Airline Pilot Central Forums - DA-42 Twin Star as PPL/CPL-Multi Trainer

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Quote:

Originally Posted by Grumble (Post 804484)

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.

Well we have been there in the aircraft that your currently flying right? That max 20 minutes isn't the most comforting thought! :eek: In any case, I was talking about the technological fix to somebody starting the engines in an unapproved manner - not the battery life after two generators fail.

USMCFLYR

Quote:

Originally Posted by the King (Post 804307)

I've not flown a DA-42, but in terms of multi-engine training, I hope that's not the first time students are seeing a prop lever.

These days the classic 172RG (always a crap plane) is being quickly phased out. Now, Schools are struggling to bridge a gap between ASEL and Multi. SO, what many schools do is just have them do their complex training in a multi.

Quote:

Originally Posted by USMCFLYR (Post 804494)

Yeah, but even the F-18 will fly with a total electrical failure!!! Well the legacy anyway. You're screwed in a Rhino. And you'll be in MECH. And probably never find the boat. Or get aboard. But hey! You're still flying!

A light piston that sh1ts itself after an electrical failure? Not a chance I'd fly it in anything other than day VMC.

Badge, whats your problem with the Gutless. It's a great plane. And there are PLENTY of complex singles out there. Arrows, Cardinals, RG's, M20's, C-24's etc.

Quote:

Originally Posted by Bashibazouk (Post 803956)

Is it an early one with the 1.7 litre engines? The 2.0 L models have some of the kinks worked out. Mind you, we've seen our share of engine failures (1), bogus fire warnings (1) and generator failures (1) in 300 hrs of owning a 2.0 L 2008 model. None happened without warning, though...they all gave some hint that something was amiss, but the mechanics were not able to fix these latent failures until they very obviously broke in flight.

As for whether it's a good trainer or not, I leave that up to the CFIs among you. I already had "blue knob" experience when I used a DA42 to add a multi to my commercial, so I didn't miss it, but since it's the only twin I've flown (80 hrs now) I can't tell if I'd be overwhelmed by transition a Baron, 310, Aztec, etc.

I think that training people to fly regional jets was part of its design intent. Aside from the FADEC, its glass cockpit, lots of busses, and the lack of good visual cues ahead of the glareshield were (I'm told...hearsay) intended to prepare future regional jet pilots.

I also have a bit of exposure to the new Austro-engined version, which is intended to fix the engine, gearbox, and ECU woes. So far so good, but we've only got 50 hrs or so on it.

Sounds like some insightful advise Bashibazouk. Thanks for responding.

Quote:

Originally Posted by Bashibazouk (Post 804455)

Those pilots took off after starting the engines on external power (specifically forbidden by the POH.).

Ok call me stupid.... but why both engines on externals?

Don't know too much about the TwinStar's antics... but wouldn't you let the one engine recharge the battery anyway...

I'm just a little confused on how/why someone ever does that...in any airplane?

I guess they were in a hurry :)

Quote:

Originally Posted by ryan1234 (Post 804845)

I don't know why they did that. Perhaps when the DA42 was new, people didn't appreciate how electric it was and treated it like any other light twin. Magnetos and carburators obviously don't care about voltage dips.

When the DPE was quizzing me about systems during my Commercial AMEL checkride, he was very focused on how much I understood the differences between DA42s and "normal" light twins...and even asked me about this accident.