ryan1234

Once in a blue moon, someone might be able to get a good deal on multi-time in an old aztec or seneca and mitigate the requirements through...but there certainly is a lot of variety in training out there for nearly the same price (i.e. aerobatics, seaplane add-on, glider) most people will have the rest of their careers to fly straight and level.

One really big waste of money (to me at least) is those who train in glass... of course that's been covered in other threads.... and (to rock the boat a bit) why would anyone consider DA42 time the least bit more valuable than a complex single?

but..... chacun à son goût

ZBowFlyz

First off I agree to a point. But I'll bite on your question. The DA-42 is the most complex light twin around. 6 levers vs. two? I don't get that argument

Now let me say that my argument only applies if the CFI actually makes the student know the airplane inside and out.

1. G1000, yes the scan is easy. Knowing the system, the failures, and most of all how to get the data you desire is not that easy to learn. On top of that it is flat out safer than steam.(and I'm one of those people who has watched a steam AI roll over in IMC. I like safe things)

2. It actually has a critical engine.

3. It has huge wings and really forces a "stick and rudder" skill on the pilot.

4. FIKI, Again its easy to use the on/off switch. It's knowing the system.

5. FADEC. see above. What do I do when the ECU fails?

6. Electrical. Complex as heck for a GA light twin.

etc.

Okay now here comes the real reason I like them... I was climbing at 10k yesterday +4C

And the real reason the schools like them is because burning 8GPH in cruise helps control operating costs.

(Everthing is void if that new engine isn't certified in a year)

ryan1234

I'm not saying it isn't cool or complex, but rather why would it be more valuable?

The very complex electrical system is a good point though.


However, gas mileage means little when a gearbox has a 300hr life at $16000 a pop new (maybe you can get an overhaul - not sure how that works)- which would be about an extra $100/hr just for the gearbox not to mention other costs and the $600k price tag.

Air Orlando charges like $364/hr for the DA42 dual (!!!!!!)

An older Seneca I gets around 8.5-9gph each engine

I'm anxious to see how they do with the IO-360s
-it is cool to fly a twin with a stick though-

USMCFLYR

My community doesn't fly a whole lot of actual - usually doesn't at least. We like to avoid the weather whenever possible and flying in the central valley of CA and in the souteastern desert of CA the most I don't even SEE actual very often. I finally had a chance to shoot an acutal though recently down in San Diego (Miramar more exactly).
As far as your last note Johnny - that is sort of the point I was making too. If your on and on the approach - it doesn't matter whether you are in the lowlands of SC or the mountains of Nevada. If you are NOT on and on - then the water can kill you just as easily as the mountains.

USMCFLYR

ZBowFlyz

The field we are at, the IO360 wouldn't change our numbers much. Down low though, that will make it a 200KT rocket ship. The problem is that it will have the range of a mosquito. (the bug, not the WWII plane)

Ewfflyer

Solo, Night, IMC(to mins), single-engine(in a MEL), and a few inop instruments. That's why MEL time is sought after. Because most likely when you move up to something bigger/faster/etc.. It'll have twin-noisemakers and they want you to have a strong skill-set for not only the normal operations, but for those times that everything seems to go wrong. Every 6 months I had a check-ride at my old job, and that scenario above was something we did practice. Although it was daytime on the check-ride, I did perform that at night(with safety pilot) several times. I did fly freight, so it worked out that I could do this with no interferance on my payload, but I could see how it could hinder those with pax operations, not something you like to do to the folks paying in the back.

Things are what you make of them, so always find a way to improve and challenge yourself, it will make you a better pilot in the long run, regardless of what you are flying