DA40 Series

da40 cruise performance chart

DA40 Series Technical Specifications

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Performance (mtom, isa).

da40 cruise performance chart

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Specifications apply to standard equipped aircraft, if not otherwise stated. The above data are approximately specifications and may change without notice.

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2 different fuel flow figures in a Cruise Performance Chart for a constant speed prop. What??

  • Thread starter JackFliesGA
  • Start date Jan 29, 2024
  • Tags cruise da40 diamond fuel flow performance

JackFliesGA

Filing flight plan.

  • Jan 29, 2024

da40 cruise performance chart

Pattern Altitude

Airplanes performance changes as they age. When it comes to planning you want to plan a buffer in as well. I’d plan 75% and go with 12gph. Then you’ll never run out of fuel.  

MauleSkinner

Touchdown greaser.

JackFliesGA said: How do I know which flow to use? Click to expand...

Pre-takeoff checklist

The table is not completely accurate as variation of mixture at a given RPM and MP will result in variations of percentage power. When setting the mixture for cruise flight you might lean to best economy fuel flow for that RPM/MP but in doing so the engine will make less power and the plane will go slower than it would if leaned only to best power. You can make up for this by increasing RPM or MP slightly to hold (say) 65% power, but this is not shown in the chart. Separate from your question but as shown in the table, at a given power output an engine is more fuel efficient when run at lower RPM. In order to make up for the lower RPM but not lower percentage power, you operate at higher manifold pressure. This is the same thing as driving a manual shift car in a higher gear with more throttle opening on the Interstate. Then once RPM/MP is set up you lean as desired.  

MauleSkinner said: Are you leaning for best power or best economy? Click to expand...
JackFliesGA said: In a fixed pitch prop, i thought you leaned for both because a leaner mixture, at say 5000, increases rpm which means to me, and increase in power. Click to expand...

Capt. Geoffrey Thorpe

Capt. Geoffrey Thorpe

soarohio

8.2 to 9.5 gal/h based on how you lean.  

midlifeflyer

midlifeflyer

At 5000’ MSL, at standard temps, to get 65% Takeoff Power, I need to 2200 RPMs at 23.1 inhg manifold pressure. But what fuel flow is that?? Click to expand...

GeorgeC

Administrator

JackFliesGA said: I’m trying to do some fuel calc for my first cross country in a DA40 with a constant prop and mixture + prop speed + throttle controls. From my fixed prop training, I had associated a specific RPM with a fuel flow. But this chart seems to suggest that you can get different flow rates at the same RPM setting in a certain percent-of-takeoff-power? How do I know which flow to use? Example: At 5000’ MSL, at standard temps, to get 65% Takeoff Power, I need to 2200 RPMs at 23.1 inhg manifold pressure. But what fuel flow is that?? Click to expand...

www.pilotsofamerica.com

(LOP) Experts Are Everywhere – The Rebuttal By John Deakin ©June, 2013

www.pilotsofamerica.com

A few different things going on. First is difference between fixed pitch and constant speed props, and what RPM tells you for each. With a fixed pitch prop, when you add power, the prop turns faster. When you reduce power, the prop turns slower. So RPM directly indicates power output. That is why fixed pitch aircraft usually do not have a manifold pressure gauge. You don't need it. With a constant speed prop, when you add power, the prop blades increase pitch to maintain RPM. When you reduce power, the prop blades decrease pitch to maintain the RPM. So RPM tells you nothing by itself. COMBINED with MP, it tells you power output. That is why you need a table, and that table includes multiple entries for varying combinations of MP and RPM. Second is different methods of leaning. Leaner mixture is more efficient, but produces less power. Richer mixture produces more power, but is less efficient. Hence Best Economy and Best Power. Your POH should provide instructions for how to lean using both methods. To use the table, determine the altitude you want to fly at, and the leaning method you want to use. Select an RPM/MP combination that provides the desired power, and read the fuel flow corresponding to the leaning method. That is your planning figure. Pro tip: you probably have a fancy engine monitor that gives you % power. If so, don't worry about the table. Just set cruise RPM as desired, adjust MP to desired % power, then lean for power or economy as desired and verify it matches your planning figure.  

BTW, in terms of doing fuel calcs for planning purposes (checkrides aside), unless weight an balance makes it necessary to dive deeper, I base my fuel calcs and personal reserve minimums on the worst book fuel burn. I'd rather be surprised in a good way.  

  • Feb 2, 2024
Tusayan said: The table is not completely accurate as variation of mixture at a given RPM and MP will result in variations of percentage power. Click to expand...
midlifeflyer said: As the POH tells you, best power is based on an EGT of 100° ROP and is mainly used for high power settings (about 75% power). … You can play interpolation games but, ultimately, these are general guidelines, not specific settings. If I lean to bet economy with that power setting , I'll get about 8.2; if I lean to 100° ROP, I'll get about 9.5. Not any different than with a fixed pitch prop. Click to expand...
GeorgeC said: So, we set it to 23.1" and 2200 rpm, and now we start pulling the red knob back, and fuel flow starts going down, first hitting 9.5 gph at best power, and then 8.2 gph at best economy. "But wait, if we started at 65% power, best power should give me MORE power than 65%, and best economy should give me LESS power than 65%!" Yes, that is true. These tables are designed to be easy to use and are simple models that were drawn with a crayon and cut with an axe. Don't overthink it. … I had the same question a decade ago... (LOP) Experts Are Everywhere – The Rebuttal By John Deakin ©June, 2013 0.5 is "adequate" but 0.2 is noticeably better. Keep in mind that even without induction leaks the mixture balance will vary with RPM and throttle settings. I wouldn't doubt it. But the question is, if I buy a set from GAMI and they test out at 0.4 at my preferred cruise power, will they... www.pilotsofamerica.com Click to expand...
MauleSkinner said: And just to clarify, the selected RPM is where you end up after leaning, not where you start leaning. Putting some totally made-up numbers on it, let’s say you set 2200 rpm and then start leaning. … We don’t normally worry about that 10 rpm difference, but that’s how you’d end up with two different fuel flows for the same RPM and percent power. Click to expand...

da40 cruise performance chart

DA40 Performance

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

Joe Haygood

August 30, 2022

This article may contain affiliate links where we earn a commission from qualifying purchases.

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

After spending years watching every video I could find about flying, I finally scratched the itch and got my pilots license. Now I fly every chance I get, and share the information I learn, here.

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Diamond DA40 XLS: Premier Edition

Premier Aircraft of Fort Lauderdale, Fla., has created its own ultra version of the Diamond DA40 XLS

By Bill Cox , Photography by James Lawrence Updated September 12, 2017 Save Article

Those of us in the aviation press privileged to review new aircraft are sometimes taken to task for not being appropriately critical. The sentiment often seems to be, “If you’re not finding things to dislike, you’re not doing your job.” That’s more of a challenge with some airplanes than others. True, there are a few marginal designs, but some models are just too adorable to dislike. Think a husky puppy in a dog bowl or a kitten with a ball of string.

Or, think a Diamond Star. A few weeks ago at the Sun ‘n Fun Fly-In in Lakeland, Fla., I wished I could take a Star home with me. Flying with Premier Aviation’s Jeff Owen, I had an opportunity to renew acquaintances with the four-seat Diamond, and the experience was equal parts fun and joy.

I’m sorry, all you cynics out there, but the Diamond Star is an absolute ball to fly. Sure, it would be great if it could inhale sky at 3,000 fpm and rip along at Mach .80, but it’s already the fastest certified four-seat single above the planet with only 180 hp bolted to the nose. It’s also the only one with an aft door, the largest back seat, and arguably the quickest handling in the class.

Jeff Owens’ 2011 demonstrator was a special airplane upgraded by Premier Aircraft of Fort Lauderdale, Fla. Premier sells more Diamond Aircraft than any other dealer in the world, so it’s not surprising that they understand what the Diamond customer wants. Strangely, the modified Star is known as the Premier Edition, and it features upgrades in a number of areas. More on the Premier model later.

Esthetically, the basic DA40 is an automatic winner. Anyone who can’t appreciate the sheer grace and beauty of a Diamond Star may need to consider a dog and a white cane. All the Diamond designs are the result of a continuing effort to round off the edges of general aviation. They reflect the shaved-leg smoothness of composite surfaces; semi-sailplane, high-dihedral, high-aspect-ratio wings; waspish empennage and elegant T-tail—all of which lend the Star an aerodynamic elegance, surprisingly uncommon in its class.

Okay, while it’s true a sexy design helps any airplane sell, grading an airplane on looks alone is like ranking NASCAR drivers on their knowledge of Chaucer. Fact is, the Star has the numbers to back up its appearance, and the airplane’s performance and utility are only enhanced by the Premier mods. Jeff Owen explains: “We wanted to offer a package of options to improve a buyer’s choices, and the Premier Edition includes several of those. We made it a point to incorporate functional items as well as comfort and cosmetics features.”

The basic Premier 1 package includes: 1) a PowerPlus standby alternator system for backup electrical power; 2) a new Hartzell, semi-scimitar, three-blade, composite propeller for better climb and cruise performance; 3) a LoPresti Boom Beam in each wing tip for enhanced night and daytime visibility; 4) improved all-leather, memory-foam upholstery featuring new color choices, piping accents and stitching patterns; 5) new thicker carpet with improved choices; 6) additional exterior striping and 7) Diamond logos embossed on the headrests and a personalized owner plaque on the instrument panel. Price is $16,495.

Finally, especially for their South Florida customers (and denizens of other ultrawarm climates), the Premier group developed an additional option known as Package 2. Premier certified a vapor-cycle air-conditioning system, an automotive-style unit that delivers 55-degree F air at the vent source. The air conditioner adds 60 pounds to empty weight (and deducts a like amount from payload), but if you live in those parts of the world that suffer stifling heat for much of the year, A/C can be more than worth the price.

The whole idea was to offer a buyer the chance to personalize a DA40 for his or her mission. Even with the heavier leather, thicker carpeting and all the other additions, useful load doesn’t suffer adversely, at least in contrast to other four seaters. Skip the air-conditioning option (as Premier did on my demonstrator), and you wind up with an 800-pound useful load, enough for full fuel and 500 pounds for people and stuff.

You climb aboard a Star in what seems an unconventional manner, over the front of the wing. The boarding step extrudes from the fuselage ahead of the wing rather than behind it. This obviously makes it extremely unwise to board with the engine running, but most pilots agree that’s a dumb idea anyway.

Once you’re on the left wing-walk, you have a choice of two doors for access to the cabin. The main hatch is hinged at the front, and folds up and forward to uncover the two front seats, whereas rear passengers can enter via their own clamshell door at aft left. Perhaps best of all, the pilot can close the door on aft passengers before entering the airplane. The Star is the only four-seat production airplane I know of that offers separate doors for front and rear entry.

Seated in the left front, you’re looking out at the longest wings you’ve ever seen in a four-seat single, 39.5 feet from tip to tip. (Check your hangar dimensions before signing the lease.) You’re also straddling a conventional joystick rather than addressing a yoke or a side stick—great fun. You’re enclosed by 26G seats fixed to the floor, but with adjustable rudder pedals. The stick isn’t adjustable for fore-aft travel, by the way, so you had best hope your arms are the right length. The cabin also features seat-belt air bags for greater crash protection, and the airplane boasts one of the best safety records of any single. It may be heartening that the Star is one of the very few (only?) composite aircraft without an airframe or wing-life limit.

The Star’s cabin is unusual in that the fuselage is slightly bowed abeam the rear seats, so the aft cabin is actually wider than the front. It measures 43.5 inches across, while the front is 42 inches wide, about the same dimension as a 36 Bonanza or 58 Baron.

Jeff Owen and I were flying on a lukewarm day in early April, but it’s obvious the optional air-conditioning system could be invaluable for flying in southern Florida, in temperatures above 25 degrees C. The DA40’s glass hatch offers plenty of visibility of the outside world, but a semi-bubble canopy is a two-edged sword. A warm cockpit is the price you pay for such an excellent view outside. Premier suggests the A/C is available as a retrofit on any Diamond DA40 for about $30,000, installed at the company’s shop in Fort Lauderdale Exec, and I’ll bet they’ll have some takers.

I was brought up on full-castering tailwheels, so the Star’s nonsteerable nosewheel makes me feel right at home. True, asymmetric braking is the only way to steer, a minor maintenance concern, but the system allows the airplane to maneuver within its own wingspan, an invaluable asset on a crowded ramp.

At 2,645 pounds gross with only 180 hp out front, the Star doesn’t exactly scamper down the runway, but the glider-like wing requires less than 1,200 feet to lift the airplane into the sky. On the way uphill, expect to see an easy 800 fpm flying heavy, 1,000 fpm flying light.

Diamond claims a service ceiling over 16,000 feet, and considering the manufacturer’s legacy of building pure and powered sailplanes and the wing’s high aspect ratio (the proportion between wingspan and average wing chord), that’s probably not far off the mark. In fact, the design is fairly efficient up high, a good thing, since the 50-gallon fuel capacity leaves the Star a little short on IFR range. Standard fuel is 40 gallons, but we’re told virtually every buyer opts for the 50-gallon tanks (contained in aluminum fuel cells mounted between the wings’ carbon-fiber wing spars).

An obvious benefit of the DA40’s composite structure and slick aerodynamics comes in cruise. Up at 7,500 feet on an ISA day with the black knob against the wall, the little Lycoming typically sips 10 gph while tripping along at 145-147 knots. The Star does a good job at higher altitudes as well, and many pilots prefer to cruise at 10,500 or 11,500 feet whenever the wind will allow.

In short, the Star offers impressive cross-country performance, at least five knots better than the efficient Grumman Tigers, and easily the equal of some ’70s-vintage, 200 hp retractables (Piper Arrow, Beech Sierra, Cessna Cardinal RG, Commander 112). In combination with the Lycoming’s miserly fuel burn, the Star yields almost 17 statute mpg, better economy than most Escalades or Navigators, and more than twice as fast.

The debate between advocates of side sticks, conventional center sticks and yokes will probably never be resolved, but my vote goes to center sticks. The DA40’s stick is nicely harmonized between ailerons and elevator, with enough roll to make handling sporty without so much pitch that the airplane becomes twitchy. There’s no slop in the Star’s controls, as pushrods connect the controls to the stick.

Back in the pattern, the Star is happy at any approach speed between 65 and 80 knots. Dirty stall with flaps extended to their full 42-degree limit is a low 49 knots, so technically, you could meet the 1.2 Vs requirement with an approach at only 59 knots. That might be a little sporty unless you know the airplane VERY well, but 65 knots should provide a reasonable flare with plenty of roll control remaining.

That’s assuming you could find a way to slow the airplane. Go-down/slow-down can be a definite challenge. Glide ratio is 11:1, half again the L/D of most fixed-gear singles. The smooth, composite construction and semi-sailplane, Wortmann FX 63-137 airfoil result in an unusually efficient design. Rough calculation suggests a drag coefficient on the order of .020, only slightly less efficient than the aerodynamic paragon of general aviation, the LoPresti Fury (at .0188). Max flap speed is 106 knots, so flaps don’t help much during descents. The airplane could benefit from installation of speed brakes, not currently an option, and a difficult STC considering the Star’s composite wing structure.

If descents are a challenge, landings are exactly the opposite, almost silly simple. You could probably coach Betty White through a solo in a half-dozen hours. The flare seems nearly automatic, and the touchdown is anticlimactic. Few airplanes are easier to land than a Cessna Skyhawk or Piper Archer, but the Diamond Star may be one of them.

Add it all up, and it all adds up. Every aircraft design represents a series of compromises, but the folks at Diamond seem to have compromised the least. The DA40 XLS gets my vote as the best, all-around, 180 hp, fixed-gear people hauler above the planet.

Check out the newest DA40 and other fantastic single-engine airplanes in our latest Piston Singles Buyer’s Guide .

The Diamond SuperStar was a design exercise initiated in 2006 to explore the possibility of a fixed-gear, super-single based on the company’s popular DA40 Star. The airplane employed a FADEC-managed, twin-turbocharged, 350 hp Continental TSIO-550J, and it was intended as a competitor with the Cirrus SR22, Columbia 400 and Mooney Acclaim. Diamond was riding high at the time with its DA20, DA40 and DA42 aircraft selling well, and the company hoped the new aircraft would give them a foothold on a new market.

Was it really only a half-dozen years ago that there were nearly a baker’s-dozen VLJs pro-posed or under development? It seemed every-one had a small jet on the drawing board in those days. Now, most of those airplanes have been relegated to the dust bins of history. At this writing, there are only three that are still under active development: the Piper Altaire, Cirrus Vision and Diamond D-Jet, all more-than-coincidentally single-engine airplanes. (The Cessna Mustang and Embraer Phenom 100 are certified and flying, but they’re hardly VLJs. The Eclipse 500, though certified, is still a question mark, and the Honda Jet’s seating capacity (seven), speed (420 knots) and price ($4.5 million) will place it well out of the VLJ class.)

On the premise that less may be more, Diamond is deliberately aiming low with the D-Jet. It’s perhaps the least ambitious of the VLJs, intended to sell for less than $1.5 million. Diamond hopes to certify the D-Jet at only 25,000 feet rather than the more typical 35,000 feet, and the target cruise speed has been set at 315 knots, burning about 70 gph. With 5.5 psi pressurization at its proposed certified max altitude, the D-Jet should provide an 8,000-foot cabin for up to five occupants at max altitude.

Diamond recently announced that it has obtained commitment for a significant investment exclusively dedicated to the D-Jet development program. This investment will enable Diamond to recall furloughed engineering and technical staff, resume flight-test operations and proceed toward building the next test aircraft, subject to finalization of closing arrangements.

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What Is the Horsepower of the DA40: A Comprehensive Guide

da40 cruise performance chart

The Diamond DA40 is a high-performance aircraft known for it’s exceptional capabilities and reliable performance. Equipped with a powerful 180 horsepower (130 kW) Lycoming IO-360-M1A fuel injected engine, the DA40-XL effortlessly takes to the skies with impressive speed and agility. With a maximum cruise speed of 147 knots (272 km/h, 169 mph), this aircraft allows pilots to effortlessly traverse long distances while enjoying a comfortable and smooth ride. In terms of fuel efficiency, the DA40-XL burns approximately 9.2 gallons of Avgas per hour, making it an economical choice for those who value both performance and cost-effectiveness. Furthermore, with a maximum takeoff weight of 2,535 pounds (1,150 kg), this aircraft can accommodate both passengers and cargo without sacrificing safety or maneuverability. Overall, the DA40-XL is a remarkable aircraft that seamlessly blends power, efficiency, and versatility to deliver an unparalleled flying experience.

How Fast Does a Diamond DA40 Go?

The Diamond DA40-XL is renowned for it’s impressive speed and performance capabilities. With it’s constant speed propeller and fuel-injected 180 hp Lycoming IO-360-M1A engine, this aircraft is designed to deliver exceptional power. It boasts a maximum cruise speed of 147 knots (272 km/h, 169 mph), ensuring swift and efficient travel.

In addition to it’s speed, the DA40-XL is fuel-efficient, burning only 9.2 gallons of Avgas per hour. This allows for extended flights without the need for frequent refueling stops. It’s fuel efficiency is a testament to the aircrafts engineering and design, promoting both cost-effectiveness and environmental sustainability.

Despite it’s impressive speed and efficiency, the DA40-XL maintains a reasonable maximum takeoff weight of 2,535 lb (1,150 kg). This weight capacity allows for a comfortable and spacious cabin, accommodating passengers and cargo without compromising performance. The aircrafts balance between weight and performance ensures a smooth and stable flight experience.

The DA40-XLs sleek and aerodynamic design contributes to it’s exceptional speed capabilities. The aircraft is carefully crafted to minimize drag and maximize lift, enabling it to cut through the air effortlessly. This, combined with it’s powerful engine and propeller, allows for high-performance flight and quick transit times.

The DA40-XL is a high-performance aircraft with a fuel-injected Lycoming IO-360 engine, offering a constant speed propeller and impressive power. With a maximum cruise speed of 147 knots, it provides a smooth and efficient flight experience. Additionally, the fuel consumption of 9.2 gallons per hour ensures economical operation.

Is DA40 Fuel Injected?

The DA40-XL is a high-performance, fuel-efficient aircraft that offers advanced features and technology. One of the key features of the DA40-XL is it’s fuel injection system, which provides precise control over the air-fuel mixture and improves fuel efficiency. The fuel injection system ensures that the engine receives the right amount of fuel at all times, resulting in improved overall performance and reduced fuel consumption.

The DA40-XL is powered by a 180 hp Lycoming IO-360-M1A engine, which is a fuel-injected engine. The IO-360-M1A engine is a four-cylinder, direct-drive, horizontally opposed, air-cooled piston aircraft engine. This engine provides the DA40-XL with the power needed to achieve a maximum cruise speed of 147 knots.

With it’s constant speed propeller, the DA40-XL is able to maintain a consistent propeller speed at varying engine speeds, allowing for optimal performance and efficiency. The constant speed propeller adjusts it’s pitch automatically based on the engine speed, ensuring that the propeller operates at an optimal angle of attack at all times.

In terms of fuel consumption, the DA40-XL burns approximately 9.2 gallons of Avgas per hour at it’s maximum cruise speed. This is a relatively low fuel consumption rate, considering the aircrafts performance capabilities and it’s fuel injection system.

It’s advanced technology and features allow for precise control, optimal performance, and reduced fuel consumption, making it an ideal choice for pilots seeking an efficient and powerful aircraft for their flying needs.

Source: Diamond DA40 | Encyclopedia MDPI

The approach speed of a DA40 ng varies depending on the weight of the aircraft. At the heaviest weight of 2535 pounds, the final approach speed is 71 KIAS. However, with a lighter weight of 1874 pounds, the approach speed can be as low as 58 KIAS, although achieving this would require extreme measures like empty tanks and dangerous actions.

What Is the Approach Speed of a DA40 Ng?

The approach speed is an essential factor to consider while operating a DA40 ng aircraft. Different weights lead to different speeds to ensure proper maneuverability and safe landings.

It’s crucial for pilots to be aware of these weight-dependent approach speeds and adjust their techniques accordingly.

Monitoring and calculating the aircrafts weight accurately at all times is essential for maintaining safety margins and ensuring a smooth and controlled landing in the DA40 ng.

It ranges from 71 KIAS at 2535 pounds GW to as low as 58 KIAS at a weight of 1874 pounds GW (under specific and extreme circumstances). Pilots must adhere to the recommended approach speeds provided by the manufacturer, considering their aircrafts weight and balance limitations to ensure a safe and controlled landing.

Now let’s take a closer look at the features and specifications of the Diamond DA40 NG.

How Much Does a Diamond Da40ng Cost?

The DA40 NG, a modern and sleek aircraft manufactured by Diamond Aircraft, comes with a price tag of approximately $430,000 as it’s base price. This figure represents a slight increase compared to the previous model, the DA40 XLT, which was offered at $390,000 when last available. However, the specific model I’d the opportunity to fly was well-equipped and came at a price just under $500,000.

One notable improvement in the DA40 NG is it’s increased maximum takeoff weight of 2,888 pounds, surpassing the XLTs 2,646 pounds. This enhancement contributes to a more impressive useful load of 950 pounds, allowing for a substantial amount of cargo or additional passengers. These weight improvements can be particularly advantageous for those who require more flexibility in their flying operations.

In terms of performance, the DA40 NG truly shines. It’s advanced features and cutting-edge technology provide a smooth and efficient flying experience. Equipped with a state-of-the-art Austro AE300 turbo-diesel engine, this aircraft offers a superb range and fuel economy, allowing for longer journeys without worrying about refueling stops. The inclusion of a sophisticated Garmin G1000 glass cockpit system further enhances the pilots situational awareness and contributes to safer and more precise flying.

Moreover, the DA40 NG boasts a sophisticated and visually stunning design that’s bound to turn heads on the runway. It’s sleek lines and glass canopy not only give it a modern and aesthetic appeal but also improve visibility for both the pilot and passengers. The spacious and luxurious interior is well-appointed, providing comfort during extended flights.

The diamond DA40 NG is a remarkable aircraft that combines performance, efficiency, and style. It’s higher maximum takeoff weight and generous useful load make it an attractive option for those seeking a versatile and reliable aircraft.

In addition to the difference in fuel type, the DA40 NG also boasts modern avionics and advanced systems, making it more technologically advanced than it’s predecessor, the DA40 XLT. These advancements make the DA40 NG more fuel efficient, easier to fly, and offer improved safety features. Furthermore, the DA40 NG has a higher payload capacity and longer range, making it suitable for various flight missions. Overall, while both aircraft share similarities, the DA40 NG offers an upgraded flying experience with enhanced capabilities.

What Is the Difference Between DA40 and DA40 Ng?

The DA40 NG, which stands for Next Generation, is an upgraded version of the DA40 XLT (Xtra Limited Time). The primary modification in the NG model is the replacement of the engine. The DA40 NG is powered by a more advanced jet-fuel engine, whereas the DA40 XLT utilizes the traditional AVGAS engine.

The introduction of the jet-fuel engine in the DA40 NG brings about several improvements in terms of performance and efficiency. The NG model offers higher cruising speeds, increased range, and improved fuel economy compared to it’s predecessor. This makes the DA40 NG a more sustainable and cost-effective choice for pilots and operators.

Jet fuel is widely available at airports globally, making it more convenient for DA40 NG owners to refuel during their journeys.

In terms of technology and avionics, both the DA40 NG and DA40 XLT offer an advanced glass cockpit with modern navigation systems and touchscreen displays. These features contribute to enhanced situational awareness and ease of operation for pilots.

Despite this difference, both aircraft models feature advanced avionics and technology, making them reliable and efficient choices for pilots.

The Cost-Effectiveness of Operating the DA40 NG Compared to the DA40 XLT.

  • The fuel efficiency of the DA40 NG engine
  • The maintenance costs of the DA40 XLT
  • The operational expenses of the DA40 NG
  • The price difference between the two models
  • The lifespan of the DA40 NG compared to the DA40 XLT
  • The resale value of the DA40 NG

In addition to the regular operational costs for a DA40 aircraft, there are specific maintenance expenses that need to be considered. One significant aspect is the 2,000-hour tear-down inspection, which entails a thorough examination of the aircraft. Among the various expenses, the most prevalent one is the engine overhaul, typically priced at around $16,000 by local rebuilders. Including this cost, the hourly expenses for operating a DA40 would increase by approximately $8.00.

How Much Does It Cost to Overhaul a Diamond DA40 Ng Engine?

However, it’s important to note that the cost of overhauling a Diamond DA40 NG engine can vary depending on several factors. These factors include the specific engine model, the geographic location, and the chosen overhaul facility.

This cost includes labor, parts, and other associated fees. Some overhaul facilities may offer different packages or additional services, which can affect the overall cost as well.

It’s also worth mentioning that the overhaul process itself is a complex and time-consuming task. It involves disassembling the engine, inspecting and repairing or replacing worn-out components, cleaning, reassembling, and testing the engine to ensure it meets the required specifications and standards.

Therefore, it’s crucial to choose a reputable and experienced overhaul facility to ensure the quality of work and to avoid any potential issues in the future. It’s also advisable to factor in additional costs such as shipping or transportation fees, as well as any necessary upgrades or modifications to enhance the engines performance or reliability.

It’s important to consider all the factors mentioned above and to consult with reliable professionals to get an accurate estimate for this particular aircraft and engine model.

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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.'.

da40 cruise performance chart

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?

diamond da40 ng

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.

diamond da40 ng

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.

diamond da40 ng

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.

da40 cruise performance chart

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.

diamond da40 ng

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.

diamond da40 ng

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.

Stephen Pope

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June 12, 2015

Flight test: Diamond DA40 NG

Flight test: Diamond DA40 NG

Shining brighter: powered by the 168hp AE300, the ‘New Generation’ DA40 Star promises more performance than Diamond’s previous diesel-engined singles

da40 cruise performance chart

This magazine’s first encounter with the DA40 was late in 1998, when James Gilbert ? then Editor of Pilot ? sent this writer over to Austria to fly the prototype. Hard to credit today, at the time it was all so new that Diamond had not even settled on a name for its new baby, a fresh four-seat development of the DA20 Katana. Nor had what they eventually decided would be called the Diamond Star been fitted with the production engine: displaying ‘Katana DA40’ graphics (see what I mean about the name confusion) the aircraft I flew for what would be the first British flight test of the type, OE-VPE was powered by a 125hp IO-240B.

Diamond had fitted the earlier proof-of concept machine with one of the 121hp turbocharged Rotax 914s that equipped production Katanas ? and had already discovered by the time the Pilot man turned up that 120-odd horsepower was not going to be enough to drag the new bird over the fence, at least in the style paying customers might expect.

Lightly loaded for a magazine test flight that would be more about handling than carefully-measured performance, and aided by cool conditions and a decent breeze down Weiner Neustadt’s long tarmac runway, the prototype went ‘quiet nicely,’ as I wrote in the flight test we published in January 1999. As Diamond well knew, on a hot day and with four on board, that same aeroplane would more likely have made a hole in the hedge? which is why the production version would emerge with a 180hp IO-360. While the 125hp prototype was said to climb at 740 feet per minute (a figure that I am not sure I would still credit) Diamond was projecting a much more acceptable 1,070fpm with the bigger engine (today, the book figure for the current 360-powered model is 1,120 – so that one at least was a fair claim!)

The relevance of all this engine power/ climb performance stuff will become apparent later: what all models of DA40 share – right from the rather beautifully finished prototype of 1998 to the dieselengined ‘New Generation’ (NG) tested here – is divine handling that distinguishes them from almost any other touring aircraft. I might have been naïve about real-world performance in the past, but the hours I have flown in various DA40s since that first encounter have done nothing to change the vivid impression from that first flight test: ‘control harmony [is] every bit as my earlier experience with the DA20 had led me to expect. This is the sort of aeroplane that begs every excuse to be wheeled around from turn to turn for the simple pleasure of it.’

da40 cruise performance chart

In a rather Germanic matter-of-fact way, Diamond’s then Vice President, Sales and Marketing Michael Feinig had declared that the company’s aim in producing the DA40 had been to ‘build the flying equivalent of the latest VW Golf’. If he intended to provoke with this line of masterly understatement, he succeeded. ‘I would say that in handling terms the DA40 is a BMW 3-series to a paragon like the Extra 300’s Caterham Seven,’ gushed Whiteman in print – but substitute 2015’s equivalent of the Beamer and it’s a comparison that stands: the DA40 remains a real sports saloon among four-seaters.

It’s also a very safe one, not merely on subjective judgement of its fine handling and benign flying characteristics (the Diamond Star’s ‘utterly benign stall behaviour is very J3 Cub-like ? not at all what I’d have expected from a glass ship with a semi-laminar-flow wing’) but also on statistics, accumulated over more than a decade of operations. The record reveals a rate of just ‘one fatal accident per 1,000 aircraft-years… the best in the industry,’ according to Diamond ‘and a record over three times safer than that of some competing composite aircraft’. (Gosh; who could they be aiming at with that?)

If you do have the misfortune to stuff a DA40, passive safety measures including aluminium fuel cells protected by the dual carbon fibre spars, a 26G rated ‘safety cell’ cockpit and airbag seatbelts make it all the more likely you might walk away from the crash. More Volvo than BMW…

da40 cruise performance chart

New Generation?

The missing link between today’s ‘New Generation’ DA40 NG and the gasoline burning prototypes and initial production aircraft is the DA40 TDI. This aeroplane won fame as the world’s first dieselengined light aircraft to be built in serious numbers and a degree of infamy, at least in its early days, for the unreliability of its Thielert Centurion power unit. (There was a lot of very public finger-pointing in both directions between engine manufacturer and airframe builder, one saying the installation was at fault the other pinning the problems squarely on the power unit.)

Thielert’s original idea of adapting a car engine nevertheless had lasting merit. On the road, diesels had been recognised for their fuel economy ? if not their power and refinement ?for years. From the late 1980s onward, adding a turbocharger (a deceptively simple looking, lightweight exhaust-driven supercharger) had transformed the contemporary automotive diesel engine, giving it the kind of power one would previously have expected from a petrol engine. Other more subtle refinements to injection systems and basic engine ‘architecture’ had further improved the power to weight ratio of the passenger car diesel engine to the point that putting one in an aeroplane finally became viable.

Knowing that the development of an aero engine from scratch would likely be prohibitively expensive, and keenly aware from his motorsports background that the mass-produced car engine represented state-of-the-art technology and was available off the shelf at what was by aviation standards a knock-down price, Frank Thielert concentrated his company’s effort on designing a geared propeller drive with an integral vibration damper. The original engine manufacturer’s name was never made public ? those who know about these things reckoned it was a Mercedes, as used in that company’s A-class vehicles. Nor did we discover exactly how much Thielert’s converted unit weighed, as installed in the DA40. What we did find out was that it only produced 135hp?just ten to fifteen horsepower more than the Rotax 914 and IO-240B that Diamond had found wanting in 1998.

da40 cruise performance chart

No surprise then that the DA40 TDI (T for turbocharged, DI for direct fuel injection, by the way) was a bit of a slug in getting off the ground. My own first experience of this ostensible four-seater’s lacklustre takeoff performance was in a flight from Blackbushe. Two-up, the owner and I enjoyed a far closer view of the car auction site off the end of the main runway than either of us was really happy with. Still; once the aeroplane was off the ground it was clearly the fine-handling thing of yore ? and it zipped along quite nicely, with impressive economy.

Thielert became Centurion and the new company has continued to develop its diesel engines to a high level of reliability and greater power output. Diamond, meanwhile, set out to develop its own line of diesels, establishing Austro Engines? and it is of course an Austro that you find under the bonnet of the NG. Austro describes the unit as ‘a liquid-cooled, in-line four-cylinder engine with double overhead camshafts’. It has four-valve heads and a very high pressure, ‘common rail’ direct fuel injection system, controlled by duplicate electronic units. Austro still aren’t saying whose engine the AE300 is based on, but our motoring correspondent contributor Colin Goodwin is convinced it is again the job you’d find under the bonnet of the latest A-class Mercedes.

The headline figure is that 168hp output, which takes the two-litre AE300 close to 5.9 litre Lycoming IO-360 power at sea level. However, in contrast to the way the naturally-aspirated Lycoming progressively runs out of breath as you climb, the turbocharged Austro maintains sea-level power all the way up to 10,000ft. Austro’s published literature shows the power output of the two engines being equal at 3,000ft, the AE300 then steadily opening up an advantage that widens to forty horsepower or so at 10,000ft – at which altitude the IO-360 is producing only 140hp.

Advantage diesel? Not quite: one thing Austro does own up to is the weight of its power unit. The AE300 tips the scales at what we would say is an honest 185kg (414lb) ‘wet’ (it is important not to neglect the mass of coolant and radiators when considering liquid-cooled engines). Depending on which variant one is looking at, the published weight of the air-cooled IO-360 is 300 to 330lb; approximately 100lb (45kg)?or the equivalent of one child passenger ? less than the diesel engine’s weight. This more or less accounts for the difference in useful load between the NG and the IO-360 powered DA40. Developing ten or twelve horsepower less at typical UK airfield elevation and carrying relatively small weight penalty, you might expect the modern diesel version to get off the ground and climb away much like the petrol-burner. Let’s find out…

da40 cruise performance chart

Like mounting a horse

Getting into the DA40 is rather like climbing up to mount a horse: there are stirrups just ahead of the wingroots ? much like those you’d find on many European Very Light Aircraft and US Light Sport Aircraft, but feeling more of a solid job ? and recessed hand-holds moulded in the glare shield. As the wing isn’t that high off the ground and the cockpit sides are low, it’s easer than the equine equivalent and indeed most other light aircraft ? and, helping keep mud off your bottom, you can board the aeroplane without standing on the seat cushion.

Rear seat passengers will appreciate having their own gull-wing door, and the extensive glazing lends the cabin an airy feel with nothing of the hemmed-in feeling one suffers in the older generation of US trainer/tourers ? the usual suspects still to be found at most airfields.

The firm seats might make you wonder initially how comfortable a perch they’d offer for any long flight: when you arrive at destination without having given this a further thought ? as I have now done many times ?you realise Diamond’s seats are close to perfection. Similarly, the short control sticks beg the question of whether they’ll offer sufficient leverage: they do, and they have been very nicely engineered in giving the right mechanical advantage and full control movement without bumping into the legs or jabbing you in the tum with full up elevator.

da40 cruise performance chart

Getting the Garmin panel set up can feel like a degree-level challenge to vintage aviators like this writer. I am assured it’s all easy-peasy, once one has made the effort to work through the computer-based tutorial but I haven’t had this luxury. Happily, today’s demo pilot, Mark flies G-SUEO regularly and has done his homework. The ease with which he summons up one screen after another, providing a five-minute guide to the impressive capabilities of the unit, is apparent. Once you’ve mastered Garmin glass, it is an extraordinarily powerful tool that makes a significant contribution to both ease of operation and flight safety.

No one should need any special training to operate the turbocharged engine and variable-pitch propeller. The single-lever control is intuitive and simple. Thinking pilots have been questioning the need for separate mixture and propeller controls for years. One of the reasons they’ve endured for so long is the feeling that you are not a ‘proper pilot’ if you can’t learn to handle such complexities. Given that inadvertent mishandling of mixture and prop levers – all too easily confused in the heat of the moment – will at best give you at fright and at worst kill you, I am all in favour of Diamond’s ‘forward for go, back for slow’ technology. This ? and the way the duplicate engine control systems self-test ?must play its own part in the DA40’s impressive safety record.

So how does the NG perform? The takeoff run begins with a great surge of acceleration ? a real kick in the back ? that recedes as speed builds, the character of the aeroplane changing rapidly from sports saloon to economy car as we progress down the runway: that BMW has metamorphosed into a wretched Fiat 500. Although we float off as the ASI needle touches sixty knots, I’ve been warned that it is all too easy to get on the back of the drag curve and advised not to rotate until we reach seventy, and this I duly do.

I have also been told that the aircraft will sink when the flaps are retracted, Mark’s usual habit being to leave them at the takeoff setting until he reaches 700ft. Not quite believing this, I flick up the switch? neatly click-stopped at retracted, takeoff and full positions ? at 500ft, which rather proves his point: the modest rate of climb is washed away very noticeably as the flaps retract and I make a note that this particular idiosyncrasy is not to be forgotten if you want to make drama-free departures and don’t wish to cause unnecessary consternation among your passengers.

Once the speed has reached eighty knots or so, the rate of climb is good. It is also quickly apparent that general control feel and coordination are very nice indeed: there is no need to grasp the stick, but rather grip it lightly between thumb and forefinger as you would do when flying a DHC Chipmunk. The precise amount of longitudinal trim can be dialled up in fractions of a second using the beautifully geared mechanical trimwheel, falling to hand nicely in its location between the seats. Diamond has got the pitch stability and elevator weighting absolutely right for the pilot to be able to hold speed and attitude without giving them a thought. The ailerons are just as sweet, but I am perplexed by the need to hold on right rudder during the climbout. It had also taken quite a lot of rudder to stay near the centreline on takeoff: this is by no means unusual among Rotax-engine lightweights but is not something you generally come across in what we still would still most conveniently term ‘Group A’ aeroplanes. Even in the cruise, gentle right foot pressure is required. Mark thinks this particular aircraft may be misrigged: I would say that if it was actually typical of the type, I’d be asking Diamond to fit the aircraft with a rudder trimmer.

The view over the nose and to the sides is excellent. A good part of the potential view directly upwards through the canopy bubble has been sacrificed for the sake of some shade ? a sensible compromise, even if having some kind of retractable blind would give the option of a better outlook when there’s no sun to worry about ? or even when flying formation! Indeed, this activity was next on the menu, and what a pleasure it is to be doing it in such a biddable machine.

If light aeroplane handling and manoeuvrability can be rated on a scale that runs from ‘bomber’ to ‘aerobatic’ ? as exemplified by the Extra 330, the DA40 sits well towards the aerobatic end (although we should stress it is not designed or cleared for aeros). It really is one of those aeroplanes you almost think into position. The controls are light ? but not overly so? effective and nicely coordinated. Breaking off to complete some stalls reinforces the conclusions from my first Diamond Star flight fifteen years ago: in the upper air, this aeroplane is a paragon of fine handling and benign flying characteristics.

The approach and landing are slightly different, due to the aerodynamics and geometry of the tail end of the DA40. Best practice is to fly the aeroplane right down to the hold-off, avoiding the usual progressive round-out. This goes against instinct for dyed in the wool taildragger pilots like this writer and feels strange by normal tri-gear standards. However, it is done in the DA40 to avoid the speed being allowed to bleed off to the point that an unhealthy rate of sink develops. The aircraft should be allowed to ‘float on’ and not be put down in a tail-down attitude, for fear of walloping the tail bumper.

Living up to the promise?

So does New Generation diesel Diamond Star deliver all the performance the more powerful engine promises? I have to say I am mildly disappointed in this respect. Sporting a three-blade, VP propeller as it does, it really ought to take off and climb out better than experience or even the book figures suggest. On the other hand, it will no doubt sustain a decent rate of climb to higher cruising altitudes, where it will offer significantly better fuel consumption (as low as 21 litres per hour ? and on cheaper jet fuel) than the ‘avgas’ model. As it is, whichever engine you chose, the DA40 remains very fine aeroplane ? it’s just hard to escape the feeling that, fuel economy aside, it’s still going to be even better with an IO-360 up front.

Enjoy this article? Read more about our flight tests here .

Image(s) provided by:

Philip Whiteman

by Philip Whiteman

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da40 cruise performance chart

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DA40NG Performance

Moderators: Rick , Lance Murray

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Post by Pilot55 » Sat Oct 14, 2023 12:11 pm

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Re: DA40NG Performance

Post by chili4way » Sat Oct 14, 2023 1:54 pm

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Post by Boatguy » Sat Oct 14, 2023 4:57 pm

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Post by AirWolf » Sun Oct 15, 2023 10:17 pm

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Post by Rich » Mon Oct 16, 2023 2:37 pm

AirWolf wrote: ↑ Sun Oct 15, 2023 10:17 pm Curious how to reconcile? Interested in AC but don’t get these numbers: viewtopic.php?t=9075P

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Post by Soareyes » Mon Oct 16, 2023 3:28 pm

Post by chili4way » Mon Oct 16, 2023 3:36 pm

Rich wrote: ↑ Mon Oct 16, 2023 2:37 pm I ran Paul's numbers and 500 lb gives a ramp weight of 2892 with full fuel, but you have to be careful where that weight is.

Post by AirWolf » Mon Oct 16, 2023 3:58 pm

Post by erchegyia » Mon Oct 16, 2023 4:25 pm

Post by Soareyes » Mon Oct 16, 2023 5:00 pm

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  1. Aircraft Performance

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  2. Cruise Performance

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  3. Figure 1 from Determination of Takeoff and Landing Distances Using an

    da40 cruise performance chart

  4. DA40 NG by Gyronimo, LLC

    da40 cruise performance chart

  5. Developing Cruise Performance Data

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  6. Developing Cruise Performance Data

    da40 cruise performance chart

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COMMENTS

  1. Diamond Aircraft DA40 Series

    How to Buy DA40 Series Technical Specifications DA40 Productfolder (8 MB) Power Plant Performance (MTOM, ISA) Dimensions Mass and Loading Specifications apply to standard equipped aircraft, if not otherwise stated. The above data are approximately specifications and may change without notice.

  2. DA-40 Cruise Performance

    #1 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.

  3. 2 different fuel flow figures in a Cruise Performance Chart for a

    #1 I'm trying to do some fuel calc for my first cross country in a DA40 with a constant prop and mixture + prop speed + throttle controls. From my fixed prop training, I had associated a specific RPM with a fuel flow. But this chart seems to suggest that you can get different flow rates at the same RPM setting in a certain percent-of-takeoff-power?

  4. FlyGerry.com

    DA40 Performance Cruise Climb Cruising TAS Engine Performance Landing Distance w/Flaps Landing Distance w/o Flaps Take-Off Climb Take-Off Distances DA40 Systems Brake/Hydraulic System Electrical System Fuel System Garmin G1000 + GFC700 Oil System Pitot-Static System Propeller Governor Document Library Gallery Diamond Factory Tour Location (KGED)

  5. Diamond DA-40

    Overview With the DA40, Diamond did the right thing and asked Katana users what engine they would like to see in the new DA40. Overwhelmingly, the response was the fuel injected, parallel-valve, 180-hp Lycoming IO-360 like that installed in the new Cessna 172SP and a fuel-injected version of what powers the New Piper Archer III.

  6. Diamond DA40 NG

    Joe Haygood | Updated on August 30, 2022 This article may contain affiliate links where we earn a commission from qualifying purchases. 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.

  7. Diamond DA40-180 performance and specifications

    Diamond DA40-180 performance and specifications DA40-180 Engine: Lycoming IO­360-M1A 180hp @ 2700 rpm Propeller: MT 3 blade, constant speed

  8. PDF DA40 XLS

    Performance, advanced technology, luxury, safety - and, of course, the best value in the industry - the DA40s offer ... Electronic Chart Choices Each DA40 XLS and DA40 CS now comes standard with ... Cruise speed at 75% 150 ktas/10 gal/hr Stall speed, full flaps 49 kias Maximum demonstrated crosswind 20 kts

  9. PDF DIAMOND DA40 NG

    DIAMOND DA40 NG SPECIFICATIONS Specifications subject to change without notice. Always consult the Aircraft Flight Manual. Weights Max Take-off Weight 2,888 lbs Max Zero Fuel Weight 2,789 lbs Max Landing Weight 2,822 lbs Standard Empty Weight1 1,938 lbs Useful Load1 950 lbs Max Fuel Weight1, 2 273 lbs Full Fuel Payload1, 2 677 lbs Notes:

  10. Diamond DA40 XLS: Premier Edition

    The basic Premier 1 package includes: 1) a PowerPlus standby alternator system for backup electrical power; 2) a new Hartzell, semi-scimitar, three-blade, composite propeller for better climb and cruise performance; 3) a LoPresti Boom Beam in each wing tip for enhanced night and daytime visibility; 4) improved all-leather, memory-foam ...

  11. What Is the Horsepower of the DA40: A Comprehensive Guide

    The DA40-XL is a high-performance aircraft with a fuel-injected Lycoming IO-360 engine, offering a constant speed propeller and impressive power. With a maximum cruise speed of 147 knots, it provides a smooth and efficient flight experience. Additionally, the fuel consumption of 9.2 gallons per hour ensures economical operation. Is DA40 Fuel ...

  12. DA40 Climb Rate

    Just looking at the climb performance charts, with the examples shown, you can see a 110 ft/min better climb rate with takeoff flaps over climb with cruise flaps. Can anyone offer a technical explanation for this performance difference? Mystery for me. I always thought Vy, best rate of climb speed, would be obtained in the clean configuration.

  13. Diamond's DA40 NG Just Might Be What the General Aviation ...

    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...

  14. Aircraft Performance Database > DA40

    Technical. Wing Span. 11.63 m. Length. 8.06 m. Height. 1.97 m. Power plant. 1x Fixed pitch Textron Lycoming O-360-A4M (180HP)F or 1x constants speed propellor Textron Lycoming IO-360 M1A or 1x constant speed FADEC controlled Thielert "Centurion" 135 hp (101 kW) diesel engine or Austro Engine AE 300 turbocharged common-rail injected 2.0 liter ...

  15. PDF We Fly: Diamond DA40 NG

    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 last year after its sale by the Dries family of Austria.

  16. DA40-180 Diamond Star

    Taking Diamond Aircraft's new four-place IFR airplane on a long cross-country Aircraft reviews normally involve only two flights, one for air-to-air photos and one for a performance evaluation. This review of Diamond Aircraft's IFR-certified DA40-180 Diamond Star involved five, including a long cross-country.

  17. Preferred Power Settings

    You're getting about the expected performance for a non-Powerflow-equipped DA40. At 7000 or above you should be operating wide open throttle (WOT) since you can't hurt the engine with lower manifold pressures up there. If you're looking for more speed up high, I'd suggest increasing RPM to 2500.

  18. Flight test: Diamond DA40 NG

    June 12, 2015 Flight test: Diamond DA40 NG Shining brighter: powered by the 168hp AE300, the 'New Generation' DA40 Star promises more performance than Diamond's previous diesel-engined singles

  19. PDF Newbie's Guide to DA40 NG

    Newbie's Guide to DA40 NG Malmin ilmailukerho ry General remarks This document was created to tackle some of the common issues and quirks of the aircraft, especially to the newbie pilots of Diamond DA40NG. If you have any feedback or want to add anything to this document to share with others, please contact Pekka Aakko (pekka ät aakko dot fi).

  20. PDF DA40 SERIES AIRBORNE INNOVATION

    The DA40 NG is an all round practical and versatile multiuse four seat airplane for the 21st century. Combining the best qualities of its venerable predecessors, the DA40 NG does it all, with a modern twist. Personal flying, instruction, cross country transportation, the DA40 NG offers a unique blend of practicality, performance, value

  21. DA40NG Performance

    I sold the DA40 years back and at this time I have a Lancair ESP. The Lancair is amazing aircraft. ... I cruised at 85% power and always attained or exceeded the AFM cruise performance tables. Below is a picture crossing the Sierra at 16,000' and 153TAS. Yes, I was eastbound at an even IFR altitude. ATC requested 17,000' and I responded "unable ...

  22. Diamond DA40 XLS Specifications, Cabin Dimensions, Performance

    The Diamond DA40 XLS is the fastest certified four-seat cantilever monoplane with only 180 hp bolted to the nose and a maximum cruise speed of 157 knots. The Diamond DA40 XLS is a deluxe variant, as it integrates more standard features including a Powerflow tuned exhaust, GDL69 datalink, extended range fuel tanks, a 4-way baggage compartment ...