Beautiful sights, sad reminder of DP. He mentions the video was shot between Breckenridge and Freemont pass, the end (populated area) looks to me like Golden, CO with lights sprawling towards Denver.
Nice video of a DA-62 basking in the sun over Colorado, which made me think of Dave Phillips. RIP.
Real world, full tanks (326l) would allow 4 adults, bags and TKS. It then depends upon how quickly you want to burn fuel. 
We tend to operate at 73-75% when looking for a sensible range/time which gives us 6hrs endurance and, allowing for 45 minutes reserves, a useable still air range of 850nm (10000ft, 170 KTAS). If you bring the power back to 42% (10000ft,138KTAS) you’ll get further (about 1100nm) but that will take you 8hrs. Push the levers forward to 95% (Max Continuous Power) and you’re now at 185KTAS but reduced airborne time to 4:45, which equates to 740nm before reserves.
Jump up to 15000ft with oxygen and you can add about 10kts to all those speeds giving you still air ranges of 1080nm@75%,1180nm@42% and 925nm@95%.
Inbrunodias wrote:
with 7 onboard what´s is the range?
Max takeoff weight = 2300 kg
Empty weight = ~ 1680 kg
Useful load = 620 kg
7 standard adults ~ 78 kg = 546 kg
So that’s 74 kg of fuel, Jet A1 weight .8 kg / litre so you can carry 92.5 litres
That’s just over an hour with reserves.
In reality 7 adults would be fairly uncomfortable, they probably wouldn’t enjoy it much!
I think 5 adults is comfortable for longer trips, you’d then have close to full tanks and almost 5 hours endurance.
with 7 onboard what´s is the range?
@boscomantico wrote:
What I still don’t understand is how a 2/2.3 ton aircraft with 2×180 hp can be a good performer in the takeoff and climb department. I mean, a Piper Seminole also has 2×180 hp and weighs 1.7 tons at MTOW and is not an exceptional performer… a Seneca, which has the same MTOW has 2×220hp….
Isn’t the wingspan (15m !) the reason here ?
Edit: we would need to know what are comparative Vr for DA62 and PA34.
Edit2: it seems that Vr is 78kt for DA62, and 71kt for PA-34
Reaching higher speed with less power within a shorter distance… I join bosco here.
Range – I’ve flown one direct from Faro to Bournemouth and could have continued to Birmingham, still landing with 45 mins reserve. In reality, you’ve got about 5:30 flight time before you need to worry about eating into reserves. That said, I’ve done 8:10 on one sortie, albeit hanging back at 42-45% power.
Speed – realistically a TAS of about 175 at non-O2 levels.
Altitude – we regularly cruise in the FL160-180 territory. The O2 system is good as long as you don’t mind a tube up your nose.
Take-off – no problems at all. Unlike the 42 you takeoff with flap. The U/C is very forgiving on grass but we feel that the main doors are a bit close to the ground.
Single-engine – nope, it’s not brilliant but are many MEPs? In ISA conditions you’ll be OK but I did one (training) with an OAT of 45 Celsius at 1500ft AMSL and it required significant concentration. Blue line seems a bit slow with an unusual wallowing sensation. We tend to add 5kts and it feels much better with little penalty.
I’m actually typing this on my way to LOAN to collect our fourth airframe; lookout for G-MDME on Wednesday/Thursday.
What is the max range of this thing?
I understand the weight would have been prohibitive, but it would have been a real game changer if they’d made it pressurized. Wouldn’t even have to be by that much, maybe just 3-4psi diff. Would have made it a 20000ft plane tourer, which is a nice altitude to be at. Too bad, but perhaps in the future.
Thanks.
But citing cruise performance at oxygen levels in an unpressrized aircraft is a bit tendential. Nobody likes cannulas/masks.
FL100 is a decent altitude to compare speeds at. I guess the speed would be 170ish at FL100 at the same fuel flow. Still not bad. The SR22, when doing 170 knots, burns 13 GPH (of more more expensive and less available) avgas at FL100.
I don’t think 6.00/6 is “big enough” for a 2-ton/2.3 ton aircraft.
What I still don’t understand is how a 2/2.3 ton aircraft with 2×180 hp can be a good performer in the takeoff and climb department. I mean, a Piper Seminole also has 2×180 hp and weighs 1.7 tons at MTOW and is not an exceptional performer… a Seneca, which has the same MTOW has 2×220hp….
boscomantico wrote:
Real world numbers? At which altitude is this?
Here are some pics I took over the Med. FL145 doing 177kts burning only 14.4 (7.2 per side).
boscomantico wrote:
How does it do on grass? How big are the tyres?
Very well. The gear is very a sturdy trailing link design and the tires are pretty big, 6.00–6. boscomantico wrote:
Impressive. With how much margin?
A lot of margin on the ground roll but if you’re clearing obstacles you’ll need some more space… 800 metres is very comfortable with plenty of margin and obstacle clearance.
