Diamond Issues Aggressive and Blatantly Honest Statement
Note:
Diamond Aircraft has issued a statement that reflects the weighty
issues involved in bringing a truly revolutionary aircraft to the
GA market. For the first time that we can recall, a manufacturer is
fielding a new aircraft that addresses the three pillars of GA
progress... with new technology airframes, new technology panels
AND new technology powerplants. While there are a few such projects
rumored to be in the offing for later this year or early next year,
none are quite as complex as bringing a de-iced IFR twin to the
market.
Diamond is experiencing delays and the obligatory learning curve
that comes when you don't do things the same way everyone else has,
and while they're taking some flak for delays and performance
issues, I think such criticism is (mostly) unwarranted. No other GA
manufacturer has EVER taken on a program this aggressive and based
on what we know so far, NO GA manufacturer seems as close to
meeting their goals as Diamond appears to be. If anyone doesn't
expect delays and compromises, then they really need to take up a
less risky development program... but nothing more complicated than
developing the next generation of tiddly-winks.--Jim Campbell, ANN
Editor-In-Chief, Chief of Flight Test Operations
Herewith, unedited, is Diamond's update on the much-awaited DA42
program.
The Official Statement From Diamond Aircraft
DA42-tdi Program Status
The DA42-tdi is now fully IFR certified by EASA (Europe). FAA
validation is in process and expected mid-2005, in fact the FAA
successfully concluded the necessary flight tests late February
2005. However, for reasons discussed below, Diamond will be
delaying the North American DA42-tdi introduction, until
significant fleet experience has been accumulated in Europe
(earliest foreseen N.A. deliveries would be Q1 2006). Diamond has
now begun deliveries of the DA42-tdi in Europe. The DA42 production
has been active since mid 2004 and therefore the current production
ramp-up is rapid with S/N 049 in composite production and S/N 030
having entered final assembly, at the time this was written. The
production rate will rise to 17 units per month by Q3, 2005. The
certified configuration includes G1000 with optional remote ADF and
DME, KAP 140 Autopilot, Premium Interior, and 4-Way Baggage
compartment. Current DA42-tdi development is focusing on optional
equipment, including the TKS anti/deice system and oxygen
system.
DA42-360 (Lycoming) Status
The Lycoming powered
DA42 (designated DA42-360, to signify 360hp) is undergoing detail
design refinement and certification testing. There are currently 2
flying aircraft, the latest equipped with the production
configuration Garmin G1000 and KAP 140 autopilot. FAA certification
is scheduled for October 2005 with initial North American
deliveries in Q4, 2005.
Explanation of Program Delays
As is well known, there have been delays in the DA42 program.
These delays have been partly due to the certification of the
Garmin G1000 for Europe (EASA / Europe has more restrictive
requirements for HIRF (High Intensity Radiated Fields) that the
G1000 did not initially meet, requiring time consuming design
modifications). Also, for European IFR certification it was
necessary to certify both remote ADF and DME, controlled through
the G1000, which required additional development and certification
time. A second factor in delaying the introduction to the market
was the development of the tdi's cooling system, which required
extensive modifications relative to the original configuration. It
should be noted that wrt the Lycoming powered version, the delays
associated with the G1000
certification and powerplant development do not apply and as such
there are no technology risks to adversely affect the planned
schedule.
DA42-tdi Performance
There is no question that the current DA42 tdi's do not meet
some of the original performance predictions, especially the
originally specified maximum speed of 203 ktas. Original flight
tests with S/N 001 were the actual basis for this predicted higher
altitude performance, however the anticipated high altitude maximum
cruise speeds and climb rates could not be realized in the
certified aircraft because of cooling limitations associated with
the engine. Contrary to conventional turbocharged aircraft engines,
the turbo diesel engine power output actually lapses from a lower
altitude (approx 5,500' d.a.). The power lapse rate is somewhere
between a conventional turbocharged aircraft engine and a normally
aspirated aircraft engine. This density altitude dependant power
reduction is controlled by the FADEC (Full Authority Digital Engine
Control) and is necessary to maintain safe operating temperatures
for the engine. What does this mean in practical terms? Although
the absolute higher altitude performance is less than originally
anticipated, the DA42tdi is an aircraft that offers exceptional
real world performance, low operating costs and a flexibility that
is unmatched by conventional aircraft. The DA42-tdi is capable of
sustained effortless high speed cruise at very low fuel flows (the
absolute maximum fuel burn is 8.1 gph per engine at 100% power).
The simple operation, smoothness and quietness of the powerplants
result in significantly reduced pilot fatigue, making comfortable
longer trips possible. The turbo-diesel engines are even more fuel
efficient at reduced power settings, resulting in exceptionally
long endurance and ranges when required. This ability is
significant both from a safety and cross country performance
perspective. For example, if poor weather at the intended
destination precludes a safe landing, the ability to reduce fuel
consumption to extremely low levels to maximize endurance or range,
offers options to the pilot that are simply not available in
conventional aircraft. With thoughtful flight planning, many trips
that would require a fuel stop in many high performance aircraft
will become nonstop flights, resulting in shorter point to point
flight times, without concern for en route low altitude
weather.
DA42-360 (Lycoming) Performance
Both versions of the DA42 operate at the same gross weight and
have essentially the same airframe. The Lycoming powered version
has a total of 360 hp vs. the DA42-tdi's 270 hp. Both engines lapse
power with increasing density altitude, with the TAE engine lapsing
at a lesser rate than the Lycoming. However since the Lycoming
version starts with a full 30% power surplus over the TAE version,
it is only at much higher altitudes (approx 12,000' plus) that the
turbo-diesel version actually outperforms the Lycoming version. Tom
Horne, of AOPA Pilot described the Lycoming powered prototype as "a
hotrod of the first order". The DA42-360 offers incredible runway
and climb performance, as well as higher indicated airspeeds.
Diamond will release actual performance information once the
testing has been completed on the conforming flight test aircraft.
Fuel consumption is of course higher for the Lycoming powered
version than the tdi, and is comparable to most high performance
singles. The Diamond-typical high glide-ratio means that at partial
power settings, exceptional fuel efficiency at respectable
airspeeds is achievable. The DA42-360 offers higher fuel capacity
(95 gals) than the DA42-tdi, but maintains similar full fuel useful
loads due to the lower weight of the installed powerplants and the
lower density of the Avgas vs. Jet fuel.
DA42 360 (Lycoming) Configuration
The DA42-360 is powered by a pair of Lycoming IO-360 engines
(similar configuration as the DA40-180). The aircraft is equipped
with 3 bladed MT composite props that have demonstrated optimum
single engine performance and smoothness in initial flight tests.
We are also working with Hartzell to provide a metal prop option.
The powerplant controls will be conventional, i.e. 2 each throttle,
prop, and mixture levers. The throttle quadrant / center console is
being reconfigured to optimize cockpit ergonomics. Fuel capacity
has been increased to 95 gals. total. A future simplification of
the powerplant controls (mechanically linked throttle / prop
control or FADEC) will be considered, based on market feedback and
available solutions.
DA42-tdi vs. DA42-360
Which one is better? There is no right or wrong answer. It
depends on the application, typical mission and quite frankly
personal preferences. If you drive a V8 powered car or
sport-utility, you will likely prefer the Lycoming. If you favor a
diesel VW or Mercedes or drive a Toyota Prius with hybrid power
train, you would likely prefer the turbo-diesel.
The turbo-diesel with its single power levers and lower prop
speeds, offers ease of operation, smoothness and reduced powerplant
noise. Its fuel efficiency is unmatched by any comparable aircraft
and at lower power settings incredible ranges and endurances are
possible. At very high altitudes the tdi offers somewhat better
performance, but for most operations this advantage lies outside
the normal practical envelope.
The Lycoming powered version offers exhilarating performance at
the expense of fuel economy and operating simplicity. In practical
terms, the increased fuel cost for an average private owner would
amount to between $100 and $200 / month based on current fuel
prices (approx $10 to 12 / hr more than the tdi). The Lycoming
IO360 has proven itself, in millions of hours, as a very dependable
powerplant and practically every A&P mechanic is already
qualified to work on it.
In either version, the DA42 offers an added dimension to high
performance aircraft. Although relatively rare, powerplant failures
can and do occur. Flying high wing loading, high performance single
engine piston aircraft, especially over inhospitable terrain, at
night, over water and in IMC, increases the safety risk in case of
powerplant failure. The difficulty often associated with
controlling a conventional light twin in the event of an engine
failure is essentially nonexistent in both versions of the DA42.
The high lift / low drag, high aspect ratio wing and asymmetrical
thrust lines minimize yaw and roll in case of an engine failure. In
summary, either version of the DA42 is a highly capable high
performance cross country aircraft that offers the safety of
powerplant redundancy at essentially single engine costs.
Challenges to Turbo-Diesel Introduction in North America
Diamond is the only aircraft manufacturer currently offering
turbo-diesel engines. As such and with over 130 DA40-tdi's
delivered in Europe, Diamond is unquestionably the most experienced
and knowledgeable aircraft manufacturer with respect to
turbo-diesel powerplant technology. Diamond remains fully committed
to offering a diesel engine powerplant option in all markets,
including North America. We are equally committed to the success of
such market introductions and this dictates our actions regarding
the North American introduction. This is done in the mutual
interest of our customers, our business partners and Diamond. In
our opinion there are several challenges to the
successful introduction of the diesel engine to North America.
1. Limited Technical Knowledge and Support Infrastructure
Of the nearly 300,000 piston aircraft registered in the USA,
almost all have horizontally opposed, manually controlled, Avgas
burning air cooled piston engines. The entire industry knowledge
base, with respect to operation and maintenance of small aircraft
engines is currently focused on these types of engines. For
successful cross country operation of the turbo-diesel engine (or
any other non conventional powerplant for that matter), it is
either necessary to have an extensive, broad based and properly
trained service network or powerplants that have demonstrated
exceptional long term reliability, such that unscheduled service
requirements are extremely rare.
Solution: TAE will be establishing a North
American Training and Service Center shortly, as well as working
with several aeronautical universities to provide turbo-diesel
technology and maintenance training. Prior to introduction of the
turbo-diesel powered aircraft to North America, Diamond's Service
Centers will have the opportunity to be trained. If such training
is conducted too early and there is no opportunity to put this
training into action, then the training is wasted. Therefore the
introduction and training will be carefully coordinated.
2. Limited Operating Experience
As should reasonably be expected with any new technology
application, initial operating experience usually results in some
product development. This has been the case with the single engine
DA40-tdi and the resulting improvements in operation, performance
and reliability have been very satisfactory. Each engine
installation and application is unique and as such, Diamond and TAE
are in full agreement that an immediate introduction of the DA42
tdi to the private North American market is premature.
Solution: The European fleet will accumulate
service experience that will provide the basis for any necessary
product development and the confidence that the aircraft and
powerplant will meet expectations, in actual service. It is our
intent to accumulate between 20,000 to 30,000 fleet hours in
Europe, prior to introduction in North America.
3. Operation under Extreme Ambient Conditions
Although we have some limited experience with several DA40-tdi's
operating in both southern and northern Europe, the North American
continent is typically subjected to larger temperature extremes,
both hot and cold. To ensure satisfactory operation, additional
actual service experience is required.
Solution: TAE will be conducting North American
service trials this year, under extreme hot & high and low
temperature conditions.
Why is Diamond delivering DA42-tdi's in Europe and not North
America? Don't the same issues apply?
The type design responsibility and technical expertise for the
DA42, as well as the TAE engine reside in Europe. Therefore it is
easier to implement any necessary product developments on a
European fleet. The European TAE support infrastructure is already
well established and if required, factory direct support is easier
to manage. The extremely high European Avgas cost (US$6.50 - 8.50 /
gal) and even partial unavailability of Avgas have made the need
for alternative fuel powerplants more acute. Small displacement
diesel engine technology is well accepted and understood in Europe
as a result of well over 50% of all new car sales being diesel.
This is not the case in North America, where diesel engine
applications, with few exceptions, are currently limited to large
displacement applications (marine, trucks, buses). Many of the
European aircraft technicians already have experience with small
displacement liquid cooled aircraft engines.
Options
Both versions of the DA42 are equipped with the Garmin G1000
with integral Terrain Awareness System, KAP140 autopilot, Premium
full leather interior and 4-Way Baggage compartment. Avionics
options include Mode S transponder with Traffic Information System
(USA only), ADF, DME, XM satellite weather and Infotainment.
G1000 enhancements (e.g. Jepp Chartview) will be incorporated as
they become available. We are working with suppliers to incorporate
sensor based traffic and lightning detection systems. TKS
anti/deice and Oxygen systems are expected to be certified prior to
first North American delivery. Air conditioning is under
develop(ment) for the DA42-360 only, with availability starting
2006.
DA42 Position Holders
All current position holders have the option of selecting either
the DA42-tdi or DA42-360, without any price impact. The selection
need not be made at this stage. Diamond will have demonstrators of
both versions available in North America, in advance of North
American deliveries. There will be opportunity to test both
aircraft and decide then. If any current position holder decides to
request a refund of their deposit for whatever reason, these
delivery positions will not be reassigned and the subsequent
position holders will advance in the delivery queue, unless
otherwise requested.