I'd add one last thing - for the money that a G1000 one costs you can get a very nice Bonanza and upgrade it to your taste

In the 1/09 issue of Aviation Consumer, there is a comparison of the DA40 and the SR20. The link is below but you have to subscibe to get it (I'd copy it here, but then there's that whole copyright thing ). Nothing comes close to the real world advice like you can get here (I have learned tons and continue to learn more every day), but I found Aviation Consumer to be a valuable resource for getting some basic information about different planes.

http://www.aviationconsumer.com/issues/ ... 859-1.html

They like both planes and say they both make good primary trainers. As an aside, according to the article the SR20 will cruise at 155 kts burning about 12 gph. That's about what the Mooney 201 will do, and everyone always brags about how efficient the Mooney is.

I read the question again to make sure we're answering it right. Did you say, "a big guy in West Texas"?.....with the heat under the DA40 bubble, he won't be a big guy for long. Within thirty days he'll look like Richard Simmons.

Maybe the Jeffs can merge this thread with Yves's thread about weight loss? It's gotta be worth at least 50 lbs!

Part of the "total" cost of an airplane is the amount of lost $ value (depreciation) when you resale.

How are these composite airplanes doing in retaining value as compared to more comventional airplanes...say a '60 to 70's model bonanza?

The gentleman... guessing 6' 4".... lives in the Midland/Odessa area of west Texas. I believe he is very familiar with heat, sun, wind, turbulence :( :(

Thanks for all the good info/posts.

Leldon

The Diamond 40 is a great airplane. It has a place in the market and will satisfy a lot of pilots. However, it will not come close to fulfilling the missions that an A36 or later model 35 can handle. In spite of that it still suits a lot of people, especially those who want a more modern panel.

I would take the Diamond over the C172 and PA28 in spite of the funky canopy and stick.

While I like Aviation consumer, I couldn't quite follow their reasoning in that article. In the end, they recommended the SR20, one of the things they held against the DA40 was the fact that they hold their value better than the SR20s

I've been looking at DA40s, here is some of the morsels I have taken away from this:

- There are some aft-CG issues with the 'long range' tanks. One fix is to remove that toy 3-blade balsa prop and install a manly full-metal two blade prop

- They have picked up some speed over the model years. In part due to a move to smaller wheels and and wheel-pants. All fine and well, but then you have whole threads on the Diamond boards on 'how many flat tires have you had last month'. The small tires don't seem to take side-loads very kindly. Another change is the move to the PowerFlow tuned exhaust. It seems to add a couple of knots and some climb ability.

- There is a 'kit' that allows the max gross weight on the earliers ones to be increased. It includes a stronger main landing gear arc. When comparing older planes, this may be a mod to look for.

- When comparing the 'steam gauge' DA40s with the G1000 versions, the difference in autopilot seems to be one of the main advances. The G1000s with the GFC700 command quite a premium over KAP140 equipped birds. And as the GFC can't be retrofitted for love or money, this is a serious consideration (two ex Embry Riddle trainers '03 models without APs sold at auction for 113 and 117k last night, the same planes with AP would have probably fetched 30k more).

- Premier has a STC for an air-conditioner. Only a handful of planes out that have it at this point. That and getting the tint package should help with the green-house issues.

I think the problem with the A/C that Premier has been promising (4 years) is weight. If you fill the optional 50 gal tank and install the A/C, I don't think there is much left to put in the seats.

When I talked to Premier several years back, my impression was the A/C was forever under certification review as a gimmick. It made everyone think a cool cockpit was on the way, and the weight issue got lost in the shuffle.

I doubt the DA40 A/C works very well. The A/C in the Cessna 172 XP is real whimpy and it has the benefit of a high wing to shield the sun. The 180 HP is just not enough for a serious unit.

In addition: I'm not saying that a Diamond DA40 is a bad idea. Everything's a compromise, especially with a 4 cylinder piston. If the sacrifices fit, I can see buying one.

I'd call that a collection of rave reviews, considering the source; a bunch of beech maniacs!

Ask about a Piper and see what happens....

That is simply a reflection of the fact that both aircraft types attract a discerning quality oriented crowd

But how about those Cirruses.....

It's funny you say that Tod... here's a recent conversation with a friend of mine. He owns a DA40, btw.

Him: I know, I know, you don't like anything but Beech.
Me: That's not true! I like a lot of planes. Cessna, Diamond, Mooney... there's only one I really don't like. Can you guess?
Him: (barely pausing for breath) Piper.

I resemble that remark!!!!!

I am a Diamond fan as well - I have about a hundred or so hours in them. I really like the center stick, feels really natural. I also like the canopy and never really found heat to be any more of a problem than any other GA plane without AC - Yes, it gets hot here in Utah. No not Phoenix hot - BTDT. << these are drops of sweat, not tears.

I love the visibility. Yves has a point about them not being the most attractive bird in the sky, the 40 does look way better than the 20. I found them very fun to fly. I would give one a thumbs up.

-MO

Gee, it couldn't be that airplane owners have a vested interest in pumping the PR for their brand, could it? Personally, I like the Cirri and I fly mostly Pipers and I wonder at people who dismiss them out of hand. I will be the first to admit a Piper isn't a Bo but Pipers are good, capable machines and does anyone besides me ask himself why an older Bo sells for about the same as a comparable or less capable Piper of similar vintage?

There sure have been some nice looking older Bos on the market for Cherokee 140 prices lately. Could it be lower operating costs for the simpler Piper offset the Bo intangibles out there where the money changes hands?

Steve

In my circle of pilots friends and acquaintances, perhaps 50 people, exactly one is a Piper fan and he is responsible for a small fleet of basic trainers; he says Warriors are much simpler and cheaper to maintain than C172s. Since at least a couple big universities run Piper training fleets, there might be something to that.

Still, except for some of the fabric-and-tube antiques, it seems that no Piper inspires real lust. It's always somebody's second or possibly third choice.