DA40 crash in Russia
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- Moonshine
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DA40 crash in Russia
Not much info as of yet, two fatal, training flight
Ulyanovsk airplane, they've got Tundra Stars
Ulyanovsk airplane, they've got Tundra Stars
- Moonshine
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Re: DA40 crash in Russia
Very preliminary - local news based on what the flight school colleagues said:
- engine out after take-off at 80-100m of altitude, unsuccessful forced landing into obstructions
from the Russian CAA:
- aircraft crashed into a forest after take-off, making crosswind turn about 1000m from the departure end of the runway
So at this point the Russian training fleet of DA40-NGs is grounded pending the result of the investigation
PS Plane was a Tundra Star based on this video - http://vk.com/video-37363904_168330272? ... acc2c3e0bd - steps behind the wing, not in front of it
- engine out after take-off at 80-100m of altitude, unsuccessful forced landing into obstructions
from the Russian CAA:
- aircraft crashed into a forest after take-off, making crosswind turn about 1000m from the departure end of the runway
So at this point the Russian training fleet of DA40-NGs is grounded pending the result of the investigation
PS Plane was a Tundra Star based on this video - http://vk.com/video-37363904_168330272? ... acc2c3e0bd - steps behind the wing, not in front of it
- CFIDave
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Re: DA40 crash in Russia
If this report is accurate it's the first I've heard of an Austro engine failure in-flight.
Epic Aircraft E1000 GX
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Former DA40XLS, DA42-VI, and DA62 owner
ATP, CFI, CFI-I, MEI
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Re: DA40 crash in Russia
... and it would make a big dent in my belief that single engine planes are safer precisely because of this "engine failure just after take-off" scenario...
It is very sad that the poor guys could not find an survivable crash site. I wonder how much the additional kinetic energy of the Tundra Star has contributed to making the accident fatal.
It is very sad that the poor guys could not find an survivable crash site. I wonder how much the additional kinetic energy of the Tundra Star has contributed to making the accident fatal.
- Keith M
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Re: DA40 crash in Russia
Possibly just unfortunate in this case, due to having nowhere to land clear, but that was my concern when I first read that these aircraft were going to be used for flight training. However, I felt I'd banged on enough about their increased stall speed, so decided to keep my own counsel.Antoine wrote:I wonder how much the additional kinetic energy of the Tundra Star has contributed to making the accident fatal.
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Re: DA40 crash in Russia
This DA42M-NG went down 2 years ago...CFIDave wrote:If this report is accurate it's the first I've heard of an Austro engine failure in-flight.
http://www.diamondaviators.net/forum/da ... t3974.html
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Re: DA40 crash in Russia
Does the Tundra Star have the airbag seatbelts?
Colin Summers, PP Multi-Engine IFR, ~3,000hrs
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Re: DA40 crash in Russia
I doubt it.Colin wrote:Does the Tundra Star have the airbag seatbelts?
Eric and I both had to have our DA42-VI aircraft flown to Diamond Canada in order to add Amsafe seatbelt airbags, since they couldn't be installed at the Diamond Austrian factory. They're added to DA40s and DA42s via an FAA STC.
Epic Aircraft E1000 GX
Former DA40XLS, DA42-VI, and DA62 owner
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- glasspilot
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Re: DA40 crash in Russia
Hi All,
I had the opportunity to fly the Tundra Star on my most recent trip to the Austrian Factory and I have flown the DA40 NG so I can add a comment or two from direct experience and provide this article I wrote about flying the Tundra Star.
http://glasspilot.com/2013/05/flying-th ... ndra-star/
The plane once in the air feels very much like a DA40. The Tundra Star on the grass of course feel quite different with the different gear. More pilot input is required for rotation with the balance of the plane being different so it feels more like the input required for "typical older airplanes". I think in that regard we are all a tad spoiled with the magic of effortless rotation on the gas DA40. There are a few knots more carried on landing but I found it to be nothing special. Glide was similar to what I experience in the DA40 I fly. The Tundra version is of course slowed down by the big tires. I did not find anything but the usual well balanced nice behaving aircraft in the Tundra Star albeit with a little different feel. Wishing I had one in the stable to ride )
I had the opportunity to fly the Tundra Star on my most recent trip to the Austrian Factory and I have flown the DA40 NG so I can add a comment or two from direct experience and provide this article I wrote about flying the Tundra Star.
http://glasspilot.com/2013/05/flying-th ... ndra-star/
The plane once in the air feels very much like a DA40. The Tundra Star on the grass of course feel quite different with the different gear. More pilot input is required for rotation with the balance of the plane being different so it feels more like the input required for "typical older airplanes". I think in that regard we are all a tad spoiled with the magic of effortless rotation on the gas DA40. There are a few knots more carried on landing but I found it to be nothing special. Glide was similar to what I experience in the DA40 I fly. The Tundra version is of course slowed down by the big tires. I did not find anything but the usual well balanced nice behaving aircraft in the Tundra Star albeit with a little different feel. Wishing I had one in the stable to ride )
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Re: DA40 crash in Russia
We are drifting off here, but I wanted to react to your post and link, John.
Of course the AE300 is much more modern and smoother than the IO-360. But its enormous weight has pushed the original DA40 concept to its absolute structural limits. It has dragged this airframe which used to lead the industry in safety back into Cirrus numbers. You noticed it upon rotation and mentioned "carrying a few extra knots on landing".
Do the math and you'll find that the crash energy of an AE300 equipped DA40 increased by more than 30%. This is a big deal to me. If I were to pick a DA40 trainer for -say- my kid's PPL I would not accept anything but the -180.
Of course the AE300 is much more modern and smoother than the IO-360. But its enormous weight has pushed the original DA40 concept to its absolute structural limits. It has dragged this airframe which used to lead the industry in safety back into Cirrus numbers. You noticed it upon rotation and mentioned "carrying a few extra knots on landing".
Do the math and you'll find that the crash energy of an AE300 equipped DA40 increased by more than 30%. This is a big deal to me. If I were to pick a DA40 trainer for -say- my kid's PPL I would not accept anything but the -180.