BeechTalk - BT

Username Protected · **Posted:** 20 Jul 2022, 23:51

62 is a dream to fly. It feels like a total novice could handle engine out on takeoff after thirty minutes of training. It’s what a modern piston twin should be. Price is ridiculous, like a new Baron.

Username Protected · **Posted:** 21 Jul 2022, 04:47

Username Protected wrote:

Resurrecting this year-old thread since a DA-42-VI has come in my sight .

So here's the latest Intel on these heavy fuel burners:

- Austro will no longer overhaul/rebuild engines, TBO 1800H;
- Austro has substantially increased the price of replacement engines to @ $50K
- Austro replacement engines are on an current 1 Year backlog
- Austro does not allow prop-strikes, you trash the engine following a prop-strike, then wait at least a year for a new one and since were talking about twins, poney-up over $100K for the day they actually can deliver a pair.
- Should you feather a prop and re-start in the air (remember, 90% of the DA42 fleet is used for training); you will need a new engine in the next 100h .

Factor all of the above into your fuel savings and let me know how it works out.

Why is that (bolded)?

Username Protected · **Posted:** 23 Jul 2022, 09:49

As a historical note, diesel powered airplanes are not new. The Packard Diesel DR-980 powered such aircraft as the: Stinson SM-1DX Detroiter; Packard-Bellanca Pacemaker; Verville Air Coach; Ford 11-AT-1 Trimotor; Goodyear Defender airship; Towle FA-3 Flying boat; Stewart M-2 Monoplane; Waco Taper Wing; and Consolidated XPT-8A aircraft.

Username Protected · **Posted:** 23 Jul 2022, 12:56

If you're serious about a DA42-VI (which I also trained on), you should join diamondaviators.net. There is more information about overhauls/replacements and everything else Diamond (plus it's free). According to posts on DAN, Diamond is (or has already completed) doubling its engine manufacturing capability and the wait to order a new engine for inventory purposes is 10 months not 12. However, Diamond also prioritizes deliveries to owners of AOG aircraft which is why the wait time to get an engine just for inventory purposes is so high. If you are actually AOG on an engine issue, if memory serves, you cut in line and it's a matter of some weeks not months.

I could be wrong but I don't think you have to replace both engines if you have a mechanical/strike issue requiring you to replace one. You just have to manage them properly.

It is unfortunate that the cost of a new engine has gone up in the last several years but inflation hits everything - and have you priced a new Conti or Lycoming lately? $50k is still not out of line in the scheme of things for a new engine, especially a modern water-cooled, FADEC engine.

In any event, anyone serious about the DA42-VI should fly one and see what you think. The cockpit is identical to a DA40, which is not everyone's ergonomic cup of tea, especially for long travel missions. The DA62 is much more comfortable and hauls a lot more useful load, but it's also much more expensive.

Username Protected · **Posted:** 24 Jul 2022, 02:11

Doesn't seem like anything out there in the reciprocating Jet-A variety that would do what I need.

Maybe 94UL is the way to go, but not a lot of choices there either.

Curiously, the TSIO550K in the SR22T is certified to run on UL94 fuel, but with some interesting restrictions. The SR22T though, as far as I can tell, was never certified for the 94UL fuel, despite some noise about it from marketing when the model was introduced.