diamondaviators.net

600k is 300k times 2

...yes it is... and it’s half of 1.2 MM... 300K will do the same, 600K does it a lot nicer.
I just have another point of view.

TBH I also don’t see the niche for 1M SEP non-pressurized, flying below 200 KTAS, regardless of low consumption. For that kind of money you can always go to SET, have pressurization, fly at FL250 and above at 250 KTAS or more, burning 25 or so gallons of JetA. Ok, you won’t own the new aircraft but you can have fairly new JetProp or Meridian with more than 2000 hours to overhaul.

I would guess the price would be very similar to DA42. Would that make sense, 700-800k+ but choose between one/two engines and bigger/smaller fuselage? I highly doubt the price will go to 1M.

SR22T G6 is more than 900k so why would we expect DA50 to be cheaper?

BTW DA42 is close to 1M and DA42 is 1.4M.

ememic99 wrote: ↑Tue Jul 14, 2020 7:09 pm SR22T G6 is more than 900k so why would we expect DA50 to be cheaper?

BTW DA42 is close to 1M and DA42 is 1.4M.

Ah, I see I have outdated info. In USD I presume. I thought DA42 was on 700-800k EUR range.

Yes USD because the majority of forum members are from US.

I wouldn't survive an engine out in a Deathstar. I know my limitations. I flew 14hrs in the DA42 with one engine shut down and feathered. I was as comfortable as I was in my DA40. I need a super modern, well-engineered, carbon-fiber passenger-encasing bubble to feel happy up there these days.

ememic99 wrote: ↑Tue Jul 14, 2020 7:09 pm SR22T G6 is more than 900k so why would we expect DA50 to be cheaper?

BTW DA42 is close to 1M and DA42 is 1.4M.

Those Diamond prices are correct for fully-optioned new aircraft -- which is what most individual owners tend to order (flight schools are different). But fully-loaded Cirrus SR22T aircraft are now more than $1.1M; Cirrus recently was advertising multiple SR22T demonstrators at that price. So don't be surprised if a fully-loaded DA50 costs around $1M.

Most new Cirrus customers can afford to pay these prices because of significant tax benefits -- due to their business use of the aircraft.

Colin wrote: ↑Tue Jul 14, 2020 11:39 pm I wouldn't survive an engine out in a Deathstar. I know my limitations. I flew 14hrs in the DA42 with one engine shut down and feathered. I was as comfortable as I was in my DA40. I need a super modern, well-engineered, carbon-fiber passenger-encasing bubble to feel happy up there these days.

Collin, I have flown both the Aerostar (Deathstar) and the DA42 single engine. Believe it or not, flying the Aerostar single engine requires less rudder authority than the 42. Counter rotating props even less than that. I know, it’s quite remarkable and hard to believe. It just is what it is. That being said, the Aerostar is a very fast airplane. Things happen fast. Get behind in the Aerostar and things can go bad real quick. You just have to stay ahead of the airplane and know when to get out. It is not a DA42 and definitely not a 40. By the way, there are Aerostars flying out there with 20,000 hrs. + on the air frame. That does say a little something about engineering and structure.
There’s a lot of misinformation out there about the Aerostar, just like there was about the MU2. You have to be proficient. You’re not driving Grandma’s Crown Victoria.