diamond twinstar verdict
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diamond twinstar verdict
I'm curious to know if any of the flight schools using the twinstar have had any adverse experiences with the aircraft? How reliable is it and are there any hidden pitfalls in what seems to be a "too good to be true" machine.
Join Date: Jun 2002
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Turn slip coordinator is not available in the Twinstar, therefore as a consequence; part of the IR test has to be done in a different aircraft!
Asked Diamond about this, they state that they have looked into this and they do see the requirement, but are not actively pursuing certification to adapt the DA42 so one can be installed?...
Would seem they do not listen to the needs of customers?
That’s the only problem thus far, they could be the way forward, or they could become a big lemon, time will tell.
YYZ
Asked Diamond about this, they state that they have looked into this and they do see the requirement, but are not actively pursuing certification to adapt the DA42 so one can be installed?...
Would seem they do not listen to the needs of customers?
That’s the only problem thus far, they could be the way forward, or they could become a big lemon, time will tell.
YYZ
Ramasseur des pommes
Having just completed my IR in the Twinstar, I can say that it was a wholly happy experience. The Turn/Slip Indicator isn't really a hassle. Bear in mind that most people doing the IR have just done the CPL, where the limited panel recoveries from unusual attitudes are (usually) done in an aircraft with a Turn/Slip indicator, so it feels like more of a formality than a test. I did a 20 minute flight in a 152 to cover this part of IR test with an IR Renewal-rated Examiner, rather than an expensive CAA Examiner. It's a bit of a non-event, although the acceleration in a fully-loaded 152 is an education after the DA42... 
Incidentally, having done the MEP on a Seminole, the DA42 is, in my opinion, a much better platform for doing the IR - simpler engine failure checks make it safer and reduce the workload, leaving more capacity for the pilot, for example. It also gives a "glass cockpit" like experience for the pilot, which can only be a good thing for the future.
Incidentally, having done the MEP on a Seminole, the DA42 is, in my opinion, a much better platform for doing the IR - simpler engine failure checks make it safer and reduce the workload, leaving more capacity for the pilot, for example. It also gives a "glass cockpit" like experience for the pilot, which can only be a good thing for the future.
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The lack of a turn slip may not be a hassle for the student, however, when you spend X amount on the DA42, it should do the job it is required to do!
I know the ways around it, and I know you can do this part of test with someone other than the CAA guy, but all this is inconvenience, The aircraft needs to be fit for purpose, and without this very simple piece of kit, it isn't
YYZ
I know the ways around it, and I know you can do this part of test with someone other than the CAA guy, but all this is inconvenience, The aircraft needs to be fit for purpose, and without this very simple piece of kit, it isn't
YYZ
Ramasseur des pommes
The ECUs each have a backup, which is automatically selected. If it fails to swap automatically, it can be swapped manually by the pilot, although this is regarded as an emergency situation and a landing should be made as soon as possible. The checks are now at 100 hour intervals, perhaps attesting to the engine reliability (they are based on Mercedes A-Class diesel engines).
There was an issue with the coolant tank, but there was a revision of it in October 2005.
There is an electrical emergency switch which will provide 1.5 hours supply from the battery to the artificial horizon and cockpit interior light. The undercarriage will drop by gravity when the hydraulic lock is released by the manual emergency lever. The flaps are electrical, so the landing in the event of electrical failure would be flapless.
AppleMacster
There was an issue with the coolant tank, but there was a revision of it in October 2005.
There is an electrical emergency switch which will provide 1.5 hours supply from the battery to the artificial horizon and cockpit interior light. The undercarriage will drop by gravity when the hydraulic lock is released by the manual emergency lever. The flaps are electrical, so the landing in the event of electrical failure would be flapless.
AppleMacster
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Twinstar
Another composite aircraft that is decomposing within minutes of arriving. I've heard corrosion complaints already. The usual story as with previous diamonds i've returned to factory.
To fly, i've heard very good. Rumour has it the CAA were trying to get it type rated, but the legal branch said never in a million years!
To fly, i've heard very good. Rumour has it the CAA were trying to get it type rated, but the legal branch said never in a million years!
Jet Blast Rat
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landing in the event of electrical failure would be flapless
I have not flown the Diamond, but have flown with the engine. It will be a great engine when the problems are ironed out, but I have flown an aircraft that I have since been told has had 2 engine failures previous to the one I witnessed. Fortunately the one I saw was on the taxiway. I have had a FADEC go on that aircraft, although that in itself is a none event. A pilot who flew them a lot warned me not to rely on the claim of 2 hours battery, he was very sceptical - can't say who he was but of all people he should know. The twin should be fine there, with 2 alternators, but watch them and return immediately if one goes as you're then down to one system that is suddenly under extra strain. Don't trust the battery for your engines!
