DA 42 NG Demonstration Engine Failure during Take-off
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- เผยแพร่เมื่อ 2 พ.ย. 2010
- For demonstration of the single engine flight characteristics following an engine failure shortly after take-off, a series of tests were conducted with cutting the engine at various heights, starting from 50ft down to rotation. A successful land-back was demonstrated in all instances, with a subsequent demonstration of a safe continued flight after an engine failure at 50ft.
All engine failures had docile handling characteristics and required no exceptional piloting skill.
Tested in Graz, Austria (LOWG) with a DA 42 NG test aeroplane. The algae and EADS decals were still present from unrelated, earlier tests.
* Disclaimer *
Flight Test routinely operates its test aeroplanes outside normal operational limits. This is done only after careful consideration of the effect, and implementation of mitigating limitations and procedures.
The manoeuvres does not constitute an endorsement from Diamond Aircraft to operate the aeroplane in a similar manner. Consult the AFM for the appropriate limitations and normal operating procedures:
www.diamond-air.at/da42_ng_afm...
© Diamond Aircraft - ยานยนต์และพาหนะ
Great training demonstration! Thanks for posting this.
very nice reaction time, almost immediate, the pilot saw the light ;)
I was reading that this is one of the most difficult tasks is 1 engine out on takeoff to train for because generally it's done at altitude which doesn't really simulate a real engine out on take off with a light twin.
The auto feather feature is impressive. A lifesaver. These videos are scary but sure the case for the DA42.
It doesn't autofeather. To feather, you have to idle and turn the engine master off. The engine master off is what feathers the prop. On versions with an un-feather accumulator (luckily the one I fly), turning the engine master on, opens the accumulator that unfeathers the prop and allows for windmilling for restart.
Thought an advantage of the system system would be that one does not have to immediately figure out which engine is failing. Of course, that's not too difficult, but keeping eyes outside the plane is pretty valuable.
It's fairly quick really. Dead foot dead engine. All you have to do is identify it, idle it and then simply pull one single switch (the engine master switch) and that will feather it. It's a two step process. To un-feather, again all you have to do is to put the engine master switch back to on and the accumulator will do the rest. The airframe is crap aerodynamically but the systems in this airplane are just amazing.
Very, very well controlled - many pilots (myself included) have to fight the urge to put power on to stay in the air if there's anything strange. It is certainly counter-intuitive to do one thing when above Vy and the exact opposite before it and with the gear down
That auto-feathering is freaking insane!!!!!
I was just looking at that.
It's not auto-feather. The pilot has to flip a switch to feather the prop.
According to research the aerodynamic consequences of the failure, the performance penalty is very significant. While the failure of an engine represents a 50% loss of available power, it can result in as much as an 80% loss of performance.
I am definitely not a world class multiengine pilot, but I can tell you that the thing most important on take off in my Beech 18/C45 days was the possibility of engine failure. Until I reached 1500 feet it was "where can I put this thing down". No climb out at max gross in August in Louisiana. Its how can I save all souls on board. Never, never think about turning back, raise the dead, that is keep your dead engine wing high. If necessary, reduce power on good engine to maintain directional control. Fly the damn airplane above all else. Lower the nose maintain Vmc or above, if necessary make it a single engine, that is shut it all down, better than a stall & spiral in.
I flew 18's too..darn thing is worse than the Apache 150hp I took my multi rating on..Engines were crap..But fun to land and keep the tail up as much time possible..when empty..
Cheers to a great twin pilot..If you flew 18's a lot, and you are still in one piece...you were..Be thankful no engine died under 1k agl..
Bruce Deville I dont understand the height graph - why it says a higher position after landing?
Light twins are a freakin' nightmare to have an engine failure on. So much of their performance depends on both engines running, especially engine prop wash keeping its attached wing flying.
you guys are crazy!
Does this guy ever take-off on the centerline??
Obviously they know which engine is gonna cut and which way the acft is gonna yaw, so they line up on the far side...cheating because they know. To your point, if they actually took off on centerline, you could see how far left/right you’d go.
......yes, i see that this is a response to an old post.
Since it has high compression it wont windmill if you switch it off?
yes, you will be displaced to side, due reaction time... I was a multi CFI.
@Scote1992 The pilot had to do that because when he/she shuts off one side of the engine, a/c will initially turn to the left and therefore move left of the runway. It would better to be stay on the runway than to go off the runway.
Haha at the school always told me roll and keep the center line and the same when having an engine out... 🙄 not easy task but the guy here make a good job 👏
Notice how they take off right of centerline then land left of centerline. They always fail the left engine, so he adverse yaw created by the right engine will cause them to go left. And since this is demonstration, they anticipated that the plane will inevitably do that, so they start a little right for safety measure.
Which isn't very realistic to me... but I guess they have to pad their numbers somehow to make underpowered light twins seem "safe". In my opinion light twins need a lot more power to be safe than what they're designed with.
what sim is that.it looks cool
This is flight testing, and these are flight test pilots at the controls, backed up by flight test and ground engineers... These guys could be next in space and you're still arguing ?
Good boy
It looks to me like the plane took off right of center line, but was over the center line when the engine was killed.
If you know what to expect it’s not hard, but human factors had to be involved, still good job
A pilot should always expect an engine failure on takeoff.
This is for aircraft certication and performance testing, it's not a flight exam, practice, or test of the pilot.
The only problem with this is that the engine shut off is expected… I understand during takeoff you definitely shouldn’t get complacent but people do… what would it be like if it were unexpected random shut off during takeoff tho? Im only asking bc I’m trying to learn. Soaking in as much knowledge as i possibly can bc I haven’t started class yet. Everything I learn prior to getting my certificates is definitely useful information. As an added benefit, it could help me pass the written exam of book knowledge
*later Engine shutoff at -1000 feet.
Very Nice handling :)
I was under the impression though that DA42's had a speed range around the rotate point to gear up that if you had an engine fail it was almost impossible to control? Just what i've heard though... quite obviously not true!
If you look at the graph, the plane lifted off at 78kts. This is 10kts above Vmc. You would never want to lift off below Vmc.
Nice video, one question:
What is the pourpose of the video? Whatdo you want to demostrate?
Regards.
This is late, but it seems to be a flight test for certification of the aircraft.
I have a question about the flaps. I'm flying DA42 atm for my multi engine and IFR rating. I did notice your engine looks abit different from mine I'm wondering if its different than the ones I fly. In my aircraft you dont take off with flaps. Is there a time that you might. I just browsed through my POH and couldn't find anything other than flaps up for any sort of take off. I'm just trying to learn. Thank you
@Dane Montana. DA42 may only take off without flaps because using flaps would generate too much lift and get you off the ground before Vmca. That’s not allowed in case an engine fails.
@@stuart.barkley I thought it was because flaps on takeoff will cause too much drag in the event of an engine failure on takeoff and make continued takeoff more difficult than it already is, if not completely impossible.
You're probably flying a DA42 TDI. You don't ever use flaps for takeoff in a TDI. The plane in the video is a DA42 NG. In that model, approach flaps can be used to shorten the takeoff roll.
I like 🚁‼️
wait a minute. standard t/o is with flaps retracted and as far as I can see, flaps are set at approach 🙅♂️
they are taking off with LDG flags, which is not the normal take-off procedure...
I would have liked at least one shot from the cockpit, to see workload management. If I know what to expect and already hover my hand over the left master switch, with my right leg ready to hammer the rudder, then that's very different from it happening randomly. In fact they should randomise which engine it happens to - like my instructor used to do, to make me sweat.
Except, he could never do it on the runway, because where I learned, Vtos max altitude was generally 2000ft below the runway. :|
That right engine is such an Indian-giver. Even came back on after landing once.
Was this at max weight?
probably done on purpose as a safety buffer for these tests
An engine failure on take-off in a piston powered twin almost always results in a crash. Statistically, you're way safer in a single.
That is Bologni.. It depends on the pilot and weigh of the airplane. I had 2 on take off. Landed both.
Why are you not taking off with the main landing gear straddling the runway centerline?
diesel aircraft certified to drive on the Autobahn, hard habit to crack ;-)
@lindertjan hihi ;)
This is under controlled conditions and the pilot was expecting it and also the same engine out every time. Almost looks like it has auto-feather, or he feathered the engine immediately after it was killed.
left engine is the critical one. most likely they killed the engine master and thats why it auto feather.
At least the DA42s I've seen dont have a prop lever. It's automatic.
Gregory Kanniard no DA42 have prop lever. It’s all control by FEDAC
This question is too simplistic. The DA42 is certified under JAR regulations which requires a very modest, if any climb (I'm not 100% sure, but I do know that the equivalent FAA certification category does not require that the aircraft be able to climb.) To get a specific answer, you need to know things about density altitude and so forth, which is to say you really need to look at the chart. Having flown the DA42 a bit, I'd say that the OEI climb is "not much, if at all."
You always know when armchair/sim-pilots are making comments about take-offs/landings being perfectly on the centerline. Had they really flown, they'd know that just does not happen every time!
Why banking to continue the TO ?
Banking is does 3°- 5° into the live(good) engine to compete with Asymmetric thrust. 3°-5° is max cause we dont want to lose any lift. We have to go full power on the live engine which will cause a yaw in the direction of the dead engine. Its mainly to keep flying straight but also minimize drag which hinders lift. I hope I didn't confuse you to much I'm not the best at explaining things usually.
Yeah sure, when you can anticipate it, no problem..In real life. Well, your reaction time is lead to a stall straight into the ground.
This is for aircraft certication and performance testing, it's not a flight exam, practice, or test of the pilot.
If the engine shut down of two different occasions, something is telling you to leave TMF alone and don't try to fly the plane. IJS FRFR.
Why so far off runway centerline? Was it to help with the demonstration?
the video image is too poor, you need to fix it more
it's always designed GENERALLY to get you to the safe landing site quicker. duh!
To anyone questioning the intentions/actions of those in this video: please dont breed
Generally speaking all twin aircraft are designed to fly safely, maintaining altitude, on just one engine. Of course, speed and range will be compromised, but the pilot can safely fly to the nearest suitable airport and land the aircraft. Twin engines give cruising speed and performance, but also great redundancy. It's very rare that both engines fail, unless you run out of fuel (which most often must be seen as a pilot error).
@billt460 I still believe that for twin you should be proficient ...that is the key !
@lsh2429516 i say that isn't a good demonstration then. you won't be on the side of the runway in real life, make it as realistic as possible. and since they knew the reaction, a pilot can compensate easily
where is the center line lol
I can not read the graph parameters. Anyway, There are 2 different issues here: 1.- Can the aircraft accelerate from Vr (rotation) to Vy (best rate of climb speed) with one engine (full gross and even SL and Std Temp) ? The answer in conventional piston twins is almost always NO ! You can deceive many people by accelerating past Vy speed on the ground on a very long runway and rotating the aircraft at past Vy as this seems to be the case (but I can not assure you, since I can not read perfectly well the numbers) 2.- Can the aircraft climb with just one engine at Vy airspeed at full gross weight ? The answer is almost always YES if the altitude and temperature are low enough. But keep in mind you must be already at Vy airspeed, wheels up, no flap, etc. At say, 3,000 feet and 100 F half of the designs will not climb at all, past these figures. Turbocharging will help a lot. Quite a different matter is showing CONTROL, as in this case. No sweat if you are at past Vmca (minimum control speed in the air) or better yet, past Vsse (Single engine safety speed. slightly slower than Vy and higher than Vmca). There is no lateral control below VSSe and and assured flip over below Vmca. Both speeds are always higher than stall speed (Vso)
Jaime Sada, please buy a new pair of eye glasses for you to read the graph parameters!, there is not sense in what you are saying!.
Try without a long runway.....
Without a long runway, you just fly. This airplane will climb on one engine in almost all conditions.
nice examples if I have tons of runway ahead to abort . also the 'hedging' to the starboard engine on runway line up is kinda cheating , athough that's what initially what I would do ; but this isn't a realworld test.
This is for aircraft certication and performance testing, it's not a flight exam, practice, or test of the pilot.
absolutely nothing....
who take off not on centerline unless they're in an airshow and in formation? come on
The second engine is always designed to get you to the crash site quicker! Be safe out there guys!
align center hahaha
Dual engine fail
Im sure the aircraft is no where near gross weight, and the failure is expected. What I want to see is a twin where you can do that at gross weight, continue your climb to altitude, then look for a place to land, now that would be a well designed twin.
i did ,almost, max weight single engine takeoff in 42 from 4450ft to 8,000ft then cruised for a while , turned around on my final approach fix and landed. 42's can climb on a single engine. i love that aircraft.
There is such a thing. It's called a jet.
If you take off on centerline, when displaced to the side of the bad engine you will have to correct much harder to centerline by turning to it. That will make you descend quicker due is like a Forward Slip drop. If done well can bring you down to a quicker touchdown, and in many airports avoid a Runway Overun. if do it sloppy you can twist the landing gear at least. That is why maybe they decided to not try that trick. Its a hard trick but valuable on any Twin. Most USA pilots don't know 50 feet eng cuts and so they crash when one happens. Even on long and wide runways, they crash it. JCV, Author of The Pilots ELM Workout video.
Glad to see it stayed up on the last try.
Rýán Túçk
ONLY IF A PERFECT TECHNIQUE BY A VERY GOOD PILOT IS USED. A little off technique due Panic or Fear, or just plain idiot pilot,,, and you go down with one engine at full power..your fault....Another Pilot Error disaster...
LATEST EXAMPLE..NOVEMBE 2014
USA "EXPERIENCED PILOT" ON A B-200, CRASHES ON HIS FLIGHT SCHOOL BUILDING due LOC or incompetence in EFATO in wichita Kansas, USA..
He Killed 2 Russians taking Cessna Caravan training plus 2 others and destroyed his OWN FLIGHT SCHOOL BUILDING..ridiculous pilot...
THAT IS A shameful Disaster for USA GA training...An EXAMPLE OF USA TRAINING FAIL AND the CROOKed TRAINING SYSTEMS IN USA...
The USA GA Regs's don't require engine fails on take off... Is that an Idiocy or not??
So That is a normal USA Pilot. He was called a "Good Pilot". yeah a BS USA normal Pipipilot, The King Airs are easy to fly on one engine.... What a shame for USA Pilot Training....
USA BS Pilot Training is a joke in other countries..Most USA Pilot Errors can be corrected, but takes, exercises they cant do..
Considering the cyberattacking Russia just did, they had a mess of karmas coming, not all good, either. I mean, in your rush to examinify everybody's Pipipilot's license, don't overlook the obvious, nor forget to revel in misfortune.
When a Lazy, Arrogant Pilot Poser, Or a dam Pipipilot Pretender like so many I tried to teach in my 3 decades as USA CFI crashes and kills, he does not have my sympathy for the damages he produced ..I have seen too many damages by Lazy Arrogant Pilot Posers already..F them..
Is like feeling sorry for an Sport Car owner that crashes his car due he bought more car that he could handle..No mercy either..They had it coming and they should be punished for the damages..too straight logic for you??
Maybe things have changed but I have practiced engine outs on take off in multi commercial training in the USA, hence why I am watching this video.
Go look at the stats regarding engine failures on take offs in piston twins. You're way safer in a single, even if that one engine quits. Attempting any climb out on one engine with the gear still down is suicide. Most pilots won't react quick enough and the craft rolls, stalls, and crashes. This appears to be a remarkable airplane, but are these tests at gross weight? Someone will die in this plane trying to do what's demonstrated here....
とうございます」、
Only an idiot would try to continue a take-off on one engine with the gear still down. This must be quite an airplane!
I need to learn more about this, could you further explain it please?
As my old instructor once told me facetiously,,,,, centerlines are for professionals, so don’t bother putting your nose gear on it. Pitifully instructor.