michael.g.miller wrote: ↑Tue Aug 20, 2024 4:01 pm
For the CD-300, what are the limitations / maintenance requirements? (both FAA-mandated, as well as manufacturer recommended)?
The manufacture just has 100 hour service interval on the engine. Beyond that I don't really know. They put a new engine in mine in Austria... so Im not impacted by the MSB.
It is just like a car engine.
michael.g.miller wrote: ↑Tue Aug 20, 2024 4:01 pm
Also could you give some insight into failure modes? If you loose a turbo, what power can the engine produce? If you have a coolant leak, can the engine still operate?
If you have a coolant leak you will be screwed pretty quickly.
I think that the biggest failure modes will be centered around the electrical system and the ECUs, of which there are two.
As to the rest of the questions I don't really know.
mfdutra wrote: ↑Tue Aug 20, 2024 3:40 pm
Nope. Cirrus is all cables and stupid springs.
I've heard the DA50 has springs as well, which is depressing. But I don't know how invasive they are. On the Cirrus, they are just abhorrent, super annoying to hand-fly.
The SF50 doesn't have springs and it's really nice to hand-fly.
That was one of the biggest reasons I bought a Diamond instead of a Cirrus. I hate the spring-loaded side stick that takes away the slow speed tactile feedback, especially in a crosswind landing. I liked the TTx better than both, but alas they pulled the plug on that so I wasn't going to invest in a discontinued airframe.
I flew a new Cirrus today. I definitely feel like Im fighting the stick. I think that in time you get good at the thumb rocker to fix the aileron and elevator trim. But Im 10 hours into the plane and it is hardly relaxed. (and I was reminded about how cramped the SR22 cockpit is)
Come to God's country again and you can make up your mind about my 50.
There are things to not like about the plane, but the stick isn't one of them.
To me, it feels like a big 40. When I introduce people the biggest thing is the downwind->base turn people let the nose fall too much.
alanhawse wrote: ↑Tue Aug 20, 2024 7:26 pm
The stick does not have springs on the 50... its is awesome (at least after the wind gets blowing on the elevator.
The rudder pedals do have springs. I dont even notice them.
Ahh awesome. Same thing as my DA62 then. My rudder also has springs, which are a bit annoying but understandable. The stick feel is just excellent. The airplane is talking to you all the time.
I’m curious if there is a difference in stick forces between the 50 and 62. The DA42 stick force is so much heavier than the nimble DA40, presumably due to the longer wings and heavy engines mounted on them. How does it feel between the 50 and 62? Are the roll forces lighter in the 50? How about in pitch?
Current: DA42-V1
Previous: Hang gliders, Paraglider, DA40(x3), Cessna 150 Aerobat, SR22
Soareyes wrote: ↑Wed Aug 21, 2024 6:50 pm
I’m curious if there is a difference in stick forces between the 50 and 62. The DA42 stick force is so much heavier than the nimble DA40, presumably due to the longer wings and heavy engines mounted on them. How does it feel between the 50 and 62? Are the roll forces lighter in the 50? How about in pitch?
DA62 is practically the same as DA42 for hand flying. DA50 is similar in roll but it’s very nose heavy and requires a lot of pitch trimming in turn.
mfdutra wrote: ↑Fri Aug 23, 2024 10:45 pm
I find the DA62 easier to hand fly than the DA42, but mostly because it's more comfortable. Weight and feeling are pretty much the same.
Steep turns on the 42, during training, were very difficult, because I'm big. On the 62, it's a no-brainer.
It's a cheat, but in either plane, putting the meatball on the horizon makes them pretty simple.
