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3.
Use known power settings and performance data refer to 5.3.2 - FUEL FLOW DIAGRAM for approximate fuel flow values.
4.
Use other system information, such as annunciator messages, GPS fuel
quantity and flow, to safely complete the flight.
3.4.6 ERRONEOUS OR LOSS OF WARNING/CAUTION ANNUNCIATORS
NOTE
Loss of an annunciator may be indicated when engine or fuel displays show an abnormal or emergency situation and the annunciator is not present. An erroneous annunciator may be identified when an annunciator appears which does not agree with other displays or system information.
1.
If an annunciator appears, treat it as if the condition exists. Refer to Chapter 3 -EMERGENCY PROCEDURES or Chapter 4B - ABNORMAL OPERATING PRO-CEDURES.
2.
If a display indicates an abnormal condition but no annunciator is present, use other system information, such as engine displays, GPS fuel quantity and flow, to determine if the condition exists. If it cannot be determined that the condition does not exist, treat the situation as if the condition exists. Refer to Chapter 3 - EMERGENCY PROCEDURES or Chapter 4B - ABNORMAL OPERATING PROCEDURES.
3.5 ONE ENGINE INOPERATIVE PROCEDURES
WARNING
In certain combinations of airplane weight, configuration, ambient conditions, speed and pilot skill, negative climb performance may result. Refer to Chapter 5 - PERFOR-MANCE for one engine inoperative performance data.
In any event the sudden application of power during one-engine inoperative operation makes the control of the airplane more difficult.
3.5.1 DETECTING THE INOPERATIVE ENGINE
NOTE
One engine inoperative means an asymmetric loss of thrust, resulting in uncommanded yaw and roll in direction of the so-called "dead" engine (with coordinated controls). To handle this situation it is vital to maintain directional control by mainly rudder and additional aileron input. The following mnemonic can help to identify the failed engine:
"Dead foot - dead engine"
This means that, once directional control is re-established, the pilot can feel the control force on the foot pushing the rudder-pedal on the side of the operative engine, while the foot on the side of the failed engine feels no force. Further, the engine instruments can help to analyze the situation.
3.5.2 ENGINE TROUBLESHOOTING
WARNING
Control over the flight attitude has priority over attempts to solve the current problem ("first fly the aircraft").
NOTE
With respect to handling and performance, the left-hand engine (pilots view) is considered the "critical" engine.
Depending on the situation the following attempts can be made to restore engine power prior to securing the engine:
' CAUTION ' Once the engine has been shut down for longer than ' 30 seconds, it can only be restarted below 8000 ft ' (TAE 125-02-99 engine) or 6000 ft (TAE 125-01 engine) ' pressure altitude. Proceed in accordance with 3.5.4 -' UNFEATHERING & RESTARTING THE ENGINE IN FLIGHT.
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本文链接地址：钻石40系列飞机维护手册 DA 40 SERIES AIRPLANE MAINTENANCE MANUAL 2(15)
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