FLYING the SLEEK NEW DA62! - Flight VLOG

Today I'm here at Fort Lauderdale Executive Airport and I'm here with Julia and Charlie and we're going to have some fun putting the DA-62 through its paces. Here we go. Definitely. Welcome aboard everybody. I'm aboard the DA-62. We're going to start up both engines here. All right, so left engine. See that starter switch? Hold it down until she fires. Let go. We got oil pressure. One, two, three. We'll continue. Right engine master, stand by. Bring it to on. All right. Looking for a glow switch. We've got glow on. Wait for it to dissipate. It's gone. Right engine master, we're clear to start it. Looking at oil pressure. If we didn't have oil pressure, we'd take the master off. Okay, next thing is going to be the avionics switch. And now the next thing is my favorite, air conditioner. Take this to on. That's the third alternator. And then you're going to push this button one time. Okay, just push it once. Take a look at my after engine start checklist. So now what we're going to do is we're going to take the fuel system to cross feed. So you'll take these two fuel selectors and put them to cross feed all the way back there. Bring them back. Okay. We'll keep that on for about 30 seconds. Yep, that's your airflow, Julia. All right, so now we're ready to copy ATIS and get our clearance. We'll throw the headsets on. Whiskey time 1623 Zulu, wind 340 at 8, visibility 1-0, few clouds at 1,500. Aperture 26, 2.2 knots, runway 3004. RNAV GPS, Runway 27 approaching you. Signing in for Runway 27 at 3-1. Runway 27, 3,000 feet available, approach Runway 31. Runway 31, 3,250 feet available, approach Runway 27. All departing fixed-wing aircraft, contact clearance delivery on 127.95 prior to taxi. All aircraft in effect, Runway 27, hold your instructions, advise on incoming information, Whiskey. All right, we have information, Whiskey. All right, you want to give them a call or you want me to? You can do the radio work. All right, cool, I got the radios. Hey, executive clearance, Diamond Twin, 671 Charlie Bravo, VFR Northwest with Whiskey. And call in for a taxi, 121.75, ground is open. Roger. All right, so they got our clearance. Ground, Diamond Twin, 671 Charlie Bravo, Charlie One ready to taxi with Whiskey. Did you contact clearance? Affirmative, we asked for clearance VFR Northwest, they told us to contact you, Diamond Twin, 671 Charlie Bravo. And I don't have anything, so I'm sorry, switch back to clearance and they need to write you up the strip for me. Okay, not a problem. All right, take two. Hey, executive clearance, Diamond Twin, 671 Charlie Bravo, VFR Northwest with Whiskey. Diamond Twin, 671 Charlie Bravo, is that a ground? Present clearance, contact ground for safety. Over to ground, Diamond Twin, 671 Charlie Bravo, thank you. Ground, Diamond Twin, 671 Charlie Bravo, got that clearance now, sir, ready to taxi Charlie One with Whiskey. One Charlie Bravo, do you need a run-up? Affirmative, One Charlie Bravo. One Charlie Bravo, roger, runway 27, taxi via Charlie. Choose caution for that Challenger, he should be pulling up. Okay, runway 27 via Charlie, we'll use caution, sir, Diamond Twin, 671 Charlie Bravo. All right, bunch of brake pressure, bring this up to release. There, there you go, all right, you got controls, we're going to go straight, safe taxi features showing us right. And then 27, and we got our taxi instructions written down, avoid runway incursion, we are ready to fire. Sounds good. I'd like to welcome everybody on board, thanks Charlie for having us today. And we got Julia, who's a private pilot going for instrument rating, riding in the back with us today. So we're cleared to taxi, we're going to go up to the run-up area here, we're going to knock out a run-up. A lot of birds out there today. Yeah, look, we're making friends. Okay, hopefully this Challenger stays put here. Uh-huh, all right, we're looking at him, he's not moving. We got good clearance on the right here. November 96 Alpha, left on echo to the run-up area base of the tower. Left on echo to the run-up area base of the tower. Looking good, looking good. All righty. Any security vehicles on ground? Security 1, Lynx East. Security 1, we've got a coyote approaching 27. There's your caravan. There's majors there. Coming back from the Samuel Key. All right, this run-up is so simple with this FADEC. So our left engine oil temperature is happy, coolant, gearbox. All we're going to do right now, you see these voter switches? I'm going to have you cycle it down to B, then back to auto, then back to A. And then when we're holding down the ECU button, you're going to hold it so it does two cycles. It's going to do the feather, it's going to fail ECUs, it's going to check the whole system. This is in lieu of power 17, check mags, check your vacuum, check your prop. So go ahead and cycle this left ECU down. Okay, so we felt a rock, so it just switched over from A. Now bring it up to auto. And then bring it up to A. Okay, now bring it back down to auto. Now take your left ECU, and you're going to hold that button down until I tell you to stop. Go for it. Okay, so we see we have ECU failures on left engine. That's a good cast message. RPM goes about 1900, you have 5.5 there. You'll hear a feather. Yep, I hear that. It's going to continue to do a second one. Keep holding it. Wow, this is really easy compared to other airplanes. It does it all on its own. Yep, so now all the messages have gone away, so we're continuing. We're ready to go to the right engine. And as long as these messages don't pop up, we're good to fly. So take that voter switch to the right here, and bring it down to B. All right, looking good. Back to auto. And then up to A. Ah, we felt the rock, so it was on B. Now back to auto. And then you'll hold that right ECU test button, and we'll check the parameters on the engine. Watching the prop RPM and the load. Yep, and you can hear it feather when it does this one. That was it. Back to idle. Okay, that's it. Our circuit breakers are good, our fuel's good, our trim is set for takeoff. We'll test the autopilot. Just hit the go-around trigger right there. It is an autopilot couple go-arounds. On a missed approach, it'll do the whole go-around for you. And then go ahead and hit... The heading mode? Exactly, you got it. And then just turn to the right a little bit. Feel like a 310 heading? Yeah, whatever you want. Now just hit autopilot, see if it works. Autopilot? Uh-huh. All right, it's moving. Go ahead and hit that red button. Disconnect. That's it. And then we'll try it one more time. We'll see if the trim disconnects. So hit AP one more time. And then use that trim, see if it disconnects. All right, so we tested it both ways. And then the yaw damper stays on, so you'll hit the red button one more time. Flaps are going to go to takeoff. All right, we'll throw our landing light and our taxi light on. And then we'll throw the fuel pumps on. All right, so put our fuel pumps on. Okay, we'll check our flight controls one more time before the takeoff. So we're going to roll down the runway. We'll call two good engines. Oil pressure should be in the green. And we should get about 10 gallons per hour on each engine. That's one of those things that are kind of missed. Most engine failures are due to some kind of fuel flow issue. So if I see six on here, you'll hear me say abort. And then you'll bring the power to idle. You'll abort, and we'll tell ATC, and we'll get off the runway. If we lose it at, like, the worst possible time, like, shortly after takeoff, let's make sure we get the positive rate, the gear up, and then the flaps through 90. We'll bring the flaps up. We'll identify verify feather, which will be, for example, we'll see the left engine. We'll have the left engine simulated to fail. What we'll do is you'll see the airplane start rolling to the left. We'll put in the right rudder. And then verification, we'll bring that left engine back. And now the feather is simply taking the master switch and putting it to off. That's it. So that's identify verify feather in this plane. I'm going to switch over to tower, and looks like we're number 45 here. So let's see what we can do again in sequence. All right. Pretty cool. Yep. That's it. Pretty simple airplane. Ground 601, Charlie Bravo, run up is complete. Are we good to move up, or should we wait for one of these jets to move up? One Charlie Bravo still waiting on their releases. And I'm not talking to the other VFR challengers. You can hold short of 27 and contact tower. Okay. Over to tower. Hold short of 2767. One Charlie Bravo. All right. You got the controls, Steve? I got the controls. All right. Here we go. Hold here and hold short behind the Cessna of runway 27. I'm going to give her a call once this airplane moves up and across, so there's no point of calling her yet. A lot of times, if you call prematurely, they'll go, call me when you're number one. Yeah. It's fun getting back in a multi-engine airplane. Go over here. I got the iPad mini. A lot of people ask what size iPad I like for flying. I got the iPad mini mounted with the pivot case system. Real nice area in this airplane here. Look down. You can see there we are in the taxi diagram. Hold short of 27 on Charlie. What I like about the pivot mounting system is when you go in and out of a lot of different airplanes, it's real easy just to remount into the next airplane. It's universal, yeah. Julia, how are you enjoying the atmosphere back there? Is it all right? It's great. This is really roomy back here. It feels odd sitting in the back of an airplane. I know. This is the first time I've had Julia in the back. She's usually in the left seat slamming around the flight controls and doing spins in the extra and all kinds of good stuff. That's awesome. Yeah. Charlie owns a flight school here at Fort Lauderdale. I'll link it in the description below if you guys want to check it out, if you're in the area and you're looking for some instruction. There's probably other makers there. I like that VADEC. Yeah, it's cool. All right. We are now number one, holding short of 27. I bet you that's makers over there. She's got a busy job right now. Oh, yeah. But she's keeping it really efficient, which is nice. That is not makers there. Bourbon of the air. The mighty caravan. It's a cargo one. Bourbon Suburban. I like it. 8.1 Papa, we are eight miles north of the field. We would like to request hold stop. 8.1 Papa. 27 clear for takeoff. Media takeoff. Dive between six at one chart route. So we want all the breaks. I'll do the call. All right. We'll just do it on a roll here. There we go. Clear down the runway. All right. We've got that guy out there on file. Number five. One Papa. This is runway 27. Here we go. Confirmed. All right. Toes at the bottom of the rudders. And here we go. Power is coming up. All right. Two good engines. Oil pressure is good. Fuel flow is good. A little bit of right aileron into the window. Airspeed is alive. Looking for 78. There we are. Rotate. Positive rate. Gear up. Tap the brakes. Gear selected up. Beautiful. Flaps are going to go up through 90. Here we go. And gear is up. And here we are. Beautiful. All right. Pitching for 87 VY. We're looking good. Nice takeoff. All right. Our after takeoff checks. Our gear is up. Our flaps are up 1,000 feet. We'll have the fuel pumps off and we'll bring the power to 95%. After takeoff checks complete. Testing gets up and goes. I see a little hole over here to the right a little bit. I like it. We actually got a bird out in front of us too. We're holding short right in front of runway 27. We can't go back over here. Yeah. They're busy today. All right. 1,000 feet. We'll turn the fuel pumps off one at a time. Looking good. And now we can gently bring our power to 95%. We'll get it out of the yellow. There's a five limit limitation on that yellow. One o'clock. Same altitude. Less than one mile. Nice. Smooth hands, Steve. Usually I say bring it back to 95% and the guy goes, wrong. Smooth hands. We've done this before. I'm looking for somebody 100 feet above us. We're going to pass that 172. Yes, ma'am. Affirm. No factor. Time between 671. Thank you. We're going to be much faster than he is. Looking good. All right. We're indicating 160 on the true airspeed. Here we go. Still clear. He's way behind us now. Yep. All right. Beautiful. Now go ahead and hold that nose up to 87 VY. We're outside that airspace. I'm going to bring her to zero. Okay. All right. A good climb rate. Yeah, that 15 degrees nose up, that's going to get you towards 87. We'll hold that. I've flown this airplane in the Rockies and it's a great density altitude performer. It's turbocharged. The turbochargers are pretty small, but you will get to flight level 200 and you will maintain a little over 190 knots true airspeed. Wow, that's awesome. I like it. I think it's the best trainer in the world. That's why we got it for our school and it's just fantastic. So far, it's a blast to fly. I love the stick too, flying with the stick. Off the wing, you can see now we're above that cloud layer. Nice smooth air now. All right. So one of the exercises I do when we're first teaching people multi-engine is just learning it visually. What I'll do is I'll pull one of the engines back and just visually looking outside, you'll see which way it rolls and you'll put in that corresponding rudder and the operating engine will tell me, hey, left engine failed. So we'll start doing that. That's right. It's that left engine. Airplane has a lot of rudder authority. That's it. Your instinct was absolutely correct. Here we go. Let's see what happens here. Absolutely. I'm going to bring that power back up. And let's continue that climb to 5,000 feet. And go ahead and bring that nose up to VX83. And we're going to have a more pronounced yaw and roll as we pull the next one. All right. Pitching for 83 knots. There we are, right in there. I keep forgetting that we have two engines. So I'm so used to always using so much right rudder that you don't have to do that as much with two engines. You're absolutely right. Single engine, you've got to be stomping on the right. Yeah. I know. Taking off in the TVM, you've got the right rudder trim all the way to the right is where the green band is. Say, let's do an engine shutdown. Okay. Very good. So what we'll do is I'm going to pull an engine back. I want you to go through your identify, verify procedure. And when you're ready to shut that engine down, I want you to point to whichever engine master it is. And then go ahead and bring it to off. And that engine is going to feather. So here we go. We're climbing. Everything's good. We're on the way to wherever we want to go and have some lunch. And then all of a sudden, you've got a right leg is dead, which means our right engine is dead. And I'm going to verify with the gauges. And that would be, yes, correct. We have a right engine failure. All right. Let's shut that right engine down, Steve. And pull it and bring it to off. Let's do it. Did you feel that release of drag? I love it. As soon as you do that, that drag goes away. Now let's climb 87. Let's see if we can climb with three people and about 80% of fuel. The engine restart is, there's going to be a limitation on that. We've got to get the airplane really slow. Otherwise, if you do a windmill restart, you can damage the gearbox. Yeah. The amount of rudder input I had decreased significantly when we shut that down. So we're pitching for 87. Looks like we're still doing a 300 per minute climb there. Yeah. Bring that nose up a little bit more. There it is. So with our weight right now, we're climbing about 250, 300. I like it. Not bad. Yep. Very good. That's a 5,000 feet. 500 feet would be a little bit more than that. Okay. So for the engine restart is we're going to slow this airplane down to 80 knots. Now, that's going to be right around the stall warning. So what happens is when it gets to 90 knots, I want you to take this engine master and put it on. Now, when it unfeathers, you'll see it go to low pitch high RPM. I want you to engage the right starter when it's not in motion, when the prop is stationary. Bring that nose up a little bit more. Wait for 90. Okay. Do it now. Keep holding that nose up. Get ready to start that right engine. Do it. Beautiful restart. Perfect. Wow. That's actually easier than you think. Now, go ahead and scissor that engine. Put your hands on those levers and scissor that engine. Let's get 65% on each engine. Now, one of the things I think that Diamond really did well with the Astra engine, if you fly other airplanes, Barons, Senecas, Duchesses, whatever, when you try to do a restart, it could take a few minutes. It pops right off. Yeah. So it really is a true push to start machine. Wow. That was really cool to see that. Yep. So let's see how the airplane stalls with a person in the back and 80% fuel and some bags. And let's see how it stalls clean. Okay. Just go ahead. Pretend it's a 172. You bring your power idle. And I want you to go to a full aerodynamic buffet. Okay. Excuse me. Stall spin awareness. We'll keep the ball in the center at all times. And let's get a full aerodynamic buffet. You'll see the airplane is just going to buffet. We're not going to get a wing drop. Here we go. That's a full buffet. Hold it in there. Beautiful, Steve. All right. Lower that nose, Steve. Woo-hoo. So that was a full stall in this airplane. And we held it. We held it in there. And all you felt was a buffet. Right. It didn't want to roll or snap or nothing. Oh, that's right. And a lot of heavy multi-engine airplanes in this class do. The max takeoff gross weight in this airplane is about 5,071 pounds. And at that weight or when you're light, it does the same thing. It's very docile. Let's do a bit of an accelerated stall. Go ahead and bring that power back. Let's get to about, I don't know, about 105 knots. The lightest maneuvering speed is 120. That's placard. So we're below maneuvering speed. Go ahead and just bring it over to 45 degrees of bank. And try to hold out to it. And let's get a full aerodynamic buffet in a bank. Really docile stall characteristic. Go ahead and hold that nose up, Steve. Let's do it. All right. Here we go. There's the stall warning coming on. Keep pulling. Keep the power in. When we get a full aerodynamic buffet, I'll have you unload. Wings level. Keep pulling. Then recover. Pull. We're shaking like a leaf. Unload. Woo-hoo. All right. Perfect. That was nice. Yeah. So the stalls in this airplane do not happen by accident. All right. So let's do an emergency descent. All right. Because we're on our way back to the airport here soon. What I want you to do is when you go power idle, this airplane, you're going to feel like speed brakes almost. Those propellers are air brakes when you go power idle. I want you to throw the gear down. I want to go to a 60-degree bank. Let's look at the VSI. Ready? Steady. Power's going idle. Gear's coming down. Give me 60 degrees of bank. Here we go. We're on our way down. Oh, my goodness. We're on fire. Here we go. Beautiful. All right. Now, don't exceed 140 knots. We'll start applying back pressure. We're clear on the way down. Beautiful. Give me a right turn 170 for traffic, please. 170 on the heading? Roger. We're looking good. We're clear on traffic. We can go right on down through this little hole here in front of us? Yeah, man. We're coming down like a rock. Now, if you wanted to push it to V and E, we'd come down maybe 7,000 feet a minute. Right now, we're doing maneuvering speed. We're about 3,000 feet a minute. When we initially put that 60-degree bank in, we lost that vertical component of lift. We were coming down, I think, about 5,000 feet a minute. That's awesome. Well, Charlie, I think that was a lot of fun. I say we go and try to let me see how I do at landing this thing. Let's see it. Air right turn 180, please. 180. Let's do it. And we'll go 40% power, so we're not going with the pattern too fast. 40% power. I appreciate all your help. Have a good one. Enter a right base for runway 27. Traffic, a Cherokee followed by a Cessna, northwestbound, 1,200, 700. Use caution. One Charlie Bravo. Set for a right base for runway 27. VREF over the numbers in ground effect, 89. So, when you're about 100 feet, that last speed that you're going to look at, that airspeed indicator is going to be 89 knots. Roger. That's very similar to the TBM speeds as well. November 1, Charlie Bravo. Traffic's rolling. Runway 27. Clear to land. 27. Clear to land. Diamond twin, 671, Charlie Bravo. We're within our first notch. Let's do it. I'm going to take off now. Heading. All right. Hold that gear fire test. Good. Bulbs are working. Let's go geared out. We're selected. Beautiful. First gear check. Oh, yeah. There's some more birds. Yep. So, we'll throw the last notch of flaps in on final. Okay. Yeah. Maintaining 105 on the speed now. Cleared to land. Roger. Hold in position. Attention for 105 knots. We're right on it. You got it. Have a right crosswind on this landing. It's fun when you land a brand new airplane for the first time. Uh-huh. You just hope for the best. Oh, yeah. We'll hope for the best. Actually, when the world's watching. Yeah. It could be easy to overshoot this final because we have a tailwind right now. Yep. That's right. And you have a very tight corridor of Pompano Tower. You're doing really good here. Go full flaps. Let's do it. Flaps selected. No slower than 95. And full flaps is indicating. Okay. That's our third gear check. Three green confirmed. Green confirmed. Looking good. This is looking really good. We're in final. We're a little bit fast still, but we'll slow it up to 95. I'll let the airplane hold the crab. And I'll kick out the crab right as we get into the flare. Beautiful. Last speed you'll look at. You can start slowly getting to 89 now. All right. Perfect on the speed. On speed. Looking good. And tower, Skyhawk 7347G. And we're ready to go back down into the flare right now. Uh-huh. N7347G or 47C. Oh, wow. No way. Did you see that, Joey? I didn't say a word. And I didn't even feel a touchdown. The wheels just started rolling faster. Checkride pass, Steve. You know, sometimes you surprise yourself. Better to be lucky than good. N1CB, contact ground 0.75. Exit Quebec, contact ground 121.75. 671CB. We're back on the ramp. Charlie, that was a very fun flight. Thanks for having us on board. And Julia, I hope we didn't scare you too bad back there. Thanks for riding along. Not at all. Good luck on the rest of your training. Thank you. Yeah, no problem. If you guys did like this video, be sure to smash the thumbs-up button. Subscribe to the channel. Also, be sure to check out Charlie's flight school here at Fort Lauderdale. It's linked in the description below. Awesome. Thanks, Steve. Thanks for coming out and playing. We had a lot of fun. Definitely. Anyway, we'll catch you guys someday soon. Bye-bye.