diamond da40 cruise speed

Diamond DA40 NG - Price, Speed, Fuel Burn & Specs

August 30, 2022

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Learning everything that you can about airplanes is the best way to decide what you want to buy or fly. Become an expert on the Diamond DA40 NG here.

Thinking about buying a Diamond DA40 NG or just wanting to know more about it? Then this is the series of articles for you. The DA40 NG is just one of the many planes that we’re diving into in complete detail to make these full guides. By the time you’re done reading this article, you’ll know more about the Diamond DA40 NG than you ever thought you would need to know.

You’ll need upwards of $600,000 - $700,000 to buy a new Diamond DA40 NG or about $260,000 to $360,000 for a used one. The DA40 is powered by a 168-hp Austro Engine AE 300 that gets you up to 177mph. Under normal conditions, the DA40 burns 5.1 gallons of Jet A-1 fuel per hour.

Learning everything you can about a specific aircraft can be a daunting task. There is so much to research and so much that you could look up. To make it easier on you, we've put everything together into this article so that it can be your one-stop shop on all things related to the Diamond DA40 NG. We'll go over everything about the airplane that you could ever want to know.

SkyTough has become one of the most comprehensive aviation sites on the web by combining our own knowledge with hours and research and discussions with other enthusiasts. By doing all of this, we can truly create the number one resource on the web for specific airplanes, just like we’re doing with the Diamond DA40 NG in this article. So get strapped in and get ready to learn all about it!

Table of contents

‍ diamond da40 ng overview.

Don't worry, we're going to get into the nitty-gritty details and all of the technical stuff you could ever possibly want to know about the Diamond DA40 NG. But before we get there, let's take a high-level look at the plane so you know what it is, what it was designed for, and the type of people that it's really marketed for.

The Diamond DA40 NG is a single-engine, four-seat light aircraft. It is of cantilever low-wing monoplane configuration with a lightweight and strong composite airframe. The design of the Diamond DA40 began in the 1980s and it was released in its first year of production in 1997. The DA40 is designed for personal and business use and is still produced, purchased, and proudly flown around the world today.

The type of people that would really enjoy and get a lot of use out of the Diamond DA40 NG are people that fly for pleasure and people that use their airplanes for business purposes. This is a great all-around plane that can serve multiple purposes depending on what you need it for. It's perfect if you're looking to upgrade from a smaller two-seater or if you're looking for a plane to use for your business trips.

Now that we know what the Diamond DA40 NG is and who it's designed for, let's move on and get into some of the technical aspects of the aircraft.

Diamond DA40 NG Specs

As the Diamond DA40 NG has been in production since 1997, it doesn't come as a surprise that there have been different models and trims over the years that have all come with different specifications. Just to remain consistent throughout this article, we're going to focus on the most recent model. For this particular plane, it's easy since the DA40 NG is still in production, so we can get the information directly from Diamond Aircraft itself.

• Engine: Austro Engine AE 300 Turbocharged 2.0L
• Engine HP: 168
• Climb Rate: 690 ft/min
• Max Operating Altitude: 16,400 ft
• Max Cruise Speed: 177 mph
• Stall Speed: 66 mph
• Fuel Type: Jet A-1
• Fuel Capacity: 39 gallons
• Fuel Burn: 5.1 gallons/hour
• Takeoff Distance: 1,214 ft
• Landing Distance: 886 ft
• Base Weight: 1,984 lbs
• Useful Load: 904 lbs
• Max Takeoff Weight: 2,888 lbs
• Wingspan: 38'-3"
• Length: 26'-5"
• Height: 6'-6"

How Much Does a Diamond DA40 NG Cost?

No matter if you're someone who's interested in a Diamond DA40 NG for your own personal use or you're in charge of finding a new aircraft for your company or business, arguably the biggest thing on your mind right now is the cost. The technical specifications that you just read about above are great and all and are undoubtedly important, but at the end of the day, buying an airplane boils down to the cost more than anything else.

For anyone that just wants to get down to the brass tacks of the question, a Diamond DA40 NG will set you back anywhere from about $250,000 to $600,000 or more depending on what you're looking for, what year it is, and what condition it's in. But the purchase price is only part of the story when it comes to buying any airplane, including a DA40. As we go on, we'll look at all of the costs involved in airplane ownership , but let's start with the big one.

Cost to Buy a Diamond DA40 NG

Since the Diamond DA40 NG has been produced for over a quarter century at this point, you'll have the choice to buy it used or new if you're in the market. When making that decision, there are a lot of things to keep in mind other than just the cost. If you're going to buy a used plane, make sure you're getting it from a reputable source and that you're having it thoroughly inspected by a mechanic before making the purchase for airworthiness and condition as a whole.

If you're looking at buying a new Diamond DA40 NG, the process is going to be different but no less important. You'll still want to make sure that you're working with a reputable dealer and that you're getting a good price, but you'll also want to take into account the fact that a new plane is going to come with a warranty. That's something that you won't get with a used airplane, so it's important to factor that into your decision.

So how much does a Diamond DA40 NG cost?

To buy a brand new DA40 NG from Diamond, you're looking at just about $495,000 and up for the most basic option. As you start adding more options and features, the price continues to go up from there. Depending on what you end up opting for and which model and trim you decide on, the price for a new DA40 can easily jump to $600,000 - $700,000 or more. For many, that might be a bit out of your price range, so what about a used one?

I don't know about you, but I don't have a spare $700,000 sitting around, as much as I wish I did. So if that price is a little too steep for you, then you can always consider buying a used one. Depending on the year, condition, options, and the current market, you should be able to find a used Diamond DA40 NG for about $260,000 to $360,000. While this is much more affordable than the new price, just be sure you consider all the details necessary when buying a used airplane !

If you're thinking about buying a Diamond DA40, the biggest decision to make is whether you want to buy it new or used, which can largely be determined by your budget. As you can see, a used DA40 can be had for about half the cost of a new DA40, so make sure you sit down and figure out what you really want out of it!

Cost to Maintain a Diamond DA40 NG

Although the upfront cost of actually buying a DA40 is without a doubt the biggest one that you'll face, there are other costs of airplane ownership that you always need to consider. We've detailed these different costs in a few articles where we broke down the fixed and variable costs of airplane ownership , so I won't get into the details of what they are in general here. Instead, let's see what it'll actually cost you to own and maintain a Diamond DA40.

Other than the purchase price, the biggest fixed cost of owning a DA40 is going to be the financing costs. If you paid cash for the full price of the plane, you don't have to worry about this. But for anyone that finances it, you'll have to pay interest on the loan, which really adds up over time.

There are also some other fixed costs that you need to take into account such as insurance, hangar fees, regular maintenance/inspections, and more. Aircraft insurance is relatively affordable, and you can get a solid policy for about $600 per year. Hangar fees and regular maintenance will likely be another couple of thousand dollars. And loan interest can be $10,000 - $20,000 per year or more.

Other than these fixed costs, you also really need to consider the cost of actually flying the aircraft. Known as variable costs, these types of things typically cost more and more the more you fly the plane. This includes fuel, oil changes, parts & labor for repairs, and anything else that's needed to keep the plane in the air.

Since these prices are entirely dependent on how often you fly, the total cost will be different for everyone. That said, we can use a site like Aircraft Cost Calculator to get an idea of what the average person will spend. According to data for the Diamond DA40 CS (a close relative of the NG), the average annual variable costs of ownership are $66,600.00 for 450 hours' worth of flight time.

In total between both types of cost, this data shows the average hourly cost to own and operate a Diamond DA40 NG is $200.11, but this also includes paying down the purchase loan. So you can use this number to get a rough estimate of the total cost depending on how much you plan on flying it.

How Fast Does a Diamond DA40 NG Fly?

At this point, you should have a fair idea about what the Diamond DA40 NG is, how much it costs, and what kind of maintenance you can expect. But one of the most important things to consider when buying an airplane is performance. After all, what's the point of owning an airplane if it doesn't fly fast or high enough to suit your needs?

The Diamond DA40 NG has a maximum speed of 177 mph, which is nearly identical to other similar aircraft like the Cirrus SR20. That said, when you stack this speed up against the top speeds of other airplanes like commercial jets or fighter jets, the DA40 might not seem like it goes all that fast.

But that's because this airplane isn't designed just to go fast. The Diamond DA40 NG is designed as a cross-country cruiser that's meant to get you from point A to point B in luxury and comfort. It's not designed for speed records or to be used in high-performance flying. But if you're cruising at over 150 mph through the sky, you can still get to your destination relatively quickly no matter where you're headed.

The other speed to keep in mind with the Diamond DA40 NG is the stall speed, which sits right at 66 mph. The stall speed is important to know because it's the speed at which the airplane will no longer be able to fly and generate lift. So in order to stay airborne and flying the way that you expect it to, you'll want to stay above the stall speed when you're flying!

How High Does a Diamond DA40 NG Fly?

When you think about the performance capabilities of an airplane, speed might be the first thing that comes to mind, but it's not the only thing. It's also interesting to look at how high an airplane can fly because it gives you a good idea of how it will perform in different situations.

After all, if you're going to spend all this money on an airplane, you want to know that it can fly and safely operate at an altitude that's going to offer smooth air and clear paths for easy flying. Too low and the air is busy and rough, too high and you'd start getting in the way of commercial traffic. So what about the DA40?

The Diamond DA40 NG has a service ceiling of 16,400 feet, which means that's the highest altitude that it's certified to fly. This is relatively standard for most small general aviation aircraft like the DA40 NG. This height helps get the Diamond DA40 NG above most bad weather, while still being low enough to not affect the flight paths or traffic of commercial jets.

What Engine Does a Diamond DA40 NG Have?

By now, we've looked at a couple of the main performance characteristics of the Diamond DA40 NG, but we haven't really talked about what makes this airplane go. That's because it all starts with the engine, and the Diamond DA40 NG has a very impressive engine indeed that powers it through the skies.

The Diamond DA40 NG is powered by an Austro Engine AE 300. This engine is a turbocharged 2.0-liter diesel powerplant that puts out 168 horsepower. This common-rail injected engine is designed for smaller aircraft like the DA40, and the relatively low horsepower output is a bit surprising considering how well this plane performs.

Diamond DA40 NG Fuel Burn Rate

Thanks to the diesel 2.0-liter turbocharged Austro Engine AE 300, the Diamond DA40 is actually incredibly fuel-efficient compared to much of its competition. A plane's fuel rate is so important because as we saw above, the cost to operate a plane is largely based on how much fuel it burns. Just like with your car, the further you can go on the same amount of fuel, the cheaper it is to use!

And when you're talking about smaller general aviation aircraft like the Diamond DA40 NG, every gallon of fuel that you can save is important. That's because these planes don't have the same kind of range as a commercial jet does, so they need to make every drop of fuel count.

Fortunately, the engine that powers the DA40 only burns about 5.1 gallons of fuel per hour. This is an impressive number when you compare it to other small general aviation aircraft that can easily burn upwards of 8 to 10 gallons per hour since you'll be saving about half as much fuel with the DA40!

This comparison also only really has any credence if we know what type of fuel the plane burns.

What Kind of Fuel Does a Diamond DA40 NG Use?

Even though the engine that powers this plane is noted as a diesel engine, don't just head down to the gas station and fill up your tank with regular old diesel fuel. After all, you don't want to put the wrong kind of fuel into your airplane, so it's vital to know what fuel planes run on .

For the Diamond DA40 NG, the answer is Jet A-1 fuel. This is a type of aviation fuel that's very similar to kerosene, and it's what most general aviation aircraft use. You can find this fuel at many airports around the world, so you shouldn't have too much trouble getting your hands on it.

The price of Jet A-1 fuel is constantly changing (even more so than the gas we put in our cars!), so make sure you understand what the price is near you. At the time of writing, the average cost around the country is $3.08 per gallon, which is actually far cheaper than other aviation fuels like AvGas. So not only do you burn less fuel with the DA40, but the fuel it burns is also much cheaper!

Is a Diamond DA40 NG a Good Plane?

I know I've hit you with a lot of information up to this point, so I appreciate you sticking with it and reading all the way through. By now, you should have a pretty good idea about what the Diamond DA40 NG is and how it performs, but the big question on your mind is probably whether or not this plane is actually any good.

Well, I'm happy to say that yes, the Diamond DA40 NG is an excellent airplane! It's well-built, it's efficient, it's fast, and it handles very well. The interior of the DA40 is also luxurious, so it's like flying in a private jet for a fraction of the price. Okay, that might be hyping it up a bit, but the DA40 really is a nice plane.

Of course, no airplane is perfect, and there are a few things that I don't love about the DA40. First of all, it's not the cheapest general aviation aircraft out there, so you might have to save up for a little while before you can afford one. Additionally, it doesn't have the longest range of small planes, so you might have to stop for fuel more often than you would with other aircraft.

Who Should Buy a Diamond DA40 NG?

The Diamond DA40 NG is a great airplane for anyone who wants a comfortable, luxury cross-country cruiser. It's fast enough to get you where you're going quickly, but it's not so fast that you'll burn through a lot of fuel. It might be a bit pricey, but it's worth the cost if you can pull it off. It would be great for a business plane just to transport a few people from place to place.

If you're looking for an airplane that you can use for business or pleasure, the DA40 is a great option. It's also a great choice for flight training if you happen to have that option near you, since it's very forgiving and easy to fly. So if you're thinking about getting your pilot's license, the DA40 might be the perfect plane for you to learn in!

I hope this article has helped you understand everything there is to know about the Diamond DA40 NG. This really is a fantastic airplane, and I think anyone would be happy with it. Thanks for reading!

About THE AUTHOR

Joe Haygood

Obsessed with Planes and Flying

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• Controlled Airspace
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DA-40 Cruise Performance

• Thread starter Flying Viking
• Start date Jan 8, 2015

Flying Viking

Pre-takeoff checklist.

• Jan 8, 2015

I got checked out in the DA-40 G1000 late last year - wonderful little aircraft to fly, and quite the step up from the 38 year old Cessna 172 I trained in... I have a question on cruise performance - on a recent trip to KHND I flew at 9,500 ft outbound, 10,500 ft homebound. According to the AFM 55% is max power recommended for flights above 9,000 ft...using the performance table the optimal power setting was 19.55 mmIn manifold pressure at 2,200 RPM, leaned out to 50 degrees ROP. This translated to approximately 105 KIAS / 120 KTAS and a fuel flow of about 6.8 GPH. Is this the best performance to expect at altitudes around 10,000 ft, or am I misunderstanding something? I routinely get 95 KIAS / 110 KTAS out of a 180 hp conversion 172N at the same altitude, and I had expected somewhat better performance from the DA-40...  

dukeblue219

Line up and wait.

This is an older DA-40 I assume? The POH online from 2001 suggests you are very accurate, albeit with lower than expected fuel burn. The cruise performance chart indicates that 10k pressure altitude, std temperature, 55% power should give you 122 KTAS. How close were you to wide open throttle? I've only flown them a few times, but also with an older DA-40 and the speed didn't exactly blow me away, either. I don't mean that it was slow, just that it looks like a faster plane than it really is. I know the newer models are supposed to be significantly faster, and there are plenty of owners on here who should be able to chime in.  

poadeleted20

You can certainly get more speed, say, 135 KTAS, by pushing up the power, but that's also going to push the fuel burn to around 10 gph, which is a lot lower mpg than you're getting at 55% power. You might want to ask Diamond why they suggest no more than 55% power above 9000 feet -- that engine is certainly perfectly happy at full throttle at that altitude. Personally, I like to run that engine around 65-70% power as a good balance of speed and economy. That said, 50 ROP is not really where you want to be with the mixture with this engine. That's pretty much at peak CHT, and that's not usually the best place to be in cruise. I lean the DA-40 to right around peak EGT using the "lean to rough, enrich to smooth" technique recommended by Lycoming for this engine. You'll save some gas, too.  

Is that 55% because it's a rental plane or in the actual Diamond DA40 POH? Cruise performance is usually done at 75% power (not sure if the DA40 will pull enough manifold at 10k to even get 75%) so I would have thought at altitude you'd be running full throttle, 2400 on the prop (max continuous I believe)...very surprised at that limitation, only other thing I could think of is some odd vibration???  

mrkbbd said: Is that 55% because it's a rental plane or in the actual Diamond DA40 POH? Cruise performance is usually done at 75% power (not sure if the DA40 will pull enough manifold at 10k to even get 75%) so I would have thought at altitude you'd be running full throttle, 2400 on the prop (max continuous I believe)...very surprised at that limitation, only other thing I could think of is some odd vibration??? Click to expand...

Taxi to Parking

Actually, the long wing will probably get you even higher before you hit peak TAS. Power flow exhaust will help. One thing I think would be neat to try is to take 1/8" drill bit with a gauge stop on the tip to do a full on golf ball dimpling on it.  

Per the DA40 AFM, page 5-6, if you set MP at 20.7 and RPM at 2400 you'll get 65% power at 9000 ft. Best power fuel flow is 9.8 gph, best economy is 8.5 gph. The DA40 was limited to 2400 with the old MT prop (for noise). New Hartzel props don't have that limitation. For an idea of what the engine will produce at higher RPMs look at the AFM for the DA42 TwinStar WITH IO360 engines (not the diesels).  

Wingsofglass

On 10gph I could get 148-150 knots on my 2008 DA-40 with the Powerflow exhaust. Between 8,000 & 9,000 was the sweet spot for best speed. Lean it out to 8gph and you can still go 140+ at those altitudes. Wheel pants and Powerflow make a big difference. I ran at 2,450 RPM and WOT.  

KSCessnaDriver

Pattern altitude.

I did a lot of flying in the summer of 2008 in a DA-40, and I seem to recall the best speed I could get out of it was between 9 and 11K feet, wide open throttle, and about 2550 RPM. I played with a lot of stuff, and that's what I remember working best.  

Ejection Handle Pulled

Giver some more power, you're renting wet right? Nothing flys like a rental :wink2:  

James331 said: Giver some more power, you're renting wet right? Nothing flys like a rental :wink2: Click to expand...

CharlieTango

• Jan 9, 2015

Anything above 7,500' DA I'm WOT. Who wants to cruise at 55%?  

Touchdown! Greaser!

Speed versus fuel burn,il take the speed ,you don't buy most airplanes to go slow.  

frfly172 said: Speed versus fuel burn,il take the speed ,you don't buy most airplanes to go slow. Click to expand...

A big thanks to everyone for your replies. I rent a 2006 DA-40, and was using the same generic AFM that some of you have been citing. Looking at the performance tables, it does not recommend cruise above 55% at altitudes above 9,000 ft, hence the question. So if I understand correctly, I can run the engine at higher power settings (limiting the prop to 2,400 rpm) without causing damage in the long run? Yes, it's a rental but I still wish to be respectful to the owner and not run the plane at settings where I will cause damage. That being said, I'd happily trade some fuel burn for speed given the hourly rate I pay (I was doing the owner a huge favor cruising at 6.8 GPH...). Ron - thank you, point taken on the leaning procedure.  

Cleared for Takeoff

Flying Viking said: A big thanks to everyone for your replies. I rent a 2006 DA-40, and was using the same generic AFM that some of you have been citing. Looking at the performance tables, it does not recommend cruise above 55% at altitudes above 9,000 ft, hence the question. So if I understand correctly, I can run the engine at higher power settings (limiting the prop to 2,400 rpm) without causing damage in the long run? Yes, it's a rental but I still wish to be respectful to the owner and not run the plane at settings where I will cause damage. That being said, I'd happily trade some fuel burn for speed given the hourly rate I pay (I was doing the owner a huge favor cruising at 6.8 GPH...). Ron - thank you, point taken on the leaning procedure. Click to expand...

Flying Viking said: A big thanks to everyone for your replies. I rent a 2006 DA-40, and was using the same generic AFM that some of you have been citing. Looking at the performance tables, it does not recommend cruise above 55% at altitudes above 9,000 ft, hence the question. Click to expand...

So if I understand correctly, I can run the engine at higher power settings (limiting the prop to 2,400 rpm) without causing damage in the long run? Yes, it's a rental but I still wish to be respectful to the owner and not run the plane at settings where I will cause damage. Click to expand...

Final Approach

dukeblue219 said: Again I have to ask -- does it say that operation above 55% is not recommended? Click to expand...

asicer said: On page 5-5 of the AFM is the second half of the engine performance table containing the 65% and 75% columns. At the bottom of the table it says "The areas shaded grey under each RPM heading are the recommended bands." The boxes at 9000MSL ISA and below have manifold pressure values filled in and some are grey. The boxes above 9000MSL ISA are white and don't have MP values. I don't have attachment or URL privileges yet, so you'll just have to Google for "DA40 AFM" and find it yourself. Click to expand...

Henning said: You can run that engine top of the green arcs full time and not hurt it as long as you keep the CHT and oil temp in their range. How much more than 55% power is available at 9000'? Click to expand...

Flying Viking said: Quite a lot, IIRC. Click to expand...

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Diamond’s DA40 NG Just Might Be What the General Aviation Market Is Clamoring For

This diesel-powered gem has undergone so many design enhancements and improvements it should be called 'diamond da40 ng 2.0.'.

Diamond DA40 NG Jon Whittle

If you haven’t looked at the Diamond DA40 lately, you’re in for some surprises. Although the diesel version, known as the DA40 NG, for “next generation,” first appeared way back in 2002, this iteration has undergone so many design enhancements and improvements that it doesn’t seem fair to call it the same airplane.

Diamond DA40 NG 2.0 seems like a more apt name for this economical four-seater that finally appears ready to be taken seriously in the U.S. market — and might even help resurrect it. Powered by a water-cooled 168 hp Austro four-cylinder turbodiesel, the DA40 NG is a sister product of the gasoline-powered DA40 XLT that has been popular with new airplane buyers for many years — that is, until a production hiatus when the company came under control of new Chinese ownership in 2020 after its sale by the Dries family of Austria. Production of the Diamond aircraft line is being transferred from Europe to North America at Diamond’s factory in London, Ontario. Because there was only so much capacity within the company to handle such a herculean undertaking while simultaneously transitioning airplanes to the new Garmin G1000 NXi avionics system (which requires additional certification work), Diamond’s new owners decided to get the London production lines for the DA40 NG, DA42 and DA62 up and running first before circling back to the gasoline DA40.That’s OK, because the DA40 NG is probably the airplane you’ll want to own if you’re in the market for a single-engine Diamond. Boasting decent performance, exceptional operating economics and mild-mannered handling characteristics, the NG is a perfect first airplane that outclasses many other factory-built piston singles in its price range. It wasn’t always that way. Diamond first brought the DA40 NG to the U.S. market in 2009, but the combination of a low useful load, suspicions of diesel power, poor euro exchange rate and struggling economy conspired to dampen the market for what was a good airplane, but perhaps not a great airplane. So, where did Diamond go right?

The company went back to the drawing board to reimagine the DA40 NG as an airplane that the designers believed could appeal to U.S. buyers, who have yet to embrace diesel power with the same fervor as customers in other parts of the world — and who still remember the mess that was caused in early Diamond diesel DA42s with the insolvency of engine supplier Thielert. A lot of air has passed over the empennages of Diamond airplanes since the Thielert debacle, though, and the result of the push to build new DA40 NGs in Canada is an airplane that now firmly belongs in the “great” category.

Diamond DA40 NG at a Glance

Flight schools in China are lining up to add fuel-efficient DA40 NGs to their burgeoning fleets, but should pilots in the United States consider buying one? The short answer is yes, and the reason is simple: the DA40 NG’s engine is spectacular. Hundreds of DA40 NGs are expected to be delivered to the Chinese flight-training market in the coming years, meaning U.S. buyers can expect to benefit from the efficiencies brought by a steady flow of airplanes rolling along busy factory floors.

The DA40 XLT and DA40 NG are so different that they’re produced under separate type certificates, and there’s much to differentiate the two for discerning potential purchasers. Apart from the engines, the major distinctions between the models are the NG version’s wider landing-gear stance and bigger tires, taller tail, all-new wheel pants, reshaped cowling and the addition of large winglets, which allowed engineers to shorten the NG’s wingspan by a foot, from 39 feet 2 inches to 38 feet 2 inches. If you’re looking to fit your new Diamond in a 40-foot hangar, there’s no question which airplane you’ll want. The DA40 NG fits, and the XLT, well, really doesn’t.

The Diesel Difference

The airplanes fly differently too, as I found out during a demonstration with John Armstrong, a Diamond distributor and the founder of LifeStyle Aviation, a company that offers buyers an attractive pathway to airplane ownership through a program called DiamondShare. For my demo flight, Armstrong and I met up at Plant City Airport in central Florida to spend an afternoon smashing bugs just beyond the eastern edge of Tampa’s Class B airspace. I have a fair amount of time in DA40s, and although the family resemblance is obvious, it’s clear that the NG and XLT are very different machines. Having now flown both, there’s no question in my mind that the NG is the superior airplane.

Obviously, the biggest difference is what’s under the cowling. Austro Engine is a subsidiary of Diamond Aircraft Industries that was sold, lock, stock and barrel, in 2020 to Wanfeng Aviation Industry, one of 60 subsidiaries of the Wanfeng Auto Holding Group, a massive Chinese conglomerate that’s just easing into the general aviation market. (Originally, Wanfeng had purchased a 60 percent interest in Diamond’s Canadian operation in 2016 before buying the entire company.) The four-cylinder Austro AE300 turbo­diesel that powers the DA40 NG is actually a stock Mercedes OM640 diesel engine, of which the German luxury carmaker has produced more than a million units for its small A- and B-class cars. So you know the reliability is at least as good as products from established airplane engine manufacturers, and probably even better, if we’re being totally honest.

The big advantage of the two-liter AE300 over the Lycoming IO-360 is the diesel’s fuel efficiency, and that’s saying something, considering the Lycoming four-cylinder IO-360 gasoline engine is one of the most fuel-efficient engines ever produced for the general aviation market. On our demo flight, max continuous power at 9,500 feet yielded a fuel burn of 8.2 gph and a cruise speed of 150 ktas. Pulling the power lever back to economy cruise setting produced a miserly 5.1 gph fuel burn at 126 ktas. Max endurance of the DA40 NG stretches to more than seven hours, an incredible figure, considering the fuel tanks hold only 41 gallons, 39 of them usable.

What struck me about the AE300 engine is how smooth and quiet it is, both on the ground and in flight. To demonstrate the joys of operating the well-mannered diesel, Armstrong suggested we keep the canopy open during engine start. All that’s required to get the three-blade MT propeller spinning is to set the power to idle, switch the electrical master on, ensure the glow plug light is off and turn the ignition key to start. The engine fires instantly, just like a car engine. The AE300’s computer brains, known as the electronic engine control units, manage fuel flow and in general act just like a fadec on a jet engine. There are two EECUs per engine, each with battery backup. After I twisted the key to start the engine, I was surprised by the agreeable thrum emanating from ahead of the firewall. If you remember diesel car engines from the 1970s that idled like someone under the hood was shaking a coffee can full of marbles, you’ll be stunned by how quiet the Austro engine is, even compared with the Lycoming engine in the DA40 XLT. The AE300 purrs like a friendly kitten.

After performing the run-up, which requires flipping a switch between the A and B channels of the EECU rather than performing a mag check (as the engine’s rpm magically advances and retards without the pilot ever needing to touch the power lever), we prepared to depart straight out from KPCM’s Runway 10. I was struck that the DA40 NG required quite a bit more right rudder on the takeoff roll than the gasoline version and that rotation speed is about 10 knots faster, about 69 kias versus 59. Climb rates certainly weren’t jaw-dropping but we saw 600 to 750 fpm consistently all the way to 9,500 feet. Maneuvering the DA40 NG through a series of aggressive 50-degree steep turns, I noted that the lateral control feel is heavier than in the DA40 XLT, owing to those big winglets.

Otherwise, the DA40 NG flew pretty much like every other Diamond I’ve piloted. The stick between the pilot’s legs feels just right, and the avionics, which were good before, are even better now thanks to the upgrade to Garmin G1000 NXi, featuring faster processors and crisper displays to go along with added capabilities. I was appreciative on this hot spring day for air conditioning in this airplane, an option that really should be one of the first boxes a buyer ticks before they hand over the deposit check. The DA40’s large canopy, with the wing positioned slightly aft of the pilot, provides excellent visibility, but the downside is that the large greenhouse makes for a hot cabin environment on warm days. Electric air conditioning keeps things cool and comfortable for taxi, and lets the pilot select the perfect temperature in cruise.

Flying the DA40 NG

I was surprised that Diamond chose not to bring the XLT’s excellent interior to the NG, but quickly began to warm to the more Spartan interior in the airplane I flew, noting its many creature comforts. Lacking are the XLT’s carbon fiber and burled wood interior accents and supple leather seats with “infrared control technology” to keep them cool even in direct sunlight, but the more basic NG interior is comfortable and even sleekly minimalist. What I loved about the seats was the ability to recline them through infinite adjustments, all the way to nearly flat. In a pinch, the DA40 NG would be a cozy place to spend the night on a ramp waiting out bad weather.

Cruising at 9,500 feet, I slipped my headset off to gauge the ambient sound level in the cockpit and was gratified to find that the diesel in flight is much quieter than the gasoline engine in the XLT — and a mere whisper compared to the big Continental six-cylinders I’ve been flying in Cirrus SR22s. In fact, the cool air whooshing through the four overhead vents in the ceiling seemed to be adding just as much noise in the cabin as the engine.

Did I mention I love the engine? Austro has done a masterful job of taking a stock automobile diesel and adapting it to general aviation use, developing a reduction gear box that decreases prop rpm to 2,400 at max continuous power versus the 4,500 engine rpm that cars are designed to run at. The turbocharger produces full power all the way up to 10,000 feet, and then the power curve drops off quickly at higher altitudes. A downside of diesel engines, of course, is their weight, which is generally more than a comparably sized gasoline engine. Thielert tried to reduce weight by using an aluminum block, but the AE300 has a cast-iron block, which is heavy, yes, but also allows the engine to be overhauled, while the Thielert engines had to be replaced. Current TBO of the AE300 is 1,800 hours, with no need for inspections or maintenance of the reduction gear box as was the case with the Thielert engines, which were of a different design.

Base price for the DA40 NG is around $430,000, versus $390,000 for the DA40 XLT when last Diamond offered it, while the well-equipped airplane I flew was slightly under $500,000. Max takeoff weight of the NG is higher than the XLT, at 2,888 pounds versus 2,646 pounds, for a useful load of a respectable 950 pounds. Takeoff and landing distance are a bit longer than in the gasoline version, though the book says the DA40 NG can get off the ground and climb to 50 feet using 1,936 feet of space, so that won’t be an issue for most buyers.

After playing around for a while in the skies above central Florida, we tried some power-on and -off stalls, which are benign and easily managed in this airplane. Diamond sales­people like to point out that a fully stalled DA40 will crash land under control at a slower vertical rate of descent than a Cirrus going down under its BRS parachute. They never mention the horizontal speed component when making the comparison, but hey, it’s just a joke anyway — I think.

Finally, it was time to head back to the airport, where I executed the RNAV WAAS LPV approach to Runway 10 with the autopilot coupled. Clicking the autopilot off at 500 feet, I hand-flew the rest of the way in a gusty crosswind. The sight picture on final and during the round out to flare is slightly different in the DA40 NG than the XLT, but it will take pilots no time at all to get comfortable landing the diesel Diamond.

DiamondShare

Back on the ground, I asked Armstrong how the market has been doing, not just for the DA40 NG but for the DA42 and DA62 twins as well. He said the phone is starting to ring again after a slow stretch of years, adding that interest in the DiamondShare program is growing as the economy continues to rebound. The DA40 NG, he explained, fits well with what LifeStyle Aviation is trying to accomplish with DiamondShare. The program’s purpose is to help new airplane buyers justify the expense of sole ownership by spreading the costs to other pilots who lease time in the airplane. The idea was to make buying a new airplane an attractive alternative to purchasing a used airplane. Still, Armstrong stressed, DiamondShare isn’t for buyers who can’t afford to own a new airplane, nor is it for members who are looking to save money compared with renting or joining a flying club.

The way the program works is fairly simple. An aircraft buyer purchases a new Diamond DA40 and makes it available to three pilots who lease 100 hours of flight time per year. The monthly membership cost for those pilots is calculated by adding up the cost of financing, hangar and insurance (the “carry costs” of ownership) and dividing that number by three. For the DA40 XLT, the figure works out to $1,000 per month. The slightly more expensive DA40 NG is $1,100 per month. There are also location surcharges tacked on for basing an airplane in a large metro area like New York City. In a metro area, the typical monthly surcharge would be anywhere from $100 to $400, Armstrong said, for a total monthly cost of membership ranging from $1,200 to $1,500. The only additional cost for members is fuel.

The benefit to the owner is that the airplane is essentially free because the three DiamondShare members pay for pretty much everything it costs to own the airplane, without factoring in depreciation and the cost of routine maintenance and repairs. Scheduling is done online, with members agreeing to limit the total number of reservations they make at any one time. Overnight trips and longer-duration travel are allowed. Armstrong said there has never been an issue with aircraft scheduling since the program started. I was a member of DiamondShare in 2012 and 2013 in a new DA40 based at Caldwell Airport in New Jersey and can confirm it was a great experience, blending many of the benefits of owning a new airplane with none of the hassles. My affiliation with DiamondShare ended only when the airplane owner moved away to another state. I would jump at the chance to become a member once again in the future.

I’m hopeful I’ll get my chance. The DiamondShare program appears to be in growth mode after a slow couple of years as the economy languished. With unemployment way down and GDP way up, aircraft-buying activity is increasing. After initially rolling out the DiamondShare program to pilots on the East Coast in 2011, LifeStyle Aviation has expanded the concept nationwide. With the popularity of the DA42 VI and DA62 twins, Armstrong is adding those airplanes to DiamondShare as well. The programs are structured the same, although the monthly membership costs are obviously higher. Armstrong said the cost to be a DiamondShare member in the DA42 is about double the cost of the DA40 program, while a DA62 member pays about three times as much. Armstrong said his goal is to make DiamondShare available in every major metro area across the country.

With such exceptional products as the backbone of his network, I wouldn’t bet against him succeeding in doing just that in relatively short order. The time for diesels to go mainstream in America is long past due. The price premium to purchase a diesel-powered airplane is canceled out by the savings in fuel over the long run. And what an engine the AE300 is. There are plenty of brand-new general aviation airplanes that I wouldn’t consider buying, and the delivery figures reflect the fact that I’m not alone in my thinking. But the DA40 NG isn’t one of them. It’s a thoroughly modern general aviation airplane that is fun and satisfying to fly, goes reasonably fast, sips jet fuel, comes equipped with the very latest technology and looks fabulous from any angle. I’m looking forward to seeing more of them on the ramps of GA airports all across America soon, and maybe even getting the chance to fly one regularly.

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Cessna 407: full steam ahead, right up until the end, caribbean charter set to be tecnam p2012 stol launch customer, this 1994 socata tb-21 trinidad tc is a rare, stylish ‘aircraftforsale’ top pick, this 1977 beechcraft baron 58p is a significantly upgraded ‘aircraftforsale’ top pick, cargo airline sends new boeing 767 freighters directly to storage, this 2010 aviat a1-c-180 husky is a short-field wiz and an ‘aircraftforsale’ top pick, new to flying, already have an account.

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Diamond DA40 Star

A composite single thats modern, fast and efficient. best of all, the diamond da40 star has an impressive safety record..

We’ve watched the evolution of the Diamond DA40 series with interest. Our first reaction to what would become the Diamond Star was to be less than impressed. We thought the canopy was a marketing ploy that would make emergency egress difficult, and the cabin looked small and uncomfortable.

Then we flew it. The canopy provided superb visibility, the speed was impressive—newer models are even faster—and handling was just plain fun. We liked the control harmonization and how easy it was to land in a crosswind.

The cabin proved to be roomier than it looked with control sticks instead of panel-blocking yokes, even if they did have to be used with the wrong hand.

Given its European roots, Diamond came at the DA40’s design as sort of hybrid between the sleek glass gliders the company started out producing when it was Hoffman Flugzeugbau and more traditional aircraft U.S. customers are accustomed to. This yielded what we think can fairly be called a world airplane.

Diamond DA40 History

Hoffman Flugzeugbau began life in 1981 in Friesach, Austria, producing the H36 Dimona motorglider, a popular recreational airplane in Europe. Ten years later, Christian Dries and family took over Hoffman and in 1992, it launched an effort at the North American market by opening a new plant in London, Ontario, in a converted World War II aircraft factory.

Diamond—then called Dimona—got its feet wet in the U.S. market by importing the Austrian-built DV20 Katana. In 1995, it began building Rotax-powered DA20-A1s in the London plant and selling these into what was then a lukewarm market for new trainers. By the time the company changed its name from Dimona to Diamond in 1996, it realized that both the North American and world markets had room for a composite four-place airplane.

In 1997, Diamond announced the DA40 Diamond Star at the big European show in Friedrichshafen, Germany, with the prototypes powered by the Rotax 914 and Continental IO-240. But the airplane clearly needed more power. In 2000, the DA40-180 was certified with the Lycoming IO-360 and a year later, production began in the London plant. Sales were initially brisk, especially to the trainer market which, increasingly, was turning to Cessna 172s for new training aircraft. Many flight schools found would-be students weren’t as price-sensitive as they once thought and wanted the option of two additional seats, which the Katana couldn’t provide. When it initially appeared in the 2000 model year, the DA40 sold for $189,900, typically equipped.

Initial deliveries of DA40s were equipped with dual Garmin GNS430s and Bendix/King KAP140 autopilots. In 2004, Diamond announced that new Stars would have the Garmin G1000 EFIS system and that same year, Diamond announced a joint venture to sell and build DA40s for the Chinese market, primarily for training in that country’s burgeoning airline sector. Knowing it had found a niche, in 2005, Diamond announced the DA40-FP, a fixed pitch-only version of the airplane, with the carbureted Lycoming O-360. This model was aimed specifically at the training market. The FP’s base price at the time of introduction was $187,800.

In 2006, the DA40XL appeared, which was basically just packaging of high-end options, such as the Garmin GFC 700 autopilot, Powerflow exhaust system, a composite three-blade MT prop, a 110-pound gross weight increase, electrically adjusted rudder pedals and a premium interior.

The airplane was clearly aimed at the upscale owner-flown market, which Cirrus was having good success serving. Fully equipped, the XL model sold for $329,000.

In late 2007, yet more versions of the Diamond DA40 appeared, the XLS and the CS. The XLS has a wider, higher canopy and a luxury interior while the CS is essentially an la carte model with a constant-speed prop that lets flight schools configure it with interiors and other options. The base price of the CS was $259,950, while the XLS base was $334,950, or over $380,000 fully loaded.

Diamond DA40 Construction

When Diamond bought Hoffman, it paid attention to the company’s core expertise: building clean, strong glass structures. This is definitely reflected in the Diamond DA40’s construction, that is built along the same lines as the two-seat Katana/Evolution/Eclipse series.

The fuselage is constructed of wet layup material in two halves which are bonded together longitudinally, with the vertical stab as part of the assembly. The T-tail is attached separately, as are the wings which, unlike the Cirrus aircraft, are two separate pieces joined at the fuselage center section. The wings themselves are laid up top and bottom in vacuum molds, then bonded together after the internals are installed.

The spar is a massive twin carbon-fiber spar layup between which the fuel is stored in removable aluminum cells. The fact fuel is exceptionally well protected may explain why Diamond aircraft have shown no tendency toward post-crash fires.

The cabin and cockpit is best thought of as a bathtub arrangement with a wraparound canopy in the front and a hinged rear hatch for the backseat occupants. The canopy hinges at the front, rather than the rear, as on the DA20. The rear hatch is on the airplane’s left side and is equipped with a pin release for emergency egress. As with most of the modern composite aircraft, the DA40 has spring steel gear and a castoring nosewheel, with steering via differential braking. The gear attach point loads are carried into the center section through attachments on the spar.

Unique among the big three composite lines—Cirrus, Columbia/Cessna and Diamond—the DA40 has center sticks with push-pull rods for elevator and ailerons and cables for the rudder. Rather than sliding seats, the DA40 has rudders that can be repositioned to adjust legroom. Trim is both electric and manual—there’s a trim rocker on the sticks and a center console wheel—and is activated by cables to an anti-servo tab on the horizontal stab.

Diamond DA40 Engines and Systems

Diamond kept it simple when it came to the powerplant: Lycoming’s 180-HP IO-360 has proven reliable and inexpensive to overhaul, at the expense of giving up some smoothness to six-cylinder Continentals. It’s also fairly light, an advantage in an airframe as light as the DA40. (Gross weight in early models was 2535 pounds, while newer ones are 2645, compared to 2450 pounds for the Cessna 172 and 3050 pounds for the Cirrus SR22.)

Systems wise, the Star has all the required new-age glitz. The fuel system has right/left/off settings, only one step down from the ideal off/on system for minimizing fuel-related accidents. However, as there have been no fuel-related accidents reported on Diamond Stars in the U.S., we’re hardly one to complain. The fuel selector is on the center console. One of the airplane’s operating limitations includes a requirement to keep the fuel load balanced.

As is the fashion, the Diamond DA40 is an all-electric airplane, with no vacuum system. It has a single starting battery, but also a single alternator, although there’s a battery backup for the electric gyros.

One of the Diamond DA40’s strongest suits is the fabulous visibility afforded by the wraparound canopy; nothing else in GA comes close. But what plastic giveth, plastic taketh away. The cockpit can be boiling hot in the summer, although an opaque shade along the top of the plastic bubble helps. Air conditioning isn’t an option in the DA40s; it lacks the power and payload. However, the canopy can be opened during taxi and is equipped with partial-open latches. The heating and ventilation, once airborne, are good. In early models, the panel air vents emitted a noticeable and irritating howl, but this has since been quieted down.

Diamond DA40 Performance and Payload

When we reviewed the first production model DA40 in 2002, it blew away the competition, mainly the Cessna 172 and 172SP and the Piper Archer, both entry level four-placers. Only the Tiger comes close in older designs, although the Cirrus SR20—also entry level—is faster by about 12 knots or so on 20 more horsepower. It easily kept up with the 200-HP Piper Arrow. The early Stars toot along all day on 9.5 to 9.8 GPH at speeds up to about 140 knots. Subsequent models, say owners, are about 10 knots faster and, for the DA40 XLS, Diamond claims a 158-knot top speed with a 150-knot cruise on 10 GPH.

With its long wing and relatively high aspect ratio—reflecting its sailplane heritage—the Star is a terrific climber, even when loaded. Moreover, it leads the league in short-field capability, easily hopping off the runway in 1200 feet or less with a heavy load. At 2535 pounds (2635 for newer models) gross, the Star is light; at 14 pounds per HP, its power loading puts it in the middle of its class. (The Cirrus has power loading of 15.25 lbs/HP, while the Cessna 172 is lower, at 13.6 lbs/HP). Nonetheless, any competent pilot should be able to comfortably operate a Star out of 2000-foot runways, at reasonable density altitudes.

Payload-wise, the Star is really a three-place airplane with baggage space, even at the higher gross weights. Useful loads are in the 850-pound range, although some owners report less.

So with the tanks full, it can carry about 600 pounds—three people with some bags. There’s a 10-gallon extended-range fuel tank option that further reduces cabin load.

In early Stars, the baggage compartment was a bit of an afterthought, accessible only through the cabin by tilting the rear seats forward. The area itself was quite shallow. This was later redesigned, and now the rear seats fold forward to essentially turn the backseat into one huge baggage bay.

The Star’s weight-and-balance envelope is relatively benign, narrowing a bit toward the gross weight limit. It tends toward forward, rather than aft CG. Offloading fuel is always an option to stuff in more payload, but the airplane carries only 40 gallons usable to begin with, so its range is hardly exceptional. The 10-gallon extended range option helps, but owners complain it narrows the CG envelope, something that needs watching. The newer XLS models come with 50-gallon tanks as standard equipment.

Diamond DA40 Ergonomics and Handling

Entering the Diamond DA40’s cockpit requires hiking up onto the wing and stepping down into the well of the cabin. It’s a bit of a practiced art, requiring gripping the canopy’s tubular hinges to gain purchase, both for ingress and egress. Not easy, perhaps, but you get used to it.

The rear seat passengers simply step through the hatch and into the rear cabin, which is quite spacious. (Watch the opened rear hatch, though—it’s just the right height to bonk an unwary head.)

The front seats don’t slide fore-and-aft, although they do recline slightly. A six-foot-five-inch owner reported that, while a little cramped, the pilot’s seat has adequate room for him. Rear-seat passengers enjoy adequate footroom, thanks to footwells. With their adjustable rudder sets, the front seats have good legroom for such a small aircraft. As noted, cockpit visibility is nothing short of fabulous—the best of any GA airplane, other than the Katana/Eclipse/Evolution series.

Of all the GA airplanes we’ve flown and tested, the Star ranks at the top as being the most fun to fly. It’s not quite as well balanced as a Bonanza, but it has no bad habits, and pitch and roll forces are light and easy to manage with the stick. Slow flight and stalls are non-events and even deep into the stall, the airplane simply mushes and could probably touch down that way in a survivable impact. Flaps have little or no effect on trim condition, but neither are they as effective as the barn doors on a Cessna 172.

Landing a Star isn’t particularly difficult, but the sight picture over the nose requires some acclimation to avoid too-high flares. Flown into the flare faster than about 65 knots, the Star will float; slower is better.

Diamond DA40 Maintenance

Typically, airplanes new to the market evidence characteristic maintenance weaknesses at some point. But the Diamond DA40 has done well in this regard. The Lycoming IO-360 is one of the most reliable four-cylinder powerplants available; we heard no complaints from owners about it, save for a few owners that had problems with electric fuel pumps.

Some owner complained of early teething problems with the Garmin G1000. We also heard complaints about Garmin being slow to produce software upgrades for non-WAAS aircraft. The early Star’s weak landing lights are a point of contention. We found only four ADs against the airplane, one requiring replacement of the rear hatch retaining bracket, one requiring inspection of the nosegear pivot axle, one requiring inspection of the universal joint on the fuel switch and the last requiring a one-time fuel system inspection.

Diamond DA40 Owner Feedback

I grew up flying three different airplanes: a Cessna 172, a Beechcraft Sundowner and a Piper Archer. Today, I have owned my DA40 for a little over a year and have flown just under 100 hours. I fly whenever I can, even if it’s just to go around the pattern. I keep trying to find a reason not to love this airplane. My girlfriend and I have flown all over the southeast. Hands down, the DA40 is my favorite airplane and I will be a DA40 owner for a long, long time.

I love the sleek appearance of the airplane. It’s very roomy in the cockpit and the passengers are quite happy in the backseat. But one of the best features is the almost limitless view from the canopy. It’s like a Disney ride; the view is breathtaking. Landing the DA40 is a breeze. Just hold back on the stick until the runway reaches up and pulls you out of the air.

This is the same airplane that many flight schools use to get pilots through their instrument rating. It’s a great regional cross-country airplane. You can cruise easily at 132-140 knots, but I’m a gas saver. I cruise at 122 knots, while burning 8 GPH. The Lycoming IO-360 M1A is an almost bulletproof motor, in my estimation.

The three-blade MT prop is very smooth and a lot quieter than a two-blade Hartzell. Also, the three-blade reduces the vibration while shutting down. I just had mine rebuilt for $4500 and it was well worth it. It now has seven more years or 1800 hours of expected life. In my first year of ownership, nothing has broken, nothing has fallen apart and my airplane runs better than it did when I bought it.

The upkeep on a newer airplane— particularly a composite—is a lot less than some may think. Diamond just dropped the rudder cable AD last year. That was a big one. So far we have very few ADs to comply with compared to other manufacturers.

At annual, like any other airplane, we have a squawk list to deal with. Mostly, it’s little things. To compare my DA40 to anything else in its class, upkeep is going to be less expensive for the most part.

Doug Robertson, via email

I purchased a 2008 DA40 XLS in January 2013 after cross-shopping with a newer 182T and an upgraded Model 35 Bonanza. I am based at RHV in San Jose, California, and currently have 280 delightful hours in this aircraft. Our trips include one across the U.S., four to Portland, Oregon, 30 landings at Lake Tahoe, plus numerous Bay tours.

My goal was to buy a safe, practical and fun IFR aircraft to accommodate at least three adults, with low enough operating costs that my inner cheapskate would not inhibit flying. I’m very pleased to report that our first full year of DA40 ownership greatly exceeded my hopes. The purchase was a one-time gouge in our finances, but at this point it costs me less to fly for an hour than a trip to the hardware store costs. It’s safer than an hour driving on winding roads in our Mazda Miata—and way more fun.

The only significant downside to the DA40 is the limited useful load, which in our aircraft is roughly 850 pounds. I dream that Diamond will apply the same energy to weight-reduction on the DA40 that it has on the DA42. But with an economy cruise of 135 knots burning 7.5 GPH, 30 gallons of 100LL is good for two couples and day packs.

The flip side of the glorious canopy is dealing with heat on the ground, but unlatching the canopy slightly open until just before take-off makes this quite manageable. The DA40 has no ice protection, but I wouldn’t fly a single anywhere near ice. I’m sure that a parachute would provide bonus marketing points (especially with all-important non-pilots), but with an already best-in-market safety record, I personally don’t think that the cost in weight and dollars makes sense. It’s interesting to note that the two DA40 fatalities in North America are due to colossal pilot error. The few fatalities are due to what-were-you-thinking mistakes. There’s not a single incidence of a pilot making an innocent (but fatal) mistake of stalling and spinning while turning on final, for example. This was important to me when I chose the DA40. I think that I fly well, but I don’t want to have an off-day and kill my family.

The DA40 generally only sees 155 knots of true airspeed, maximum, but my planned normalizing supercharger modification from Forced Aeromotive will probably increase this to 165 knots, while increasing the high-altitude climb rate.

On the other hand, if speed is the only item on your agenda, I suggest buying a different airplane and living with the trade-offs. While the center stick control intrudes on useble space, I greatly prefer a stick with actual feedback, as opposed to being spring-loaded, and love hand-flying the DA40.

The seat height in the aircraft isn’t adjustable, so I suggest buying Oregon Aero seat cushions. Still, there’s outstanding visiblity in all direction from all seats. This pays off for traffic-spotting and sightseeing.

I think the GFC700 autopilot and G1000 integration is excellent, and especially like the go-around switch on the throttle. I also like that the standby flight instruments are conveniently located at the top of the instrument panel.

As for financials from 2013, maintenance was $12.05 per hour, including new tires. I perform my own oil changes and participate in the annual inspection. Repairs were $2500, or $11.85 per hour due to self-inflicted wheel pant damage. My advice is don’t land the airplane on runways that are poorly plowed. I also replaced the Duke’s fuel pump with a Weldon unit. The Duke’s pump is one of the few known weak points in the OEM equipment.

Insurance was $2200 for $2 million smooth for a 200-hour pilot without an instrument rating. Data subscriptions—including the G1000 and XM Weather—was $1300. Incidentally, I just completed the 2014 annual inspection, which included refurbishing the magnetos, for a total cost of around $1500.

As for upgrades, I’ve installed AeroLED Pulsar NSP strobe and position lights. These only draw 2 amps, are several pounds lighter than OEM lights and are crazy bright. I also installed a Plane Power high-output alternator, which stifles the voltage alerts from the G1000 and reduces weight by a couple of pounds. As I said,

I’m planning on moving forward with the supercharger upgrade.

Diamondaviators.com (aka DAN) is an excellent source for information on the DA40 Star. This site is not affiliated in any way with Diamond Aircraft and is a remarkably flame-free environment. DAN was instrumental in my decision to buy a DA40. I was able to get balanced and detailed information in order to make an informed decision. My user name on DAN is Chris B, in case you want to hit me up for advice. I’d be happy to host someone for a flight, show off the upgrades, provide more details or answer questions.

To summarize, I think the DA40 is an awesome aircraft that more pilots should consider. Recent models with the G1000 and GFC700 autopilot are pricey, but I believe that 10-year-old DA40s are an incredible value. The airframe is not life-limited and the Lycoming IO-360 engine is robust and ubiquitous. I physically don’t fit in a pre-2008 model (I have a long torso), otherwise I would have seriously considered an older plane.

Chris Bennett, via email

I advise people on buying aircraft, using a multi-criteria scorecard to weigh and compare a variety of factors that need to be considered. But when asked to pick an overall best plane, my immediate answer is the plane I bought: the Diamond DA40.

The safety record, performance and price yields a plane with a tough-to-beat value. Unless you’re doing a lot of mountain flying where a parachute might be desired, I think the DA40 is generally better than a Cirrus. The front-end cost to buy a plane with a parachute, fly it and pay for the repacking is expensive.

The DA40 so-called powered glider, with its high-G-impact seat, give me confidence that I could put this plane down safely almost anywhere. If it had a parachute, I’d be very unlikely to use it.

The safety record of the DA40 yields low insurance costs. I paid $1800 per year to insure myself and three other rental partners. I think the G1000 avionics suite in my 2004 DA40 is a great system. I am surprised that the plane doesn’t sell at a more premium price given its overall top value.

The long wingspan can be a hangar problem—it is a tough, close fit for a 40-foot door—but that’s easy to solve with a winch and painted lines.

I went to the Air Force Academy as a private pilot, but studying hard as a cadet caused my eyesight to go bad, and I was rejected from pilot school and never flew fighters. While my pilot classmates have long been flying desks, I’m flying a fantastic aircraft.

Dr. Drew Miller, via email

My pilot-wife and I owned a DA40 XLS model for four years as our first aircraft before recently trading up to a DA42 twin. During that time we flew our Virginia-based DA40 up and down the East Coast, to Oshkosh multiple years and across the U.S. to California and back.

We chose the DA40 because of its sleek modern composite design, advanced avionics (in 2008, ours was one of the first G1000 aircraft with Synthetic Vision), plus Diamond’s exemplary safety record.

The DA40 is very much a pilot’s airplane due to the outstanding visibility out the bubble canopy, combined with the feel of the stick and pushrod-controlled ailerons and elevators. The handling is very docile and forgiving with no bad habits, which made the plane ideal for us as relatively inexperienced pilots. The plane is so easily controlled that I later learned to fly our DA40 in tight formations with other Diamonds—a real thrill.

While it’s possible to cruise at an honest 150 knots in smooth air, the sweet spot for cross-country flights is to fly around 8000-9000 feet, burning 9 GPH rich of peak and seeing 145 knots true airspeed. The long wing—with its sailplane-derived airfoil—produces more than 1000 FPM climb rates at lower altitudes. The plane often seems to levitate on takeoff and yaws a bit in bumpy summer conditions, but it helps to use the rudders to dampen the oscillations.

There are only two design flaws that we wish Diamond would fix. First, on most DA40s the nose wheel and fairing will rotate crooked to the right or left immediately after takeoff, causing a 5-knot speed decrease unless tension on the castering nosewheel is adjusted correctly. This is a trial-and-error process.

Second, the instrument panel air vents roar loudly when open, and it is necessary to keep them open to stay cool in the summer. The noise is due to an outside air resonance across the fuselage NACA intake, akin to blowing across the opening of a glass jug. Both of these issues could potentially be addressed with some simple aerodynamic tweaks.

Over the course of four years, we had our share of maintenance issues, but most were firewall-forward. The constant-speed MT propeller blades delaminated and the prop hub had to be rebuilt to fix oil and grease leaks, the starter failed and the Powerflow exhaust risers developed hairline cracks due to slip joints not being treated with anti-seize compound at each annual. But the rest of the aircraft was essentially trouble-free, reflecting Diamond’s excellent build quality, fit and finish.

Multiple maintenance shops are qualified as Diamond Service Centers with extensive DA40 experience, and the folks at Diamond’s Canadian factory (where our plane was built) are quite responsive to parts orders and owner questions.

One maddening item is that because DA40s—like all of today’s automobiles—but unlike most aircraft, are metric, it is often difficult to obtain nuts or bolts from aircraft maintenance shops. Our aircraft was occasionally grounded until metric-sized aircraft hardware could be shipped from Canada. Of course, the reliable yet ancient-design Lycoming engine in the DA40 isn’t metric. I used to tell people we flew a George Jetson aircraft with a Fred Flintstone engine.

Given Diamond’s superior safety record, insuring a DA40 is straightforward even for relatively inexperienced pilots. Before my wife and I were instrument rated, we were easily able to obtain $1 million smooth coverage for a DA40 with $250,000 hull value for about $2500 per year. It later cost only a few hundred dollars more to add our student pilot daughter to the policy. As a newly minted CFI, I soloed my daughter in our DA40. How’s that for a vote of confidence in the aircraft?

Dave Passmore, Leesburg, Virginia

I’m a proud owner of a 2005 Diamond Star with the G1000 avionics. I’ve raced gliders since I was 15 years old and in 2009 decided it was time for a change. I got my private pilot certificate with instrument rating and a DA40. I flew it 140 hours last year and plan to tour the southwest with my family. The DA40 is safe, efficient, and has the visibility of a glider and low maintenance costs. It also costs less to insure than my last glider, at $1600 per year.

Nilton Renno, Ann Arbor, Michigan

This article originally appeared in the June 2014 issue of Aviation Consumer magazine .

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DA40 Performance

Ultra-modern, comfortable four-seater

Diamond DA40 NG - ultra-modern four-seater

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I did my IR rating on the DA40 NG and also enjoy chartering it. Quite great, comfortable aircraft with which not only training can be done, but also quite comfortable travel!

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Diamond da40 aircraft: the ultimate flying machine.

Introduction to the Diamond DA40.

The Diamond DA40 is a single-engine, four-seat aircraft that Diamond Aircraft Industries produces. It is commonly called the Diamond Star and is a popular choice for general aviation pilots, flight schools, and private owners.

The DA40 is a modern aircraft with a composite airframe, advanced avionics, and efficient fuel consumption. It is powered by a fuel-injected, 180-horsepower Lycoming IO-360 engine and has a cruising speed of approximately 140 knots (259 km/h).

The cockpit of the DA40 is equipped with a Garmin G1000 glass cockpit system, which includes two 10.4-inch displays that provide pilots with comprehensive flight information and situational awareness. The aircraft also features a high-wing design, which offers excellent visibility for the pilot and passengers.

One of the notable features of the DA40 is its low noise and emissions, making it an environmentally-friendly aircraft. The aircraft is also known for its ease of operation and low maintenance costs, making it an attractive option for flight schools and private owners.

The Diamond DA40 is a reliable and efficient aircraft well-suited for various flight operations, including training, personal travel, and business aviation.

Technical specifications and performance capabilities.

Here are some technical specifications and performance capabilities for the Diamond DA40:

Dimensions:

• Wingspan: 40 ft 0 in (12.19 m)
• Length: 26 ft 0 in (7.95 m)
• Height: 6 ft 11 in (2.10 m)
• Wing Area: 147.6 sq ft (13.71 sq m)

Weights and Capacities:

• Maximum Takeoff Weight: 2,535 lb (1,150 kg)
• Empty Weight: 1,543 lb (700 kg)
• Useful Load: 992 lb (450 kg)
• Fuel Capacity: 50 US gal (189 L)

Powerplant:

• Engine: Lycoming IO-360-M1A fuel-injected, air-cooled, 4-cylinder, horizontally opposed, 180 hp (134 kW)
• Propeller: MT-Propeller MTV-12-B/183-59a, 3-blade constant-speed

Performance :

• Maximum Speed: 149 knots (173 mph, 278 km/h)
• Cruise Speed: 135 knots (155 mph, 250 km/h)
• Stall Speed (Flaps Down, Power Off): 49 knots (56 mph, 91 km/h)
• Service Ceiling: 16,404 ft (5,000 m)
• Range: 720 nm (828 mi, 1,333 km) with a 45-minute reserve
• Takeoff Distance: 1,150 ft (350 m)
• Landing Distance: 1,215 ft (370 m)
• Garmin G1000 glass cockpit with two 10.4-inch displays
• Garmin GFC700 digital autopilot
• Synthetic Vision Technology (SVT)
• Electronic Stability and Protection System (ESP)
• Traffic Information System (TIS)
• Terrain Awareness and Warning System (TAWS)

Note that these specifications may vary depending on the specific model and configuration of the aircraft.

Features and amenities for comfort and convenience.

Although the Diamond DA40 is primarily designed as a practical and efficient aircraft, several features and amenities contribute to passenger comfort and convenience. Here are some examples:

Spacious Cabin:  The DA40's cabin is designed to accommodate up to four passengers comfortably. With a width of 49 inches (1.24 meters) and a length of 85 inches (2.16 meters), there is ample space for passengers to stretch out and relax during the flight.

Comfortable Seats:  The seats in the DA40 are made from high-quality materials and are designed to provide maximum comfort during long flights. The front seats are also adjustable, allowing pilots to find the perfect position for their flight.

Climate Control:  The DA40 features a cabin heating system to warm passengers in colder temperatures. The aircraft also has ventilation fans to circulate fresh air and prevent the cabin from becoming stuffy.

Noise Reduction:  The DA40's composite airframe is designed to reduce engine noise and vibration, which helps to make the flight more comfortable and enjoyable for passengers.

Baggage Space:  The DA40 has ample storage space for luggage and personal belongings. A baggage compartment is located at the back of the aircraft, and a smaller compartment is in the cabin.

Advanced Avionics:  The DA40's Garmin G1000 avionics system provides pilots with advanced features such as synthetic vision, terrain awareness, and traffic information, which help to enhance safety and reduce pilot workload.

LED Lighting:  The DA40's interior is illuminated with LED lighting, which provides a comfortable and modern ambiance during the flight.

Sunshades:  The DA40 is equipped with sunshades for the cockpit and cabin windows, which help to reduce glare and keep passengers cool during sunny flights.

Overall, the DA40's features and amenities provide a comfortable and enjoyable flying experience for both pilots and passengers.

Training and certification requirements for pilots.

To fly a Diamond DA40, pilots must meet the following training and certification requirements:

Private Pilot License (PPL):  Pilots must hold a PPL or higher certification to fly the DA40. This certification requires at least 40 hours of flight time, including at least 20 hours of flight instruction and 10 hours of solo flight.

Instrument Rating:  To fly the DA40 in instrument conditions, pilots must hold an instrument rating, which allows them to fly the aircraft using only instruments and without visual reference to the ground. This certification requires additional flight training and a written exam.

Type Rating:  Depending on the specific model of DA40 being flown, pilots may need to obtain a type rating or certification specific to a particular aircraft type. The type rating requires additional training and a practical exam.

Recurrent Training:  To maintain proficiency and safety, pilots must undergo recurrent training and check rides periodically, which includes training on emergency procedures, systems, and maneuvers.

It's important to note that these requirements may vary depending on the country and regulatory agency governing the aircraft's operation. Pilots should always consult the appropriate aviation authority and comply with all applicable regulations and guidelines before operating the DA40. Additionally, flight schools and training centers often provide specialized training programs for the DA40, including ground school, flight training, and simulator training.

Maintenance and safety considerations for owning and operating a Diamond DA40.

Owning and operating a Diamond DA40 requires careful attention to maintenance and safety considerations to ensure the aircraft's reliable and safe operation. Here are some key factors to consider:

Maintenance Schedule:  The DA40's maintenance schedule must be strictly followed to ensure the aircraft's airworthiness and reliability. Maintenance requirements include periodic inspections, oil changes, and component replacements, as the manufacturer recommends.

Maintenance Personnel:  Maintenance and repairs on the DA40 should only be performed by qualified and experienced personnel familiar with the aircraft's systems and components. This ensures that maintenance is performed safely and to the manufacturer's specifications.

Safety Equipment:  The DA40 is equipped with several safety features, including a three-point seatbelt system, airbags, and an electronic stability and protection system. Ensuring all safety equipment is maintained correctly and in good working order is essential.

Flight Planning:  Careful flight planning is essential for the safe operation of the DA40. Pilots should consider weather conditions, fuel requirements, and other factors affecting the flight. A thorough pre-flight inspection should also be conducted to ensure that the aircraft is in good condition.

Pilot Training:  Proper pilot training is essential for the safe operation of the DA40. Pilots should receive comprehensive training on the aircraft's systems, emergency procedures, and flight characteristics. Recurrent training is also essential for maintaining proficiency and safety.

Documentation:  Proper documentation of maintenance, repairs, and flight operations is essential for maintaining the DA40's airworthiness and ensuring compliance with regulatory requirements. All documentation should be kept up-to-date and readily accessible.

Insurance:  Adequate insurance coverage is essential for protecting the owner and operator of the DA40 from potential liability and financial loss in the event of an accident or incident.

By following these maintenance and safety considerations, owners and operators of the DA40 can ensure that the aircraft remains reliable, safe, and complies with all regulatory requirements.

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Specifications apply to standard equipped aircraft, typical configuration, average occupation, short trip loading, well serviced aircraft condition, if not otherwise stated. The above data are approximately specifications and may change without notice.