- Please be careful with all static wicks sticking out from trailing edges – bending may break them, which will cause the aircraft to be deemed VFR-only by Galvin until it gets fixed!
- The pitot heat cover is important to be installed when the aircraft is parked.
It should always be the first item to remove when you get to the plane for a flight, and the last item to be installed after completing all other postflight tasks so that the cover cannot be melted by the pitot heat – yes, that has happened
- Please install the engine inlet plugs after every flight (see this page for more information)
- Read the manuals (top menu under Twin Star 919ES > Manuals & Guides)
- A great DA42 eBook for the iPad is available here
- Understanding ME dynamics and complications in one-engine-INOP scenarios is obviously the main challenge with any twin engine airplane, but a thorough understanding of the systems like FADEC, AP and TKS is very important, too – again, read the POH (AFM & Supplements) provided on this website.
The G1000 system may appear deceivingly simple to use at first, but it’s a complex integrated system. The learning curve is much cheaper on the ground:
- Read the manuals (top menu under Twin Star 919ES > Manuals & Guides
- Watch free G1000 instructional videos
- Use simulators
- At home,
- At Galvin, use the fantastic FTD with 180 degree immersive experience!
CAUTION: The PFD and MFD displays use a lens coated with a special anti-reflective coating that is very sensitive to skin oils, waxes, and abrasive cleaners. CLEANERS CONTAINING AMMONIA WILL HARM THE ANTI-REFLECTIVE COATING. It is very important to clean the lens using a clean, lint-free cloth and an eyeglass lens cleaner that is specified as safe for anti-reflective coatings.
Use of polarized eyewear may cause the flight displays to appear dim or blank.
To properly pre-fly and use the full potential of this AP to your advantage and ease your workload in the cockpit please familiarize yourself with the AFMS and this guide published by Honeywell – and of course follow the advice of your CFI.
Even more important than knowing how to use the autopilot before using it is to know how to disconnect / turn it off in case it does something you don’t expect so that you have time to figure out what happened before getting into a dangerous attitude.
The most common way to disconnect the autopilot is to press and release the red AP DISC button located on the control stick. An autopilot disconnect tone will sound.
Three other ways to disconnect the autopilot include:
- Pressing the AP Key on the KAP140
- Operating the Electric Pitch Trim Switch (located on the control stick)
- Pulling the AUTO PILOT circuit breaker (know where it is!)
In the event of unexpected autopilot behavior, press and holding the AP DISC button will disconnect the autopilot and remove all power to the servos.
ADS-B In / Bluetooth
This plane is equipped with ADS-B In (Traffic, WX) information to both the G1000 (Traffic only) and also available to your EFB app (ForeFlight, Garmin Pilot) via Bluetooth.
- First time:
The GTX345R unit providing the ADS-B In data can be connected to shortly after you turn on the Electrical Master. Look for the Bluetooth network and connect to it.
- Next time you fly your device should connect automatically, no need for the above procedure.
Connecting that way will also provide WAAS-accurate GPS location, AHRS info and FPL synchronization between the GTN units and your EFB app.
Verify in your ForeFlight or Garmin Pilot app that you are connected to N919ES, and you’re good to go.
Weight & Balance
Adding ADS-B and the two USB charging ports in Sep 2018 had a minimal effect on W&B. After that we replaced the nav lights and strobes with LED versions (which removed some weight), and added sun visors (which added a little weight).
|N919ES | W&B||9/6/2018||LED/Visors||1/17/2019|
|CG (in. aft of datum)||
Keys to the airplane
- Black: Cabin, Aux Tanks
- Yellow: Baggage front
- Red: Ignition
- There is one more with an edgy handle – not to be used (it’s presumably for the main tanks).
If/when the canopies are locked, the red handles can (by unfortunate design) still be popped out and pulled. Pulling the handles while they’re locked can/will cause damage – always pull gently on the handles, if they don’t appear to easily open the canopy doors then please verify the lock status with the black key.
Also, on windy / gusty days it is very important for pilot and passengers to have a good grip on both the forward swinging canopy and rear door to make sure it gets opened and closed in a controlled fashion – the hinges connected to the carbon composite airframe can otherwise crack, leading to the need for a costly and very avoidable repair.
Pilot and copilot have sun visors available – these can be secured to the canopy with a center button. Please be sure to pull in the center area near that button so as to not bend and potentially break the sun visors.
The visors can be turned and swiveled in many ways, but there are limitations – please always move them gently so as to understand and not exceed those limitations.
- Always close the canopies before you walk around / move the plane to protect them from wind gusts.
- Please always install the control lock between rudder pedals and the pilot stick after every flight. It’s part of the checklist and a required step. It may not be gusty when you come back, but wind conditions can change quickly, and the ailerons and elevator control surfaces need to be protected from sudden movements.
When you pull the handle between the pedals to adjust aft/forward movement please be sure to pull parallel to the floor – if you pull at an angle towards you here is a chance to break the handle cable, which would have to be repaired and ground the plane.
Compass deviation card as of 6/26/2017: