DA42 question
 

I am a MEI/CFII and ATP ME. I am trying to gather some information about the DA42. I have a family friend who is seriously considering purchasing the DA42. He is currently a PVT ME pilot. He would like to finish his instrument training in his DA42.
I was told that there may be special training required to instruct in the Twin Star. Are there any limitations from a normal MEI from instructing this individual in his own aircraft? If there are specific requirements, are these from the FAA or Diamond? Obviously there are specific differences form the DA42 vs. a normal light twin, but is there anything legally preventing a MEI like myself from providing instrument instruction? Specific info and links would be great!!! Thanks for the help. Feel free to PM.

Im taking a ground lab class on the DA42 started yesterday my multi commercial. Ill ask the instructor about the special reqs for instructing, but I believe you need to obtain a check out on this specific a/c to instruct, as for the systems they are pretty insteresting and fancy. this is the only light (very light) twin I know that your maximum takeoff weight is alot greater than your landing weight, compared to the seminole its single engine rate of climb is horrendous- we were playing around with numbers and at 3700lbs @ 25 celsius it was somewhere around 170fpm.

I believe there are no regulations specific to the DA42 other than the usual "5 hours in make/model" There are, most likely, Insurance requirements for training and experience in type that must be considered.

The DA42 has the G1000 suite, so it makes sense to have some Glass training/experience before jumping in, especially for IFR work. From a systems standpoint, in a lot of ways it is much simpler than most light twins. in other ways it is more complicated. As with everything.

here are the technical documents and PoH for the DA42:
http://www.diamond-air.at/da42_twins...087573ab0.html

caveat: i am a commercial student, not an instructor.

The DA42 single engine climb is horrendous compared to the PA44? Oh great, can't wait to fly them in PRC. Especially during the summer when DA is about 8500 feet.

the DA42 STP SE ceiling is listed as 10,000 feet.
http://www.diamondair.com/aircraft.php

however, the in-air restart procedure specifies descend below 6000, which could be a problem in PRC. In any case, it is better than the seminol or dutchess out there anyway.

What happens when you are in a C-172 and have an engine problem?
HAHA


Thanks so much for the help from all of you. Have fun out there and fly safe!!!
:cool:

You probably won't need the 5 hours in a DA42 since you aren't giving instruction toward a multi rating. But if he offers, I'd take him up on it. As you're probably well aware, there really isn't anything you have to do (barring insurance reqs) but you'd be foolish to not prep yourself. Good luck.

PS The Seminole loses 93% of its climb performance when SE. It can't get much worse than that.

OK...
Even with a net loss of altitude when there is an engine failure you have drift down options.
I have several hundred hours of PA-44-180 time...mostly in CO...Always be careful until you are about 500 ft. AGL and after that your options grow like crazy if you have a real problem.
Always fly the plane...never get below red line...pick a place to land if you cannot make it back to the field.
Thanks again for all the input.

yea and flying a da42 for riddle at prc will prolly cost around 500 hr too...not including fuel

I have run into the problem of having to have at least 25 hrs in make and model to instruct from certain insurance companies. While this isn't a legal req. if something happens to the plane the insurance company probably won't cover it. Tell me if you really think its worth the risk? The diamonds aren't hard to learn systems wise but they do have a few handling quirks.

Now on the FAR side you must have 5 hours in MAKE AND MODEL to instruct as sundog said... its FAR 61.195(f).... Hope that helps

Eh, doesn't matter too much to me. Almost done with all the flight courses.

I have over 100 hrs in the twin star and have to say its EASIER to instruct in and fly than a seminole and seneca I (the other light twins I have flown). Its single engine performance is around +500 fpm single engine at 5,000 feet in WARM Orlando Florida. The range is crazy when flying long distances. I flew regular flights from Orlando to ROA, HSV, CHS, LOU,etc with ease. The normal fuel burn I have seen at 11,000 feet at 90 percent pwr was 14 gal/hr with 168 tas; at 65 percent pwr at 8.8 gal/hr with 150 tas.

Some of the downsides to the DA42 are the weights and CG. Many times you have to put alot of weight in the front (max 66lbs) to counter the rearward CG if you want to take 3 people.

Landings are easy (especially if you have flown the DA40), stall characteristics are like in the DA40. Its a pretty stable platform for training in compared to other light twins.

Just wish the twinstar would have the intergrated autopilot like the newer DA40XLs.

But thats just my opinion.

I agree with BHopper88. It's an easy plane to fly (my experience is DA 20's, 40's warriors, cherokee, arrows, 172, 182 and 210's) I remember doing climbs at about 150 FPM in winter at 10,000 with two people and full tanks. I'de look into reliability tho, because the flight school I was at had 3 grounded at different times for issues due to head gaskets (it's water cooled for those unfamiliar) leaking, and other TAE issues. The plane is great for situational awareness, but for someone who might not transition to a glass JOB after training in that particular plane, I would opt for something with a six pack. I guess I say that in the sense of what future IFR would be used. The performance is pretty good. We flew APV to PVU on one fill up and had about a hours flight left. Got to fly over the Hoover dam too! :-)