DA62 or DA42

Any DA62 related topics

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TimS
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Re: DA62 or DA42

Post by TimS »

CFIDave wrote: Mon May 09, 2022 2:21 pm ....Maintenance is the same, since all the systems are virtually identical......
I thought there was a difference in TBO? If yes, does it make a material difference reserve amounts?

Tim
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NDCDA62
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Re: DA62 or DA42

Post by NDCDA62 »

Hi Mike -

I was in the same position as you a few years ago, renewed my PPL and then went on to MEP/IR and purchase a DA62.

We probably have a lot in common, so happy to discuss on the telephone if you send a DM.

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Boatguy
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Re: DA62 or DA42

Post by Boatguy »

TimS wrote: Mon May 09, 2022 6:58 pm
CFIDave wrote: Mon May 09, 2022 2:21 pm ....Maintenance is the same, since all the systems are virtually identical......
I thought there was a difference in TBO? If yes, does it make a material difference reserve amounts?
Austro's are TBR at 1,800 now. The current cost is about $50K which will probably increase before most of us reach 1,800hrs.
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Mike Jones
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Re: DA62 or DA42

Post by Mike Jones »

Thanks for all the helpful responses, really looking forward to seeing the 62 for real this weekend. Real world example. Flew back from Rome to Uk in the 22 today with a fuel stop in France as we were Max weight. Only three of us plus normal luggage. At 3400lbs (MTOW) we were having to stretch the economy to make 64 gals go 550nm. We landed with 12 gals so it just worked squeezing round some unpleasant weather around the western alps.

As you all say if one can afford the capital, running costs are similar. JetA1 is at least a third cheaper in Europe/UK and I used €900+ avgas today for 6.5 hours flying.

Will let you know if/when I get to the point of ordering.

M
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Re: DA62 or DA42

Post by CFIDave »

TimS wrote: Mon May 09, 2022 6:58 pm
CFIDave wrote: Mon May 09, 2022 2:21 pm ....Maintenance is the same, since all the systems are virtually identical......
I thought there was a difference in TBO? If yes, does it make a material difference reserve amounts?
The big difference *was* that DA62s need new heads at 900 hours, whereas DA42-VIs don't. While that applies to older DA62s, the newest DA62s have Austro "-500" model heads with the same TBR as the engine itself (1800 hours) and hence don't require head replacement. The disadvantage is that Austro seems to be having more issues (e.g., ADs related to production tolerances) with these new heads.

Maybe "genuine Mercedes" is better.
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Re: DA62 or DA42

Post by chili4way »

CFIDave wrote: Mon May 09, 2022 9:32 pm The disadvantage is that Austro seems to be having more issues (e.g., ADs related to production tolerances) with these new heads.
Maybe "genuine Mercedes" is better.
The issue was not with the tolerances of the new heads. It was a tolerance issue associated with the change in the location of one of the camshaft position sensors that coincided with the introduction of the new cylinder head. This required a change to the camshaft that has the toothed wheel that drives the high-pressure fuel pump (HPP). It was the tolerance of this part that created the HPP issue which has since been resolved. (I can hear the Lycoming owners snicker "yes, but what else hasn't been resolved, and are you sure it's really resolved?").

I'd welcome better info if anyone has it from a better source [than the Austro MX course] or if I've misrepresented the explanation. As far as I've been able to determine, it had nothing to do with the change in the source of the engine block.

Genuine Mercedes really wasn't an option due to the need for a more robust cylinder head for the higher boost operation of AE330, despite the "minor" increase in power output.
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Re: DA62 or DA42

Post by CFIDave »

chili4way wrote: Mon May 09, 2022 11:51 pmI'd welcome better info if anyone has it from a better source [than the Austro MX course] or if I've misrepresented the explanation. As far as I've been able to determine, it had nothing to do with the change in the source of the engine block.
I agree that the new engine block wasn't the source of the problem; but there's more going on than just the drive gear to the high pressure fuel pump.

I've seen firsthand a head that was removed from a new DA40NG Austro engine with heat damage discoloration of the camshafts -- and not just to the toothed camshaft drive gears. This issue affected only a very small number of aircraft (discovered early because of the required AD inspection) and didn't cause an engine malfunction -- a good thing, since I personally flew in this particular DA40NG quite a bit!
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Re: DA62 or DA42

Post by Soareyes »

"No it doesn't. SR22 G3 range 1170 NM, useful load 530 kg. DA42-VI range 1215 NM, useful load 589 kg (DA42 TDI 435 kg)."

Correct about the useful load on a G3. The G3 has a max weight of 3,400 lbs. I had a G5 version with a 3,600 lb max gross weight. My new DA42-V1 has a shorter range and hauls fewer lbs of people and cargo than the G5 SR22 it replaced. Here are the real world numbers:

The useful load on my SR22 was 1,182 lbs (536 kg) compared to a useful load of 1,165 lbs (528 kg) in the DA42. But wait, there’s more. Taking into account maximum zero fuel mass, the SR22 could carry 982 lbs (445 kg) of people and cargo. The DA42: 803 lbs (364 kg), 81 kg less than the Cirrus, a whole other person.

With regards to range, a lot depends on speed and altitude of course. For our usual flights both planes seem to end up around 10,000 ft, burning 13.5 gph total while going 168 kts TAS. The G3 and G5 Cirrus tanks hold 92 gallons, the Diamond: 78. Same speed, same fuel burn - the larger tanks in the Cirrus go farther. Both go plenty far enough for our purposes.
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Previous: Hang gliders, Paraglider, DA40(x3), Cessna 150 Aerobat, SR22
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Re: DA62 or DA42

Post by ememic99 »

Soareyes wrote: Tue May 10, 2022 2:04 am "No it doesn't. SR22 G3 range 1170 NM, useful load 530 kg. DA42-VI range 1215 NM, useful load 589 kg (DA42 TDI 435 kg)."


My new DA42-V1 has a shorter range and hauls fewer lbs of people and cargo … useful load of 1,165 lbs (528 kg) in the DA42.
Radar and air condition?
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Mike Jones
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Re: DA62 or DA42

Post by Mike Jones »

Thanks for all of your responses, I am very grateful and looking forward to seeing a 62 for real next weekend. It sounds like if one can live with the capital cost, maintenance is not that different. A few more specific questions, sounds like Beringer is likely to be OK for a new order with lead times of nearly two years. Is the level GFC level button now standard and I think I read the USB's might be a bit underpowered. I have just fitted 2 x Garmin GSB's to my Cirrus one dual A and one mixed A/C they will deliver fast charging. I guess one could fit these if the Diamond ones were not up to it? I have 12" screens on the 22 (handy for us seniors!) Are the 10" on the Diamond ever perceived as "small"? A/C is not brilliant on the 22 and only ever relevant on the ground/taxi. It sounds like the Diamond A/C might be one to forget as this forum has suggested that it's not great? We only get perhaps 10 days in the UK when it's of value but in Europe???

An example of a flight today from Rome to UK - 3 chaps plus normal luggage. At MTOW of 3400lb we could only carry 64 gal. Two legs on 550 and 500nm we just OK (refuelled in France). We had poor weather on the Western End of the Alps and it ended up being an Eco run to ensure we did not have to divert. Equally on the final leg to UK, very strong headwinds means we landed with 12 gals which is OK but it's very close to the back of my mind. Just for info that was 163-4kt TAS cruise at FL12-14 burning 14gph (50 deg LOP) You could tell we were "heavy" and climb to FL15 to clear cloud was hard work. Just a little bit of icing but TKS (non FIKI) worked well for the 2-3 mins we needed to get above it.

Thanks again for responses
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