ChristheCFII
Well-Known Member
Only after you have more time in any one airplane do you realize how dangerous it can be. I strongly suggest you get more flight time in the a/c before you do the check out. Here's what I've learned in over 1000 hours of instructing in the DA40:
-Follow the hot start procedure to the letter anytime you are over 150 degrees oil temp, the starters burn out after the slightest bit of abuse.
-Do not trust this thing is solid IMC without an out! I've had the electrical system fail completely on me in two separate occasions in brand new 40's. The essential bus didn't work in either of these situations. You have no backup CDI and absolutely no way to do an approach. Make sure you have some space beneath the clouds or bring a backup nav/com.
-The essential bus (when it works) keeps the essential equipment working for 30 mins maximum! It usually doesn't last that long unless you have a brand new battery. Stress this point to your student. After an alternator failure, you need to get to VMC or on the ground ASAP because you are minutes away from losing your CDI.
-Set up the scheduler page on the MFD to remind you about changing the fuel tanks. (You do know how to set up the scheduler, right?) The fuel gauges don't budge until you've burned off the first 3-4 gallons and by the time you notice the difference in fuel between the two tanks, you've gone over the 8-10 gallon max difference specified in the POH (8 or 10 gallons depending on the serial number). The Diamond guys mentioned to us that this is more important that it sounds.
-Careful with the rear door. They have a tendency to rip off in flight and could damage the horizontal or vertical stabilizer in flight. Land asap whenever getting a "door" annunciation. Do not try to fix it in flight! The safety should keep the door from flying off if you don't mess with it until you're on the ground.
-Observe the RPM limits specified in the POH for your prop. They are different for each model, but ours says 2400 RPM max after 20 seconds.
-The tester/gauge shouldn't be trusted. I'm not sure if they showed you how to use it properly, but ours have varied 1-4 gallons from the actual amount of fuel in the tanks. For this reason, we never fly with less than 1 hour of reserve on the 40. Remember that after you burn 3-4 gallons off of each side, you can't see the fuel level by removing the tank cap any more.
There are a lot of other unusual problems this model can encounter. Overall it is an excellent aircraft, but you've got to respect it as a newer model with lots of bugs to be worked out. Know the fuel and electrical system well. I'm sure you can fly most airplanes that have one engine and four seats on a normal day, but what if the proverbial S hits the fan?
-Chris
-Follow the hot start procedure to the letter anytime you are over 150 degrees oil temp, the starters burn out after the slightest bit of abuse.
-Do not trust this thing is solid IMC without an out! I've had the electrical system fail completely on me in two separate occasions in brand new 40's. The essential bus didn't work in either of these situations. You have no backup CDI and absolutely no way to do an approach. Make sure you have some space beneath the clouds or bring a backup nav/com.
-The essential bus (when it works) keeps the essential equipment working for 30 mins maximum! It usually doesn't last that long unless you have a brand new battery. Stress this point to your student. After an alternator failure, you need to get to VMC or on the ground ASAP because you are minutes away from losing your CDI.
-Set up the scheduler page on the MFD to remind you about changing the fuel tanks. (You do know how to set up the scheduler, right?) The fuel gauges don't budge until you've burned off the first 3-4 gallons and by the time you notice the difference in fuel between the two tanks, you've gone over the 8-10 gallon max difference specified in the POH (8 or 10 gallons depending on the serial number). The Diamond guys mentioned to us that this is more important that it sounds.
-Careful with the rear door. They have a tendency to rip off in flight and could damage the horizontal or vertical stabilizer in flight. Land asap whenever getting a "door" annunciation. Do not try to fix it in flight! The safety should keep the door from flying off if you don't mess with it until you're on the ground.
-Observe the RPM limits specified in the POH for your prop. They are different for each model, but ours says 2400 RPM max after 20 seconds.
-The tester/gauge shouldn't be trusted. I'm not sure if they showed you how to use it properly, but ours have varied 1-4 gallons from the actual amount of fuel in the tanks. For this reason, we never fly with less than 1 hour of reserve on the 40. Remember that after you burn 3-4 gallons off of each side, you can't see the fuel level by removing the tank cap any more.
There are a lot of other unusual problems this model can encounter. Overall it is an excellent aircraft, but you've got to respect it as a newer model with lots of bugs to be worked out. Know the fuel and electrical system well. I'm sure you can fly most airplanes that have one engine and four seats on a normal day, but what if the proverbial S hits the fan?
-Chris
