DA42-VI Real-life Performance
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- Yankee17
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- First Name: Brian
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DA42-VI Real-life Performance
If anyone is interested in real-life performance of the VI, I posted a couple of longer trips in "reports". This was a round trip with two adult males and full tanks (main & aux) for both legs. Also full de-ice tank with another 10 ltr in reserve.
http://www.diamondaviators.net/reports/flights/5369
http://www.diamondaviators.net/reports/flights/5368
http://www.diamondaviators.net/reports/flights/5369
http://www.diamondaviators.net/reports/flights/5368
/Brian
42.N119 DA42-VI
40.N061 DA40 NG (sold)
American Champion Citabria
42.N119 DA42-VI
40.N061 DA40 NG (sold)
American Champion Citabria
- Jean
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Re: DA42-VI Real-life Performance
Awsome !
That must have been a beautiful trip.
Is fuel comsumption indicated for both engines ?
What was the power setting ?
That must have been a beautiful trip.
Is fuel comsumption indicated for both engines ?
What was the power setting ?
40.446, G1000, KAP 140, Hartzell Metal
- Yankee17
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Re: DA42-VI Real-life Performance
On the out leg, FF=7 gph per side. Power setting was 80%. FL140. TAS=180Jean wrote:Is fuel comsumption indicated for both engines ?
What was the power setting ?
On the return leg, FF=6.9 gph per side. Power 77%. FL120. TAS=173.
We were battling a stiff headwind on the way back, so I stayed lower. If I want more endurance, I pull power back to 70-75%a and can count on 6-6.5 gph per side. At FL160-180 a TAS of 180 at that power setting is not unheard of.
/Brian
42.N119 DA42-VI
40.N061 DA40 NG (sold)
American Champion Citabria
42.N119 DA42-VI
40.N061 DA40 NG (sold)
American Champion Citabria
- Rick
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Re: DA42-VI Real-life Performance
Our REPORTS section doesn't handle the DA42 engine data correctly yet. I'm trying to find some spare time to work on it, but no luck yet. I believe the fuel consumption (and most other engine data) is only for the first engine at this point.Jean wrote:Is fuel comsumption indicated for both engines ?
Roanoke, VA (KROA)
- Yankee17
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Re: DA42-VI Real-life Performance
That seems to be right, comparing to the CSV file. Usually, we'll try to run the engines symmetrically, so the data you see now should be a pretty good indication. (And, if I can keep the wings level, the altitude readings should be quite similar for the two engines, as well!)Rick wrote:I believe the fuel consumption (and most other engine data) is only for the first engine at this point.
/Brian
42.N119 DA42-VI
40.N061 DA40 NG (sold)
American Champion Citabria
42.N119 DA42-VI
40.N061 DA40 NG (sold)
American Champion Citabria
- CFIDave
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Re: DA42-VI Real-life Performance
I've found the way to extract great performance in the DA42-VI is to fly high (the plane, not the pilot unless over Colorado ). The rule of thumb seems to be an increase of 3 knots TAS for each 2000 feet added to the altitude.
Except when facing bad headwinds at higher altitudes, our "sweet spot" is the recommended 75% cruise power, burning 6.6 gal/hour per engine (13 gph total), and flying on O2 at around 15,000 feet. The result is usually around 180 knots TAS. This is with 2 adults, full fuel and de-ice, and luggage. Our plane seems to be at least 4 knots faster than what's published in the AFM/POH at any altitude and power setting.
Except when facing bad headwinds at higher altitudes, our "sweet spot" is the recommended 75% cruise power, burning 6.6 gal/hour per engine (13 gph total), and flying on O2 at around 15,000 feet. The result is usually around 180 knots TAS. This is with 2 adults, full fuel and de-ice, and luggage. Our plane seems to be at least 4 knots faster than what's published in the AFM/POH at any altitude and power setting.
Epic Aircraft E1000 GX
Former DA40XLS, DA42-VI, and DA62 owner
ATP, CFI, CFI-I, MEI
Former DA40XLS, DA42-VI, and DA62 owner
ATP, CFI, CFI-I, MEI
- Yankee17
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Re: DA42-VI Real-life Performance
I concur.CFIDave wrote:Our plane seems to be at least 4 knots faster than what's published in the AFM/POH at any altitude and power setting.
/Brian
42.N119 DA42-VI
40.N061 DA40 NG (sold)
American Champion Citabria
42.N119 DA42-VI
40.N061 DA40 NG (sold)
American Champion Citabria
- carym
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Re: DA42-VI Real-life Performance
Just for comparison, and for whatever it is worth, I fly my 1.7's at 75% power at 5.5 gal/hr/side and get 160 knots TAS at 15000 feet (with full tanks, 2 adults and luggage, full de-ice, and on oxygen). At 18% more full usage you get 12% more speed. Pretty good increase in speed with not that much more fuel burn. It must be related to those small but numerous airframe cleanups they did for the -VI. I find that usually I really don't save much time in going up that high unless I am on a very long (3+ hours) x-country.CFIDave wrote:I've found the way to extract great performance in the DA42-VI is to fly high (the plane, not the pilot unless over Colorado ). The rule of thumb seems to be an increase of 3 knots TAS for each 2000 feet added to the altitude.
Except when facing bad headwinds at higher altitudes, our "sweet spot" is the recommended 75% cruise power, burning 6.6 gal/hour per engine (13 gph total), and flying on O2 at around 15,000 feet. The result is usually around 180 knots TAS. This is with 2 adults, full fuel and de-ice, and luggage. Our plane seems to be at least 4 knots faster than what's published in the AFM/POH at any altitude and power setting.
Cary
DA42.AC036 (returned)
S35 (1964 V-tail Bonanza)
Alaska adventure: http://mariashflying.tumblr.com
DA42.AC036 (returned)
S35 (1964 V-tail Bonanza)
Alaska adventure: http://mariashflying.tumblr.com
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Re: DA42-VI Real-life Performance
I tend to do longer trips (4+ hrs) in my DA42-VI & typically file FL170/180.
The engines perform even better at altitude here in the tropics with the high density altitude. (ISA+15/20)
I generally cruise somewhere around ktas 185-190 @ 77% power. Speed is just really addictive & since Jet A is so relatively cheap here, a slightly higher fuel flow is no big deal.
Having said that, at lower altitudes like FL130, if you're looking for "max" high speed cruise & don't care about fuel flow/range, 85% generally makes the best sense - the speed difference between 92% and 85% is just 4-5 kts, not really worth it to thrash the engines.
At FL180 you won't get more than 82-83% max power on the Austros, but it'll give you somewhere around 193-195 ktas. Best speed I've ever had at max power 82%, ISA+15 & FL 180 was 198 ktas.
The engines perform even better at altitude here in the tropics with the high density altitude. (ISA+15/20)
I generally cruise somewhere around ktas 185-190 @ 77% power. Speed is just really addictive & since Jet A is so relatively cheap here, a slightly higher fuel flow is no big deal.
Having said that, at lower altitudes like FL130, if you're looking for "max" high speed cruise & don't care about fuel flow/range, 85% generally makes the best sense - the speed difference between 92% and 85% is just 4-5 kts, not really worth it to thrash the engines.
At FL180 you won't get more than 82-83% max power on the Austros, but it'll give you somewhere around 193-195 ktas. Best speed I've ever had at max power 82%, ISA+15 & FL 180 was 198 ktas.