DA42 crashed in Northern Germany
So s that UK 4,54 litres gallon petrol or a US gasoline @ 3.8 something per gal.?
Elevation of Parchim is 166 feet or 51 meters so I doubt that density altitude played a role, especially with turbo normalized engines.
Not to say there aren't twins that are worse and a few much better.
This is not a DA42 airplane issue.
No plane will save you if you are not proficient at what you are doing.
ERA12FA123
ERA09FA303
Join Date: Apr 2010
Location: IRS NAV ONLY
Posts: 1,230
Likes: 0
Received 0 Likes
on
0 Posts
Originally Posted by B2N2
Any certified twin needs to meet certification requirements so the DA42 is no better or worse then other certified aircraft.
Originally Posted by B2N2
Elevation of Parchim is 166 feet or 51 meters so I doubt that density altitude played a role, especially with turbo normalized engines.
Well it's really a hybrid turbo normalized.
The turbo provides some boost at sealevel but 37PSI and not 70.
The 37 PSI level is maintained till the critical altitude of the turbo through a ECU controlled waste gate but we're getting totally off topic here.
The Seneca works differently but thats for another day.
The turbo provides some boost at sealevel but 37PSI and not 70.
The 37 PSI level is maintained till the critical altitude of the turbo through a ECU controlled waste gate but we're getting totally off topic here.
The Seneca works differently but thats for another day.
Join Date: Mar 2011
Location: South East Asia
Posts: 68
Likes: 0
Received 0 Likes
on
0 Posts
Thread Starter
Join Date: Dec 2011
Location: Stuttgart, Germany
Posts: 265
Likes: 0
Received 0 Likes
on
0 Posts
Rough translation:
During initial climb, there was a problem with the engine(s). While turning back to the airport, the aircraft crashed into a meadow.
The pilot stated that he planned a multi day excursion together with his wife and an acquaintance. On 24.05.2012 at 07:00 he took off with his DA 42 at Berne/Switzerland for a flight to Sylt [German North Sea island, at the Danish border]. The passengers were supposed to be dropped off there while the pilot continued to Billund/Denmark for a business meeting and was supposed to return on the following day. The flight from Berne to Sylt was without problems at first. While approaching Sylt, the pilot noticed a drop in power in the right engine of about 5-10% which he compensated for by increasing the power.
During takeoff run at Sylt for the trip to Billund there was engine roughness and the right engine stopped. The takeoff was aborted. Mechanics of the German Diamond service station were ordered to come to Sylt. On site, maintenance and an error diagnosis were performed, during which a prop governor valve was replaced. After a test run and test flight, the aircraft was returned to the pilot the following day.
On 26.05.2012 the pilot took off for the follow on flight to Parchim with the passengers on board. The 90 minute flight was uneventful according to the pilot.
The flight back to Bale was planned for 28.05.2012.
At 13:27, the pilot reported on the radio and requested a startup clearance for an IFR flight to Bale. At 13:40 a takeoff clearance was issued on runway 24 by the control tower Parchim. The pilot reported at 13:41:19: "We do a right turn as planned [...] and I am rolling now." The next report occured at 13:43:03: "[...] I need to return to the field I have an engine failure on the right engine." In response to a request by the tower, the pilot confirmed that he intends to return to the airfield due to an engine failure and wants to land on runway 06. The tower then issued a landing clearance for all runways at 13:43:41. At 13:43:44, the pilot issued his last report: "All runways (incomprehensible) to the field to (broken up)". Witnesses saw the aircraft, coming from the north west, in a right turn with low bank over the airfield.
Shortly thereafter, the aircraft crashed into a meadow close to the airport Parchim.
[Skipping pilot details, aircraft, details, weather as nothing special, weather CAVOK, etc.]
Engine examination
The engine was examined by the BFU [German aircraft accident investiation authority] at the manufacturer's premises. While disassembling the gearbox, it was noticed that within the gearbox there was a larger quantity of thread-like material. The friction disk was completely worn down. At the edges were cracks. There were traces of a liquid on the gearbox entry shaft and abrasion on a bearing...
[some FADEC graphics]
Due to design, the timelines on the FADECs are not synchronized. In the chart, the moment of power increase were aligned (start of take off run). From this, it can be determined that both engines were running for about 3 minutes.
The data for both engines ends prematurely. The RPM of the engines at the time of impact:
right engine: 2 579 rpm
left engine: 3 944 rpm
The FADEC data on the right engine shows a slowly but steadily increasing overspeed up to 4 517 rpm (about 270 prop rpm), instead of 300/min engine rpm (200/min prop rpm). The overspeed starts about 40 seconds after setting the power lever to maximum and ends about 85 seconds after setting the power lever to maximum. After that, the pilot fully pulls back the power lever of the right engine (LOAD to 0%). The altitude reached during these 85 seconds corresponds to a pressure difference of 16 mbar.
The right engine settles on a speed of 1500-1600 rpm, roughly corresponding to idle speed. About 78 seconds after the pilot reduces the power setting to 0%, it is increased for a short moment to 11%. The speed increases to 2 447 engine rpm and remains on this value, even though the power setting was reduced again after one second.
Fire
There was no fire.
During initial climb, there was a problem with the engine(s). While turning back to the airport, the aircraft crashed into a meadow.
The pilot stated that he planned a multi day excursion together with his wife and an acquaintance. On 24.05.2012 at 07:00 he took off with his DA 42 at Berne/Switzerland for a flight to Sylt [German North Sea island, at the Danish border]. The passengers were supposed to be dropped off there while the pilot continued to Billund/Denmark for a business meeting and was supposed to return on the following day. The flight from Berne to Sylt was without problems at first. While approaching Sylt, the pilot noticed a drop in power in the right engine of about 5-10% which he compensated for by increasing the power.
During takeoff run at Sylt for the trip to Billund there was engine roughness and the right engine stopped. The takeoff was aborted. Mechanics of the German Diamond service station were ordered to come to Sylt. On site, maintenance and an error diagnosis were performed, during which a prop governor valve was replaced. After a test run and test flight, the aircraft was returned to the pilot the following day.
On 26.05.2012 the pilot took off for the follow on flight to Parchim with the passengers on board. The 90 minute flight was uneventful according to the pilot.
The flight back to Bale was planned for 28.05.2012.
At 13:27, the pilot reported on the radio and requested a startup clearance for an IFR flight to Bale. At 13:40 a takeoff clearance was issued on runway 24 by the control tower Parchim. The pilot reported at 13:41:19: "We do a right turn as planned [...] and I am rolling now." The next report occured at 13:43:03: "[...] I need to return to the field I have an engine failure on the right engine." In response to a request by the tower, the pilot confirmed that he intends to return to the airfield due to an engine failure and wants to land on runway 06. The tower then issued a landing clearance for all runways at 13:43:41. At 13:43:44, the pilot issued his last report: "All runways (incomprehensible) to the field to (broken up)". Witnesses saw the aircraft, coming from the north west, in a right turn with low bank over the airfield.
Shortly thereafter, the aircraft crashed into a meadow close to the airport Parchim.
[Skipping pilot details, aircraft, details, weather as nothing special, weather CAVOK, etc.]
Engine examination
The engine was examined by the BFU [German aircraft accident investiation authority] at the manufacturer's premises. While disassembling the gearbox, it was noticed that within the gearbox there was a larger quantity of thread-like material. The friction disk was completely worn down. At the edges were cracks. There were traces of a liquid on the gearbox entry shaft and abrasion on a bearing...
[some FADEC graphics]
Due to design, the timelines on the FADECs are not synchronized. In the chart, the moment of power increase were aligned (start of take off run). From this, it can be determined that both engines were running for about 3 minutes.
The data for both engines ends prematurely. The RPM of the engines at the time of impact:
right engine: 2 579 rpm
left engine: 3 944 rpm
The FADEC data on the right engine shows a slowly but steadily increasing overspeed up to 4 517 rpm (about 270 prop rpm), instead of 300/min engine rpm (200/min prop rpm). The overspeed starts about 40 seconds after setting the power lever to maximum and ends about 85 seconds after setting the power lever to maximum. After that, the pilot fully pulls back the power lever of the right engine (LOAD to 0%). The altitude reached during these 85 seconds corresponds to a pressure difference of 16 mbar.
The right engine settles on a speed of 1500-1600 rpm, roughly corresponding to idle speed. About 78 seconds after the pilot reduces the power setting to 0%, it is increased for a short moment to 11%. The speed increases to 2 447 engine rpm and remains on this value, even though the power setting was reduced again after one second.
Fire
There was no fire.
Last edited by achimha; 24th Jul 2012 at 15:37.
Thread Starter
Join Date: Dec 2011
Location: Stuttgart, Germany
Posts: 265
Likes: 0
Received 0 Likes
on
0 Posts
So the right gearbox packed up which caused the right engine to fail.
However, one engine should be enough so it was probably improper piloting after experiencing a partial engine loss.
However, one engine should be enough so it was probably improper piloting after experiencing a partial engine loss.
My German reading skills are barely adequate but it appears the RH propeller was not feathered and for some reason the RH throttle was brought up as the LH throttle was pulled back at around 155 seconds, 20 seconds before impact. (page 69)
Thread Starter
Join Date: Dec 2011
Location: Stuttgart, Germany
Posts: 265
Likes: 0
Received 0 Likes
on
0 Posts
It doesn't say that, it talks about the power settings over time. On impact, the right engine was on idle RPM. I'll complete my translation above.
Well, looking at the graph it is hard for the engine to be shut down and the propeller feathered with 1500RPM showing for 70 seconds prior to it going up again to 2579RPM at the time of impact.
I can't copy paste the graph here but it's on page 69.
Anything on the weight and balance information?
I can't copy paste the graph here but it's on page 69.
Anything on the weight and balance information?
Join Date: Jul 2005
Location: SoCal
Posts: 1,929
Likes: 0
Received 0 Likes
on
0 Posts
Anything on the weight and balance information?
- pax (incl pilot) 279kg = 615 lbs
- bags 47kg = 103 lbs
So total load (ex fuel) 718lbs. Doesn't say anything about C of G.
Join Date: Mar 2011
Location: South East Asia
Posts: 68
Likes: 0
Received 0 Likes
on
0 Posts
I wonder what exactly went on there.
1. Did he physically try to feather the RH engine?
2. If yes, did something prevent the governor from actually feathering the prop & what could plausibly have prevented this? Did the RPM overspeed condition somehow confuse the FADEC?
3. If no, perhaps the engine was generating reduced power and somehow he thought he could bring it back to life? (although this would definitely have been a straight identify-verify-feather case, given the altitude)
Also the Diamond Service Centre didn't exactly come out well in this incident, given that they declared the engine fit for service 2 days before...
1. Did he physically try to feather the RH engine?
2. If yes, did something prevent the governor from actually feathering the prop & what could plausibly have prevented this? Did the RPM overspeed condition somehow confuse the FADEC?
3. If no, perhaps the engine was generating reduced power and somehow he thought he could bring it back to life? (although this would definitely have been a straight identify-verify-feather case, given the altitude)
Also the Diamond Service Centre didn't exactly come out well in this incident, given that they declared the engine fit for service 2 days before...
Last edited by Hodja; 27th Jul 2012 at 07:39.
Join Date: May 2001
Location: 75N 16E
Age: 54
Posts: 4,729
Likes: 0
Received 0 Likes
on
0 Posts
Feathering the prop on a DA42 is a simple case of switching the engine master switch off. Retarding the left throttle would be a normal way to recover from a right engine failure if you had let the speed decrease to near Vmc. Advancing the RH throttle would also be normal if you suspected the RH engine might be developing power.
