Today’s Top Pick is a 2017 Diamond DA62.

A lot of pilots who fly high-performance piston singles would like to step up to light twins but have doubts about handling their complexities, especially when one engine quits. Diamond Aircraft’s DA62 twin aims to remove much of the difficulty and potential anxiety from flying with one engine out. Diamond uses electronic engine controls and automation to simplify operation and ease the pilot’s workload.

Diamond’s approach results in a personal light twin that is ideal for cross-country travel with family or business associates. The security of a second engine relieves potential concerns regarding sudden power loss in one engine. The relative ease of securing the failed engine in the DA62, including automatic propeller feathering, helps minimize the disruption of asymmetric thrust that can be difficult for some less-experienced pilots to handle. In addition, the aircraft’s Austro engines are based on automotive powerplants that are likely to feel straightforward and familiar. 

This Diamond DA62 has 593 hours on the airframe and each of its 180 hp turbocharged Austro AE330 diesel engines. The panel features Garmin G1000 NXi-Phase 2 avionics.

Pilots who are interested in moving up to a light twin but wish to avoid some of the complexities of managing two engines—or one in the case of an engine failure—should consider this 2017 Diamond DA62, which is available for $1.5 million on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: We Fly: Diamond DA62
• FLYING Magazine:Transition Training: The Diamond DA62
• FLYING Magazine: Diamond DA62 to Debut at NBAA Convention
• Plane & Pilot: Ultimate Piston Twin: Diamond DA62
• Plane & Pilot: Plane & Pilot 2017 Buyer’s Guide: Piston Twins
• AVweb: Aeromot to Assemble Diamond DA62s in Brazil

The post This 2017 Diamond DA62 Is a Thoroughly Modern ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 2007 Diamond DA42.

Ever since its debut in the early 2000s, the Diamond DA42 light twin has attracted the interest of flight schools seeking economical multiengine trainers. They are also attractive to individual private pilots who wish to move up to the light twin category while keeping operating costs under control.

The aircraft’s diesel engines are a focal point, especially for operators who prefer jet fuel over avgas. The DA42, with its composite structure, advanced avionics, and other modern features, also offers pilots the added sense of security that comes with a relatively new airframe and low hours.

For private pilots who regularly use their aircraft for business or long-distance family travel, possibly over long stretches of water or mountainous terrain, having a second engine can be an added measure of security worth contemplating. The DA42’s relative fuel efficiency, forgiving handling characteristics and impressive all-around performance make it a strong candidate for anyone seeking a capable personal aircraft.        

This 2007 DA42 has 950 hours on the airframe and on both Continental CD135 engines and MT composite propellers since new.

The panel features the Garmin G1000-integrated glass cockpit with dual GDU 1040s with 10-inch screens for PFD and MFD, GEA 71 airframe/engine interface unit, dual GIA 63 Nav/Com/GPS radios, GMA 1347 digital audio system, GTX 345R transponder with ADS-B In and Out, GRS 77 AHRS, GMU 44 magnetometer, GDC 74 air data computer, WX500 StormScope, and Avidyne TAS 60X active traffic.

Additional equipment includes a TKS deicing system, oxygen system, long-range fuel tanks, lightning protection system, HID landing and taxi lights, and automatic three-point safety belts on all four seats.

Pilots looking for a modern, economical light twin for travel or training should consider this 2007 Diamond DA42, which is available for $495,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Diamond DA42 Twin Makes First SAF Flight
• FLYING Magazine: Lufthansa Commits to Eco-Friendly Training with Diamond DA42 Twins
• FLYING Magazine: Emirates Expands Training Fleet With Diamond DA42-VI
• Plane & Pilot: Plane & Pilot 2017 Buyer’s Guide: Piston Twins
• AVweb: FAA: Diamond DA42 Twin Star OK for Known Icing
• AVweb: Lyc-Powered DA42 Certified in Canada
• AVweb: Diamond Offers Continental Option for DA42

The post This 2007 Diamond DA42 Is Fuel Efficient ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

The new models are the DHK200 and the DHK235. Both will share the same dimensions and weight of the DHK180, which has a rated takeoff power (RTP) and maximum continuous power (MCP) of 180 horsepower.

The DHK200 will produce RTP and MCP of 200 horsepower, while the DHK235 will produce  RTP and MCP of 235 horsepower.

DeltaHawk anticipates the certification and availability of the DHK200 in the third quarter of 2024, followed by certification and availability of the DHK235 in the first half of 2025.

Company officials are hopeful the momentum created by the introduction and certification of the DHK180 will be mirrored by the DHK200 and DHK235. The DHK180 went into production last summer.

• READ MORE: DeltaHawk DHK180 Engine Heads To Production

“Following FAA certification of the DHK180, customer interest and reservation deposits from aircraft OEMs and individual owners in both certified and experimental markets has been extremely high,” said Christopher Rudd, CEO of DeltaHawk Engines. “Our two new engine models build upon the same innovative, pilot-focused technology as the DHK180, while offering even more capability for higher power applications—as will additional engine models yet to be announced.”

About the Engines

DeltaHawk Engines, founded in 1996 and based in Racine, Wisconsin, designs and builds FAA-certified, jet-fueled piston engines for general aviation aircraft and hybrid-power systems.

All the DeltaHawk engines are based upon a clean-sheet design and feature an inverted-V engine block, turbocharging and supercharging, mechanical fuel injection, liquid cooling, direct drive, and, according to the company, 40 percent fewer moving parts than other engines in their category.

DeltaHawk notes the engines produce more usable torque than traditional aircraft engines in their class, all while burning significantly less fuel.

NASA recently selected the DeltaHawk DHK180 engine for its Subsonic Single Aft Engine project, known as SUSAN. Additionally, Ampaire has selected it for a hybrid proof-of-concept aircraft.

DeltaHawk is also working on a new program to develop additional variants of its engine family that will utilize hydrogen fuel in a wide variety of applications, including aviation, commercial road vehicles, and military mobility.

For more information, please visit the DeltaHawk website.

The post DeltaHawk Adds 2 More Engines appeared first on FLYING Magazine.

The icing on the lebkuchen? I’m with Martin Scherrer, head of flight operations and training for Diamond Aircraft—and we’re climbing away in the new Diamond DA50 RG. We’re speeding towards Diamond’s EU home of Wiener Neustadt, Austria, just south of Vienna, but we have cameras on board the DA62 that’s chasing us. We plan a couple of special stops along the way—those mountains keep soaring up ahead—the German Alps. It would be so wrong not to twirl a couple of turns around a chateau—Neuschwanstein, that inspired a Disney castle, for one. We’ll also tuck into the deep valley that hosts Hallstatt, on the edge of Hallstätter See, often voted the prettiest town in the world for its postcard-envy setting.

But the view from above ranks as the most stunning. As we fly over Salzberg, I can’t help but hum a few bars from the Sound of Music… with a twist: “I am sixteen going on seventeen… time to get my pilot’s license…”

Delivered

While the sweet and swift retract has been type certificated under the European Union Aviation Safety Agency (EASA) since September 2020, FAA validation came nearly to a halt during COVID. The company has delivered 38 into EASA-land while awaiting certification stateside. Diamond anticipates that to come through this summer—and one of the production models departs soon for a U.S. tour in coordination with that milestone.

READ MORE: Diamond Aircraft Receives FAA Type Certification on DA50 RG

No small part of the validation process lies in the ac- ceptance of the new Continental CD-300 jet-A burning diesel engine under the DA50 RG’s complex cowl, which looks as though an engineer blew globes in hot glass—fiberglass—and stuck them in place to shroud the massive powerplant. We’ll see glimpses of that engine during our walkaround, but during our visit to the production line a couple of days later we’ll get to contemplate its intricate architecture as it sits on serial numbers 40 and 41 about to leave the line for flight testing.

The FADEC-controlled CD-300 is the largest Continental diesel in the series to make it to EASA certification—and all 560 pounds of it comprise a substantial percentage of the DA50 RG’s empty weight. It potentially creates a long view down the nose for the pilot—but instead of being in the way, I found it helped me gauge my sight picture both during high work and landings.

WATCH: We Fly the Diamond DA50 RG

For pilots seeing the big CD-300 for the first time, it takes a moment to orient yourself. The CD-300 is liquid-cooled rather than air-cooled. Plus, a diesel engine is self-igniting, meaning there are no magnetos—so the combustion chambers must be heated to a certain temperature and maintain that baseline in order to light off. From the aircraft flight manual: “The bypass cooling circuit (cabin heat exchanger) is always active. The short cooling circuit is active at low cooling temperatures.” This ensures that a cold engine will warm up quickly, and also creates a safety benefit, using coolant rather than exhaust gas. When the coolant temperature reaches 183 degrees Fahrenheit, the external cooling circuit is activated by a valve.

Look at the large intercooler radiators on the nose and follow the orange ducting to that system inside—indicating that the CD-300 features a turbocharging system as well, driven somewhat traditionally by exhaust gas collected from a manifold. Excess gases bypass the turbine via a FADEC-controlled wastegate. A pressure sensor behind the compressor allows FADEC to calculate the correct position of the waste gate’s valve.

Diamond has had a long path to certification on its retract—15 years—because of the issues plaguing early engine partner Thielert Aircraft Engines GmbH, which originally produced the Centurion line from which the CD-300 was derived, generally speaking. Thielert went public in 2005, but by 2008 had declared bankruptcy, with its founder Frank Thielert jailed during the fracas. Centurion Aircraft Engines formed from that basis, and Continental Motors purchased those assets, bringing the 300-hp engine in development under the CD-300 moniker.

And there are interesting times ahead as the CD-300 enters service beyond the EU. The in-family engine OEM Austro Engines has had success in the DA42 and DA62, and we noted a couple of operational distinctions between the AE330s in the DA62 when we flew it.

A. The Garmin G1000 NXi suite features ESP and a blue Level button in the lower center of the instrument panel, which returns the aircraft to straight and level on autopilot, maintaining pitch and roll modes when pressed.

B. The fuel system is unique to the DA50 RG and sup- ports the operations of the CD-300 diesel engine. It draws from the left wing tank through a mechanical feed pump into the injectors, which deliver only a portion of that fuel to the combustion chambers. The unused diesel returns via a common fuel line to the right tank, or as determined by the fuel selector position.

C. The load level is managed by the power lever, which meters fuel required, controls prop pitch and feathering, and adjusts the twin turbochargers in accordance with demand, given the altitude and flight condition.

D. The front seats can recline somewhat, but proper pedal position is adjusted electrically on a long rail that accommodates a wide range of pilot sizes.

E. The optional flight management system keypad tucks into the center armrest console and must be stowed for takeoff and landing.

Fuel System

It takes a dedicated system to deliver fuel to a CD series engine, one that’s plumbed and pumped quite a bit dif- ferently than the standard left-right-both (sometimes) that gasoline engines in light singles use. There’s a tank in each wing, but instead of thinking of them as left and right, they are the main and the aux.

The powerplant draws fuel from the main tank in the left wing through an electrical feed pump to the engine-driven mechanical pump into the injectors, which deliver only a portion of that fuel to the combustion chambers. The unused diesel returns via a common fuel line to the main tank via the aux tank for heat exchange, or as determined by the fuel selector position. Normal on the fuel selector draws from the main; the Emergency position takes fuel directly from the aux tank. The Off position cuts off the fuel supply entirely.

Since you’re drawing from the main and only returning part of that fuel to that tank, a fuel imbalance will grow beyond the airplane’s ability to maintain lateral balance. Before the 9-gallon limit, the pilot turns on an electric transfer pump to move fuel from the right wing to the left—but not during takeoff and landing.

Flight Controls

My overall impression of the airplane’s handling finds a good balance between the nimbleness you desire for hands-on flying—to tackle a crosswind, for example— with the stability to make it quite comfortable on a long cross-country flight off the autopilot.

The length of the stick and its connection to the rest of the flight control system may have a lot to do with this. I move regularly between aircraft that utilize a yoke and one with a center stick, and find little transition time is needed for me—but the yoke-controlled aircraft is more of a cross-country machine, while the one in which I use a stick is highly maneuverable.

The stick in the DA50 RG is also a bit taller than the one I usually fly with, putting the push-to-talk trigger-style button and electric trim split rocker switch a wee bit of a stretch for my short thumb if I rested my left arm on my leg. It took me a couple of flights to find the sweet spot—and maybe because this was an almost-confirming prototype, it explains why the stick in the DA62 I also flew during my visit felt a bit shorter and thus just slightly easier to find that spot on.

However—when we got out of the cross-country mode on my first flight from EDNY to LOAN and into a bit of stationkeeping, I really appreciated the stick and its direct feedback—in a straight line to the control cable bellcrank rather than the up and down movement of the yoke. These are fine details, but I think a clear reason why some pilots prefer a given airplane over another.

READ MORE: The Diamond Aircraft Story Continues to Evolve

The idea came home to me the next time I got into the TB-30 model I sometimes fly—that direct control gives confidence in both aggressive and finely-tuned maneuvering flight. In the DA50 RG, it’s somewhat dampened by the aileron actuation—and a bridge between worlds.

Therefore my final assessment makes sense—that if you are looking for a solid performer that makes you feel like you’re still flying an airplane rather than pushing buttons and managing systems, the DA50 RG will resonate with you.

Diamond aircraft take their DNA from the gliders that formed the core product line when the Austrian OEM first launched its H36 then the Super Dimona HK36 in 1980 (see “The Diamond Story”). One out- come? Advanced aerodynamics in the wings add significantly to the DA50 RG’s excellent low-speed handling characteristics and reduced approach speeds.

For example, the DA50’s flaps consist of two pieces—an inner part attached to the center wing, and the outer part to the wing itself. The sections are independently pushrod controlled, and they slide out and back to produce two tiered channels for the air to flow through, ensuring adhesion to the upper surface of the flap along with the increased camber for the wing overall.

Cross-Country Cruising

The DA50 RG has been one of the first new single-engine retracts to hit the category—with the Pipistrel Panthera also currently seeking approval beyond EASA—since the FAA granted type certification to the Mooney Ovation 3 in 2007. Besides looking great, there’s one solid reason to put the gear in the wells—speed.

In cruise, that speed comes to call. The airplane has an operating altitude maximum of 20,000 feet, but most pilots will flight plan below the oxygen-required flight levels—so it’s a good thing that the DA50 RG finds a sweet spot at 10,000 feet msl, where it easily makes its 172 ktas book speed. We conducted formation work for much of our 2.3 hours from EDNY to LOAN at lower altitudes, like 7,500 feet, and ticked off true airspeeds between 160 and 167 ktas at 90 percent load.

Diamonds burn diesel for reasons of efficiency and economy—as well as the ability to source fuel virtually anywhere—and so we also pulled the CD-300 back into economy mode. At 60 percent load, 5,500 feet msl, and ISA plus 8 Celsius, we made 156 ktas, above book—and using 10.1 gph. Pulling back to a loitering speed of 119 ktas and 45 percent load at that altitude and condition, and fuel flow drops to 7.9 gph. Our precise Austrian friends have built on this efficiency philosophy throughout their model lineup, and the DA50 RG fits right in.

On Landings

Sight picture on landing feels straightforward not only for a pilot transitioning up the Diamond food chain, but also from other four-seat fixed-gear aircraft like high- wing Cessnas and the PA-28 series. With a substantial engine out front, you have cowl references to use while determining your height above the runway (the DA50 RG definitely sits tall on its gear) without cheating a glance to the side. I found it easy to find the mains for a normal landing, as well as during the specialty take- offs and landings we performed.

Approach speeds fall firmly where you’d expect them to in the category, and the runway at Wiener Neustadt—a VFR-only airport at 896 feet msl—is 1,067 meters (3,500 feet) long, which the airplane handles easily, flaps or not.

In fact, the no-flap landing demonstrates the power of the flaps, but also the general characteristics of the wing itself. Maintaining a higher approach speed of 94 knots indicated (versus 85 kias with takeoff flaps and 77 kias with full flaps) translates into more runway used—but still comfortably within touch-and-go territory on that 1,000 meters of pavement with a ground roll near book of half the runway distance (1,700 feet) at our lighter takeoff weight (roughly 3,950 pounds, about 500 pounds below the max takeoff weight of 4,407 pounds).

A short-field landing test with full flaps easily placed us with a ground roll of less than 600 feet—the 17 knots less for VREF plus good hydraulically actuated disc brakes combined to improve pilot confidence when taking the DA50 RG into airports of modest scale.

Haul the Whole Fam

We had four healthy adults and a week’s worth of show gear on board the DA50 RG on our departure from EDNY—along with full tanks. There was no compromise required. And the three seats across in the back made for a very comfortable ride for our colleagues enjoying the Alpine traverse. This was one of the more surprising revelations of flying the new model. The time to market with the right engine has meant time for Diamond’s engineering to dial out really important parameters—and the loading capability is one big one.

There is a combination of compartments in the rear cabin to work with, up to 198 pounds total.

For pilots completely satisfied with the DA50 RG’s range and carry-all flexibility, it could certainly prove a worthy companion for a long relationship. But with its honest low-speed handling enticing you to hand-fly more often, and a landing attitude common to both previous aircraft and what you might step up to—say, the Epic E1000 GX, Daher TBM, or Piper M-Series turboprops—it sets the stage for more real piloting to come. 

DIAMOND DA50 RG

Price, as tested: $1,237,650
Engine: Continental Diesel CD-300
Propeller: MT Propeller MTV-12-D/210-56, wood with composite coating, three-blade constant speed
Horsepower: 300 hp maximum power, 272 hp maximum continuous power
Seats: 5
Length: 30.31 ft.
Height: 9.69 ft.
Wingspan: 44 ft.
Wing Area: 176.85 sq. ft.
Wing Loading: 24.91 lb./sq. ft.
Power Loading: 14.69 lb./hp @ 300 hp
Cabin Width: 4 ft. 2.8 in.
Cabin Height: 4 ft. 2.4 in.
Max Zero Fuel Weight: 4,189 lb.
Max Takeoff Weight: 4,407 lb.
Empty Weight: 3,175 lb. (depending on options) Max Baggage Weight: 165 lb./33 lb.; 198 lb. total separated into 4 areas/compartments Useful Load: 1,232 lb. (depending on options) Max Fuel: Usable: 49; Total 51.5 USG
Max Operating Altitude: 20,000 ft.
Max Rate of Climb, MTOW, ISA, sea level: 786 fpm Economy Cruise Speed at 60% Power: 156 ktas, 2,300 rpm, ISA, 10,000 ft., 10.1 gph
Max Cruise Speed: 90% Power: 172 ktas, 2,300 rpm, ISA, 10,000 ft.
Max Range: 750 nm with 30-min. reserve
Stall Speed, Flaps Up: 71 kcas @MTOW
Stall Speed, Full Flaps: 58 kcas @MTOW
Takeoff Over 50 Ft. Obs: (ISA, sea level, MTOW) 2,408 ft.
Landing Over 50 Ft. Obs: (ISA, sea level, max landing wt.) 2,224 ft.

This article first appeared in the June 2023/Issue 938 of FLYING’s print edition.

The post We Fly: Diamond DA50 RG, the High-Performance Retract That Shines appeared first on FLYING Magazine.

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The liquid-cooled,180 hp, 4-cylinder diesel engine uses an inverted “V” configuration and mechanical fuel injection, along with a slimmer design expected to fit more efficiently into modern aircraft cowling. It’s turbocharged and supercharged, direct drive, and has been assembled with 40 percent fewer parts than other engines in its class.

“We began by completely reimagining what a general aviation engine should be,” said Christopher Ruud, DeltaHawk’s CEO. “And the result is that we now have a certified engine that is a game-changer. It’s been a long time coming but, in engineering, simple is hard. However, this engine’s performance, simplicity, and reliability have made it worth the time and the investment, as it is truly ‘power reimagined.’”

A Long Road to TC

It’s not easy or cheap to bring a new powerplant into the GA market, and the DeltaHawk story proves this to be true once again. Few new designs have surfaced in the past 60 years.

The DHK180 stems from the DH180 originally on display at EAA AirVenture 2014 on a Cirrus SR20. After the Ruud family took controlling ownership in 2016, the path toward certification became clearer: The 180 hp variant showed up at Oshkosh in 2019, also on the SR20, and at that time DeltaHawk expected certification by the end of that year. With a little delay—and pandemic induced slowdowns—the engine has now acquired the TC it needs to move into the production phase.

Good things come to those who persevere, however. According to the company, it has had interest from potential suitors from kit builders to the military—even from NASA to power its Subsonic Single Aft Engine Aircraft (SUSAN) scale flight test vehicle.

DeltaHawk expects to deliver the first of its production DHK180s in 2024.

The post DeltaHawk Gains Type Certification on Jet-Fueled Piston Powerplant appeared first on FLYING Magazine.

The relationship keys off of the use of the Kodiak by the Bridger Aerospace Group [NASDAQ: BAER], a longtime operator of the model and founding member of UAFA. The association is a newly-created advocacy group that will focus on the specialized needs of the aerial firefighting community.

“The UAFA’s goals are fully aligned with those of Daher: enhancing the safety, operability, and effectiveness of aircraft, especially in such challenging and unforgiving missions as combating wildfires,” said Paul Carelli, director of Kodiak flight operations and special missions, in a statement. “We intend to be an active UAFA member, bringing our expertise as a multi-role aircraft manufacturer, while also benefitting from the feedback of those who are on the front lines of aerial firefighting.”

Kodiak Special Missions

We spoke with Carelli at EAA AirVenture 2022—when Daher debuted the Kodiak 900—about the 100 series and its proven success in special missions. “I’ve taken the mantle on special missions for both aircraft,” he said, “and, I can tell you, being a former military guy, seeing what these can provide in reliability and safety, [their] speed, and loiter[ing capabilities]—and how all of those characteristics are key to providing consistent surveillance or public safety—[they are] great aircraft for that. 

“We have Bridger Aerospace in Bridger, Montana, doing outstanding work with Kodiaks,” Carelli continued. “They do fire attack; they were busy all last summer—as you know we had that tremendous fire season last year—but they flew two of their Kodiaks for 800 hours without a single maintenance gripe. We’re really proud of that, and we’re proud of Bridger Aerospace, too.” 

“We appreciate Daher’s proactivity in joining UAFA, and look forward to benefitting from its aircraft manufacturer’s perspective as the association develops a strong and coordinated voice for the entire aerial firefighting community,” said Tim Sheehy, CEO of Bridger Aerospace and UAFA board member.

As Carelli indicated, special missions ops for the Kodiak go beyond aerial firefighting to include intelligence, surveillance, reconnaissance (ISR), aerial mapping, air ambulance transportation, parachute operations, resource analysis, wildlife management/anti-poaching, disaster/humanitarian relief, and training. Throughout the U.S., several state and federal agencies operate Kodiaks in support of wildland fire missions, in addition to those operated by private contractors.

• Read More: Daher Unveils FAA-Certified Kodiak 900

The Kodiak family features both the 8-to-10-seat 100 series—which features the Garmin G1000NXi, is off-airport/unimproved-strip capable, and comes in an amphibious version—and the stretched 900 model, with increased passenger and cargo space, plus a cruise speed increase north of 210 ktas. More than 320 Kodiaks have been delivered around the world to date.

Daher Advances Sustainable Infrastructure

Daher—parent company to the Aircraft Division producing both the TBM and Kodiak models—launched 2023 with a celebration of its 160 years in business, and its Take Off 2027 initiative to outline the next five years in its growth and transformation into a global supply and logistics player.

The roadmap includes twin goals of reducing the company’s carbon footprint along with improving customer satisfaction. To that end, Daher announced Monday that it had installed the first PUR-XTL biofuel tank at its Corlog logistics hub in Cornebarrieu, near Toulouse, France.

The “green” fuel, made from waste residual oils and greases, will be used in the company’s ground vehicles to reduce emissions by up to 90 percent. Daher uses the hub to facilitate transport and warehousing of various products, including aircraft sub-assemblies to various assembly lines in the region for its contracts with Airbus.

• Read More: Daher Weaves Sustainability Into Kodiak 900 and TBM 960

From a statement released by Daher, it gave the following example: “The route used by Daher to transport engines and aircraft components from Toulouse to Airbus production plants in Hamburg, Germany, accounts for 60 percent of the 3.5 million kilometers traveled annually by the Daher truck fleet.” Road transportation remains one of the largest sources of CO2 emissions in the supply chain, with an average of 25 to 35 liters of diesel used per 100 kilometers driven, depending on the load carried and other factors. 

Biofuels are not generally available at service stations along trucking routes, so Daher decided to make the investment of €50,000 to install a 30,000-liter tank at the Cornebarrieu facility.

Julie de Cevins, senior vice president of programs and nuclear/projects business units at Daher, said, “The progressive introduction of PUR-XTL biofuel to power our entire fleet of vehicles reflects our determination to decarbonize our logistics activities, in just the same way as the projects now underway at our Log’In innovation technical center, which focuses on developing tomorrow’s logistics. Driving innovation for decarbonization is one of the five priorities of our new Take Off 2027 strategic plan. This initiative will significantly reduce our transportation-generated CO₂ emissions, at the same time as helping our customers to reduce their carbon footprints.” 

Arnaud Joerger, head of transportation at Daher, added, “Using this biofuel reduces CO₂ emissions by up to 90 percent, and NOx emissions by 65 percent without any need to modify or convert our trucks. It’s not only a significant environmental gain for the group, but also a matter of pride for our drivers in the knowledge that they’re driving such clean vehicles.” 

Etienne Valtel, CEO at Altens, producer of the fuel, said, “We’re delighted to have this opportunity of helping Daher to decarbonize its fleet. Approved at European level, our PUR-XTL fuel means that Daher can drive green in France right now, and will soon be able to extend that into Germany. This agreement reflects our ambition to accelerate transportation industry decarbonization by offering a range of application-specific alternative fuels to reduce greenhouse gas emissions.”

The post Daher Kodiak Joins Aerial Firefighting Group As First OEM appeared first on FLYING Magazine.

The twist on the company’s popular four-seat airplane plays upon Tecnam’s Italian heritage with a list of optional features made standard in the new edition, including:

• a new panel layout
• Garmin GMC 707 autopilot with electronic stability protection
• Garmin GCU 475 FMS keypad
• polished aluminum trim wheel in the center console
• new parking brake
• double housing for mobile phones
• improved USB ports
• relocated electric rudder trim
• updated wing tips with integrated LED lights
• metallic paint
• premium interior options, including carbon fiber inserts

Continental Diesel Up Front

The Gran Lusso P2010 is powered by Continental’s CD-170 diesel engine, from the powerplant OEM’s line of engines that can run on jet-A and other fuels. Sustainability was a key message at Tecnam’s press conference, in which director of sales David Copeland pointed out the inherent “green” nature of the company’s position in the marketplace.

• READ MORE: FLYING‘s Complete Coverage of EAA AirVenture 2022

“Tecnam is always committed to the green future, because flying Tecnams significantly reduces greenhouse gas emissions today, not tomorrow,” Copeland said. “Based on recent data, and industry benchmarks, flight schools operating Tecnam’s single- and twin-engine fleets can save as much as ten tons of CO2 emissions for every student graduating with a commercial pilot’s license—a 60 percent reduction in comparison to fleets using 100LL fuel on a journey of 155 flight hours, with 30 hours in our twin.”

The CD-170 in the P2010 helps make good on this commitment to reducing carbon emissions, as it burns only 5.2 gph average in cruise flight. Pricing on the Gran Lusso, all in, is $626,750.

Updates on the P-Mentor

Copeland also touched upon updates to other programs, such as the special missions version of the P2012, the Sentinel ATOS edition, and the P-Mentor two-seat trainer, announced in April, and which it expects to bring to Oshkosh in 2023.

Tecnam has also begun construction on a 183,000-square-foot addition to its production facilities in Capua, Italy (LIAU). “This addition will further support our order book and expansion of our product line as forecast,” Copeland said.

The post Tecnam Debuts Gran Lusso P2010 at Oshkosh appeared first on FLYING Magazine.

The Polaris is a 74-inch diameter, three-blade ASCII carbon fiber prop for the Austro Engine E4-A. It features a lightweight Bantam aluminum hub and 2,400-hour/six-year TBO, with Hartzell’s warranty through first overhaul. 

The STC is limited to DA40 NGs equipped with MÄM 40-434, the cowling redesign, or the OÄM 40-310 with the exhaust system with muffler.

“Hartzell’s Top Prop performance conversion kit includes the propeller, a white or metallic silver composite spinner, and STC documentation,” said Hartzell Propeller president JJ Frigge. “It delivers light, smooth, and state-of-the-art improved climb performance, two to three ktas faster cruise and is more durable with an eco-friendly 74.1 dB(a) noise level.”

“The 3-blade Hartzell carbon fiber composite propeller STC’d onto the Diamond DA40 NG is a custom designed airfoil utilizing our Bantam retention system, which is our lightest weight hub series,” he said.

Finding the best combination of propeller and aircraft engine is a precise art, says Frigge,

“Which is why we went with this extremely lightweight but durable Polaris propeller that enhances performance for the DA40 NG.” 

Hartzell already has an STC for a two-blade carbon fiber composite propeller on the DA40 with the Lycoming engine, which is the preferred option for many Diamond customers. That prop is installed directly on the production line by Diamond via the Hartzell STC. 

Frigge adds that Hartzell has indeed installed propellers on other diesel applications, including the Cessna 172 with the Continental diesel engine, and it has several other propellers in development with diesel engine manufacturers and airframes utilizing diesel technology. 

The STC kit for the advanced blended airfoil design prop sells for $24,613.

The post Hartzell Propeller Gets Prop STC for Diesel-Powered DA-40 Aircraft appeared first on FLYING Magazine.

“The entire industry is feeling the impact of low fuel inventories,” Muneeb Ahmed, director of trading and logistics for Avfuel, told FLYING. Ahmed said his company had been doing what it could to procure enough fuel from its suppliers and minimize disruption for customers. To achieve that, though, comes at a cost.

Volatility is Widespread and Could Continue

“We have also been using our logistics footprint to bring fuel from higher inventories into areas with lower inventories. Sometimes, this has involved running trucks hundreds of miles across state lines,” Ahmed said. What’s worse, by his estimation, the volatility in the market is expected to continue, which means operators will need to do whatever they can to ensure their businesses can continue to run uninterrupted. 

While it isn’t immediately clear how GA and business operators are faring, airlines have reduced some of their flying schedules to offset the higher fuel cost, especially in areas like the Northeast, where the price of jet-A has been particularly high. 

However, Ahmed was quick to point out how widespread the issue is.

“While the Northeast region is the area being impacted the most, this is impacting almost every region in the U.S.,” he said. “We have also seen unprecedented volatility in Chicago, Group 3—A petroleum products trading hub based in Tulsa, Oklahoma that serves the U.S. midcontinent region, including the West Coast and Gulf Coast markets.”

How to Plan for Fuel Shortages

What can pilots and operators do to stave off the punishment at the pump? There is some low-hanging fruit. The most obvious tactic is pre-planning. 

“Pre-planning as far ahead as possible is ideal for mitigating costs or the risk of flying into airports with little fuel,” said Heath Beasley, Avfuel’s operations manager who oversees the company’s trip support service for clients. On its end, Avfuel tries to lessen the workload for customers by confirming fuel availability at destination airports before advising customers where to go so that they don’t run into an issue. 

It seems obvious, but in March, Austin-Bergstrom International Airport (KAUS) issued a series of fuel alerts to warn incoming flights of jet fuel shortages and advised them to tanker the extra they’d need to leave.

The jet fuel shortage alert lifted this afternoon and normal fueling operations have resumed.

We’re expecting busy days now through the summer, especially on Thursdays, Fridays, Sundays and Mondays. The busiest time of day continues to be before 8 a.m. pic.twitter.com/AJsgLInFOt

— Austin-Bergstrom International Airport (AUS) (@AUStinAirport) March 30, 2022

Ironically, the airport is a victim of an on-rush of increased passenger traffic, which in March was up 147 percent compared to March 2021, mainly because of popular events held in the city. It was the busiest month in the airport’s history. General aviation traffic there between January and March was up 31.9 percent compared to the same period in 2021. 

While the airport could resolve the issue, travel demand remains strong in the summer. There could be more disruption, particularly as the airport is also struggling to expand its outdated fuel storage facilities because of pushback from the city council community members.   

As mentioned, the other low-hanging fruit is tankering fuel. While Avfuel doesn’t measure this to see if there has been an uptick—as seen from the Austin crisis—operators have no choice but to adjust. 

Brian Walker, JetLinx’s director of acquisition strategy and partnerships, shared with FLYING that after an earlier scenario where an airport in Bozeman, Montana, advised his charter company that they’d run out of fuel, the company began tankering.

“We try to tanker as much fuel out of those bases to alleviate any last-minute calls,” Walker explained. He said that if it’s done right, jet owners who leverage the charter service could see a significant upside—sometimes up to $20,000 in fuel savings on specific weeklong trips resulting from strategic tankering.

Jetcard Programs Help—To an Extent

What about fuel card programs? Could they protect customers from shortages? Not exactly. “Unfortunately, fuel cards cannot prevent a market from running out of fuel,” said Avfuel’s vice president of contract fuel, Jonathan Boyle. 

“Fuel cards are simply purchasing programs, like having an American Express card,” he said. “However, benefits fuel cards can offer are particularly useful in volatile markets. Having a fuel card implies customers are now in a partnership with subject matter experts on everything fuel related.”

That means customers may get reports on weekly fuel prices with specific notes for certain locations, or like Avfuel provides, “detail about a certain market, including ‘tanker through’ scenarios.” 

Additional membership benefits include emergency notices on fuel or pricing availability, market conditions and insights, and other information to make proactive planning easier.

Hedging Might Work

There is the option of hedging, but that has its risks. It’s an upfront capital commitment and a bet on the price paid to be a bargain. Some airlines are known to do this, and Ahmed said independent operators and business aviation flight departments are doing the same, maybe for a good reason. 

“We are seeing growing interest in Avfuel’s Price Risk Management Program as more and more business aviation departments and FBOs are looking to hedge and protect themselves from another sharp uptick in prices.” This could work out for them because Ahmed points out that “most major banks, including Goldman Sachs, believe that crude oil prices are still trading at a discount and expect prices could exceed $125 per barrel over the next few months.”

So, from his estimates, market indications are that fuel bills might continue to rise. If operators are looking for signs that things may ease up, Ahmed said the most important metric worth paying attention to is local availability.

“Import, export, and refinery volumes are more macro measures that will impact prices, but not necessarily on the availability of local supply,” he said. “Local supply disruptions can be caused by the limited availability of haulers, pipeline issues, etc.—much of which can be alleviated to some degree by planning.”

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