Wow, I kept believe I remembered as well as I did. I went back to that discussion and saw that what I said then is exactly what I wrote in this discussion. This is a first for me
While Diamond Austria says 10-11%, I still suggest that each person actually test this in their own planes and report back. It is simple to just shut down one engine, place the other at 100% power and center the ball. Notice the airspeed you need to maintain altitude. Restart the engine and see how much power you need to maintain altitude at the same airspeed when engine shut down. It would be interesting to compile such data for the different DA42's out there.
RC7 wrote:In our DA42 with 2.0's, I use 10-12%. Anything more than that and I feel like I'm helping the student too much
I continue to be amazed by the difference in drag between a feathered prop and a windmilling prop. This is true for the several real engine outs I experienced in my C310 (i rarely practiced feathering in that plane), and it is also true in the DA42 with practice engine outs. I think that huge difference in drag is why it takes (at least in my DA42) nearly 20% power to simulate a feathered prop. When I actually feather the prop in the DA42, my very weak leg no longer feels so weak
Congrats Colin on getting your multi and now giving your leg muscles a rest!
My wife is training for her multi-engine Commercial in our DA42 and needed to complete a long cross country to somewhere at least 300 nm away. Fortunately 2 weeks ago I passed a checkride to add the MEI to my CFI ratings, which allowed me to act as her instructor for a cross country up to Lake Winnipesaukee in New Hampshire over Thanksgiving weekend (it was -22C at altitude). With all of her Commercial multi requirements now out of the way, she should be ready for her DA42 checkride soon.
Epic Aircraft E1000 GX
Former DA40XLS, DA42-VI, and DA62 owner
ATP, CFI, CFI-I, MEI
I am still green and beginner pilot, on my MEP training now, and would like to ask for ompetent advice from estimated members of this wonderful forum, just to bring everything in order, to work out a kind of simplified procedure, and to be exact, the question is, in case of trim fail on DA-42 Twinstar, is the pilot supposed to switch AP off and continue hand flying to the nearest airfield or any other actions necessary to guarantee a smooth landing?
Your advice and recommendations are highly welcome and would be remembered by heart!
Kind regards,
GreenPilot
I can't speak for the DA-42 but the DA 62 AFM (2.16.6 Autopilot Limitations) states "Following an autopilot or electric trim malfunction, re-engaging the autopilot or manual electric trim or resetting the AFCS/ESP/USP circuit breaker is prohibited until the cause of the malfunction has been determined and corrected".
Manually flying airplane including manually trimming an airplane is a fundamental flying skill. If the two B737 Max crews knew how to turn off the electric trim and hand fly an airplane, 350 people would still be alive today.