DA42 question
01-14-2008 | 07:47 PM
#1
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From: B-747-400/8
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.
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.
01-15-2008 | 09:59 AM
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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.
01-15-2008 | 10:52 AM
#3
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From: AT-301-600G
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 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.
Last edited by SunDog; 01-15-2008 at 11:04 AM. Reason: added caveat.
01-15-2008 | 01:53 PM
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From: C172, PA28, PA44...Right
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.
01-15-2008 | 02:10 PM
#5
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From: AT-301-600G
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.
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.
01-15-2008 | 03:44 PM
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From: B-747-400/8
HAHA
Thanks so much for the help from all of you. Have fun out there and fly safe!!!
01-15-2008 | 03:55 PM
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From: JS32 FO
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.
PS The Seminole loses 93% of its climb performance when SE. It can't get much worse than that.
01-15-2008 | 08:26 PM
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From: B-747-400/8
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.
01-15-2008 | 08:59 PM
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From: Lawn Chair
01-16-2008 | 06:03 AM
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From: 767 CA
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
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
Last edited by Stryker; 01-16-2008 at 10:25 AM.
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