DA-42 Twin Star as PPL/CPL-Multi Trainer
#11
Gets Weekends Off
Joined APC: Nov 2009
Posts: 5,169
AOPA had a pretty good article about the DA40/42 a few months ago.
I guess there was an instance of a complete loss of power of one in Europe when power cycled to the FADEC for something like several thousandths of a second, but it was enough for both motors to fail and kill the occupants. Don't remember which motors they were. Supposedly the newer ones are better, but I agree that the Baron is a better plane. I loved my 20 or so hours in a Colemill BE-55.
I guess there was an instance of a complete loss of power of one in Europe when power cycled to the FADEC for something like several thousandths of a second, but it was enough for both motors to fail and kill the occupants. Don't remember which motors they were. Supposedly the newer ones are better, but I agree that the Baron is a better plane. I loved my 20 or so hours in a Colemill BE-55.
#12
Gets Weekends Off
Joined APC: Jan 2009
Position: 737 Left
Posts: 1,824
Have not flown the DA42
But I did sit in one a couple of times (cockpit familiarity) and I have some g1000 time (over 100 hours). I have instructed in a Seneca, Aztec, C310, Navajo, and Baron, and got my Multi in a Duchess. I have also flown a Twin Comanche, King Air 100 and 200, and a Twin Otter. Far and away, the best for training was the Duchess, and my favorite from a pilots perspective is the Baron 58.
#13
Line Holder
Joined APC: Mar 2010
Posts: 26
A good example...
Those pilots took off after starting the engines on external power (specifically forbidden by the POH.) When they retracted the gear, the transient on the bus caused both engines' ECUs to reboot, shutting both down
This resulted in an AD that added batteries that are diode-ORd to the ECUs. If the main bus sags, the ECU batteries keep the engines running for 30 minutes.
Those were Thielert engines, but that's not germain to the story...it was an electrical problem due to violating the airplane's operating procedures.
#14
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Joined APC: Mar 2010
Posts: 26
The dreaded blue knob
When I transitioned from fixed-pitch prop airplanes to constant-speed prop airplanes, it took me about half an hour to get the hang of it.
#15
Gets Weekends Off
Joined APC: Nov 2009
Posts: 5,169
Wow someones feelings got hurt.
And yes, constant speed props on multis can be that hard for some people. Start flying turbo props (especially direct drives) and find out what happens if you don't understand the effects of prop control. Go get your MEI and teach your students the things that effect Vmc. Then come back and tell me "it's not that hard"
Re your post two up, so you're telling me if I have a total electrical failure, then I have AT MOST 30 minutes of flying time left? F-that.
And yes, constant speed props on multis can be that hard for some people. Start flying turbo props (especially direct drives) and find out what happens if you don't understand the effects of prop control. Go get your MEI and teach your students the things that effect Vmc. Then come back and tell me "it's not that hard"
Re your post two up, so you're telling me if I have a total electrical failure, then I have AT MOST 30 minutes of flying time left? F-that.
#16
I'll admit that I've never flown a twin with the blue knob...but is it that hard? Is feathering a prop by pulling a lever that much harder than feathering an engine by toggling a switch?
When I transitioned from fixed-pitch prop airplanes to constant-speed prop airplanes, it took me about half an hour to get the hang of it.
When I transitioned from fixed-pitch prop airplanes to constant-speed prop airplanes, it took me about half an hour to get the hang of it.
USMCFLYR
#17
Those pilots took off after starting the engines on external power (specifically forbidden by the POH.) When they retracted the gear, the transient on the bus caused both engines' ECUs to reboot, shutting both down
This resulted in an AD that added batteries that are diode-ORd to the ECUs. If the main bus sags, the ECU batteries keep the engines running for 30 minutes.
USMCFLYR
#18
Line Holder
Joined APC: Mar 2010
Posts: 26
It's about fertilizer, not feelings
[quote=Grumble;804467]Wow someones feelings got hurt.
And yes, constant speed props on multis can be that hard for some people. Start flying turbo props (especially direct drives) and find out what happens if you don't understand the effects of prop control. Go get your MEI and teach your students the things that effect Vmc. Then come back and tell me "it's not that hard"
Re your post two up, so you're telling me if I have a total electrical failure, then I have AT MOST 30 minutes of flying time left? F-that.[/quote
If you lose both generators in a DA42, you have about 30 minutes of life in the main battery after shedding load, and sometime after that, the ECU batteries will start to discharge. You then have 30 minutes in the ECU batteries, and then, yes, it all get quiet. However, since it's hard to tell which battery is carrying the engine load, the manual says "30 minutes to total engine failure," so that's what I was trained to.
Mind you, that's after the 2nd generator fails. Typical load with lights, a/p, pitot heat, etc. is 35 A, and each generator is rated for 60 A. So you can complete a flight in IMC with a generator failure. The manual says "land at the next suitable airport" in that case.
Please note the difference in tone between my post (trying to educate you) and yours (trying to mock me for not knowing something you apparently know.)
And yes, constant speed props on multis can be that hard for some people. Start flying turbo props (especially direct drives) and find out what happens if you don't understand the effects of prop control. Go get your MEI and teach your students the things that effect Vmc. Then come back and tell me "it's not that hard"
Re your post two up, so you're telling me if I have a total electrical failure, then I have AT MOST 30 minutes of flying time left? F-that.[/quote
If you lose both generators in a DA42, you have about 30 minutes of life in the main battery after shedding load, and sometime after that, the ECU batteries will start to discharge. You then have 30 minutes in the ECU batteries, and then, yes, it all get quiet. However, since it's hard to tell which battery is carrying the engine load, the manual says "30 minutes to total engine failure," so that's what I was trained to.
Mind you, that's after the 2nd generator fails. Typical load with lights, a/p, pitot heat, etc. is 35 A, and each generator is rated for 60 A. So you can complete a flight in IMC with a generator failure. The manual says "land at the next suitable airport" in that case.
Please note the difference in tone between my post (trying to educate you) and yours (trying to mock me for not knowing something you apparently know.)
#19
Gets Weekends Off
Joined APC: Nov 2009
Posts: 5,169
Yeah, until you're over water/mountainous terrain and that 30 minute clock starts (30 minutes being best case I assume)!!!!! Or at night, in the weather, etc.
#20
Line Holder
Joined APC: Mar 2010
Posts: 26
You're right
Hate to hear about such examples and it seems that you know some details. WHY would pilots WANT to start on external power if not required. Heck...I look for ways to be able to NOT use externals sources (air or power)!
Well...if the above it true, it is hard to 100% safeguard against stupidity, but this sounds like a good step towards that goal.
USMCFLYR
Well...if the above it true, it is hard to 100% safeguard against stupidity, but this sounds like a good step towards that goal.
USMCFLYR
It is indeed a very electric airplane, and has to be flown accordingly.
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