AOPA Turbine Pilot Magazine - July 2022 - 54

The DA50 RG's huge flaps consist of
double-slotted Fowler flaps at their
outboard sections, and split flaps
(left) at the inboard sections, beneath
the wing walks. Together with the
vortex generators mounted ahead of
the ailerons, this flap design helps
preserve lift and roll control at sub-stall
airspeeds. Diamond says that this lowspeed
control allows an alternative to a
ballistic parachute system because in
engine-out situations it lets pilots steer
at airspeeds in the mid-50 KIAS range
while descending at rates as low as
700 fpm. The seat and cabin structure
can withstand crash loads up to 26
Gs. The airplane's pitot tube (below)
is located well into the free air stream.
Garmin's G1000NXi avionics and GFC
700 flight control system (opposite page,
below) are standard equipment; TKS ice
protection and oxygen systems
are options.
power lever controls rudder trim; slide left
or right to trim out rudder forces, and be
sure to trim to the right for takeoffs and
go-arounds.
That's about it for the differences that
most of us would encounter. Except maybe
the front seats. As in other Diamond aircraft,
they don't adjust fore and aft because
they're joined to the wing spar box and the
flexible crush mounts that make the seats
able to withstand 26-G impact forces.
Instead, an electrical switch moves the
rudder pedal assembly to suit your leg
length. And, sure, there are dual alternators
and FADECs, but you'd expect these on any
digitally controlled powerplant. And for
high-altitude flying there's an oxygen system
that uses nasal cannula. The airplane's
maximum operating altitude is 20,000 feet,
and Diamond says it reaches its fastest, 181knot
true airspeed at 16,000 feet.
A full-boat cross-country
So, what's it like to fly the apex Diamond
single? Lucky me, at this year's Aero
Friedrichshafen trade show I had a
chance to fly the display DA50 RG back
to the Diamond factory at Austria's
Wiener Neustadt East Airport (LOAN).
With Martin Scherrer, Diamond's head
of flight operations and flight training,
chief pilot, and chief flight instructor, in
the right seat; my wife, AOPA Pilot magazine
Media Production Specialist Sylvia
Horne, and photographer Mark Wagner in
the backseats; plus luggage that filled the
54
AOPA PILOT / July 2022
cavernous baggage area behind
the rear seats, our payload was a
whopping 838 pounds. Add in 40
gallons of Jet A and we were right
at the maximum takeoff weight of
4,407 pounds.
Engine start, like most everything
else, is simple. FADEC
switch on Auto, engine master
On, alternators 1 and 2 On, electric
master On, check that the
Garmin G1000 NXi shows a glow
plug On (it's a diesel, remember?),
then Off annunciation, and
push the starter button. After the
CD-300 comes to life, check the
FADEC channels, wait until the
oil, coolant, and gearbox temperatures
rise into their green arcs,
and you're ready to taxi.
With such a maxed-out airplane,
I wondered how sprightly
the takeoff might be. There was
no need to worry. Scherrer had
me stand on the brakes and push
the power to the max, and it was
all I could do to keep OE-VTW
from bolting. So away we went,
accelerating to the 70-knot VR
and lifting off into a 900-fpm
climb at the 80-knot VY. Pretty
good for a maxed-out airplane.
The ceiling at
Friedrichshafen was 3,000 broken,
and the forecast for the trip
along the north edge of the Alps
AOPA Turbine Pilot Magazine - July 2022

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