Thielert in serious trouble ?
What about installing the SMA diesel ?
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Given the layout of the SMA engine (horizontally opposed, air cooled) then I would imagine that fitting it to a DA42 would be almost as difficult as fitting a Lycoming or Continental AVGAS motor.
It's also an expensive engine - very expensive (we enquired about it for use in PA28s). SMA were happy to sell us the engine, but all design work for the installation would have to have been done/paid for by us. Thielert did at least help with conversion design work and certification.
It's also an expensive engine - very expensive (we enquired about it for use in PA28s). SMA were happy to sell us the engine, but all design work for the installation would have to have been done/paid for by us. Thielert did at least help with conversion design work and certification.
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Diamond Out of Running to Acquire Thielert
Diamond Out of Running to Acquire Thielert
If Diamond Aircraft had hopes of solving its customers' Thielert engine woes by buying the German engine manufacturer, those hopes are now in the past. Diamond announced this week it would not participate in the bidding process through Germany's insolvency process. Diamond maintains it did not have access to information about Thielert that is vital to the due diligence process. Among the Diamond aircraft powered by Thielert diesel engines is the Twin Star light twin. Thielert was forced into insolvency following allegations against founder Frank Thielert of criminal fiscal misconduct earlier this year. The insolvency administrator is currently soliciting bids from investors to acquire the company.
If Diamond Aircraft had hopes of solving its customers' Thielert engine woes by buying the German engine manufacturer, those hopes are now in the past. Diamond announced this week it would not participate in the bidding process through Germany's insolvency process. Diamond maintains it did not have access to information about Thielert that is vital to the due diligence process. Among the Diamond aircraft powered by Thielert diesel engines is the Twin Star light twin. Thielert was forced into insolvency following allegations against founder Frank Thielert of criminal fiscal misconduct earlier this year. The insolvency administrator is currently soliciting bids from investors to acquire the company.
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It has all gone a bit quiet on the Diamond / Thielert front. I woudl have guessed there would be more comment.
I assume Diamond's production line is still at a standstill.
I gather Thielert are producing most spares at a price.
Not surprisingly a few more Diamond aircraft are appearing on the market but one wonders how depressed that market is at the moment.
I assume Diamond's production line is still at a standstill.
I gather Thielert are producing most spares at a price.
Not surprisingly a few more Diamond aircraft are appearing on the market but one wonders how depressed that market is at the moment.
Last edited by Fuji Abound; 17th Jul 2008 at 11:42.
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I think i read somewhere i think it was in loop that when a PA28 is converted to a diesel aircraft it cannot be converted back to Avgas (some rules and regs)so i dont know 100% but wouldnt the same be true for wanting to convert a DA40
Despite the naysayers, they're good engines to teach with in general: no hot start issues, consistent running, simple for students to use... On the downside they do make life a bit easy compared to avgas units, hence the required differences training when moving from one to the other.
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Hi to all! I'm going to buy the plane and I have 2 offers Cirrus 20 and Diamond 40 TDI. There is a big problem with 100LL Avgas in Russia. What difficulties I'll meet if I buy DA-40TDI?
Tnx.
Tnx.
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Avia, is it a used aeroplane or a new one? What engine does it have?
For the DA-40 there are now three engines possible.
a. Thielert/Centurion 1.7 (135 HP)
b. Thielert/Centurion 2.0 (155 HP but sometimes de-rated to 135 HP)
c. Austro 2.0 (developed by Diamond itself)
Some random issues we've had with (a), but some would be applicable to (b) and possibly (c) as well:
1. ECU test & swap switches are very exposed on the LH side of the panel, when getting in&out of the aircraft. We almost had an emergency landing because of a intermittent shorting ECU test switch. Make sure these switches are protected with guards agains knees/feet bumping/damaging them.
2. Gearboxes: Check the TBR/TBO time on this plus the price of an overhaul/check/replacement, and budget accordingly.
3. W&B: An IFR equipped DA-40 (dual GNS430 and all the other bits and pieces) runs out of the forward limit with just two adults up front & full fuel. A counterweight of about 17 kg in the far aft compartment is needed to bring the aircraft within limits. Also with full tanks (standard tanks, not even long-range) you can't expect to carry 3 adults.
4. On the ground the free-castoring nosewheel takes a bit getting used to, but the Cirrus has the same, so that's equal for both. The trick I use is to rev the engine to 1400 rpm (which is the warm-up limit anyway), then leave the power alone. For steering I first put the rudder pedal to the relevant stops, and if the aircraft won't turn quickly enough on aerodynamics alone, I dab the relevant brake a bit. This works for me but others may have different techniques. And watch those long wings when taxiing!
5. Due to the position of the stick, and of the center console, it's practically impossible to use a standard A5 kneeboard. You need to think of something else.
6. Dealers/maintenance facilities: Make sure you carry a printout of the local dealers/maintenance facilities with you at all times. Diagnosing errors with the Thielert/FADEC require a laptop with a special adapter and some specific software, which only dealers/authorized maintenance facilities have. They might be quite rare in Russia. Or see if you can get hold of the diag kit so you can diagnose the faults yourself (with the help of a licensed engineer over the phone, for instance). It took me (only) 24 hours once in the UK to get hold of the right engineer and laptop. Very annoying.
7. Take-off & climb performance on the 135 HP Thielert, particularly at MTOW, is poor, compared to a PA-28 or C172. Also, on final, the plane sinks fast once the speed drops below about 70 knots (at MTOW). If you're used to flying, say, a PA-28 or C172 by the seat of your pants, you'll find that the DA-40 requires much more precise flying, particularly speed control, for best performance.
8. In the cruise it's a lovely aircraft. 115 knots at 70%, consuming about 5 USG Jet-A per hour. Excellent visibility, relatively quiet, comfy seats, logical panel layout. It's still my favourite aircraft for long-distance touring.
9. The fuel system on the DA-40 is a bit odd, with the main tank being in the left wing, and the aux tank in the right wing. You can only transfer from aux to main, not the other way around, and there is a limit to the difference allowed between aux and main. Pay insufficient attention to fuel management and it's very easy to end up with an out-of-limits imbalance which cannot be corrected easily. (Leaving the fuel pump on for too long for instance.)
10. If you're used to avgas engines without FADEC, you'll find that the normal operating procedures of the Thielert are very simple. Just start with the "start" key, press "test" to test the engine, and shove the big lever forward to go, back to stop. No mixture, carb heat, magnetos and other things to worry about. But at the same time, the emergency drills are completely different from an avgas engine. Not necessarily harder, just completely different.
For the DA-40 there are now three engines possible.
a. Thielert/Centurion 1.7 (135 HP)
b. Thielert/Centurion 2.0 (155 HP but sometimes de-rated to 135 HP)
c. Austro 2.0 (developed by Diamond itself)
Some random issues we've had with (a), but some would be applicable to (b) and possibly (c) as well:
1. ECU test & swap switches are very exposed on the LH side of the panel, when getting in&out of the aircraft. We almost had an emergency landing because of a intermittent shorting ECU test switch. Make sure these switches are protected with guards agains knees/feet bumping/damaging them.
2. Gearboxes: Check the TBR/TBO time on this plus the price of an overhaul/check/replacement, and budget accordingly.
3. W&B: An IFR equipped DA-40 (dual GNS430 and all the other bits and pieces) runs out of the forward limit with just two adults up front & full fuel. A counterweight of about 17 kg in the far aft compartment is needed to bring the aircraft within limits. Also with full tanks (standard tanks, not even long-range) you can't expect to carry 3 adults.
4. On the ground the free-castoring nosewheel takes a bit getting used to, but the Cirrus has the same, so that's equal for both. The trick I use is to rev the engine to 1400 rpm (which is the warm-up limit anyway), then leave the power alone. For steering I first put the rudder pedal to the relevant stops, and if the aircraft won't turn quickly enough on aerodynamics alone, I dab the relevant brake a bit. This works for me but others may have different techniques. And watch those long wings when taxiing!
5. Due to the position of the stick, and of the center console, it's practically impossible to use a standard A5 kneeboard. You need to think of something else.
6. Dealers/maintenance facilities: Make sure you carry a printout of the local dealers/maintenance facilities with you at all times. Diagnosing errors with the Thielert/FADEC require a laptop with a special adapter and some specific software, which only dealers/authorized maintenance facilities have. They might be quite rare in Russia. Or see if you can get hold of the diag kit so you can diagnose the faults yourself (with the help of a licensed engineer over the phone, for instance). It took me (only) 24 hours once in the UK to get hold of the right engineer and laptop. Very annoying.
7. Take-off & climb performance on the 135 HP Thielert, particularly at MTOW, is poor, compared to a PA-28 or C172. Also, on final, the plane sinks fast once the speed drops below about 70 knots (at MTOW). If you're used to flying, say, a PA-28 or C172 by the seat of your pants, you'll find that the DA-40 requires much more precise flying, particularly speed control, for best performance.
8. In the cruise it's a lovely aircraft. 115 knots at 70%, consuming about 5 USG Jet-A per hour. Excellent visibility, relatively quiet, comfy seats, logical panel layout. It's still my favourite aircraft for long-distance touring.
9. The fuel system on the DA-40 is a bit odd, with the main tank being in the left wing, and the aux tank in the right wing. You can only transfer from aux to main, not the other way around, and there is a limit to the difference allowed between aux and main. Pay insufficient attention to fuel management and it's very easy to end up with an out-of-limits imbalance which cannot be corrected easily. (Leaving the fuel pump on for too long for instance.)
10. If you're used to avgas engines without FADEC, you'll find that the normal operating procedures of the Thielert are very simple. Just start with the "start" key, press "test" to test the engine, and shove the big lever forward to go, back to stop. No mixture, carb heat, magnetos and other things to worry about. But at the same time, the emergency drills are completely different from an avgas engine. Not necessarily harder, just completely different.
