft Ice Protection is provided by heating in critical areas using either: Hot Air from the Pneumatic System o Wing Leading Edges o Stabilizer Leading Edges o Engine Air Inlets Electrical power o Windshields o Probe Heat . Pitot Tubes . Pitot Static Tube . AOA Sensors . TAT Probes o Static Ports . ADC . Pressurization o Service Nipples . Lavatory Water Drain . Potable Water Rain removal from the Windshields is provided by two fully independent Wiper Systems. LEADING EDGE THERMAL ANTI ICE SYSTEM Ice protection for the wing and horizontal stabilizer leading edges and the engine air inlet lips is ensured by heating these surfaces. Hot air supplied by the Pneumatic System is ducted through perforated tubes, called Piccolo tubes. Each Piccolo tube is routed along the surface, so that hot air jets flowing through the perforations heat the surface. Dedicated slots are provided for exhausting the hot air after the surface has been heated. Each subsystem has a pressure regulating/shutoff valve (PRSOV) type of Anti-icing valve. An airflow restrictor limits the airflow rate supplied by the Pneumatic System. The systems are regulated for proper pressure and airflow rate. Differential pressure switches and low pressure switches monitor for leakage and low pressures. Each Wing's Anti Ice System is supplied by its respective side of the Pneumatic System. The Stabilizer Anti Ice System is supplied by the LEFT side of the Pneumatic System. The APU cannot provide sufficient hot air for Pneumatic Anti Ice functions.
  • Chapter 76 Engine Controls

    Chapter 76 Engine Controls

    ENGINE CONTROLS XL-2 AIRPLANE CHAPTER 76 ENGINE CONTROLS P/N 135A-970-100 Chapter 76 REVISION ~ Page 1 of 18 ENGINE CONTROLS XL-2 AIRPLANE Copyright © 2009 All rights reserved. The information contained herein is proprietary to Liberty Aerospace, Incorporated. It is prohibited to reproduce or transmit in any form or by any means, electronic or mechanical, including photocopying, recording, or use of any information storage and retrieval system, any portion of this document without express written permission of Liberty Aerospace Incorporated. Chapter 76 P/N 135A-970-100 Page 2 of 18 REVISION ~ ENGINE CONTROLS XL-2 AIRPLANE Table of Contents SECTION 76-00 GENERAL 5 SECTION 00-01 FADEC SYSTEM DESCRIPTION AND FUNCTIONAL OVERVIEW 6 SECTION 00-02 HEALTH STATUS ANNUNCIATOR AND POWER TRANSFER CHECK PROCEDURES 7 FADEC POWER TRANSFER CHECK 8 SECTION 76-10 POWER CONTROL 11 SECTION 10-01 POWER (THROTTLE) CABLE REMOVAL AND REPLACEMENT 12 THROTTLE CABLE REMOVAL 13 THROTTLE CABLE INSTALLATION 14 THROTTLE CABLE RIGGING PROCEDURE 15 SECTION 76-20 EMERGENCY SHUTDOWN 17 P/N 135A-970-100 Chapter 76 REVISION ~ Page 3 of 18 ENGINE CONTROLS XL-2 AIRPLANE PAGE LEFT INTENTIONALLY BLANK. Chapter 76 P/N 135A-970-100 Page 4 of 18 REVISION ~ ENGINE CONTROLS XL-2 AIRPLANE Section 76-00 General This chapter provides a descriptive overview of the control systems for the IOF- 240-B engine installed on the airplane. Detailed information for routine line maintenance for each engine subsection or system is provided in the appropriate chapter. More detailed information for repairs and maintenance on systems and components specific to the IOF-240B engine FADEC system are provided in the current release of the Teledyne Continental Motors Maintenance Manual for IOF- 240-B series engines, TCM p/n: M-22.
  • Sl Premium Universal Tractor Hydraulic Fluid

    Sl Premium Universal Tractor Hydraulic Fluid

    UNIVERSAL TRACTOR HYDRAULIC FLUID Sinclair Universal Tractor Fluid is a premium quality universal tractor hydraulic fluid formulated with high quality base oils and anti-wear and extreme pressure (EP) additives providing excellent load carrying capacity and wear protection for a wide temperature range and long-term service under severe conditions. It is designed for equipment using a common sump or requiring a single fluid for hydraulic systems, transmission, differential, wet brakes/wet clutches, power take off (PTO) units and final drive. Sinclair Universal Tractor Fluid protects against foam and corrosion and resists the negative effects of water contamination and is highly resistant to oxidation. APPLICATIONS Sinclair Universal Tractor Fluid meets or exceeds most tractor manufacturers’ specifications and can be used where any of the following are specified: • AGCO, Allis Chalmers & Deutz-Allis: 821XL • Massey Ferguson: Permatran III, M-1141 • John Deere: J20C, J20A, J14B, J21A, • Ford M2C134C/D, FNHA-2-C-200.00, M2C86-B, M2C41-B Hygard, 303 Fluid • White: Q1826, Q1705, Q1766, Q1802 • Case International Harvester: MS 1209 (Hy-Tran ULTRA), MS 1207 • Caterpillar: TO-2 (Hy-Tran Plus), MS 1210 (TCH Fluid), MS-1206, MS1230, JIC-144, JIC-143 • Allison: C-4 Fluid • Oliver: Type 55, Universal HTF, Q1766 • Renk 873 and 874 A/B Transmissions • International Harvester: B-6 • Kubota: UDT • Minneapolis-Moline Fluids UNIVERSAL TRACTOR HYDRAULIC FLUID TYPICAL PHYSICAL PROPERTIES METHOD TYPICAL RESULTS Viscosity Grade Universal Tractor Hydraulic Fluid Gravity, °API ASTM D287 30.99 Specific Gravity @ 60°F (15.6°C) ASTM D4052 0.8708 Viscosity @ 40°C cSt ASTM D445 59.34 Viscosity @ 100°C cSt ASTM D445 9.34 Viscosity Index ASTM D2270 138 Pour Point °C (°F) ASTM D5950 -42C (-44 F) Brookfield Viscosity at -35°C, cP ASTM D2983 37,292 Brookfield Viscosity at -20°C, cP ASTM D2983 3,819 Color ASTM D1500 2 Zinc, wt.
  • Hydraulic Fluids 1

    Hydraulic Fluids 1

    HYDRAULIC FLUIDS 1 1. PUBLIC HEALTH STATEMENT This public health statement tells you about hydraulic fluids and the effects of exposure. The Environmental Protection Agency (EPA) identifies the most serious hazardous waste sites in the nation. These sites make up the National Priorities List (NPL) and are the sites targeted for long-term federal cleanup. Hydraulic fluids have been found in at least 10 of the 1,428 current or former NPL sites. However, it’s unknown how many NPL sites have been evaluated for these substances. As more sites are evaluated, the sites with hydraulic fluids may increase. This is important because exposure to these substances may harm you and because these sites may be sources of exposure. When a substance is released from a large area, such as an industrial plant, or from a container, such as a drum or bottle, it enters the environment. This release does not always lead to exposure. You are exposed to a substance only when you come in contact with it. You may be exposed by breathing, eating, or drinking the substance or by skin contact. If you are exposed to hydraulic fluids, many factors determine whether you’ll be harmed. These factors include the dose (how much), the duration (how long), and how you come in contact with it. You must also consider the other chemicals you’re exposed to and your age, sex, diet, family traits, lifestyle, and state of health. 1 .1 WHAT ARE HYDRAULIC FLUIDS? Hydraulic fluids are a very large class of materials that are used in machines and equipment to.
  • Mk 7 Aircraft Recovery Equipment

    Mk 7 Aircraft Recovery Equipment

    CHAPTER 3 MK 7 AIRCRAFT RECOVERY EQUIPMENT Present-day aircraft normally require the use of then opened, allowing fluid to be forced from the runways that are 5,000 to 8,000 feet long in order to accumulator back into the engine cylinder, forcing the land ashore. On an aircraft carrier, these same aircraft ram out. As the ram moves out of the cylinder, the are stopped within 350 feet after contacting the deck. crosshead is forced away from the fixed sheave This feat is accomplished through the use of aircraft assembly, pulling the purchase cables back onto the recovery equipment, including an emergency barricade engine until the crosshead is returned to its BATTERY that brings a landing aircraft to a controlled stop by position and the crossdeck pendant is in its normal absorbing and dispelling the energy developed by the position on the flight deck. landing aircraft. This recovery equipment is commonly called arresting gear. PRERECOVERY PREPARATIONS The sole purpose of an aircraft carrier is to provide Prior to recovery of aircraft, all recovery equipment a means of launching a strike against an enemy and landing area must be made ready and all personnel anywhere in the world. After the aircraft complete their properly positioned. The following is a general listing mission, the carrier must provide a means of safely of the events that must be accomplished prior to the recovering them. The Mk 7 arresting gear provides this recovery of aircraft: means. • All operational retractable sheaves raised to the full up position AIRCRAFT RECOVERY • LEARNING OBJECTIVE: Describe aircraft All aft deckedge antennas positioned, as arrestments aboard aircraft carriers.
  • NOTICE FEDERAL AVIATION ADMINISTRATION Effective Date: National Policy 8/3/16 Cancellation Date: 8/3/17

    NOTICE FEDERAL AVIATION ADMINISTRATION Effective Date: National Policy 8/3/16 Cancellation Date: 8/3/17

    U.S. DEPARTMENT OF TRANSPORTATION N 8900.374 NOTICE FEDERAL AVIATION ADMINISTRATION Effective Date: National Policy 8/3/16 Cancellation Date: 8/3/17 SUBJ: Revised FAA-Approved Deicing Program Updates, Winter 2016-2017 1. Purpose of This Notice. This notice provides inspectors with information on holdover times (HOT) and recommendations on various other ground deicing/anti-icing issues. 2. Audience. The primary audience for this notice is Flight Standards District Office (FSDO) principal operations inspectors (POI) responsible for approving an air carrier’s deicing program. The secondary audience includes Flight Standards Service (AFS) personnel in FSDOs, branches, and divisions in the regions and at headquarters (HQ). 3. Where You Can Find This Notice. You can find this notice on the MyFAA employee Web site at https://employees.faa.gov/tools_resources/orders_notices. Inspectors can access this notice through the Flight Standards Information Management System (FSIMS) at http://fsims.avs.faa.gov. Operators can find this notice on the Federal Aviation Administration’s (FAA) Web site at http://fsims.faa.gov. This notice is available to the public at http://www.faa.gov/regulations_policies/orders_notices. Note: The FAA Holdover Time Guidelines for 2016-2017 and related tables referenced in this document can be found on the Air Transportation Division’s (AFS-200) Aircraft Ground Deicing Web site at http://www.faa.gov/other_visit/ aviation_industry/airline_operators/airline_safety/deicing. 4. Cancellation. Notice N 8900.335, Revised FAA-Approved Deicing Program Updates, Winter 2015-2016, dated November 18, 2015, is canceled. 5. Background. Title 14 of the Code of Federal Regulations (14 CFR) part 121, § 121.629(c) requires that part 121 certificate holders have an approved ground deicing/anti-icing program.
  • Introduction

    Introduction

    CHAPTER 1 Introduction "For some years I have been afflicted with the belief that flight is possible to man." Wilbur Wright, May 13, 1900 1.1 ATMOSPHERIC FLIGHT MECHANICS Atmospheric flight mechanics is a broad heading that encompasses three major disciplines; namely, performance, flight dynamics, and aeroelasticity. In the past each of these subjects was treated independently of the others. However, because of the structural flexibility of modern airplanes, the interplay among the disciplines no longer can be ignored. For example, if the flight loads cause significant structural deformation of the aircraft, one can expect changes in the airplane's aerodynamic and stability characteristics that will influence its performance and dynamic behavior. Airplane performance deals with the determination of performance character- istics such as range, endurance, rate of climb, and takeoff and landing distance as well as flight path optimization. To evaluate these performance characteristics, one normally treats the airplane as a point mass acted on by gravity, lift, drag, and thrust. The accuracy of the performance calculations depends on how accurately the lift, drag, and thrust can be determined. Flight dynamics is concerned with the motion of an airplane due to internally or externally generated disturbances. We particularly are interested in the vehicle's stability and control capabilities. To describe adequately the rigid-body motion of an airplane one needs to consider the complete equations of motion with six degrees of freedom. Again, this will require accurate estimates of the aerodynamic forces and moments acting on the airplane. The final subject included under the heading of atmospheric flight mechanics is aeroelasticity.