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I've been flying a Diamond Star DA40-180 for a few months now and
wanted to post my thoughts on it. I transitioned from a 172 to the DA40 and my FOB rents out both for about the same price. However the DA40 is much nicer: faster, more room, standard fancy electronics, and definitely sexier (sorry high wing people). If I'm up to take pictures I'll take the 172 but otherwise it's the Diamond. However I do have a few bones to pick, these could continue on with the new Diamond TwinStar too. based on using N138DS and N440JP (guestimating 800hrs and 400hrs respectively) Canopy scratching: problem. The canopy gets scratched ever so slightly every time the standard sunshade is put into place. The edge of the shade rubs the plastic and over time the scratches build up. If the plane is only flown once a month no one will ever notice, but at the FBO the plane is used daily and the constant removal/replacement of the shade is noticeable. Tail skid: minor. Note that these planes are used at a flight school and take a beating. There is a nice chunk of aluminum to handle the occasional scrape but the non-structural composite skid holder has cracks. Window hinge: minor. The plastic hinges are glued to the canopy and after constant usage one of hinges came off last week. Electronics: minor. Moving from a 172R w/ older King avionics to a plane w/ a 10 inch MFD (garmin) I about died. However fancy toys comes with a price: complexity. I think there are 4 or 5 adjustments possible for volume control alone (incl squelch and my headset). My first flight with 138DS I thought that the left seat mic jacks had gone bad and I switched over to the passenger jacks(a pain w/ PTT). I just got the settings wrong. Granted this was a user issue, but it does increase workload. (Note I'm trying to not let the moving map let me get lazy with navigation : ) Pedal adjustment: minor+. Every time you jump in you have to re-adjust the pedals. That's because the control lock bar requires you to pull the pedals all the way back. This is just annoying, but the pedals stuck for many people. Of course for me the pedals moved in flight once (and scared the bejeesus out of me). Note: when adjusting the pedals don't push on the pedals, push on the crossbar at the bottom. Ventilation: minor. there are lots of vents for everyone and fresh air can rushing in (good). But it's kind of noisy and all the mics seem to pick it up. So we usually close off all the vents : ( Tow bar: minor. It just doesn't stay on the nose gear. Canopy: minor-. If you startup with the canopy locked but not fully closed (for ventilation while taxiing) it will shake noisily and scare the pants off your passengers. This is all that I can think of now. These are just my nit picks, this is a great plane and I would recommend it to anyone (w/ a ppl. Not for students- too easy). I just hope that some these small issues can be remedied in the not too distant future. -lance smith |
#2
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![]() "lance smith" wrote in message om... I've been flying a Diamond Star DA40-180 for a few months now and wanted to post my thoughts on it. snip Thanks Lance, great report. Much more user friendly than the standard magazine review. JB |
#3
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#4
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#5
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R.,
Do they offer a diesel model yet? How are they on rough field operations? In Europe, the Diesel is available. They want the engine tested here before going to the US. Grass fields here don't seem to be much of a problem. -- Thomas Borchert (EDDH) |
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On Wed, 03 Dec 2003 09:42:04 +0100 Thomas Borchert wrote:
R., Do they offer a diesel model yet? How are they on rough field operations? In Europe, the Diesel is available. They want the engine tested here before going to the US. Grass fields here don't seem to be much of a problem. Good to know. Looking forward to trying one of these out. R. Hubbell -- Thomas Borchert (EDDH) |
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Mike,
and will then evaluate whether or not to move ahead with the introduction of the diesel on the DA-40 in North America. and consider the "success" they had with introducing a new engine in the US on the Katana. They've definitely been bitten before. -- Thomas Borchert (EDDH) |
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In article , Thomas Borchert wrote:
and consider the "success" they had with introducing a new engine in the US on the Katana. They've definitely been bitten before. You can also understand their push for the diesel models in Europe but without the strong push for diesels in the US. Jet-A is dramatically cheaper in Europe compared to avgas (at my local airport, less than 1/3rd of the price of avgas), but in the US, Jet-A and avgas are around the same price. Of course, the diesel DA-40 is a bit more economical in fuel burn, but it just doesn't have the dramatic effect on operating costs like it does in Europe, so a better business strategy in a very conservative market is to start out with what the market will be comfortable with and buy (you only have to look at some of the threads around here to realise that many are uncomfortable with the 'innovation' of composite construction - add diesel to it and they'll definitely run screaming). Of course, over time, attitudes will change. -- Dylan Smith, Castletown, Isle of Man Flying: http://www.dylansmith.net Frontier Elite Universe: http://www.alioth.net "Maintain thine airspeed, lest the ground come up and smite thee" |
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Dylan,
you only have to look at some of the threads around here to realise that many are uncomfortable with the 'innovation' of composite construction - add diesel to it and they'll definitely run screaming). Of course, over time, attitudes will change. I fully agree. I find it very amusing that people report on all those expensive top overhauls for their Lycs and TCMs, but then they also badmouth the new diesels with their until-TBO-warranties and such. -- Thomas Borchert (EDDH) |
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