BeechTalk - BT - What do you think of the D-Jet

Username Protected · **Posted:** 26 Jul 2012, 21:50

Username Protected wrote:

Diamond Aircraft revealed the latest version of its much-awaited D-Jet at EAA AirVenture, and issued a brief update on the single-engine jet’s progress.

Most evident are the D-Jet’s redesigned winglets. Gone are the original winglets, which were of a conventional vertical-sail design. The new winglets are subtler in appearance and are more closely blended into the wingtip. According to a spokesman, the new winglets provide several benefits. Flight tests showed that they yield less drag than the original design, and therefore reduce fuel consumption. They also improve aerodynamic behavior at the stall. There is less rolloff at the stall, and lateral and directional stability is also improved, the company said.

Other changes include a switch from a hydraulically actuated landing gear system to an electro-mechanical design with smaller landing gear doors. In addition, the airplane’s flap tracks have been made smaller, stronger, and lighter in an effort to improve the airplane’s payload. What’s more, the D-Jet has been fitted with a stick pusher (but no stick shaker, only a warning light) to provide a greater margin of protection against an aerodynamic stall. Earlier D-Jet prototypes had no stick shakers and relied on aerodynamic buffet to warn pilots of an impending stall.

The D-Jet at AirVenture is Serial No. 3—a nonconforming prototype that has undergone more than 200 hours of flight testing to examine handling characteristics. Serial No. 4 will be a conforming airplane.

The D-Jet is listed as having a maximum cruise speed of 315 KTAS when operating its Williams FJ33-5A at its FADEC-controlled maximum cruise thrust setting of 1,740 pounds of thrust; the engine is capable of a maximum of 1,900 pounds of thrust, however. Maximum operating altitude of the D-Jet is set at 25,000 feet.

In all, the D-Jet has accumulated more than 530 hours of flight tests, spread among three different airplanes. The program experienced a series of delays owing to the recession of 2008 and its aftereffects, but the company now says that certification is expected by the first quarter of 2014.

I just don't know what to make of this thing. The cool factor is there, and I guess if you live in a fairly obscure and infrequently visited sphere, it could be considered quite practical. Your thoughts.

Username Protected · **Posted:** 26 Jul 2012, 22:06

I sat in a mock-up years ago, and it was roomier than I expected. I'd like to see a comparison with the TBM850. It has boots, right?

Username Protected · **Posted:** 26 Jul 2012, 22:08

I saw it arrived at Basler last night but missed it today.
Burns too much fuel at low altitude and should be certified to at least 28000 ft.
Looks cool anyway, I hope they suceed.

Username Protected · **Posted:** 26 Jul 2012, 22:17

I talked to the sales guy on station with the jet this morning. He said the 25,000 operating limit was a cost of certification decision. Once past 25k systems cost much more to certify. He said Diomond's CEO says this is designed to be 21st century's Bonanza, a plane you put your family in and go somewhere.

Username Protected · **Posted:** 26 Jul 2012, 23:26

I saw it parked at OSH today adjacent to the flight line.

Marc: It's about more than fuel burn, but it does need certification well beyond 25K. Those of us who fly 1000+ NM trips need to go up high to get speed and reduce fuel consumption besides getting over WX.

For long trips, the down low fuel burn wouldn't concern me. Factor in a 4000h TBO and turbine reliability. It's on my short list for move-ups, but not until some serial numbers click off the factory floor.

It has boots and IIRC heated inlets (they're rimmed in stainless). I expect the climb rate would get you out of trouble on the way up. I'd like to know more about the excess thrust before thinking about how it would do hanging around for a bit on an appraoch flirting with ice. In short, it's dispatch reliability will not likely make it a "go anywhere, anytime" machine.

If it continues to progress certification, we could be on track for one. New price today for position holders is ~$1.875. Their post-certified target is just past $2M.

The S/N-3 was, of course, not fitted with an interior. It was loaded with tons of DAQ gear. Still, she's purdy!

Nick

Username Protected · **Posted:** 27 Jul 2012, 00:08

I'd rather have theTBM. That plane is hard to beat.

Username Protected · **Posted:** 27 Jul 2012, 00:12

I like but for $2 million, I'll take a late model Blackhawk KA200 ad do 311 knots and haul all my friends.

Username Protected · **Posted:** 27 Jul 2012, 00:32

The KA200 and the D-Jet [will] have vastly different operating costs.

Username Protected · **Posted:** 27 Jul 2012, 00:47

The only fair comparison is with other new aircraft as has been pointed out before. Is there enough price and operating cost delta compared to a Mustang to justify the reduced capability? Other than ramp appeal, does it have any advantages over a Meridian? I hope they find their niche with it, but it's not clear to e what that might be.

Username Protected · **Posted:** 27 Jul 2012, 06:15

The biggest advantage I see for the D Jet is the huge cabin. It's like a flying living room. Nothing in it's class compares.

Username Protected · **Posted:** 27 Jul 2012, 07:24

I'm not sure what I think at this point.

When the D-Jet and other VLJs were first announced, we lived in a world of different math. The future customers they projected are mostly MIA. It's also easy to forget that most VLJs, like the D-Jet, were announced at or below $1 million....not $1.8 million. Ten years have passed since that buzz began!

Everything is a compromise (especially true in aviation) and it's not real clear how the D-Jet's limitations will be preceived. Dealing in $ million math, resale becomes a critical peice of the decision.

After the initial demand is filled, it will be interesting to see what the market thinks when they are 3-5 years old.