Diamond 40.. A good a/c to fly?
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but i'm not sure about the narrow rear fuselage.
I have flown DA40s and T182s and I'd opt for the DA40 every time. It is more comfortable, it may be a little slower, but we're talking a little here (Avgas). If you want high performance to go somewhere quick go for something completely different (TBM700
or a twin ). The 182's are like sitting in a goldfish bowl and very old design. By contrast the DA42 is ergonomically designed with comfortable seats, good visibility, and safety has been thought about. Look in the engine bay of a 182. If you nose in, that engine will be on your lap. In the DA42, the cockpit "cell" is designed to survive 25g (as well as the seats) and has been designed to make crashes more survivable (may even have airbags, can't remember). Flying with a stick is more comfortable IMO, but that is just personal preference. All in all, with a G1000 fit, a very nice aeroplane to fly.
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I have never flown a DA40 or DA42 (plan to have a go one day) but it seems to me that the DA40 and the DA42 are both good 1-person (with occassional 2-person use) VFR/IFR transports.
I don't know how they handle ice but would suspect not very well at all. It's a straight tradeoff between being slippery and not minding being a bit rough
Also I don't think a de-iced (TKS) prop is an option. So, without TKS one would be very limited as to departure and arrival conditions (need to avoid climbing through ice).
The DA42 with full TKS and 1 or 2 people should be a good airways touring plane.
Both have a low wing loading and will get chucked around in turbulence much more than say a TB20. This is confirmed by pilots.
Every time I speak to somebody who flies them regularly, I keep hearing of a big collection of issues though; the engines (FADEC mostly) and the G1000. But I don't want to spread 2nd hand rumours.
One can read a lot from Diamond's decision to sell mainly the avgas DA40 in the USA, while offering diesel only on the DA42. If there is an engine issue, a DA42 should cope with it without anybody even hearing about it. That's exactly what I would do (can't risk the US market) but potential customers are entitled to working it out for themselves.
I don't know how they handle ice but would suspect not very well at all. It's a straight tradeoff between being slippery and not minding being a bit rough
Also I don't think a de-iced (TKS) prop is an option. So, without TKS one would be very limited as to departure and arrival conditions (need to avoid climbing through ice).The DA42 with full TKS and 1 or 2 people should be a good airways touring plane.
Both have a low wing loading and will get chucked around in turbulence much more than say a TB20. This is confirmed by pilots.
Every time I speak to somebody who flies them regularly, I keep hearing of a big collection of issues though; the engines (FADEC mostly) and the G1000. But I don't want to spread 2nd hand rumours.
One can read a lot from Diamond's decision to sell mainly the avgas DA40 in the USA, while offering diesel only on the DA42. If there is an engine issue, a DA42 should cope with it without anybody even hearing about it. That's exactly what I would do (can't risk the US market) but potential customers are entitled to working it out for themselves.
One can read a lot from Diamond's decision to sell mainly the avgas DA40 in the USA, while offering diesel only on the DA42. If there is an engine issue, a DA42 should cope with it without anybody even hearing about it. That's exactly what I would do (can't risk the US market) but potential customers are entitled to working it out for themselves.
The center pedestal/throttle quadrant not having room for 6 levers being one of them.
IO360 180HP engines supposedly gave the plane almost rocket-ship performance. Article in Flying mentioned something like 3500 fpm rate of climb at sealevel.
However, the DA-42 TDI has 50 gallons of fuel capacity( long range 76). With Jet A/Diesel that's 5 hrs of endurance. On Avgas that would be 2.5 hrs with full tanks.
Loading up the airplane with people/luggage/deicing fluid would give you even less. Meaning you have an IFR range/endurance of 200 miles/ 1.5 hrs. or less.
So stellar performance but very little usefull range/endurance.
I think that was the main reason for shelving the Avgas option for now.
I would have to guess as to the differences in engine and propeller weights and the effect on usefull load and CG. I doubt the Avgas version would have been available with the wood/composite MTV prop.
No doubt the Avgas version would have been a lot noisier then the TDI version. TDI is very quit compared to Avgas twins.
Considering 180 HP vs 135 HP there might also have been issues with Vmc and the size of the rudder. That could lead to a whole range of different speeds; Vmc, Vx,Vyse, Vy.
That would lead to essentially having two completely different airplanes instead of the "same" airplane with two engine options.
The Thielert 1.7 seems to have a poor rep in Europe(or on this forum at least), anybody eager to disclose as to why?
I have heard of one converted C172 have dual ECU (FADEC) failure in England but that's about it.
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I flew one earlier in the week into Gamston for maintanance and at 88% and 4000ft it showed 112kts IAS. Which is inline with the others I have flown.
I am not knocking it, very nice aircraft, they are Warrior or basic 172 (not my Hawk!) type peformance, not a Cirrus type hotship.
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Well cheers for the input all, I have booked my conversion course to this a/c type today - even after reading a posting about a DA40 crash on this site (a silly thread to say the least!) - (i'm not suprised!.. having seen many stupid things here before).
I'm rather looking forward to flying it!
I'm rather looking forward to flying it!
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Flying Time
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then you should hang on to as it the fastest DA40 TDI I have ever seen!!
I flew one earlier in the week into Gamston for maintanance and at 88% and 4000ft it showed 112kts IAS. Which is inline with the others I have flown.
I am not knocking it, very nice aircraft, they are Warrior or basic 172 (not my Hawk!) type peformance, not a Cirrus type hotship.
I flew one earlier in the week into Gamston for maintanance and at 88% and 4000ft it showed 112kts IAS. Which is inline with the others I have flown.
I am not knocking it, very nice aircraft, they are Warrior or basic 172 (not my Hawk!) type peformance, not a Cirrus type hotship.
I'd much rather fly one than your typical PA28/Cessna, I much prefer the stick and overall it just feels so much more modern. Like driving a modern car compared to an old Triumph Herald.
Having said that, I agree its underpowered and I would take the avgas one over the DA40D if I had the choice.
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I flew brand a new one last week, and over a 4 hour flight, at 88% power, the IAS was 123 knots at ~ 3000 feet, while consuming 6.5 usg/hr. Surprisingly comfortable seats, excellent view out, beautiful handling and easy to land. Rate of climb at sea level could be better, but the turbo comes into its own as you go higher.
Chocks away!
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I've got about 20 hours on the avgas DA40 a couple of years ago; been flying PA28s from Shoreham so an opportunity to try the diesel version would be good! (I do prefer stick to yoke!)
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I've been with Flying Time at Shoreham (previously the Flying Hut) for some time and have found them friendly and welcoming. One aspect I really like is that there is no club joining fee, (an extra charge I have always found a bit irritating for the priviledge of sitting on a threadbare settee in some nissen hut).
Flying Time seems to have had an injection of cash recently, hence the growing 'fleet' of DA40s. They also have a Diamond Twin - very classy machine.
I have flown most single engined Cessnas and Pipers plus odds and sods such as Chipmunks and even Bolkows (OK, I am a bit past it, I know) and the DA40 diesel is a delight to fly. Very aerodynamic, doesn't want to slow down until you chop the power and drop the mega flaps. No nosewheel steering - differential braking on the main wheels, a stick rather than the US yoke style and outstanding visibility.
It gets my vote. Have fun.
Flying Time seems to have had an injection of cash recently, hence the growing 'fleet' of DA40s. They also have a Diamond Twin - very classy machine.
I have flown most single engined Cessnas and Pipers plus odds and sods such as Chipmunks and even Bolkows (OK, I am a bit past it, I know) and the DA40 diesel is a delight to fly. Very aerodynamic, doesn't want to slow down until you chop the power and drop the mega flaps. No nosewheel steering - differential braking on the main wheels, a stick rather than the US yoke style and outstanding visibility.
It gets my vote. Have fun.
Last Sunday I had the chance to fly a DA-40 XL. (Lycoming IO-360)
Pretty impressive performance really. Quiet 3 bladed scimitar composite prop.
With 3 people and 3/4 fuel we flew 153kts TAS at 5000'.
With 22"MP and 2300RPM 140 kts TAS @ 10 gallons/hr.
Also a usefull load increase of 110 pounds over the regular DA-40 CS.
Integrated autopilot/flight director, active traffic system, nexrad weather...
oh dear oh dear..almost fainted...
http://www.aero-news.net/news/genav....8CCF&Dynamic=1
Pretty impressive performance really. Quiet 3 bladed scimitar composite prop.
With 3 people and 3/4 fuel we flew 153kts TAS at 5000'.
With 22"MP and 2300RPM 140 kts TAS @ 10 gallons/hr.
Also a usefull load increase of 110 pounds over the regular DA-40 CS.
Integrated autopilot/flight director, active traffic system, nexrad weather...
oh dear oh dear..almost fainted...
http://www.aero-news.net/news/genav....8CCF&Dynamic=1
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