DA40NG

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Expand view Topic review: DA40NG

Re: DA40NG

by TimS » Sun Apr 15, 2018 10:25 pm

Keith M wrote:As a consequence of the VW emissions scandal and the political reality that the only way to reduce pollution levels in our cities is to ban diesel vehicles from entering them, sales of diesel engined cars is plummeting in Europe. Does anybody know how long Austro can keep producing engines, if Mercedes stops manufacturing them? I know Thielert were severely affected when Mercedes stopped manufacturing the 1.7 litre engine that they were using, and had to design and manufacture their own block in aluminium to avoid the weight issues due to the replacement 2 litre engine's steel block, which Austro went on to use.
Thielert always used their own block.
I would expect either Continental or Austro to order a few years of crated engines before they stop production. At that point we all would have to deal with the costs to convert to the new 2.0 Aluminum block (which is already in production).

Tim

Re: DA40NG

by CFIDave » Sun Apr 15, 2018 6:53 pm

pietromarx wrote:Dave - do you think that the G1000 NXi certification would allow for retrofit installations to replace legacy G1000s? Just curious.
I have no knowledge of Diamond's plans to eventually permit legacy G1000 --> G1000 NXi upgrades in DA40s, but consider the following:

1. Diamond has already approved a legacy G1000 to NXi upgrade for the DA62 (there's an Optional Service Bulletin for it:
http://support.diamond-air.at/fileadmin ... pgrade.pdf)
I know of at least one DA62 NXi upgrade that's already been performed. Note: the NXi upgrade for a DA62 is more complex because NXi includes (requires?) installation of fuel gauges for the DA62's auxiliary fuel tanks -- gauges that were not included in Diamond twins with legacy G1000s.

2. Garmin has already announced NXi upgrades for selected aircraft manufacturers other than Diamond. The good news is that the only thing typically required is to replace PFD and MFD screens -- the remainder of the G1000 LRUs may be reused. (Again this isn't the case for Diamond twins that may also need aux tank fuel gauges added.) Garmin claims that in some cases the upgrade can be done in one day. The cost for such an upgrade for a 3-screen TBM or King Air (two 10-inch PFDs and one 15-inch MFD) is about $50K.

3. Read the last sentence of this Diamond press release:
http://www.diamond-air.at/en/media-cent ... ight-deck/
Note that it doesn't mention the Lycoming DA40, but that's because the announcement was made by Diamond Austria that doesn't produce or sell Lycoming DA40s.

Re: DA40NG

by pietromarx » Sun Apr 15, 2018 6:03 pm

Dave - do you think that the G1000 NXi certification would allow for retrofit installations to replace legacy G1000s? Just curious.

Thanks

Re: DA40NG

by CFIDave » Sun Apr 15, 2018 3:31 pm

gordsh wrote:For some reason even though its made here in Canada we don't have very many compared to other parts of the world
There aren't many DA40 NGs yet in North America because until recently NGs were only being produced in Austria. Because of currency exchange and shipping costs, NG pricing was far higher than Canada-built Lycoming DA40s in North America.

That's changed with Diamond Canada building DA40 NGs now, and a price cut that makes the NG only slightly more expensive than a new Lycoming DA40 XLT (which is temporarily out of production while awaiting G1000 NXi certification).

Re: DA40NG

by Keith M » Sun Apr 15, 2018 7:08 am

As a consequence of the VW emissions scandal and the political reality that the only way to reduce pollution levels in our cities is to ban diesel vehicles from entering them, sales of diesel engined cars is plummeting in Europe. Does anybody know how long Austro can keep producing engines, if Mercedes stops manufacturing them? I know Thielert were severely affected when Mercedes stopped manufacturing the 1.7 litre engine that they were using, and had to design and manufacture their own block in aluminium to avoid the weight issues due to the replacement 2 litre engine's steel block, which Austro went on to use.

Re: DA40NG

by gordsh » Sat Apr 14, 2018 10:35 pm

CFIDave wrote:Over the past 6 months I've had the experience of flight instructing and providing transition training in the DA40 NG (after having owned and instructed in the DA40-180 for years), and the NG doesn't have any bad habits -- it flies like a DA40!

I like to perform the same "parachute mode" demo in a DA40 NG (as I do in all Diamonds, including twins): I put the plane into a power-off stall (with the throttle back to idle) and hold the stick all the way back. With the stall horn blaring and the plane buffeting, the DA40 will descend in a wings-level attitude under complete control without any falling leaf, wing drop, or propensity to enter a spin. All you have to do to break the stall is pitch down -- adding power is not required.

I wish every person who criticizes the NG had the opportunity to fly one. I now prefer it to the Lycoming DA40.
I must say too that it’s nice to hear reviews from people who actually have flown the NG DA40 and like it. I love the Diamond brand and my Lycoming DA40 is a dream to fly, but honestly some of the NG discussion in this thread makes it sound like even test flying the NG is a waste of time. I have actually never even seen an NG DA40 person, but I am really looking forward to flying one soon.

For some reason even though its made here in Canada we don't have very many compared to other parts of the world but its probably due to the fact that most Canadians end up buying their planes cash as banks are not very plane financing friendly....weird right? To my knowledge there are no schools with any NG's and doing a model/make search on Transport Canada website does not show any Canadian Registered NG's.

I like ZAV's comment above where his family asked "why is the prop turning if the engine was off...LOL.

Re: DA40NG

by Steve » Sat Apr 14, 2018 8:07 pm

Keith M wrote:The cockpit and seatbelts may be able to survive 20G deceleration, but I doubt many humans could. Amsafe airbags (not an option in my DA40 TDI) and a 4-point seatbelt (both of which Cirrus have) would lessen the risk of smashing your face against the instrument panel, but it would need something like the HANS device that racing drivers wear to give you the best chance of avoiding getting a broken neck.
The test I'm talking about was done with instrumented anthropometric dummies. The recorded acceleration forces were survivable. Not saying you wouldn't have (perhaps severe) injuries. I have a CD somewhere with a video of the test - it is quite impressive.

Re: DA40NG

by Keith M » Sat Apr 14, 2018 7:12 pm

The cockpit and seatbelts may be able to survive 20G deceleration, but I doubt many humans could. Amsafe airbags (not an option in my DA40 TDI) and a 4-point seatbelt (both of which Cirrus have) would lessen the risk of smashing your face against the instrument panel, but it would need something like the HANS device that racing drivers wear to give you the best chance of avoiding getting a broken neck.

Re: DA40NG

by Steve » Sat Apr 14, 2018 2:11 pm

Keith M wrote:The rate of descent of an SR22 under CAPS is higher than I thought, but the relative lack of horizontal velocity, compared with a stalled descent, is still significant. From Cirrus' Guide to the CIRRUS AIRFRAME PARACHUTE SYSTEM :

"The airplane will descend under the canopy at less than 1700 fpm and ground impact is expected to be equivalent to dropping from a height of 13 feet (about 4 meters). The airframe, seats and landing gear are all designed to absorb the impact energy."
On the other hand, the DA40 cockpit structure and restraint system (standard, without Amsafe airbags) was tested to be survivable in a forward impact of somewhere north of 20 Gs.

Re: DA40NG

by Keith M » Sat Apr 14, 2018 8:18 am

The rate of descent of an SR22 under CAPS is higher than I thought, but the relative lack of horizontal velocity, compared with a stalled descent, is still significant. From Cirrus' Guide to the CIRRUS AIRFRAME PARACHUTE SYSTEM :

"The airplane will descend under the canopy at less than 1700 fpm and ground impact is expected to be equivalent to dropping from a height of 13 feet (about 4 meters). The airframe, seats and landing gear are all designed to absorb the impact energy."

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