DA62 - YouTube Trailer
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Re: DA62 - YouTube Trailer
Just a guess - redirected exhaust - Hide the infrared (heat) signature from someone looking up from the ground??!!
Looking!
1980 414A - N2691Y (sold)
DA62 - N100DA 62.078 (sold)
DA42TDi - N742SA 42.AC112 (sold)
1980 414A - N2691Y (sold)
DA62 - N100DA 62.078 (sold)
DA42TDi - N742SA 42.AC112 (sold)
- CFIDave
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Re: DA62 - YouTube Trailer
Yes, and by placing the exhaust above the engine it may also reduce the engine noise heard below on the ground.
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
- Steve
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Re: DA62 - YouTube Trailer
And also keep the exhaust farther away from the FLIR pod on the ventral fuselage surface.
- janders
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Re: DA62 - YouTube Trailer
I liked the Vne approach profile he talks about at 31:26
https://youtu.be/ho4glmvoLFQ?t=1886
* 95% power to 1.5nm from the threshold flying at 185 kias
* power idle
* gear down
* flaps down at appropriate speeds
* you're over the rwy threshold at 90 knots ready to land
https://youtu.be/ho4glmvoLFQ?t=1886
* 95% power to 1.5nm from the threshold flying at 185 kias
* power idle
* gear down
* flaps down at appropriate speeds
* you're over the rwy threshold at 90 knots ready to land
Current E50P owner
Former C172 and DA62 owner
Former C172 and DA62 owner
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Re: DA62 - YouTube Trailer
I think the MPP DA62 has a little more drag than a "regular" DA62!?
Looking!
1980 414A - N2691Y (sold)
DA62 - N100DA 62.078 (sold)
DA42TDi - N742SA 42.AC112 (sold)
1980 414A - N2691Y (sold)
DA62 - N100DA 62.078 (sold)
DA42TDi - N742SA 42.AC112 (sold)
- Derek
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Re: DA62 - YouTube Trailer
Great ad, great marketing!! Impressive for its own sake. Tempting. Such a great plane.
- jbrauertn
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Re: DA62 - YouTube Trailer
AndrewM -
For some reason I couldn't reply directly to your question . . .
We flew a new G2 out of the Vision Jet Center in Knoxville, TN. Ease of flying the two aircraft is very similar, but different. Once you learn the systems and flight characteristics both are easy to fly! Avionics are different, but both seem simple once you learn them. Both single lever controls. Pressurization in the G2 is automatic. Ingress/egress and comfort is much better in the G2. Landing speeds are almost identical and flare/touchdown is completely normal. My one and only G2 landing was truly a greaser. The full caster nosewheel is no issue to learn and use. The G2 also has auto throttle to assist with descents. In fact it will control speeds and elevation through the entire flight including arrival and approach right down to 200 feet if you want as well as adhere to the 250 knot and 200 knot speed limits automatically.
The big difference between the two aircraft is simply speed! Things come at you much faster in the Vision Jet. However, the Cirrus learning process will prepare you well. Speeds around the airport are similar to the DA62. Climbing out I told my wife "We're at 31,000 feet". She said "OMG I thought we were at 10,000!" Coming down and arriving at the airport its all about speed management, but really not that hard from what I experienced during my one hour in the left seat. I look forward to the transition!
Check out that ground speed in the picture below.
For some reason I couldn't reply directly to your question . . .
We flew a new G2 out of the Vision Jet Center in Knoxville, TN. Ease of flying the two aircraft is very similar, but different. Once you learn the systems and flight characteristics both are easy to fly! Avionics are different, but both seem simple once you learn them. Both single lever controls. Pressurization in the G2 is automatic. Ingress/egress and comfort is much better in the G2. Landing speeds are almost identical and flare/touchdown is completely normal. My one and only G2 landing was truly a greaser. The full caster nosewheel is no issue to learn and use. The G2 also has auto throttle to assist with descents. In fact it will control speeds and elevation through the entire flight including arrival and approach right down to 200 feet if you want as well as adhere to the 250 knot and 200 knot speed limits automatically.
The big difference between the two aircraft is simply speed! Things come at you much faster in the Vision Jet. However, the Cirrus learning process will prepare you well. Speeds around the airport are similar to the DA62. Climbing out I told my wife "We're at 31,000 feet". She said "OMG I thought we were at 10,000!" Coming down and arriving at the airport its all about speed management, but really not that hard from what I experienced during my one hour in the left seat. I look forward to the transition!
Check out that ground speed in the picture below.