Diamond DA42-VI as a good Scandiavia / Euro tourer? vs Cirrus SR22?

sedatedokc wrote:

Normally I would be going to Austria to check them out , but currently Austria is in lockdown.

Reach out to the Diamond dealer for Norway and arrange a test flight where you are.

sedatedokc wrote:

So basically wondering even about things as simple as the heating or seats being problematic

For heating I haven’t heard any complaints, albeit Austria isn’t as cold as Norway.
The standard Diamond seats are not as comfortable as the Cirrus seats, but with the optional lumbar support and recline the 42 seats are just fine. You can also get the removable stick option for the front right seat.

sedatedokc wrote:

Is there any real issue operating a twin piston down to Southern Europe at FL100? Or is it best to stay around Scandinavia? I know at some point it turns into a long trip, but it seems like a good learning experience for me to build up hours.

It depends. Flying a Cirrus or DA42 is no issue anywhere in Europe. Italy isn’t well known for Avgas supply. Greece is a bit of a handling exercise, literally. My personal choice flying over water would be a twin vs. single piston.

The flying part isn’t the issue anyway, but be prepared for a steep learning curve (and some frustration) dealing with ATC, airports, handling companies, fuel availability in areas south of the alps compared to simply hopping in and flying like in the USA. The DA42 can be of considerable advantage there due to JetA and massive range, especially when throttling back.

Mooney_Driver wrote:

To cross the Alps obviously you will need to climb higher but for that you get oxygen unless you have a pressurized cabin.

In VMC FL100 is plenty to get over the alps. It is good airmanship to fly overhead a GAFOR route, still.

Is there any real issue operating a twin piston down to Southern Europe at FL100? Or is it best to stay around Scandinavia? I know at some point it turns into a long trip, but it seems like a good learning experience for me to build up hours.

The avgas situation is more difficult in the more southern parts of Europe but whether this matters depends hugely on what sort of flying you want to do. If you travel to nice destinations then you can do it ok, albeit with more planning. Actually in say Greece the airport timetables are more of a challenge than getting avgas

Burning Jet-A1 is a big advantage down there, however, because you can refuel at all sorts of “airline” airports.

But if you just want to fly around aimlessly like so many do then certainly that is easier in N Europe.

Crossing the Alps IFR needs FL140 except the far eastern portion which can be done at FL120. You need oxygen but portable kits are no problem.

I have a load of trip reports here and some articles on oxygen kits. And I am doing this with a TB20 which has similar performance to a DA42 (lower climb rate at altitude due to no turbo) and is a bit slower than an SR22 but has quite a bit a longer range.

Remember that in Europe, due to the alternate situation being generally not great, a plane with say an 800nm range is good for only about 500nm, broadly speaking. The TB20 will do 1300nm+ but I would never plan a trip beyond about 950nm.

I’ve said it before, and I’ll say it again. For the payload you require and preferring a new airplane, I’d suggest a look at a Tecnam P2006T twin. Two Rotax engines that can run on – and actually prefer – Mogas, modern cockpit w Garmin G950 and due to high wing good for sightseeing. Somewhat underpowered, but that’s prob90 not a huge issue for what you intend to do. Don’t know about heating, that’s rarely an issue here is SoCal!

The Tecnam Twin has no FIKI option and afaik no de icing at all. This makes it very limited for IFR anywhere north of the Alps.

I can’t imagine Tecnam to be touring aircraft for crossing the Alps or flying in Scandinavian weather.

Yup, or at least not the 2006 twin. The 2012 twin is Fiki – but also way bigger and 2x the price of a Jetprop. It does however come with FADEC Lycomings, so the upside you’re down to four engine levers instead of six, the downside you still need proper Avgas.

What about a T182T with TKS? Norway has kortbanenettet.
https://en.wikipedia.org/wiki/STOLports_in_Norway
I would also expect quite a lot of wind and generally similar conditions to the Alaskan pilots I’ve seen on Discovery flying C206

Emir wrote:

I can’t imagine Tecnam to be touring aircraft for crossing the Alps or flying in Scandinavian weather.

No?

Ok, a slightly bigger and non-existing electric version But a Tecnam nonetheless.

Actually there’s an alpine airline that is using a p68 for touristic flight.
http://alpine-airlines.com/vulcanair-p68/
This version looks as ugly as the standard ones, but the glass front entire canopy is great to fly I believe, specially for pilots.