da 50 aircraft

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Diamond Aircraft Industries first found its footing in the general aviation market selling light single-piston engines - the DA20 and DA40 - to North Americans and Europeans.

Da 50 Aircraft

By 2004, it expanded its twin offering with the first diesel-powered Thielert Centurion DA42 Twin Star line; launched its Austro turbodiesel engine line in 2007; and was followed in 2012 by the larger, seven-seat Australian-powered DA62. Along the way came the D-Jet, a 2006 twinjet design aimed at tapping into what was then a huge market for private jets. Today, all the planes are still in production (save the D-Jet) and are sold well to owners and flight schools around the world. That's the same product line, but Diamond doesn't have a large cabin that can upstage the DA40.

Aerobask Drops Da50 Trailer

Until the DA50 RG appeared in 2020. It has been a long time, and the first prototype of the DA50 appeared in 2007. But after a test with no less than six different engines (piston turboprop, turboprop and four diesel) and changing the landing gear. that being revised, the first DA50 RG will be sold to European customers in 2021. This summer, the DA50 RG should receive FAA approval and begin its demonstration tour in the United States.

The 300-horsepower Continental CD-300 is equipped with a dual-channel digital control engine, a compact, liquid-cooled twin-turbo diesel engine developed in the form of a V-6. Fuel is injected onto the pistons via a two-way conventional injection rail operating at 23,000 psi thanks to a high-pressure pump. The FADEC control ensures that the right amount of fuel is delivered to each cylinder at the right time, ensures that there is no excess combustion, and controls the turbocharger and fan, which are driven by the gearbox.

With all the fuel pressure there is no way the engine can use the amount of fuel placed in the cylinder. Then, the unused fuel is returned to the main and auxiliary tanks. On the way, the heat of the recovered fuel is cooled on the way to the left (main) tank, while the hot fuel returns to the right (auxiliary) tank so that the fuel temperature does not reach the cold point at altitude. Normally, fuel is normally sent to the engine from the main tank only, so there is a button to send fuel from the auxiliary tank so that the fuel imbalance is reduced to less than 9 liters. If there is a problem of fuel feed from the tank on the left, fuel can be removed from the auxiliary tank to move the fuel selector to an emergency location.

Thanks to the automatic FADEC function, a single power control controls the operation of the motor and fan, so there is no need to control separate fans and the mixture control. A small sliding panel in front of the steering wheel controls; swipe left or right to zoom in, and make sure you swipe right to zoom in and out.

Diamond Da50 Rg: V 6 Shakeup

That's the difference most of us will face. Except maybe the front seat. As in other Diamond planes, it does not adjust fore and aft because it is connected to the wing spar box and the transverse mounts allow the seat to withstand 26-G forces. Instead, the electric pedal moves the pedal seat to match the height of the foot. And of course, there are two other options with the FADEC, but you'd expect this for all numerically controlled engines. And on long flights there are oxygen systems that use hemp. The aircraft's maximum operating altitude is 20,000 feet, and Diamond said it reaches its top speed of 181 mph at 16,000 feet.

So, what is it like to fly over Diamond One? Lucky for me, at this year's Friedrichshafen Aero Trade Show I had the opportunity to fly the DA50 RG back to the Diamond Factory at Wiener Neustadt Airport in Austria (LOAN). With Martin Scherrer, Diamond's director of flight operations and flight training, chief flight officer and chief flight officer, in the right seat; my wife, Pilot magazine Media Production Specialist Sylvia Horne, and photographer Mark Wagner sitting in the background; with the addition of full cargo behind the rear seats, our payload is 838 pounds. Add 40 liters of Jet A and we're right at a maximum curb weight of 4,407 pounds.

With the flight so high, I wonder how fast the flight will be. You don't have to worry.

Starting the engine, like many others, is easy. FADEC Switch Switch to Auto, engine starter On, alternator 1 and 2 On, master switch On, make sure the Garmin G1000 NXi shows a light (it's diesel, remember?), then turn off the annunciator and press the start button. Once the CD-300 is open, check the FADEC pipes, wait for the oil, coolant and gearbox temperatures to rise to the green arc, and you are ready to taxi.

Uk's First Diamond Da50 Rg Arrives

With the flight so high, I wonder how fast the flight will be. You don't have to worry. Scherrer told me to grab the brakes and push the power to max, and that was all I could do to keep the OE-VTW from locking up. So off we went, accelerating to 70-knot VR and reaching a 900-fpm climb in 80-knot VY. It's the best of the big planes.

The ceiling of Friedrichshafen is 3,000 feet, and the forecast for the trip to the north of the Alps is high and above us we have set an altitude of 11,000 meters. The freezing level is 6000 feet, and the snow is completely in the picture all the way. Fortunately we have the TKS "weeping wing" snow protection system; I used the Garmin GFC 700 for most of the ascent and navigation, with one eye on the outdoor temperature (OAT) and the other on cloud conditions. Fortunately, we have been around people for a long time.

ATC had us at 8,000 feet in no time, so I took notes. Power was set to maximum, indicated as 90 percent load rating (no maximum pressure reading), and we got 165 KTAS at 15.3 gph. After leveling off at 11,000 feet and setting the power requirement to 75 percent, we were still getting 168 KTAS — already getting real speed at altitude — but fuel pressure was down to 12.7 gph. This is at OAT minus 9 degrees Celsius / international standard air temperature minus 2 degrees C. Scherrer says that if we rev up the power on a long trip, 50 percent load we'll get 142 KTAS on fuel burning 8.8 gph

The Iridium satellite dish (SiriusXM dish is not available in Europe) showed a yellow color in one area, and as we entered the area we saw the first signs of ice. By then, Wiener Neustadt East was close and we were allowed to take off. On the way down to shoot the LNAV approach, it snowed completely and we descended through snow, then rain from above 5000 feet.

Diamond Da50 Rg Works To Create A Niche In North American Market

The takeoff approach was around 100 knots, and it made a final descent to 80 knots with the gear down and crashed. Good fire, landing, and we're home - well, Diamond's house. Total distance and travel time: 289 nautical miles and one hour, 55 minutes. Fuel consumption on descent: nine liters, or 45 minutes of endurance.

The DA50 RG may be intended to compete with high-performance piston aircraft such as the Beechcraft Bonanza G36 or Cirrus SR22, or as an upgrade for older aircraft owners who want modern technology and a sleeker look. Whatever the attraction, Intan is confident. It plans to sell 300 aircraft in 2022, rising to 500 aircraft in 2024, with a 50-50 split between owners and fleet operators such as flight schools.

Whatever the attraction, Intan is confident. It plans to sell 300 aircraft in 2022, rising to 500 aircraft in 2024, with a 50-50 split between owners and fleet operators such as flight schools. As for the top line, Diamond said the focus will be on the DA62 and DA50 RG. The company says the DA50 RG's engine life between replacements (no time between overhauls) has been extended to 2,000 hours which will help sales. There are other signs of hope. Diamond's China owner - Wanfeng Aviation - said it is building a new factory in Qingdao, China, to help boost production, joining existing factories in London, Ontario and Wiener Neustadt. A flight trainer—the Dart 750—is also in the works, as is the eDA40, an all-electric design.

The whiners among us might complain that the DA50 RG is too heavy or too flat, or sneer at the tiny fifth seat. But the electric vortex and fowler flap are useless

Diamond Aircraft Da50 Program Changes And New Engine

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