![]() ![]() Initial deliveries of DA40s were equipped with dual Garmin GNS430s and Bendix/King KAP140 autopilots. When it initially appeared in the 2000 model year, the DA40 sold for $189,900, typically equipped. Many flight schools found would-be students weren’t as price-sensitive as they once thought and wanted the option of two additional seats, which the Katana couldn’t provide. Sales were initially brisk, especially to the trainer market which, increasingly, was turning to Cessna 172s for new training aircraft. In 2000, the DA40-180 was certified with the Lycoming IO-360 and a year later, production began in the London plant. But the airplane clearly needed more power. In 1997, Diamond announced the DA40 Diamond Star at the big European show in Friedrichshafen, Germany, with the prototypes powered by the Rotax 914 and Continental IO-240. By the time the company changed its name from Dimona to Diamond in 1996, it realized that both the North American and world markets had room for a composite four-place airplane. In 1995, it began building Rotax-powered DA20-A1s in the London plant and selling these into what was then a lukewarm market for new trainers. market by importing the Austrian-built DV20 Katana. Ten years later, Christian Dries and family took over Hoffman and in 1992, it launched an effort at the North American market by opening a new plant in London, Ontario, in a converted World War II aircraft factory.ĭiamond-then called Dimona-got its feet wet in the U.S. Hoffman Flugzeugbau began life in 1981 in Friesach, Austria, producing the H36 Dimona motorglider, a popular recreational airplane in Europe. This yielded what we think can fairly be called a world airplane. Given its European roots, Diamond came at the DA40’s design as sort of hybrid between the sleek glass gliders the company started out producing when it was Hoffman Flugzeugbau and more traditional aircraft U.S. The cabin proved to be roomier than it looked with control sticks instead of panel-blocking yokes, even if they did have to be used with the wrong hand. We liked the control harmonization and how easy it was to land in a crosswind. The canopy provided superb visibility, the speed was impressive-newer models are even faster-and handling was just plain fun. We thought the canopy was a marketing ploy that would make emergency egress difficult, and the cabin looked small and uncomfortable. Our first reaction to what would become the Diamond Star was to be less than impressed. The components of the canopy seal system are discussed in the following paragraphs.We’ve watched the evolution of the Diamond DA40 series with interest. The plunger moves the bellows seat toward the relief valve stem to close the shutoff valve and unseat the ball, venting downsteam pressure through the relief/ vent port. When the canopy is unlocked, the regulator plunger is depressed. The check valve prevents loss of pressure from the inflatable seal should the air supply to the system fail. If pressure downstream of the regulator in-creases to 6 to 8 psi above the regulated pressure, additional bellows movement causes the relief valve stem to unseat the ball in the seat to vent the excess pressure through the relief/ vent port. ![]() The inflated seal then fills the gap between the canopy frame and the mating aircraft structure, preventing loss of cockpit pressure. Have moved sufficiently to seat the shutoff valve and stop flow through the regulator. When pressure in the seal reaches 25 5 psi above ambient, the bellows willįigure 2-9.- Typical canopy inflatable seal (removed). The interior of the bellows is vented to ambient. As air pressure in the seal increases, pressure buildup in the regulator chamber moves the bellows seat away from the flange. Air from the regulator inlet then flows past the check valve and shutoff valve, through the outlet port, and to the canopy inflatable seal. When the canopy is closed and locked, the regulator plunger is released this opens the shutoff valve. Psi, from the service air heat exchanger. The canopy seal pressure regulator receives cooled engine bleed air, at approximately 80
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