DA40 TDI Crashes in Sweden north of Gothenburg
Join Date: Oct 2006
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I just came back from Italy, did i missed something ?
Oh, that 360xbox guy isn't me, but i'm glad you all joined my fan club.
Glad the pilot made it. The poor chap. I'm still waiting for some serious arguments and facts to prove that the Thielert/Diamond combination is the quality what they are trying to sell, it's just crap.
check out this post and let me know what you think about it.
http://www.pprune.org/forums/showthread.php?t=310819
Oh, that 360xbox guy isn't me, but i'm glad you all joined my fan club.
Glad the pilot made it. The poor chap. I'm still waiting for some serious arguments and facts to prove that the Thielert/Diamond combination is the quality what they are trying to sell, it's just crap.
check out this post and let me know what you think about it.
http://www.pprune.org/forums/showthread.php?t=310819
Join Date: Jun 2006
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Hi Sternone, good to have you back.
Clearly there are a lot of unreliable plastic airplane lovers out there who you appear to have upset by your factually-based comments about the reliability and build quality of their crap aircraft.
You better not tell them what kind of car you drive because their jealousy will be unbearable!
Great (and extremely lucky) that nobody was killed.
...and the ? baby marsupial photo - I think that is the only thing I have ever seen approaching the ugliness of a DA-40.
SB
Clearly there are a lot of unreliable plastic airplane lovers out there who you appear to have upset by your factually-based comments about the reliability and build quality of their crap aircraft.
You better not tell them what kind of car you drive because their jealousy will be unbearable!
Great (and extremely lucky) that nobody was killed.
...and the ? baby marsupial photo - I think that is the only thing I have ever seen approaching the ugliness of a DA-40.
SB
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I'm not a very experienced pilot, and probalby no great "ace" with regard to handling either. My flying is VFR and my only points of reference are 1970's C172's and Warriors, but in every single one of my 300 hours of DA40 TDi flying I have felt safe and loved it.
I had two refusals to self test on the ground, but other than that not a single issue with the 1.7. The cabin, seats and harnesses gave you the impression that even if there had been an engine failure, you'd have survived the force landing without injury from a competently flown forced landing. (and well done to the Swedish student!)
The look of a DA40 is a personal opinion, but to me it is beautiful and I signed up a new student (a hostie) purely on the basis of the sexy aeroplane!
My only grumble would be the service costs and the approach speed sensitivity for teaching PPL. But again - it is relative, and the comparisons I make are with the usual tired old flying club hacks.
I had two refusals to self test on the ground, but other than that not a single issue with the 1.7. The cabin, seats and harnesses gave you the impression that even if there had been an engine failure, you'd have survived the force landing without injury from a competently flown forced landing. (and well done to the Swedish student!)
The look of a DA40 is a personal opinion, but to me it is beautiful and I signed up a new student (a hostie) purely on the basis of the sexy aeroplane!
My only grumble would be the service costs and the approach speed sensitivity for teaching PPL. But again - it is relative, and the comparisons I make are with the usual tired old flying club hacks.
Join Date: Jan 2007
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Lucky to get away with it, and I guess the only place to land at night was a lit road. But did he have the right to risk the lives of unknown car drivers?
Once again the unsuitability for purpose of an electronic injection diesel is proved. This point has been debated ad-nauseum, but so long as fuel is available a mechanical injection system keeps going regardless of electrical faults.
Once again the unsuitability for purpose of an electronic injection diesel is proved. This point has been debated ad-nauseum, but so long as fuel is available a mechanical injection system keeps going regardless of electrical faults.
Join Date: Oct 2006
Location: Brussels - Twin Comanche PA39 - KA C90B
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I'm still waiting until the chaps over here are finished googling on my nickname and started googling on some Thielert facts to prove me i'm wrong and that the Diamond/Thielert combination is really excellent.
As said before, i like the WWII design with the dual magneto's..i'm really curious what the Thielert 2.0 will give.
As said before, i like the WWII design with the dual magneto's..i'm really curious what the Thielert 2.0 will give.
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The Rotax 912 solid state ignition has non of the disadvantages of the Thielert, so no way would I go back to 1920’s tractor tec. Interesting that the Robin tdi appears to have much less problem with the same engine.
Rod1
Rod1
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I'm still waiting until the chaps over here are finished googling on my nickname and started googling on some Thielert facts to prove me i'm wrong and that the Diamond/Thielert combination is really excellent.
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Hi all. I spent more than a few hours in the righthand seat of a DA40 teaching PPL's and have to say I loved it, When it was running and not in the hangar waiting for a minor part that would take weeks to come from Germany. Oh and when I would do the self test and it would fail that would spoil my day. Ever noticed that when the prop cycles in the test it seems slower to cycle, that will be the gearbox oil blocking the filter with bits of gearbox! 
Oh I could mention the nosewheel fracturing cos it's not strong enough(check the AAIB for their take on matters). And one last rant, you try to get an IFR version (not G1000) to be in weight and balance with 2 in the front. I may be painting a sorry picture of this aircraft but I would love to own one if only that ****ty engine would make its TBR of 1000 hours let alone the hype that it would be extended to 2400. Diamond UK did not impress either, on taking an aircraft up to Gamston for maintenance I met the customer service manager who gave me his business card and the look at me talk only to piss off when I complained about the service. 
. Thinking of buying a D jet, you must be crazy 
Oh I could mention the nosewheel fracturing cos it's not strong enough(check the AAIB for their take on matters). And one last rant, you try to get an IFR version (not G1000) to be in weight and balance with 2 in the front. I may be painting a sorry picture of this aircraft but I would love to own one if only that ****ty engine would make its TBR of 1000 hours let alone the hype that it would be extended to 2400. Diamond UK did not impress either, on taking an aircraft up to Gamston for maintenance I met the customer service manager who gave me his business card and the look at me talk only to piss off when I complained about the service. . Thinking of buying a D jet, you must be crazy
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Lots of speculation - no facts.
Maintenance standards are very important with the Thielert engine - and Diamond UK (plus a few others I can mention) should be avoided if at all possible. DX Wombat's comments makes very valid points on this subject.
Get them looked after by people who know what they are doing and you will have a nice, reliable aeroplane.
Repeat engine failures on this particular airframe may point to a problem with maintenance - but we need to wait for the results of the investigation. It could turn out to be fuel contamination or crew error, for example (the last of those being statistically the the most likely cause of all).
Maintenance standards are very important with the Thielert engine - and Diamond UK (plus a few others I can mention) should be avoided if at all possible. DX Wombat's comments makes very valid points on this subject.
Get them looked after by people who know what they are doing and you will have a nice, reliable aeroplane.
Repeat engine failures on this particular airframe may point to a problem with maintenance - but we need to wait for the results of the investigation. It could turn out to be fuel contamination or crew error, for example (the last of those being statistically the the most likely cause of all).
Join Date: May 2001
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check out this post and let me know what you think about it.
http://www.pprune.org/forums/showthread.php?t=310819
http://www.pprune.org/forums/showthread.php?t=310819
A mooney would make a **** submarine, and a DA40 would make a **** 300+ passenger aeroplane with turbines, and thousands of mile range.....
Join Date: Oct 2006
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when they know full well that even if the Almighty came down and told you, you would still disagree
Are you really starting to try to win the battle with the use of a religion ?
You are saying you have no time to give me arguments and to the poor chaps who are using this plane with such a crappy service, engine's that needs to be replaced several times before they hit 1000hours, in flight stoppages, electrical faillures, and all the false promises diamond make etc.. ??
How can you feel confident in a Diamond knowing that statisticly you have way more chance to get problems just because Diamond is using you as a test pilot. I rather pay more for fuel and stay in the air, than pay less on fuel but needs to be grounded way more than normal.
englishal and others, be serious, admid they are problems with Diamond that are unacceptable, both on reliability and service, face the facts, Diamond needs to chance fast or they will be out of business, leaving you and many others behind dissapointed...
Join Date: Dec 2004
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This must be THE most subjective discussion on PPRuNe yet. Most I know who fly DA40D think they're ok, and those who don't think they're crap. What's the point in trying to turn someone this way or that? After the DA40 went down in Sweden last week I've heard more crap about the aircraft from people who've only seen one in a magazine than from anyone who's been inside it. Nobody mentions the "good'ol" Lycoming powered flying tin can PA28 that crashed smack in the middle of Stockholm a few months ago with equal emphasis on what a crap engine/aircraft combo they make.
If you don't like the flying sperm stay the hell away. Enjoy your coke cans and shut the
up.
I've flown both old and new in PPL training and as personal transportation and can't say anything bad about the DA40 - it flies like a charm. Sure the C172 works too. Mooney, yeah once you're shoehorned in there it's all fine and dandy. I consider the DA40 to be the aircraft that provides the most stressfree flying by far and I've tried a few.
Our highest time DA40 has 820 hrs on the clock so it's still relatively new. Same engine and runs like a charm.
If you don't like the flying sperm stay the hell away. Enjoy your coke cans and shut the
up.I've flown both old and new in PPL training and as personal transportation and can't say anything bad about the DA40 - it flies like a charm. Sure the C172 works too. Mooney, yeah once you're shoehorned in there it's all fine and dandy. I consider the DA40 to be the aircraft that provides the most stressfree flying by far and I've tried a few.
Our highest time DA40 has 820 hrs on the clock so it's still relatively new. Same engine and runs like a charm.
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Sternone
What exactly are you trying to achieve with your posts on this subject? How well do you think it's going? If you answer this post, try developing the topic a little so it becomes interesting to the reader.
Vee-tail-one
You're right, this has been debated ad-nauseam. And in previous posts various well-informed types pointed out that most airliners now depend on purely electrical sources to power the fadecs that control their engines. As do any number of safety-critical systems in other industries, including the one I work in. And a single failure event in thousands of hours of service can never 'prove' anything. And you are pre-supposing that the cause of this forced landing was an electrical problem on the basis of a press report - why not wait for the investigation?
I think we all acknowledge that Diamond and Thielert have a difficult relationship, that there have been problems with the 1.7 caused by a combination of initial design and perhaps inappropriate maintenance, that the new engine (the 2.0) might or might not have ironed out the design problems, that the transition to the 2.0 has caused supply problems, that Diamond is developing its own engine and that many believe this will backfire on them too.
Can anyone produce some statistics on failure rate per flying hour for the Thielert? I took a browse through the UK AAIB bulletins - in about the last 18 months I know of 2 Thielert in-flight failures in the UK (the first of which could not be reproduced on the test bench afterwards and was thought to be due fuel starvation) and there have been typically 2 or 3 per month for other engine types.
Whatever, the performance of this aircraft/engine combination in the field is an issue worthy of informed debate, particularly given the context of rising fuel costs, environmental pressure on GA, and the question mark over the future availability of avgas. Endlessly repeating that something is just 'crap' doesn't really move that debate forward.
What exactly are you trying to achieve with your posts on this subject? How well do you think it's going? If you answer this post, try developing the topic a little so it becomes interesting to the reader.
Vee-tail-one
You're right, this has been debated ad-nauseam. And in previous posts various well-informed types pointed out that most airliners now depend on purely electrical sources to power the fadecs that control their engines. As do any number of safety-critical systems in other industries, including the one I work in. And a single failure event in thousands of hours of service can never 'prove' anything. And you are pre-supposing that the cause of this forced landing was an electrical problem on the basis of a press report - why not wait for the investigation?
I think we all acknowledge that Diamond and Thielert have a difficult relationship, that there have been problems with the 1.7 caused by a combination of initial design and perhaps inappropriate maintenance, that the new engine (the 2.0) might or might not have ironed out the design problems, that the transition to the 2.0 has caused supply problems, that Diamond is developing its own engine and that many believe this will backfire on them too.
Can anyone produce some statistics on failure rate per flying hour for the Thielert? I took a browse through the UK AAIB bulletins - in about the last 18 months I know of 2 Thielert in-flight failures in the UK (the first of which could not be reproduced on the test bench afterwards and was thought to be due fuel starvation) and there have been typically 2 or 3 per month for other engine types.
Whatever, the performance of this aircraft/engine combination in the field is an issue worthy of informed debate, particularly given the context of rising fuel costs, environmental pressure on GA, and the question mark over the future availability of avgas. Endlessly repeating that something is just 'crap' doesn't really move that debate forward.
Join Date: Oct 2006
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Deice, let's hope the day doesn't come you are in the same shoes that alot of other Diamond owners are, that means crappy service from a crappy plane company called Diamond, like with diamonds, you have real ones and you have plastic diamonds, they shine differently
I have flown some Diamonds already, i know you don't like that ofcorse, and i know owners who talk to me about there crappy service they get and the downtime.
About the discussion, may i remind you that PPrune is not a Diamond aircraft pilot/owner forum, i suggest you go find/create one, that way you can all have your talk telling them how good they are without having any honest discussion.
I have flown some Diamonds already, i know you don't like that ofcorse, and i know owners who talk to me about there crappy service they get and the downtime.
About the discussion, may i remind you that PPrune is not a Diamond aircraft pilot/owner forum, i suggest you go find/create one, that way you can all have your talk telling them how good they are without having any honest discussion.