NG vs XLS
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- Rich
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Re: NG vs XLS
Differences in fuel prices are all over the map. Right now at my home airport Jet A is cheaper by $.35/gallon. Savings on fuel are worth considering if only to offset the higher maintenance costs of the NG.
So far there has not been a fatal accident in the US involving a DA40NG or TDI. But the NG is singularly the leader among DA40's in off-airport landings due to powerplant issues (it doesn't really matter if it's "merely" the intake hose popping off). There are several that are not depicted in the NTSB listings, because they did not result in injuries or "substantial damage".
So far there has not been a fatal accident in the US involving a DA40NG or TDI. But the NG is singularly the leader among DA40's in off-airport landings due to powerplant issues (it doesn't really matter if it's "merely" the intake hose popping off). There are several that are not depicted in the NTSB listings, because they did not result in injuries or "substantial damage".
2002 DA40-180: MT, PowerFlow, 530W/430W, KAP140, ext. baggage, 1090 ES out, 2646 MTOW, 40gal., Surefly, Flightstream 210, Orion 600 LED, XeVision, Aspen E5
- pietromarx
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Re: NG vs XLS
We run about 8.7 to 8.9 GPH. This would represent a 15% break on your numbers, so the actual difference would be:Boatguy wrote: ↑Thu Jun 25, 2020 3:17 am I assume the Lycoming's factored in the 50hr servicing?
Referencing the same flight that I quoted above, I burned 6gph on the Hobbs, 6.9gph on the service clock. The Lycoming AFM looks like about 10.5gph, assume 100ll is $4/gal and 150hrs a year.
10.5 - 6.9 = 3.6gph * 4 * 150 = $2,160
8.9 - 6.9 = 2 GPH * 4 * 150 = $1,200
Still works out better.
I don't do any of the maintenance work on the airplane, though I do step in and help troubleshoot when the A&Ps run into avionics issues. (I know those systems very well.) I do buy them pizza and lunch when they're working on my airplane (yes, it is a straight up bribe), but I think the costs are pretty much negligeable for this conversation.
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Re: NG vs XLS
With everyone talking about fuel burn, I find the numbers somewhat irrelevant without including speed and to a lesser extent altitude. I agree fuel burn isn't the only consideration but we all like to talk about it! I am curious as to cruise speed and fuel burn. Do you have a high speed cruise and low speed Cruise?
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Re: NG vs XLS
It *DOES* matter that it's due to the intake hose popping off, because this is now well-understood and easily avoided. The cause has been maintenance shops performing 100 hour oil change servicing on the engine -- where the intake hose must be removed to access the gearbox oil filler -- with the A&P not tightening the dual hose clamps after the hose is reinstalled. The hose clamps are readily-accessible on top of the engine, and are something a pilot might want to check after maintenance is performed.
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
- Boatguy
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Re: NG vs XLS
TAS is a function of power setting and altitude. Fuel burn is strictly a function of power setting. The AFM is very accurate.tahoemark wrote: ↑Wed Aug 19, 2020 11:56 pm With everyone talking about fuel burn, I find the numbers somewhat irrelevant without including speed and to a lesser extent altitude. I agree fuel burn isn't the only consideration but we all like to talk about it! I am curious as to cruise speed and fuel burn. Do you have a high speed cruise and low speed Cruise?
MCP is 92%, but I cruise at 85% and burn 7.6. I climb at 92% and 8.3, descend at 35% and 3.5 so TO to LDG is closer to 7. TAS is 140-152 depending on altitude. I can post the AFM if you like.
On longer legs I cruise at 10,000-14,000 with TAS 147-152.
- Boatguy
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Re: NG vs XLS
It might deserve a separate thread, but can someone expound on the differences between the XLS and the XLT. I can't find much of anything showing the upgrades.
Steve
DA40 XL
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- CFIDave
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Re: NG vs XLS
The answer is actually very simple: Starting in 2013, the DA40 XLT includes a vastly-improved interior with more woodgrain on the center console and bottom of the instrument panel, and much higher quality leather with the same infrared heat-rejecting coating that BMW uses on its convertibles to keep seats cooler in direct sunlight.
Other than the nicer interior there are no differences in features, performance, or options except for the addition of a reclining seat option.
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