Yes, but IIRC, the app uses POH data which cuts off at 50%. Or do you get data for less than 50% from the app?robert63 wrote:The Gyronimo App for the DA42NG gives the best range at 18.000 ft with 50% power setting. The range at ISA and 0 wind is 1.119 NM. Speed is 142 KTAS at 8.7 Gal/h. The 30 Minutes reserve is not included. The App is quite accurate for our aircraft.
Carson speed
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- dgger
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Re: Carson speed
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Re: Carson speed
This. I had the exact same experience in an NG.Henrik wrote: You can drop it down below 40%, but the high angle of attack give the airframe a sluggish feel & you feel a tendency of continuously chasing small up & down drafts, which surely can't be efficient.
Now, I am still not sure where L/Dmax might be (at MTOM, full forward CG, say). Any ideas anyone?
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Re: Carson speed
No, the app starts at 50%.dgger wrote:Yes, but IIRC, the app uses POH data which cuts off at 50%. Or do you get data for less than 50% from the app?robert63 wrote:The Gyronimo App for the DA42NG gives the best range at 18.000 ft with 50% power setting. The range at ISA and 0 wind is 1.119 NM. Speed is 142 KTAS at 8.7 Gal/h. The 30 Minutes reserve is not included. The App is quite accurate for our aircraft.
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Re: Carson speed
Thanks for the inputs guys, I'll make some trials with 40/45/50% and figure it out before the 1000+ NM adventure. From my calculations (based on POH) with at least 20 Kts tailwind at FL120 it is doable with enough fuel to divert 100NM.
Now, I am still not sure where L/Dmax might be (at MTOM, full forward CG, say). Any ideas anyone?
From my short experience and trials on a DA42-VI MPP it's around 90/95 Kias at MTOM (1999kg) which makes some sense as the Vy is 92 (though I know Best glide speed=Vy isn't a rule in most aircrafts)
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Re: Carson speed
Just found this on my laptop. I had tried to measure the performance for lower power settings to complement the POH below 50% and verify above 50%. Apparently, I picked a poor day and the A/P kept riding up- and downdrafts. But I like to think the story here is consitent:Henrik wrote:You can drop it down below 40%, but the high angle of attack give the airframe a sluggish feel & you feel a tendency of continuously chasing small up & down drafts, which surely can't be efficient. 35% power is really for max endurance & not range.
- The lower the power setting the more volatile the speeds
- Below 40% power speeds are to volatile to be flown (despite being mapped)
- At some point (which I suspect to be above 40% is the optimum range speed)
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Re: Carson speed
Let me give you 2 data points:
1. When ferrying my (then brand new) DA42-VI from Weiner Neustadt, Austria to Wick, Scotland (almost exactly 1000 nm) we used a 60% power setting to fly this leg in 6 hours and 23 minutes at about 155 knots TAS at 12000 feet). Winds were essentially zero. We still had enough remaining fuel to fly 1 hour.
2. When ferrying a pre-owned Lycoming DA40 XLS to a maintenance shop, I was flying at 8500 feet at wide open throttle to achieve about 145-150 knots TAS burning 10 gph. My pilot wife flew alongside in our DA42-VI (she was my ride home!), and to maintain the same airspeed at that altitude she had to throttle back to only 44% power (on each engine) burning only about 7 gph (total, both engines)! Incredible DA42-VI fuel economy. https://www.youtube.com/watch?v=qYZmPJ-2yzI
1. When ferrying my (then brand new) DA42-VI from Weiner Neustadt, Austria to Wick, Scotland (almost exactly 1000 nm) we used a 60% power setting to fly this leg in 6 hours and 23 minutes at about 155 knots TAS at 12000 feet). Winds were essentially zero. We still had enough remaining fuel to fly 1 hour.
2. When ferrying a pre-owned Lycoming DA40 XLS to a maintenance shop, I was flying at 8500 feet at wide open throttle to achieve about 145-150 knots TAS burning 10 gph. My pilot wife flew alongside in our DA42-VI (she was my ride home!), and to maintain the same airspeed at that altitude she had to throttle back to only 44% power (on each engine) burning only about 7 gph (total, both engines)! Incredible DA42-VI fuel economy. https://www.youtube.com/watch?v=qYZmPJ-2yzI
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- ememic99
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Re: Carson speed
Hm... flying westbound from Austria and planning for 1000 NM, counting on zero headwinds... What was your fuel flow, 5.5 gph per engine or less (maybe 5.2 gph per engine - I don’t know exactly AE data)? Anyhow, it’s between 66.4 and 70 gallons or so (having in mind that you spent some time in climb, consuming a bit more than you get back in descent). I somehow miss to see how you had fuel for one hour more or my numbers are wrong.CFIDave wrote:When ferrying my (then brand new) DA42-VI from Weiner Neustadt, Austria to Wick, Scotland (almost exactly 1000 nm) we used a 60% power setting to fly this leg in 6 hours and 23 minutes at about 155 knots TAS at 12000 feet). Winds were essentially zero. We still had enough remaining fuel to fly 1 hour.
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Re: Carson speed
I was going from memory, but to be correct, here's the log file for the flight:ememic99 wrote:Hm... flying westbound from Austria and planning for 1000 NM, counting on zero headwinds... What was your fuel flow, 5.5 gph per engine or less (maybe 5.2 gph per engine - I don’t know exactly AE data)? Anyhow, it’s between 66.4 and 70 gallons or so (having in mind that you spent some time in climb, consuming a bit more than you get back in descent). I somehow miss to see how you had fuel for one hour more or my numbers are wrong.CFIDave wrote:When ferrying my (then brand new) DA42-VI from Weiner Neustadt, Austria to Wick, Scotland (almost exactly 1000 nm) we used a 60% power setting to fly this leg in 6 hours and 23 minutes at about 155 knots TAS at 12000 feet). Winds were essentially zero. We still had enough remaining fuel to fly 1 hour.
http://www.diamondaviators.net/reports/flights/3935
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Re: Carson speed
It looks like 33.58 gallons per engine i.e. 67.16 total i.e. 9.24 gallons left (if 76.4 is usable fuel). The rest of log looks pretty standard - 153 KTAS is consistent with achieved FF.