What comes after a DA40?
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Re: What comes after a DA40?
Here's the flight. An awesome experience @ FL250 and max TAS of 219 knots- carym
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Re: What comes after a DA40?
Antoine,
Going that fast you can't enjoy the experience of flying. You need to slow down to my speeds of 140 kts
Going that fast you can't enjoy the experience of flying. You need to slow down to my speeds of 140 kts
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
- rwtucker
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Re: What comes after a DA40?
Enough bragging. If god had intended us to fly that fast, he would have told Dries in a dream that he should build a DA55.
- CFIDave
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Re: What comes after a DA40?
Antoine: What was your avgas fuel burn to achieve 219 kt TAS?
For comparison, this weekend I managed a consistent TAS of 193 knots at 15,500 feet for 3 solid hours flying back from EAA AirVenture Oshkosh in our DA62, burning 17.4 gph of JetA (total both engines combined). But I only had a 7-knot tailwind for a groundspeed of 200 kts.
The DA62's turbos can only achieve 90% power at that altitude; I could have gone faster (95% power max continuous) had I flown lower at 14,500 feet.
For comparison, this weekend I managed a consistent TAS of 193 knots at 15,500 feet for 3 solid hours flying back from EAA AirVenture Oshkosh in our DA62, burning 17.4 gph of JetA (total both engines combined). But I only had a 7-knot tailwind for a groundspeed of 200 kts.
The DA62's turbos can only achieve 90% power at that altitude; I could have gone faster (95% power max continuous) had I flown lower at 14,500 feet.
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
- carym
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Re: What comes after a DA40?
And we came back from OSH at 7500 feet showing about 165 kts TAS and burning 23 gal/hr of 100LL in the C310 (not turbocharged). I don't think Antoine wants to tell you his fuel burn because he doesn't want to know it
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
- CFIDave
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Re: What comes after a DA40?
The upcoming 380 hp Lycoming iE2 FADEC engine in the retractable version of the DA50 -- specifically targeted at the North American market because it burns avgas -- is supposed to cruise at 220 knots TAS.rwtucker wrote:If god had intended us to fly that fast, he would have told Dries in a dream that he should build a DA55.
So no dreaming may be necessary.
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
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Re: What comes after a DA40?
I am still "high" from today's flying. Definitely in love. Now that everything is working I can tell you the EA-400 is a wild wild mustang. OK, its take off performance is ...ahem..., but once you have 50 feet below you the ride starts!
@Dave: At FL250 max continuous power is really 75% because you're limited to 32" of MP, so it was burning about 24 GPH at 219 KTAS, on a very very hot day... I think it would easily exceed 220 KTAS on an ISA day.
The most dizzying experience was the descent from FL 250. Just leave eco cruise power (65%) and point the nose down at 1500 FPM.
The plane was rock solid at all times and apart from a ton of left rudder it was a breeze to fly.
Ah and did I mention the 8500 ft cabin at FL250 and the AC that kept us cool and comfy in scorching heat at LFHO?
I had a (Mooney) pilot friend on board and he was seriously impressed. He said it was like flying in a private airliner...
Too bad Extra went bust. With a little bit of additional engineering (better AP, other engine) the EA-400 could have become the ultimate step up plane for all of us who want to travel seriously... and have fun in puffy cumulus when no one's watching...
As it stands the EA-400 is a challenging but very rewarding "unfinished" prototype with its quirks, do's and don'ts. Don't even touch it if you're not a very technically interested pilot...
@Dave: At FL250 max continuous power is really 75% because you're limited to 32" of MP, so it was burning about 24 GPH at 219 KTAS, on a very very hot day... I think it would easily exceed 220 KTAS on an ISA day.
The most dizzying experience was the descent from FL 250. Just leave eco cruise power (65%) and point the nose down at 1500 FPM.
The plane was rock solid at all times and apart from a ton of left rudder it was a breeze to fly.
Ah and did I mention the 8500 ft cabin at FL250 and the AC that kept us cool and comfy in scorching heat at LFHO?
I had a (Mooney) pilot friend on board and he was seriously impressed. He said it was like flying in a private airliner...
Too bad Extra went bust. With a little bit of additional engineering (better AP, other engine) the EA-400 could have become the ultimate step up plane for all of us who want to travel seriously... and have fun in puffy cumulus when no one's watching...
As it stands the EA-400 is a challenging but very rewarding "unfinished" prototype with its quirks, do's and don'ts. Don't even touch it if you're not a very technically interested pilot...
- Erik
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Re: What comes after a DA40?
Gs is impressive when going down wind - but a fast plane saves the most time vs a slower plane when going INTO the wind when gs are lower. E.g. 190 vs 140 knots (assuming you aren't flying as high when going into the wind) then knock of 60-70 knots for a high wind day.... then figure out your speeds.
What kind of mooney did your friend fly? The faster moneys are faster still - but not with that cabin space, load carrying or pressurization - but I do jump off the runway quickly. Very quickly.
What kind of mooney did your friend fly? The faster moneys are faster still - but not with that cabin space, load carrying or pressurization - but I do jump off the runway quickly. Very quickly.