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Diamond · 2000+

Diamond DA40 Diamond Star

diamondcompositefixed-gearlow-wingfour-seatfuel-efficientmodernTrainerglass-cockpitstill-in-productioncastering-nosewheel
Diamond DA40 Diamond Stari

Specifications

Performance

Cruise

147KTAS

Range

750nm

Climb

1070fpm

Ceiling

16,400ft

Fuel Burn

8.5gph

Fuel Cap.

50gal

MPG

19.9mpg

Stall (Vs0)

49KIAS

T/O roll

920ft

Ldg roll

440ft

Size & weight

Seats

4

Useful Load

851lbs

Full-fuel payload

551lbs

Max gross

2,646lbs

Wingspan

39.2ft

Length

26.4ft

Engine

Engine

Lycoming IO-360-M1A

Power

180hp

TBO

2,000hrs

Overhaul

$45k

Owning it

Hull insurance

$2k/yr

Parts

good

Mechanics

common

Gear

Fixed

IFR

Yes

Category

certified

Full specification

V-speeds

Vne178 KIAS
Vno150 KIAS
Va117 KIAS
Vs156 KIAS
Vx66 KIAS
Vy82 KIAS
Best glide73 KIAS

Airframe

Empty weight
1,795 lbs
Max fuel weight
300 lbs
Height
6.5 ft
Wing position
low

Obstacle performance

Takeoff over 50 ft
1,540 ft
Landing over 50 ft
1,070 ft

Paperwork

Type certificate
EASA.A.064
Certification basis
Part 23

These figures are typical for the model, not a specification for any individual aircraft. Real-world numbers vary with year, installed equipment, weight, modifications and engine condition — often by more than you would expect. Use them to compare types, and confirm anything you would act on against the Pilot's Operating Handbook for that specific airframe and a prebuy inspection.

Pricing

Typical

$300k

Range

$180k – $550k

Annual all-in

~$27k/yr

All-in at ~100 flying hours a year, using the midpoint of each range — the same figures broken out under “Cost to own” below. Your number will differ, and mostly for two reasons. Experience sets your insurance: a 2,000-hour pilot with recent training pays 30–40% less than a 200-hour owner, and student owners pay 20–40% more — on the same aircraft that is often a doubling. Location sets your hangar: a T-hangar runs $200–400 a month in the Midwest against $400–1,500 in a coastal metro, and an outside tie-down is less again. Engine reserves move too — a local shop reusing your serviceable cylinders can come in 30–50% under the national specialty-shop pricing we quote, though you trade the warranty and turnaround that comes with it. Reserves are money set aside toward a future overhaul, not a bill this year, and the annual inspection figure is the shop’s labor to look — whatever they find is separate.

Cost to own — estimate

Set your yearly hours and local fuel price. Fixed costs (insurance, hangar, annual inspection) don't change with hours; fuel, maintenance and the engine reserve do.

100
20300
$6.50
$3$10
Fuel (8.5 gph)
$5,525
Engine reserve
$2,250
Maintenance, parts & wear items ($12/hr)
$1,200
Insurance
$2,700–$7,500
Hangar
$6,209–$15,523
Annual inspection (labor only)
$1,200
Databases & subscriptions
$400
Total per year
$26,541
Per flight hour
$265
Miles flown / year (at cruise)
16,916 mi
Cost per mile
$1.57/mi
300 nm
100 nm1,000 nm
Time in the air
2 hr 02 min
Fuel burned
17 gal
Out of pocket
$183

Fuel, engine reserve and wear only. Insurance, hangar and the annual are already paid whether you make the trip or not, so they are not charged here.

Estimate, not a quote. Where a line shows a range, the total, per-hour and per-mile figures use its midpoint— insurance moves most with your experience and time in type, hangar with where you base the aircraft, so your own number could sit at either end. Annual inspection is the shop's labor to open and inspect — what they find is the maintenance line, which covers oil changes, plugs, tires, brakes, hoses, lights, a battery and vacuum pump amortised over their life, and the unscheduled squawks that are the largest and least predictable part of it. Reserves are sinking funds toward an overhaul, not a bill you pay this year — and note that a propeller is due on hours or calendar time, typically six years, so flying less does not put it off forever.

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Strengths

  • Excellent safety record with docile handling and resistant-to-spin characteristics
  • Exceptional fuel efficiency, especially NG diesel variant (5-7 GPH)
  • Modern composite construction with worldwide parts and service support
  • Outstanding trainer with strong presence in flight schools globally

Weaknesses

  • Castering nosewheel requires learning curve and differential braking technique
  • Moderate cruise speed (147 KTAS) limits business travel appeal
  • Limited baggage capacity and four-seat constraint
  • Austro AE 300 engines require authorized service centers and higher maintenance costs than Lycoming equivalents

Overview

The Diamond DA40 Diamond Star is a modern composite four-seat single that has become one of the most popular training and personal aircraft of the 21st century. Built in Austria and Canada, the DA40 combines Diamond's composite construction expertise with either a Lycoming IO-360 (180HP) or the innovative Austro AE 300 diesel engine (168HP, jet fuel capable) in the DA40 NG variant.

The DA40 has one of the best safety records in GA — attributed to the composite construction, docile handling, and excellent slow-flight characteristics. It's widely used by flight schools and universities worldwide.

The castering nosewheel is the DA40's most distinctive (and divisive) handling characteristic. Unlike the steerable nosewheel on Cessnas and Pipers, the DA40's nosewheel castors freely, requiring differential braking for ground handling. Pilots love it or hate it.

The DA40 remains in production. New DA40 NG models list around $700,000+. Used prices range from $180,000 to $550,000+ depending on year and equipment.

Variants & History

VariantYearsEngineHPGross Weight (lbs)Key Changes
DA40-1802000-2004Lycoming IO-360-M1A1802,535Original model; fixed-pitch prop
DA40 XLS2005-presentLycoming IO-360-M1A1802,646Constant-speed prop; increased gross weight
DA40 NG2008-presentAustro AE 3001682,646Diesel/Jet-A engine; FADEC; ~30% fuel savings
DA40 TDI2002-2007Thielert TAE 125-02-991352,535Original diesel; Thielert engine (problematic)

Performance

The DA40 XLS cruises at 147 KTAS at 75% power on 8.5 GPH — competitive with a Cessna 172 while being significantly more fuel-efficient. The DA40 NG with diesel engine cruises at 140 KTAS on 5-7 GPH (jet fuel), making it one of the most fuel-efficient four-seat aircraft available.

The DA40's composite wing has excellent slow-flight characteristics. The published stall speeds (49 KIAS flaps down) are competitive with the Cessna 172 despite the low wing. The docile stall behavior and resistant-to-spin characteristics are key to the DA40's excellent safety record.

The castering nosewheel requires a learning curve — new DA40 pilots need 3-5 hours of dual instruction to become comfortable with differential braking for directional control on the ground.

Payload & Range

DA40 XLS (IO-360-M1A, 180HP, 50 gal fuel):

ScenarioFuel (gal)Fuel Weight (lbs)Payload (lbs)Pax + BagsRange (nm)
Full fuel, 2 pax503005512 × 200 + 151 bags750
Full fuel, 4 pax503005514 × 130 + 31 bags TIGHT750
Reduced fuel, 4 pax352106414 × 150 + 41 bags520

The DA40's 851 lbs useful load is modest for a four-seater. Four average adults with full fuel is very tight — the DA40 is realistically a two-adult cross-country machine that can occasionally carry four lighter passengers for shorter trips.

Mission Suitability

  • Flight Training (8): Excellent trainer. Docile handling, modern glass cockpit, fuel efficient, great safety record. Used by major flight schools worldwide. The castering nosewheel is the only training deduction — it requires additional ground handling instruction.
  • Backcountry (2): Low-wing, fixed gear but not designed for unimproved surfaces.
  • Business Travel (4): 147 KTAS is moderate. Four seats with limited baggage. Not a business aircraft.
  • Aerobatics (1): Not aerobatic certified.
  • Cross-Country (6): Good efficiency and 750 nm range. 147 KTAS is respectable but not fast. The DA40 NG's diesel efficiency is exceptional for cross-country.
  • Cargo Hauling (2): Limited baggage capacity.
  • Local Fun Flying (7): Comfortable, modern feel. Good visibility through the bubble canopy. Fun and efficient for recreational flying.
  • Surveying (5): Low wing provides some downward visibility. Excellent slow-flight capabilities. Fuel-efficient for long endurance. Reasonable survey platform.

Avionics Ecosystem

  • Early DA40-180: Basic panels possible. Common upgrades to Garmin G1000 retrofit or GTN stack.
  • XLS (2005+): Garmin G1000 standard on most. Capable IFR platform out of the box.
  • NG: Garmin G1000 NXi standard. FADEC engine management integrated into the glass cockpit.
Diamond DA40
For saleListing

2007 Diamond DA40

G1000 · GFC 700 · Composite · No Corrosion Ever

$239,0001,980 hrs TT · San Marcos, TXView listing →

STCs & Modifications

Very limited — composite construction:

  • Speed mods: Minimal aftermarket.
  • Engine conversions: Not practical.
  • The DA40 is an integrated system — buy the variant you want.

Maintenance & Support

  • Annual inspection: $1,500-$3,500. Composite airframe plus engine.
  • Lycoming IO-360: Standard maintenance, universal parts availability.
  • Austro AE 300: Requires Austro-authorized service centers. Parts and maintenance more expensive than Lycoming. TBO is 1,800 hours for Austro.
  • Diamond service network: Active worldwide. Parts available through Diamond and authorized dealers.
  • Annual all-in cost: $12,000-$20,000 depending on engine type and utilization.
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Valuation Factors

  • DA40-180 (early, Lycoming): $180,000-$280,000.
  • DA40 XLS (Lycoming, G1000): $250,000-$400,000.
  • DA40 NG (Austro diesel): $300,000-$550,000+.
  • DA40 TDI (Thielert): $120,000-$200,000. Significantly discounted due to engine support concerns.

Per Aircraft Valuation Methodology: Avionics generation and engine type are the primary value drivers. Lycoming-equipped models are simpler; diesel models command premium but carry higher maintenance risk.

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ADs & Common Problems

  • Castering nosewheel: Not an AD but a common source of incidents during training. Requires proper technique and discipline.
  • Austro AE 300 (NG): Early Austro engines had reliability concerns and ADs. Recent models are significantly improved, but Austro engines remain more maintenance-intensive than Lycoming.
  • Thielert TAE 125 (TDI): The original diesel engine was plagued by problems. Thielert went bankrupt. Many TDI models have been converted to Austro engines.
  • Composite repair: Standard composite concerns — any damage requires certified repair technicians.

Insurance Profile

Per GA Insurance Underwriting: $1,400-$2,400/year hull insurance. Excellent safety record helps. Training use available at fleet rates.

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For sale (1)

2007 Diamond DA40

Diamond DA40
$239,000
Year: 2007
TT: 1,980 hrs
San Marcos, TX
View details →

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