zFoxx, There is a Service Bulletin to put in a heated Pitot but not a SB for static discharges. My DA20 does have a STEC 30 so I know an autopilot can be done. Mine came from the factory that way. Chapter 22 of the IPC and a supplemental in the POH pertains to the autopilot, but nothing in the AMM. Might be cost prohibitive but perhaps you can find something on the used avionics market and purchase a few Diamond parts to install. If you decide to joust that windmill I would be happy to take as many pictures as needed to show my install. I will be doing my annual at the end of OCT so she will be opened up.
Of course someone at Diamond has a sense of humor - Chapter 21 of the DA20 IPC is titled "Air Conditioning" So for me living in Florida, I had to excitedly scroll down, only to find out their idea of cooling is rolling down the window (ram air). That don't work so well in Florida around August. Oh well, I do have an little custom ice cooler with a 12V fan that fits in my baggage compartment. Guess I will stick with that...
thefoxx wrote:I agree with this +heated pitot(but I guess that goes with certified IFR!)
My #1 wish that my DA20 had is an autopilot!
That fix for the vents TOTALLY worked for my DA40. Amazingly well.
Now that I have a DA42 I am bothered that they use the under-seat space as a plenum. That makes for a rumble when you turn on the cabin heat. Poor engineering and design for airflow.
Colin Summers, PP Multi-Engine IFR, ~3,000hrs colin@mightycheese.com * send email rather than PM http://www.flyingsummers.com
N972RD DA42 G1000 2.0 s/n 42.AC100 (sold!)
N971RD DA40 G1000 s/n 40.508 (traded)
Since nobody has mentioned it: Lately, I would love to have an upgrade path to AE330 engines from the AE300 ones on a DA42. Imagine the shortened take-off roll and the improved OEI performance. Not sure, what would be required, but in terms of work and parts I assume it would not be too bad - perhaps even a "software only" change.
I asked at about it at the DAI booth at Aero when they first showed the DA62 and the sales guy basically laughed in my face.
More than once I thought about trying to use Austro Wizard software on a laptop to upload DA62 AE330 (E4P-C) ECU software into my AE300 (E4-C) engines back when I owned a DA42-VI. I'm not sure if the Wizard software does hardware configuration validity checking as part of its handshake with the ECUs to preclude this, but it would otherwise take only about 15 minutes of work.
The only real difference I can find between the 2 engines is software, so in theory a different software load would increase AE300 sea-level performance from 168 hp to 180 hp by telling the turbocharger waste gate to increase turbo boost pressure. But there's at least one BIG difference that would make this change impractical: the DA62 propeller is about 1 inch greater in diameter than the identical-looking MT prop on the DA42-VI. Since ECUs also control the prop governor, the difference in propeller sizes might cause an engine malfunction if trying to run DA62 engine software in a DA42-VI.
Realistically for Diamond to make a change to current AE300 software for E4-A engines in DA40 NGs, E4-B engines in DA42 NGs, or for E4-C engines in DA42-VIs would require considerable work and expense. In particular, Diamond would have to re-certify and flight test these aircraft with more horsepower to establish new V-speeds, performance charts, etc.
Epic Aircraft E1000 GX
Former DA40XLS, DA42-VI, and DA62 owner
ATP, CFI, CFI-I, MEI
When I replaced the autopilot they replaced my airspeed indicator (the backup). When I asked why they said, "Well, new V-speeds."
Apparently the G1000 software for use with the GFC-700 was only certified with the NG engines (does that sound right?). So I have what I have to assume are incorrect V-speeds on my backup airspeed indicator.
Colin Summers, PP Multi-Engine IFR, ~3,000hrs colin@mightycheese.com * send email rather than PM http://www.flyingsummers.com
N972RD DA42 G1000 2.0 s/n 42.AC100 (sold!)
N971RD DA40 G1000 s/n 40.508 (traded)
Colin wrote:Apparently the G1000 software for use with the GFC-700 was only certified with the NG engines (does that sound right?). So I have what I have to assume are incorrect V-speeds on my backup airspeed indicator.
While rare, there were a small number of Thielert-powered DA42 TDI aircraft produced in 2008 with GFC700 autopilots (none in North America), so I'm presuming your plane (DA42 TDI upgraded to GFC700) is running the version of G1000 developed for that model. Therefore your backup airspeed indicator should remain the same and NOT have the higher V-speeds of a heavier and more powerful Austro DA42 NG.
Epic Aircraft E1000 GX
Former DA40XLS, DA42-VI, and DA62 owner
ATP, CFI, CFI-I, MEI
