Sorry, this cynic in me smiles at "a little more horsepower". Since there's no such thing as enough, this can be applied to any airplane, ever...rwtucker wrote:Antoine, You and I seem to be of similar minds on this issue. I'm still of the opinion that a little less weight (carbon tail), a little more HP (high compression heads, etc.), and your NLG would transform the DA40 into my ideal personal flying machine. Nothing hits every potential mission but this would hit all but the ones I'm willing to forgo without any great sense of loss.
Caerus was a Greek god so probably not Cirri Cirroi (Caeroi) maybe? What the hell . . . just stick an 's' on it.
DA40, ice, and some self-doubt
Moderators: Rick, Lance Murray
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Re: DA40, ice, and some self-doubt
2002 DA40-180: MT, PowerFlow, 530W/430W, KAP140, ext. baggage, 1090 ES out, 2646 MTOW, 40gal., Surefly, Flightstream 210, Orion 600 LED, XeVision, Aspen E5
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Re: DA40, ice, and some self-doubt
I know . . . I know . . . some kind of illness, I think.Rich wrote:Sorry, this cynic in me smiles at "a little more horsepower". Since there's no such thing as enough, this can be applied to any airplane, ever...
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Re: DA40, ice, and some self-doubt
Hi Robert thanks for helping me with the greek of Cirrus's! I am glad that you too cannot see an easy upgrade path, although I must admit, in my case the primary problem is the lack of ice protection.
As to performance enhancements, I have not published any news for a long time, but here is a quick update.
I just did 2 long flights (2 x 3 hours) with the final iteration of a new fix to the NLG issue (simpler and less costly than the redesign of the fork I published here).
After some fine tuning I now see 145-147 KTAS on 9 GPH consistently at my cruise altitudes (around 8-10 K density alt). The plane has no trim tab, it needs some right rudder in the climb and a touch of left rudder pressure when exceeding 140 KTAS, growing to a lot more beyond 155 KTAS.
Do the stock planes also need left rudder around 150 KTAS? I vaguely remember mine did, but not sure if this is a side effect of the removal of the trim tab or a normal feature?
As to performance enhancements, I have not published any news for a long time, but here is a quick update.
I just did 2 long flights (2 x 3 hours) with the final iteration of a new fix to the NLG issue (simpler and less costly than the redesign of the fork I published here).
After some fine tuning I now see 145-147 KTAS on 9 GPH consistently at my cruise altitudes (around 8-10 K density alt). The plane has no trim tab, it needs some right rudder in the climb and a touch of left rudder pressure when exceeding 140 KTAS, growing to a lot more beyond 155 KTAS.
Do the stock planes also need left rudder around 150 KTAS? I vaguely remember mine did, but not sure if this is a side effect of the removal of the trim tab or a normal feature?
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Re: DA40, ice, and some self-doubt
The plural form of Elvis is Elvi as in "The Flying Elvi." So I am going with the plural of Cirrus is Cirri.
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Re: DA40, ice, and some self-doubt
+1 Cirri. Latin for tuft or curl.Antoine wrote:Hi Robin
Congratulations on your purchase. I would love to hear more from you regarding the difference in the fun factor. I have been looking at Cirrus (Cirri? Cirruses?) for years and every time it feels like trading in a sports car for a van. Can you comment?
DA40F - N405FP/HS-KAI (sold)