Twin Star (DA42) - Glass vs Clockwork
Guest
Posts: n/a
BR,
Some comments I have heard are that some IR examiners have cottoned on to how realatively easy the DA42 is compared to a traditional MEP and are compensating by applying the deviation limits to the letter...or more strict in any case. I have no idea if this is true or not, but might be worth querying and adding to the mix.
Some comments I have heard are that some IR examiners have cottoned on to how realatively easy the DA42 is compared to a traditional MEP and are compensating by applying the deviation limits to the letter...or more strict in any case. I have no idea if this is true or not, but might be worth querying and adding to the mix.
Last edited by High Wing Drifter; 19th Dec 2006 at 12:15.
Ok so theres screens for the DA42, but how does the limited panel work? Seems from photos you would need to turn off the glass displays but somehow leave the speed tape and vsi?
Jamo
Jamo
Join Date: Aug 2002
Location: Deepest Warwickshire
Age: 47
Posts: 932
Likes: 0
Received 0 Likes
on
0 Posts
HWD can't see how they can when it is enshrined in JAR-FCL1 with no exception.
IIRC (which I probably don't) for one specific FTO P/P is done with the screen covered or dimmed, L/P is done in another aircraft with conventional instruments. How the two marry for the IRT I don't know.
IIRC (which I probably don't) for one specific FTO P/P is done with the screen covered or dimmed, L/P is done in another aircraft with conventional instruments. How the two marry for the IRT I don't know.
Guest
Posts: n/a
BR,
The IR standards for the skills test is published by the CAA. As many have noted, if you deviate from these standards you are not failed so long as safety was not compromised, you recognise it and you adjust and a smooth and timely manner. My interpretation is that that degree of latitude is not allowed for, that is all.
The IR standards for the skills test is published by the CAA. As many have noted, if you deviate from these standards you are not failed so long as safety was not compromised, you recognise it and you adjust and a smooth and timely manner. My interpretation is that that degree of latitude is not allowed for, that is all.
Join Date: Mar 2006
Location: UK
Age: 43
Posts: 228
Likes: 0
Received 0 Likes
on
0 Posts
ME + IR .. Seneca or DA42?
I'm thinking about my flight training route for the future and I'm not sure whether do to an IR in a DA42 or keep it to something like a Seneca.
For those who are doing their ME and IR at the mo, what are the reasons behind choosing the a/c type you are flying?
I am flying the DA40 currently and very tempted to learn the Glass Cockpit system, with the future in mind.
I have heard the DA42 is easier to fly and lacks the power when comparing to a Seneca, but seeing as I would like to fly a Glass Cockpit a/c if I obtain a job, I should maybe fly this a/c type for the ME/IR?
For those who are doing their ME and IR at the mo, what are the reasons behind choosing the a/c type you are flying?
I am flying the DA40 currently and very tempted to learn the Glass Cockpit system, with the future in mind.
I have heard the DA42 is easier to fly and lacks the power when comparing to a Seneca, but seeing as I would like to fly a Glass Cockpit a/c if I obtain a job, I should maybe fly this a/c type for the ME/IR?
Educated Hillbilly
Never flown the DA42 but I would probably guess that the DA42 as it is built from composite(hence lighter than the seneca) and only a four seat twin is probably alot easier to handle than the seneca (basing this on the grounds that I find a dutchess far easier to fly than the slightly larger seneca). My own experience is that a seneca is far better for developing your general handling and assymetric flying technique and would be far better preparation if you were interested in going down the instructor / air taxi route. However by the sound of your post ("interested in flying glasscockpit aircraft", in truth you can't be that fussy) doesn't sound like you are, if you really are keen to fly glass cockpit aircraft then self funding an A320 rating after your IR would be a possible option to achieve this goal; in which case I would guess the DA22 cockpit would be better preparation. So your choice really depends on what you wish to do after you get your f(ATPL).
Join Date: Dec 2005
Location: UK
Posts: 1,164
Likes: 0
Received 0 Likes
on
0 Posts
In the middle of ME/IR just now, on the seneca. I've found it a huge jump from the SEP's i've flown. A friend from my ATPL course is starting the IR shortly on the DA42, it will be interesting to hear how he gets on. I would suspect the DA42 is easier to fly but once you have the power/prop settings of the seneca committed to memory, its not as bad as it seems.
Join Date: Apr 2004
Location: NW England
Posts: 132
Likes: 0
Received 0 Likes
on
0 Posts
Hi,
I have a fair few friends who have done their IR on the PA34 and DA42!
One of them said to me that if you do your IR on the DA42 all glass cockpit you have a restriction on your IR! For example you could not get your IR on the DA42 EFIS and then step into a PA34 and go on a IFR flight, while if you did your IR on a Seneca then you could! He mentioned to me that for this reason you are restricted to fly the DA42 on IFR trips! He also said it was much easier to fly, not having to worry about the props since they are self conditioning and all the nav aids are picked up by the equipment onboard makes it one hell of alot easier!
I would be tempted to take the Seneca, never flown a DA42 tho yet have used EFIS on a 172 and it relieves the work load with the help on the nav aids and the routing!! Also self-conditioning props must be a god send after flying a PA34 not having to worry about the props would free up your work load and capacity!
Hope this helps if anyone can confirm the above mentioned restriction if its accurate or false i would be grateful!
ADWJENK
I have a fair few friends who have done their IR on the PA34 and DA42!
One of them said to me that if you do your IR on the DA42 all glass cockpit you have a restriction on your IR! For example you could not get your IR on the DA42 EFIS and then step into a PA34 and go on a IFR flight, while if you did your IR on a Seneca then you could! He mentioned to me that for this reason you are restricted to fly the DA42 on IFR trips! He also said it was much easier to fly, not having to worry about the props since they are self conditioning and all the nav aids are picked up by the equipment onboard makes it one hell of alot easier!
I would be tempted to take the Seneca, never flown a DA42 tho yet have used EFIS on a 172 and it relieves the work load with the help on the nav aids and the routing!! Also self-conditioning props must be a god send after flying a PA34 not having to worry about the props would free up your work load and capacity!
Hope this helps if anyone can confirm the above mentioned restriction if its accurate or false i would be grateful!
ADWJENK
Join Date: Dec 2005
Location: UK
Posts: 1,164
Likes: 0
Received 0 Likes
on
0 Posts
I cant see it being a "restriction", more just a case of difference's training required(conventional wobbly props) presumably?? Perhaps there's more to the story.......anyone??
Given the choice I would pick the DA42 over an older aircraft type. They tend to be more reliable (engines start first time, gauges work, not held together with duct tape etc) and with the trend indications on the Garmin 1000s should be easier to instrument fly.
Also you're looking at 2 levers for the engines (not counting alternate air) and a very simple engine shut down and restart drill. As long as you take a bit of time to learn the Garmin 1000 system on the ground with the software, you should have a lighter work load than with a non-GPS enabled aircraft with a total of 10 engine levers and no intergrated Nav.
Also you're looking at 2 levers for the engines (not counting alternate air) and a very simple engine shut down and restart drill. As long as you take a bit of time to learn the Garmin 1000 system on the ground with the software, you should have a lighter work load than with a non-GPS enabled aircraft with a total of 10 engine levers and no intergrated Nav.
Join Date: Oct 2004
Location: Hunched over a keyboard
Posts: 1,193
Likes: 0
Received 0 Likes
on
0 Posts
What restriction? There is no restriction - it's a scare story put around by Luddites who don't like new tecnology.
You have to do differences training - as you do when changing aircraft anyway - but that's all.
You have to do differences training - as you do when changing aircraft anyway - but that's all.
There is no restriction whatsoever on a MEIR gained on a DA42, it is equally valid on all MEP aeroplanes (in the UK, at least). Extension of the privileges of the MEP class rating from a DA42 to any other MEP type will require differences training, but then that is true of any MEP type.
There is no differences training required to exercise the privileges of a MEIR on any other SPA type, whether MEP, SEP, MET or SET, irrespective of the type on which it was gained.
Moggiee, you just beat me to it!
There is no differences training required to exercise the privileges of a MEIR on any other SPA type, whether MEP, SEP, MET or SET, irrespective of the type on which it was gained.
Moggiee, you just beat me to it!
Join Date: Mar 2006
Location: UK
Age: 43
Posts: 228
Likes: 0
Received 0 Likes
on
0 Posts
Thanks for the input all, I am starting to think the DA42 will be the a/c I will do my IR in; I just hope it won't limit me to any job opportunities. 
I think I'll learn the Garmin 1000 on the DA40, so then it should hopefully be a breeze when converting to the DA42.
I think I'll learn the Garmin 1000 on the DA40, so then it should hopefully be a breeze when converting to the DA42.
Join Date: Dec 2006
Location: Kununurra!
Age: 35
Posts: 33
Likes: 0
Received 0 Likes
on
0 Posts
doing mine in the good ol beech duchess. supposed to be a good trainer, for assymetrics etc. also a very stable aircraft.
unfortunately no G1000 for me, have to do it the hard way
enjoy
unfortunately no G1000 for me, have to do it the hard way
enjoy