Avweb's Diamond DA40 NG Flight Trial
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- Опубликовано: 25 мар 2020
- Diamond's diesel-powered DA40 NG is proving a popular choice for flight schools. In this video, AVweb's Paul Bertorelli explains the engine's details and gives the airplane a wring out in snowy London, Ontario.
Correction: The Austro engine is 131 pounds heavier than the Lycoming engine it replaces. 
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A great summary on the Diamond DA 40 NG. I flew from Frankfurt-Egelsbach to Wroclaw in Poland and consumed just 14.5 USG. This aircraft's consumption is so low that it almost runs on fresh air!!! Above all it is a VERY SAFE aircraft.
I consistently run 1-1.5GPH less than calculated in my XC flights
"we are about to commit aviation" I love it!
I think that is only a misdemeanor in Canada so he is good to go
Intro was perfect, thanks Paul.
it hasn't aged well
@@ABC-rh7zc Neither have vaccine haterz
@@ramonmoreno8014 BS, all of the unvaxxed people I know are in perfect health. The vaxxed ALL got covid.
@@ABC-rh7zc Welcome to youtube news channel
Every single one of these videos have been great. They go into just the right amount of depth.
Greetings from Argentina, Paul. A real pleasure watching your videos, as always ... ! Please take care of yourself; and all the guys over there.
Great video and given the current situation, a bit of levity is more than welcome so thanks for the T-shirt in the beginning!
Coming to you from Letourneau University, all our flight ops have been closed April something. Crazy!
Fantastic very informative with every point made explained in detail ! I always feel like I am in the classroom with the professor that knows what he is teaching and makes it easy to learn. Thanks again. Paul you make the university of RUclips worth sitting in and taking notes every time.....
Thank you. I learned to fly in Diamond aircraft in the late 90s. I got my PPL in the DV20 and DA20 Rotax powered aircraft. They were fun to fly, did spins real well, and were slippery little things on landing. If high and fast you could kick in a full deflection slip and come down in a hurry or hold altitude and slow down. I discovered that you become accustomed to this and don't carry any excess speed in the flare as they would float way down the runway. Then right after i took my check ride i got checked out in a 172XP. That caught me off guard as it slowed immediately when power is pulled. I was accustomed to the slippery little plane and not the Cessna and its aerodynamics and had to go around the first approach as it threw me off. Adjustments made and landings were fine but it did demonstrate the difference in a sleek composite airframe vs old school aluminum and rivets. Both perfectly acceptable but different requiring different techniques. I also have maybe 10 hours dual in the Super Dimona. What a blast to fly here in the Desert Southwest. Yes I do like the Diamond airplanes and would love the chance to fly the NG and a 62 and would love to own 1 of each. Thank you again. Be safe.
Thanks for this well presented and documented review.
I'm a student pilot and I'm flying the DA40 now, it's an amazing aircraft, one of the best in the world for training purposes. soon I'll be moving to the DA42. Great job on the video buddy, just great.
Thanks for a great video Paul! Greetings from the bunker in Finland :)
Im doing my ATPL in those at the airfield Austroengine and Diamond are based (LOAN) and the Diamonds are an absolute blast to fly. Loved the video!
Best summary so far. Looking forward to gettin our DA40NGs over here at Yokota!
You always do such a great job Paul. I always learn something interesting from your reporting thanks, keep up the great work.
Stay safe and healthy Paul !
Excellent thorough report thank you.
good spec sheet and technical video
love the technical stuff
love that Diamond calendar
It’s nice to finally see some car tech coming into aircraft. Compared to modern cars (or even cars 30 years ago) a lot of the lycomings and continentals we’ve been using forever on airplanes are downright primitive. Nice to see electronic fuel management, direct injection, and other car tech in a plane that will hopefully see wide use in GA.
Thank you so much for your professional content, very helpful
Thanks Paul !!
Thanks! Great video and informative on this exciting plane.
Superb journalism!
Like your t-shirt!
I agree.
Great report!
Every one is always so down on automotive engines, corvair, viking and such... but when Diamond does it, it's ALL GOOD!
The wise words from Paul at the beginning of this video aged very well. Thank-you for a great video on the DA40 NG
Very well said intro, and great video lots of good information 👍
Amazing visibility out the plane
Great video ! What kind of mounts did you use for the cameras ? I am talking specifically about the tail camera and about the one that's positioned under the wing. Thank you !
Excellent review, thank you. I’ve rented the Lycoming version quite a bit in CA, but I’m looking to get into an NG share scheme in the U.K., and you’re review was just what I was looking for. As a matter of interest Paul, did you borrow the sweater? It looks like a standard issue RAF one circa 1990, although I only ever wore mine when I was in trouble; otherwise a sweaty old flying suit. I totally agree with your comments about the handling. The DA40 is without doubt the nicest handling mass produced part 23 aeroplane I’ve flown. Thank you once again for such an objective review.
Take care Paul.
Wonderful! Share please how did you install and fix GoPro on DA-40NG. In particular under the wing for the mooring ring and aircraft keel. I have to fly it in the future, so I want to prepare the mounts. Thank you!
Definitely a favorite
love the da40
Thanks for the video! Each fuel tank is in a wing?
Nicely presented as usual. Thank you
Best single engine 4 seater in its class.
It's time for all of us to get going, sooner rather than later.
What ever happened to the Gemini? It looked so amazingly promising. Easy to maintain, light, compact design, very low vibration, great power to weight, fuel efficient.
23,000 psi rail pressure is need to introduce fuel under compression stroke. Yes common rail WITH electric injector is more efficient than old diesel mechanical injectors which were like little high pressure pumps to get pressure. But fuel injection timing was fixed.
We all love YOU
Thank you for that reminder the entire world has been through hell 3 times since the century turned.
You don’t have to forward slip a DA40, but you do because it’s a blast 😄!
Everything you do in a DA40 is a blast. Had the best times in my life in ours. We did sell it though. I"m going on 78 and I've switched to driving dark beers!
2:53 minor mistake when talking about the diesel Thielert DA42 but shows the Avgas Lycoming DA42-L360
I love the plane but as a cross country travelling bird it's limited by the speed. Just can't ignore the 160-170 knot speed you can get with the Mooneys, Cirrus, RV10 along with a decent load in the last two. In those conditions you're looking more at 130 in the DA40. The 42 though, man what a plane that is. Wish I could afford to buy and maintain one!
You can't compare the DA40 with the Cirrus, it's a different class. Wait for the DA50.
2:00 nice RAF wool jumper
I like to see modern engine design in GA! Unfortunately the costs are still the same as 1930's technology Lycoming 360 and the Continental equivalent engines. Something has to give in this equation. Experimental is going to dominate if all mainstream engines continue to cost over 20k. Great video.
What is a modern GA engine design? The Austro engine is an auto engine adapted to aviation. All piston engines evolved from early pistion engines in the last century. Rotax and Austro use an ECU type quasi-FADEC computer control for fuel. It is no different than other FADEC control systems. Single throttle control is a nice to have, but again, is nothing special. SLSA with Rotax have had it for a decade.
It's time for our very good friends at Continental and Lycoming to produce much more advanced engines in the future.
Continental has been doing Diesel engines. Don't think Lycoming is catching up anytime soon. Diesel is the way of the future. For sure.
God I love the Diamond planes...
Great motor . I would really like to know what the motor package would cost in cdn dollars. Call it a sense of curiosity .
How can a 4 cylinder diesel motor, adapted from automotive to aeronautical use, cost $28,000 to rebuild. The whole Mercedes A100 WITH the motor cost less than that. What am I missing here?
Why do I have to pay 35.-$ for a Rotax Oil Reservoir O-Ring when the same rubber part goes for 3 -$ on the free market? Monopoly maybe?
ITS FOR AN AIRCRAFT
Airplane tax
To cover the cost of litigation.
Seek and yee shall find cheaper parts.........
On another note the aluminum diesel blocks can be sleeved with steel.. with matching pistons.. can likely have 4 engines done for 28K
Now that the floodgates have opened for EFIS and digital engine monitor STCs I predict that the next big thing will be STCs for automotive engine conversions, especially diesel. The automotive manufacturers can do things with economies of scale that Lycoming and Continental could never dream of.
There is a LOT to be said for direct drive...
The problem has not been technology for over half a century. The issue is a combo of government bureaucracy driving up-front costs, and a poorly balanced judicial system driving up liability costs.
Nice info about the DA 40 NG and the engine especially. Question I have is, would Austro ever build a 350 HP or higher engine that could be fitted to something the range of a PA-46? That economy would be amazing. Also wouldn’t it be great if Diamond Pressurized their twins. Living in the mountains of Utah pressurized would be awesome as opposed to just using O2. Thanks in advance for your answers
No, they won't.
Great t-shirt, says a lot
1:47 frozen arctic waste land lol.. london ontario is farther south than like 12 states lol
VERY nice explanation of the advantage of the diesel version. Unfortunately there's a huge price premium over the Lycoming version that isn't offset by the fuel savings. Nevertheless, I hope aviation manufacturers continue to embrace this technology, since Jet-A should be available for a long time to come (100LL not so much) and the FADEC operation has clear advantages for pilot workload.
It's a nice plane though, Very well finished vs its competitors. Also a strong aircraft structure. The costs overall vs SR22 is very similar.
BINGO To Nick Zidis,,,, BINGO,,, Great Intro,,,, Perfect Paul,,,
Stay safe guys
Hi Paul, thank you so much for this report. I enjoy your work a lot. And I hope you stay safe in this troubled times. I fly a DA40 XLS (2009) with Lycoming IO-360M1A, Powerflow, And Hartzell 2 Blade Scimitar Prop on a regular basis. I think the DA40 XLT that is beeing sold at this time of writing, has almost the same specs in terms of Engine/Prop combo as mine. I noticed that the data you use for your comparison between the NG an the XLT is not reflecting the flight data in real life. I guess you took the performance data from the POH of the XLT, as any pilot would. Right? Unfortunatelly that data is not correct, it does not reflect the true capability of the XLS/XLT. Diamond never updated the POH and just added STCs at the end of the POH, If you read them carefully, you will notice that the STC for the Hartzell Prop gets rid of the RPM limitation! You can run the Prop at 2700rpm instead of reducing RPM after T/O to 2400... This increases the climb rate by at least 100fpm over POH numbers! Making the DA40XLS/XLT the best climber I know of in the segment! That coupled with the high aspect ratio gives you amazing climb and one of the reasons I prefer the DA40 over all other planes in the segment! Because if you only have one engine. I preffer getting off the ground as quick as possible!The comparison between the Speed/Performance of the DA40XLt and the NG is not correct! Due to the higher RPM the DA40XLS/XLT is capable of flying 140-150kt at 5000ft-6000ft! I regularly fly in the low 140kts @65%/9.7USG/best power mixture. Just have a look at the Performance Data in the DA42 IO-360 for the right MP/RPM settings. The DA40XLS/XLT is a hell of a bargain on the market, its a perfect cruiser and the safety record is only second to Cirrus, which invested lots of money to train their pilots. There has never been a fire on impact with a DA40 to my knowledge and the stall caracteristic of this plane is amazing.... You forget to mention that the Austroengine TransmissionGear needs to be refurbished every 600hrs. And the big issue with the engine is that your only partner for service will be Diamond! And that is a big problem as your bargaining power as a buyer is much lower, and the „new“ owner of diamond is jacking up prices since years. The DA40NG is a great plane don`t get me wrong, I would love to own one. The main buyer of this plane will be operators that get lots of hours/year than maybe the cost of the NG might be a little better but if you factor in the refurb cost of the transmissiongear. But the only real advantage of the NG is maybe a little more speed in the mid fl teens and the single throttle leaver and engine smoothness and cabin noise levels, but it will climb less, fly slower at normal altitudes (without o2 req) and it will cost you more than a XLT :-D Best Regards, Maximilian
I sure don't like a company demanding that I only use them for servicing my property, good to be aware of this when making the decision to purchase.
600 hours is pretty short, but how extensive is the service? I also wonder if the 600h is mainly to get some real world data and later revisions will have a longer time between service, this would be better than discovering an unforeseen failure mode the hard way.
However with 1800TBO and $5/gallon 100LL, the NG saves about $27,000 in fuel so there is that. And then for those of us out west the higher altitude performance is handy, I can point to a huge number of victor routes in my surrounding states with MOCAs over 12000, and depending on local cloud patterns it is also nice to fly in visual conditions on top rather than down in the soup.
Hi Maximilian, gearbox TBO has been raised to 1800 hours by now, which coincides with the engine TBO.
As the engine is pretty new by GA standards, these time limits can still increase.
I'd like to see diesel fuel consumption comparisons in pounds per hour. Aircraft carry fuel by weight and Jet-A is about 10% heavier than 100LL.
Our partnership sold our DA40 several years back. Sad!
Paul I hope one day you will have the time to open up the world of WIG ( wing in ground effect for all readers) crafts to educate on very low altitude travel. I have learned that there is 3 levels of registration for these crafts. This would make for good educating pass time during these covid days. Thanks again.
Happy COVID Guys. I am getting a DA 40NG full option to operate between Tunisia and Europe - as I think that the airline industry will be in a big mess for a long time. This operation was developped before the "Happy COVID hollydays" - but the situation today confirms, that a little single piston Jet fuel burning machine, is all what man needs.
How do they deal with cold temps and the diesel fuel? I would be concerned about gelling.
TheBeingReal the Austra engines are called Diesel engines, but actually burn jet fuel. The high pressure pumps to the injector rails include a slipstream of fuel back to the tanks. The pump pressure actually heats the fuel and the fuel must be cooled at higher outside air temperatures. The recommendation is negative prist for my flying in Michigan and Canada.
You can also use diesel above 25C but everybody runs them on JetA. The aircraft also has a heating system for the fuel with the help of the return fuel unused by the injection system.
just one thing. peak torque in an automotive diesel is at about 1700-2000RPM
But there's lots of it. The prop is matched
Cool plane .. but man does that cockpit look cramped! Anyone know how wide those seats actually are?
One small. diesel is not available at airports. Can one substitute A1 being kerosene and much more expensive but available and what do manufacturer say. is good fuel and bio fuel??? Thanks.
Jet-A
This video has some misinformation about the thielert/continental series engines. First the maintenance issues were mainly due to gearbox iand electrical issues. Second, the newest versions of the TAE engines have 2100 hr TBO/TBR. Overhaul is not prohibited.
Seems Little Carmine was right... We are at the precipice of an enormous crossroad.
Newbie question: I know the engine is diesel but is that the actual fuel used in this engine and is it readily available at all airports??
Did not want this to be a "in what year was the war of 1812 fought? ' type question. :)
I believe it can burn Jet A, but not sure.
ram 1901 Good question. Don’s answer was correct, they actually burn jet fuel and not diesel fuel. Availability at GA airports is mixed, but I would guess that over half of GA airports have jet fuel available. The larger airports that support commercial traffic are also available to GA pilots and a very high percentage of those have jet fuel. It may be significantly more expensive to purchase jet fuel at the larger airports for GA pilots.
I picked one of these out of a field last summer crashed due to engine failure. only had 113 tt hours. Pilot walked away air frame beyond repair. Im personal not sold yet on the early adoption but i am excited to see this continue development
Why no opposed piston engine
23000 PSI Fuel System? Is that correct? (@4.30)
Yup: en.wikipedia.org/wiki/Common_rail
Current diesel car engines are 29000 psi or higher.
I was going to ask this too; I had no idea the pressure was that high!
Can you put Jet fuel in the NG?
Yes DA40NG runs on JET A1 or Diesel
28 000 for engine overhaul? What's the cost of a new engine?
Diesel also doesn't burn when you crash.
The only reason for me.
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👍👍👍👍👍👍👍👍
What is the temperature operating window for the desiel with additives? Most people become nervous with automove diagnostics as it relies on multi point sensor technology where the sensors degrade over time?
All the way down to -40c but that requires preheating and air intake baffles at various points on the airplane
So the ba crash of a Boeing was caused by fuel iceing on rapid decent through a fuel preheated configuration.. Guess it's an area of research as the article was filmed in cold weather conditions
Rob Jones the engines are compression ignition engines. Mechanical engineers refer to this as a diesel cycle just as gas engines are referred to as a Carnot cycle. In the automotive world, they burn diesel, but in the aviation world they burn jet fuel (which is close to kerosene). Jet fuel is used by the big jets which fly much higher in colder temperatures than these propeller planes. There are anti-gel additives in jet fuel good to much colder temperatures than automotive diesel.
“We’ll be done with this soon enough”
Yeah that’s what they all said
Home by Christmas ;)
We will have to take matters in our own hands.
Done soon enough eh.... as December rolls around and more shutdowns....
Paul, you have a great Aviation job and travel the world..........so what would it take to make you "crack a smile" ?
Being a diesel which doesn't have a distributor, spark plugs or magneto it's actually triple redundant with the two ECUs. With both ECUs out, it will still run, because diesels auto-ignite (compression ignition).
Nope, without an ECU running, the injectors will not inject fuel so no combustion. Diesels don't habe a carburator...
Paul
150kts at 7gph is really impressive, plus the diesel is much safer in the event of a crash. I wonder how much the diesel cost.? I'm guessing it's half the price of avgas
It uses JetA, as I recall.
So looking forward to seeing Covid-19 in our rear view mirror!
It already is... but they won't let us free..
[0:00] - [1:35] - реакция на трудности здорового человека.
Is diesel fuel commonly found at GA airports?
Jet A1
can run both jet A1 and diesel. With diesel fuel it has a bit less performance in cold weather.
Can you get Diesel easily at GA airports?
its jet fuel,,, jet a1....so if you see a jet there you are all set :)
Generally you fill the DA40NG with JET A due to it’s ready availability at airfields
What price? It engine is Certified ?since?
it's around 500k. Engine is certified and has a TBO of 1800 hrs.
Actually there is tons of precedence for current situation.. spanish flu, Typhoid, small pox, T.B., black plague, and on and on... we were past due.
Unprecedented in the way that no one would think we’d be in this situation with modern medicine, I think.
This pandemic was caused by the Chinese communist government. If they had acted like every other government in the world and dealt with the outbreak, openly it wouldn't have turned into a pandemic.
None of those struck in an era where millions of air flights transport disease across the planet daily. That is what has made covid so unique, not the mere fact of infectious disease. All of which science has been warning us about for at least 20 yrs.
40% more efficient justifies all that engineering work and weight. Unbelievable difference.
Hello, Now if they would fix the avionics panel. Get rid of all the circuit breakers, then make the displays bigger. Have a design team (BMW DesignWorks) look at the placement of all the other flippers, knobs and switches and get it cleaned up, that would be awesome, especially in the DA-62. To have such a beautiful plane with a avionics panel that looks like it was assembled by toddlers, is a shame. Joe
Turbo is the way but then pressurized cabin is also the way. Nice bird, nice seats. Would like to see retractable gear. Half the weight, half the price would be good too.
Since it's a diesel mercedes engine with peak torque around 2k and peak power at 4200, surely direct drive must be workable and skip the tranny? Looking at the power graph, 92% power is all the way down around 2900rpm so why the gearbox.
Instead of having a complex diesel engine, why not combine an aviation electric motor as seen with some of the experimentals and a small turbine APU to generate the power from diesel? Wouldn't the part count be lower and lighter overall with this hybrid design and extend the TBO?
Thanks for the deep dive on the engine.
BTW - I've been unable to login on Avweb. I've followed all of the instructions for clearing cache and such. When I tried the "contact us" link, I get the 404 error (www.avweb.com/db/fdc.collector?client_id=avweb&form_id=maileditform&link_id=311)
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Speaking of efficient plane design, the Sharp Nemesis is the data point to know, doing nearly 500km/h with 100HP. At ground level. Examples like that should be points of worship for aircraft makers but sadly they are not.
They know their market, they are selling to old guys that hand crank tractors and use mechanical rules of thumb that were dubious science even 50 years ago, and that market is more worried about performance during an engine failure than normal operational performance or the actual engine failure rates and detailed causes.