Tony Boros very kindly showed me around and answered all my questions. I left extremely impressed by the level of composite expertise.
A few interesting tidbits that came out the meeting:
1. Garmin GWX75 radar is definitely a thing. Discussion was for an upcharge for software unlock to get the 8000 enhancements.
2. Phase III is "coming". For those who say they've heard that before, I can add that I saw the test aircraft (with the extended pitot probe, etc.) for certification and was told it is flying regularly. So, it seemed to me more than just vague promises.
3. I saw several DA62's nearing completion. I think all but one had a custom paint scheme. I meet with Shawn (head of paint shop and good guy) to discuss what I was thinking about for my mid-23 delivery. Some interesting changes in this regard:
- Shawn had no great concerns regarding my somewhat complicated paint scheme; it will require using stencils for some of it and I was shown an MPP camo aircraft that used stencils in a very elaborate pattern.
- The colors I was selecting (from a Sherwin Williams kit) did not well match existing certified colors. However, I was told that certification is not a big deal and they would work with me on that.
- The basic explanation for why there was "resistance" to alternative colors was that the Canadian factory had to use a German paint brand and it's been difficult to get and use. They are switching to a US brand (BASF).
- The basic explanation for why there was "resistance" to alternative schemes is because the paint shop has limited spray room capacity and the parts need to be done separately. In cases where parts are mated (doors, engine nacelles, etc.) getting painted lines to overlap perfectly is very difficult. They are building a much larger paint room where an entire assembled airframe can be painted in one piece.
5. In a separate post, I asked why the take off procedure, which allows for flaps one or flaps none seemed to recommend the flaps one setting even though the height over obstacles was always better with flaps none (and you are in a better configuration if you lose an engine just after lift off). I got a lot of puzzled looks over that question and they tracked down their test pilot whose reply was, "that's just how they did it." And that no one should read any "preference" into the order they are shown in the AFM.
6. New deliveries are now targeting 2025. Pricing TBD due to uncertainty regarding supply chain and labor inflation (I was told that unemployment in London is very low and finding quality hires is very difficult.)
7. The tragic "non-flying" DA42 accident at Orlando Exec was caused by a very strong microburst that lifted the parked DA42 thirty-five feet (!) into the air, flipped it over and drove it downwards. The cockpit canopy collapsed. Terrible.
I got the sense that the new senior management at Diamond is genuinely listening to the negative comparisons to Cirrus with regard to avionics, customer communications, customization, parts availability, etc. Overall I left the factory feeling very good about things.
