local 2008 or newer near me?

[curts63]

I'm at the point in my life where I'm considering the purchase of a Diamond DA40. What I'd like to see is the difference between the 2004-2007 and the 2008 and newer models. I've learned a lot about the items in these planes, but haven't sat in or flown the 2008 or newer planes. The 2005 that I've rented is a litte snug, but manageable. Because I'm somewhat longer in the torso than legs, I wanted to see if the bubble canopy would help. I was also told that the newer planes fly a little different, besides the newer GFC700? So my question, is there a 2008 or newer DA 40 located within reason to Allentown, PA that I could sit in and take a flight?

Thanks, Curt

[CFIDave]

Curt:
Please check your private messages.
- Dave

[cbrinton]

Likewise

[rwtucker]

Curt,

As Dave or Chris may have mentioned in their PM, one dividing line is actually between early and late 2007 models. For all practical purposes the serial numbers that rolled out of the Canadian factory late in 2007 are 2008 aircraft. Two exceptions are the synthetic vision transition line (just north north of SN 40.876) and some undocumented conjecture that Lycoming made changes in the IO-360M1A somewhere in that period. Also somewhere early in 2008, I believe that a problem in one of the GFC700 servos was addressed. Throughout that period, cockpit room remained the same.

[Guest]

I'm at the point in my life where I'm considering the purchase of a Diamond DA40. What I'd like to see is the difference between the 2004-2007 and the 2008 and newer models. I've learned a lot about the items in these planes, but haven't sat in or flown the 2008 or newer planes. The 2005 that I've rented is a litte snug, but manageable. Because I'm somewhat longer in the torso than legs, I wanted to see if the bubble canopy would help. I was also told that the newer planes fly a little different, besides the newer GFC700? So my question, is there a 2008 or newer DA 40 located within reason to Allentown, PA that I could sit in and take a flight?

Thanks, Curt

Hello Curt

Here my contribution to your quest:

I own a 2007 XL (S/N 40.807) and a friend of mine has a 2008 XLS. The differences between these are:
- bubble canopy in the XLS
- details in the interior design
- nose ballast fitted as standard (for aircraft with the MT prop)
- MTOW increase fitted as standard
- taller landing gear
- WAAS
The XL had the TAS600 traffic warning system as standard equipment and this became an option on the XLS.
WAAS is a major benefit of the 2008+ models as it would cost $$$ to retrofit.
The bubble canopy is obviously a personal preference item.
I have flown in KAP-140 and GFC700 equipped DA40's and maybe this is the only recommendation I can give you with certainty: get a GFC700 if you can.Whatever extra money you will pay for it will be recovered at resale time.
And if you buy a 2008 or later plane, you should make sure it has the TAS600 traffic avoidance system.

Safe flying
Antoine

[Paul]

My serial number was 40.877 and it had SVT, the bigger canopy and and the GFC700. I believe you can rent it but it's in Vegas now.

[Charbie]

mine is 40.839
increased mtow
GFC700
non-WAAS
no SVT

[rwtucker]

So . . . we have a breaking line on SVT. I am 40.876 (sold and registered as a 2007 XLS model):

No SVT
GFC700
WAAS
TAS600 (paid for the option)
Increased MTOW
No ballast (I have the CG problem)
Big Canopy
Taller landing gear
Trouble prone GFC700 'A' rev servo (replaced for me under warranty)

[Colin]

SVT is a $10k upgrade. I have considered it and there's nothing stopping me other than wondering if I would recover that on resale. (I don't think I would.)

[rwtucker]

SVT is a $10k upgrade. I have considered it and there's nothing stopping me other than wondering if I would recover that on resale. (I don't think I would.)

I keep wondering the same thing. About half of those who have SVT tell me they would now pay $10K extra for it if they had not got it OEM and only a few people I know have paid the $10K. I'm probably not representative, though. I think the G1000 is significantly overpriced and is not particularly reliable. I try not to get myself in situations where the G1000 is the cushion between me and a potentially life threatening situation. To be fair, mine has only failed once in flight at less than 200 hours. It was the autopilot servo and not an LRU or PFD/MFD. Had it failed 15 minutes later, I might not be writing this.

What is an acceptable failure rate for aviation equipment? MTBF for a Smart TV might be 7,500 hours; our IO-360s MTBF is essentially TBO (every one I have seen personally went beyond TBO); unattended mags (1930's technology) might make it to 750; we're unhappy if the GPS network is down for one minute in 1,000 hours. Does anyone have a G1000 that performed all the way to engine TBO without some failure? I think we get low quality in aviation equipment because we accept it and because FAA rules more-or-less bake it into the cake.

I wonder if the time is right for a pilot-managed clearinghouse website that keeps track of quality issues in aviation products and maintenance services. It would be a great help to pilots and a source of positive and negative focus on manufacturers and repair shops. A business idea for someone?