Diamond DA42NG for Sale

Price on request

Available now: 2001 Citation Bravo — $2,300,000

Aircraft Specifications

Asking Price
Price on request
Model
DA42NG
Airframe
4,006 hrs
Engines
2 × Austro Engine (jet-fuel, DA42NG standard)
Engine time
1,384 hrs remaining (as reported)

Avionics

Description

This Diamond DA42NG is a four-seat, twin-engine composite aircraft offered with 4,006 hours total time on the airframe and 4,811 total landings. The seller reports 1,384 hours remaining on the engines and 997 hours remaining on the propellers. As on every DA42NG, power comes from two Austro Engine jet-fuel engines driving constant-speed propellers, with retractable landing gear.

The flight deck is a Garmin G1000 NXi integrated suite coupled to a Garmin GFC 700 autopilot. Surveillance and weather equipment includes a Garmin GTX 345R transponder, a Garmin GWX 70 weather radar and an Avidyne traffic advisory system (TAS). The airplane is also equipped with long-range fuel tanks and TKS ice protection.

Year of manufacture, serial number, registration, inspection status, location and asking price have not been published and are available on request. Logbooks, engine and propeller records and the current airworthiness documentation should be reviewed before any offer, and a pre-purchase inspection at a Diamond-experienced maintenance organisation is recommended.

Consultant's Notes

The short version

This Diamond DA42NG for sale is a four-seat composite piston twin with 4,006 hours total time on the airframe and 4,811 landings. The seller reports 1,384 hours remaining on the engines and 997 hours remaining on the propellers. It has the Garmin G1000 NXi flight deck with a GFC 700 autopilot, a GTX 345R transponder, a GWX 70 weather radar, an Avidyne traffic advisory system, long-range fuel tanks and TKS ice protection. Year of manufacture, serial number, registration and location are available on request, and the price is on request. In plain terms: a well-used, very well-equipped DA42NG for someone who wants to fly IFR in real weather, not a low-time showroom airframe.

What the DA42NG is

The DA42 Twin Star is Diamond Aircraft's composite four-seat twin, designed and built in Austria. The NG ("Next Generation") is the version powered by two Austro Engine 2.0-litre turbocharged engines that burn Jet A-1 rather than avgas. Each engine is managed by an electronic engine control unit with a single power lever, so there are no separate mixture and propeller levers to manage. The props are constant-speed and the landing gear is retractable.

That combination is why the DA42 became one of the most common multi-engine trainers in Europe and a popular private IFR tourer. It is efficient for a twin, it runs on fuel that is available at almost every airport with turbine traffic, and it has a modern, quiet cockpit. It is not fast by turboprop standards and it is not a large cabin. It is a sensible, economical twin that lets one pilot fly instruments with a second engine and a lot of automation.

Reading the numbers on this DA42NG

4,006 hours on the airframe. This is a working airplane, not a hangar queen. Composite airframes do not have the corrosion story of aluminium twins, but they do have their own checklist: condition of the paint and UV protection, any composite repairs and whether they were done to Diamond's repair instructions, landing gear wear and the state of the gear actuators and attach points. At this time in service, the quality of the maintenance records matters more than the headline number.

4,811 landings. That is roughly one landing for every 50 minutes of flight. A pure circuit-training airplane usually logs landings at a much higher rate, so these figures point to mixed use with a fair share of real legs. The ratio alone proves nothing, though. Ask who operated the airplane, for what, and where it was based.

1,384 hours remaining on the engines and 997 on the propellers. These are the figures as published. "Time remaining" always depends on the limit it is measured against, so ask for the hours since new or since exchange on each engine and propeller, the limit being applied, and any calendar limits. Austro engines and their components have their own inspection and replacement intervals, and MT propellers have calendar-time limits as well as hours. You want the full picture, not a single number per side.

Equipment that matters

This is the part of the listing that stands out. The list is short, but it is the right list for a twin that will be flown in instrument conditions.

- Garmin G1000 NXi. The current generation of the G1000 platform, with faster processors and clearer displays than the original G1000. If the airplane was built with the original G1000 and later upgraded, confirm the upgrade paperwork and software level. - Garmin GFC 700 autopilot. A fully integrated digital autopilot, well matched to single-pilot IFR in a twin. - Garmin GTX 345R transponder. A remote-mounted ADS-B Out transponder with ADS-B In. In Europe the In side mainly gives you traffic from other ADS-B equipped aircraft; the subscription-free weather service is a US feature. - Garmin GWX 70 weather radar. Onboard radar is uncommon on a piston twin of this size. For anyone flying around convective weather, it is a genuine safety tool. - Avidyne TAS. An active traffic system that interrogates other transponders, which is useful in airspace where not everyone broadcasts ADS-B. - Long-range fuel tanks. More endurance and more flexibility on longer legs, with the usual trade-off against payload when the tanks are full. - TKS ice protection. Fluid-based ice protection. Confirm exactly which configuration is installed and whether the paperwork supports flight into known icing, or whether it is a non-hazard system. That single detail changes how the airplane can legally be used in winter.

Who this airplane suits

If you are an owner-pilot who flies IFR across Europe and wants a twin with real weather tools, this specification is close to what you would build yourself. If you run a training organisation and want a well-equipped DA42NG for advanced instrument and multi-engine work, the avionics and the jet-fuel engines fit that role, subject to the approvals in your country. If you are moving up from a single-engine Diamond, the cockpit will feel familiar.

If you want a low-time collector airframe, this is not that airplane. If you need six seats or a large cabin, look at the DA62. If you expect turbine speeds, a piston twin will disappoint you. It is better said here than discovered on a viewing.

Running costs, honestly

The DA42NG's main economic argument is its engines. Fuel burn is low for a twin, and in much of Europe Jet A-1 costs less than avgas and is easier to find. Against that, budget for the scheduled maintenance of two engines, two propellers, a retractable gear and, here, a TKS system and weather radar. A realistic owner budget should be built from this airplane's own maintenance programme and component status, not from brochure figures. Once the records are in hand, we can help you build that budget line by line.

What to verify before you commit

- Year, serial number and registration. Not published. Ask for them first; they unlock everything else, including the history checks. - Complete logbooks since new. Airframe, both engines and both propellers, with continuity and no gaps. - Engine and propeller status. Hours since new or since exchange for each unit, the limit used to calculate remaining time, calendar limits, and compliance with Austro Engine and MT service bulletins. - Airworthiness Directives and Diamond service bulletins. A full compliance list, signed by the maintenance organisation. - Damage history. Ask directly and get it in writing. Any composite repair should be documented with the approved repair data. - Certificate of airworthiness and airworthiness review (ARC or equivalent). Check validity, registry, and whether an export or import is involved. - TKS certification status and a functional test of the system during the pre-purchase inspection. - Avionics paperwork. Installation approvals for the NXi, radar, TAS and transponder, plus current database and software status. - Pre-purchase inspection at a maintenance organisation that works on Diamond twins every week, not occasionally.

Price and how to make an offer

The asking price is on request. For a DA42NG, value depends mainly on year, engine and propeller times, equipment and documentation. This airplane combines high airframe time with a strong avionics and weather fit, so the conversation should be about the whole package, not the hours alone. Ask us for the specification sheet, the records and the year, and we will tell you plainly how it compares with what else is on the market.

Frequently asked questions

What year is this Diamond DA42NG? The year of manufacture has not been published. It is available on request, together with the serial number and registration.

How many hours does it have? 4,006 hours total time on the airframe and 4,811 landings, as published.

How much time is left on the engines and propellers? The seller reports 1,384 hours remaining on the engines and 997 hours remaining on the propellers. Ask for the basis of those figures and any calendar limits.

What fuel does the DA42NG use? The DA42NG's Austro engines run on Jet A-1. The flight manual also lists approved diesel fuels; check the exact list for this airplane.

Is it approved for flight into known icing? It has TKS ice protection. Whether this installation is certified for known icing must be confirmed from the airplane's documents.

Does it have weather radar? Yes. It has a Garmin GWX 70 weather radar, displayed on the G1000 NXi.

What is the asking price? The price is on request. Contact us for the full specification and records.