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How to Buy a Diamond DA40 Diamond Star / DA40 NG: Buyer's Guide
A composite four-seater with great visibility and docile handling. Engine type, avionics and training history drive its price more than model year does.
Updated October 2026 · Market data from 67 live fyiAero listings, the FAA registry and NTSB records
Overview
The Diamond DA40 is a four-seat, low-wing, all-composite single that grew out of Diamond's two-seat DA20 and became one of the most popular modern training and personal airplanes of the last two decades. Buyers like its huge canopy and sightlines, its benign stall behavior and well-harmonized controls, and its fuel-sipping cruise. Most fly in the 130 to 140 knot range on 180 horsepower or less. It is not a hauler. Real useful load with full fuel and four adults is limited, so most owners treat it as a comfortable two-plus-bags airplane with occasional rear-seat use.
The family splits into two worlds. One is the Lycoming IO-360 powered DA40-180, sold as the Diamond Star in standard, XL, XLS, XLT and fixed-pitch FP trims. The other is the jet-fuel DA40 D with a Thielert diesel and its successor, the Austro-powered DA40 NG. On fyiAero right now the NG dominates, with 31 of the 67 aircraft listed. The rest are Lycoming-powered Diamond Stars plus five DA40 Ds. The FAA registry shows 1,008 DA40s on the U.S. register.
Asking prices on fyiAero run from $169,900 to $699,000, with a median of $395,000. Listed model years span 2003 to brand-new 2026 airplanes. The median airframe time among listings is 2,770 hours, which tells you something important: a large share of this fleet has worked as flight school and university trainers. Knowing an airplane's history matters as much as its year.
Who it's for. The DA40 suits a private pilot or instrument student who flies one or two people on trips of a few hundred miles. It also suits flying clubs and schools that want a modern glass-cockpit airplane that is forgiving and economical. Low-time pilots are the classic DA40 buyer. Fixed gear, a constant-speed prop or FADEC single-lever power, and gentle handling make the transition from a trainer straightforward. Insurers generally view it favorably compared to faster, higher-performance singles. Still expect underwriters to want some dual instruction in type, and possibly a few hours of solo time before passengers if you are a new or low-time pilot. Diesel NG and DA40 D models add a FADEC familiarization element, and some carriers ask about it. If you need to fill four seats with full fuel regularly, or want to cruise well above 140 knots, look elsewhere.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| DA40-180 Diamond Star (early, analog or early Garmin panels) | 2001-2005 | Lycoming IO-360 with a constant-speed prop, typically with Garmin 430/530 navigators and conventional instruments. These are the entry point of the market, with fyiAero 2003-2006 listings averaging roughly $216,000 to $275,000 depending on panel and engine time. |
| DA40-180 with Garmin G1000, including FP fixed-pitch | 2005-2010 | The G1000 integrated flight deck became available, which greatly improved resale and IFR appeal. A fixed-pitch FP version was offered as a simpler, lower-cost trainer. FP airplanes give up some climb and cruise and usually trade below constant-speed examples. |
| DA40 XL / XLS / XLT trim packages | 2007-2017 | These are equipment and trim packages on the Lycoming airframe, generally bundling a three-blade MT prop, upgraded interiors, G1000 and often the GFC700 autopilot. Compare the actual equipment list rather than the badge, because content varies from airplane to airplane. |
| DA40 D / TDI (Thielert diesel) | 2002-2010 | Powered by a Thielert Centurion turbodiesel burning Jet-A, with single-lever FADEC. These airplanes are economical on fuel, but resale is shaped by engine and gearbox replacement intervals and parts support. Price them heavily on engine status. |
| DA40 NG (Austro AE300) | 2010-present | The Austro AE300 jet-fuel engine with FADEC and G1000 or G1000 NXi became the mainstream DA40 and is what you will mostly find for sale. Newer U.S. examples command the top of the market, with fyiAero 2020-2024 listings averaging about $461,000 to $542,000 and 2026 new airplanes averaging about $652,000. |
What a Diamond DA40 Diamond Star / DA40 NG costs to buy
39 priced listings on fyiAero right now ask between $169,900 and $699,000, with a median of $395,000 and a median of 2,770 hours total time. Against fyiEstimate, 14 are priced below estimate, 5 within range and 16 above.
- Use model year as a starting point only. On fyiAero, 2003-2006 airplanes average roughly $216,000 to $275,000 and 2007-2011 airplanes roughly $323,000 to $395,000. Late-model examples from 2020 onward average about $461,000 to $542,000. Several of those year groups contain only one to three listings, so treat them as directional.
- Airframe hours do not track price in a straight line. fyiAero listings under 1,000 hours have a median ask of $514,999. Those with 1,000-2,000 hours sit around $295,000. Airplanes with 3,000-5,000 hours median a higher $367,500, largely because they are newer NG ex-trainers. Airplanes over 5,000 hours median $217,491.
- Decide on engine type first. Lycoming 180s, Thielert-powered DA40 Ds and Austro-powered NGs have very different maintenance models, fuel availability and resale audiences. Price each against its own peers, not against the family median of $395,000.
- Ex-training airplanes with high hours can be good value if logs are complete and the airplane was maintained to a professional schedule. Discount hard for gaps, damage history or deferred composite repairs.
- Equipment drives the spread within a given year. G1000 versus legacy panels, an NXi upgrade, the GFC700 autopilot, a three-blade prop and long-range tanks can account for tens of thousands of dollars between otherwise similar airplanes.
- With 67 DA40s currently listed on fyiAero, a buyer has choices. Be willing to walk from an airplane whose engine or gearbox replacement is imminent unless the price reflects it.
Average asking price by model year
Median asking price by airframe time
| 0–1,000 hrs | $514,999 | 11 listings |
| 1,000–2,000 hrs | $295,000 | 9 listings |
| 2,000–3,000 hrs | $313,208 | 5 listings |
| 3,000–5,000 hrs | $367,500 | 6 listings |
| 5,000+ hrs | $217,491 | 5 listings |
Pre-buy inspection checklist
Have a shop that knows the type do the pre-buy, and ask them to research every applicable AD and service bulletin. Pay particular attention to:
- Composite structure and paint condition. UV exposure, cracked or chalky paint, and unrecorded repairs can hide delamination or bond-line issues. Have a shop experienced with Diamond composites do a tap test and look for previous repairs in the logs.
- Damage history and hard-landing evidence. Much of the fleet has trained students. Look for prop strikes, tail skid scraping, nose gear damage and repaired wingtips, and verify that repairs followed Diamond-approved procedures.
- Nose and main landing gear. Check the nose gear fork, the elastomer suspension and attach points, the main gear spring legs and attach structure, and wheel fairings. Rough training use shows up here first.
- Canopy and rear door. The large acrylic canopy is expensive to replace. Inspect it for crazing, cracks at fasteners, hinge and latch wear, and correct warning-system function for the canopy and door latches.
- Austro AE300 engine and gearbox (NG). Confirm hours against the engine and gearbox replacement or inspection intervals, review high-pressure fuel pump and FADEC history, and download the ECU data for fault codes. These intervals strongly affect value.
- Thielert engine status (DA40 D). Confirm which engine version is installed, time remaining to replacement for the engine and gearbox, clutch condition, and parts and support availability. A near-due diesel is a major cost item.
- Lycoming IO-360 condition (DA40-180). Check compressions, oil analysis trends and the borescope for cam and lifter corrosion, especially on low-use airplanes. Inspect the exhaust and muffler for cracks and the baffling and cooling in the tight cowling.
- MT composite propeller. Inspect the blades for erosion, cracks and leading-edge condition. Verify that the calendar and hour overhaul limits are met, because MT prop overhauls are not trivial.
- Fuel system and quantity indication. Check the wing tanks, fuel lines and vents for leaks and staining. Verify fuel quantity accuracy, including long-range tanks if installed. Diesel models also need fuel filter and fuel temperature system checks.
- Airworthiness directive and service bulletin compliance, plus airframe life limits. Have the shop research all applicable ADs and SBs for the airframe, engine, prop and G1000 system. Confirm the airframe's status against any current service life limits in Diamond's maintenance documentation, especially on high-time trainers.
Popular upgrades
- Garmin G1000 NXi upgrade. Faster processing, a better moving map and modern features refresh an older G1000 airplane. This upgrade generally narrows the value gap with newer airplanes, though you rarely recover the full cost at resale.
- GFC700 autopilot or autopilot retrofit. A capable autopilot is a major selling point for IFR buyers. Airplanes without one, or with older units, typically trade noticeably lower.
- Panel modernization on early analog Diamond Stars. GTN navigators, electronic flight instruments and ADS-B In/Out make early airplanes far more marketable. Price these against G1000 airplanes, not against untouched early examples.
- Long-range fuel tanks. Extra endurance is valued on cross-country airplanes. Weigh it against the reduction in payload with full fuel.
- Three-blade MT propeller and XL-style interior. These are common on XL, XLS and XLT airplanes. They add smoothness and appeal and support a modest premium when in good condition.
Ownership costs
No firm operating cost estimate is available for this family, so budget qualitatively. Fuel burn is modest for a four-seater, and diesel NG and DA40 D models burning Jet-A are notably thrifty and can save money where jet fuel is cheaper than avgas. The trade-off for diesel ownership is engine and gearbox replacement or inspection intervals rather than conventional overhauls. Set aside reserves per hour accordingly, and confirm current Austro or Continental-Thielert pricing before you buy. Lycoming-powered airplanes follow familiar overhaul economics with wide shop support. Plan for MT prop overhauls, G1000 database subscriptions, and composite-savvy maintenance, which may mean traveling to a Diamond service center. Hangaring is strongly recommended to protect the composite airframe and paint. Insurance is generally reasonable for the class, but it varies with pilot experience.
Safety record
NTSB records show 38 accidents involving DA40s over the last 10 years, 4 of them fatal and 2 aircraft destroyed. Against the 1,008 aircraft on the FAA registry, that works out to about 37.7 accidents and 4.0 fatal accidents per 1,000 registered aircraft over the decade. Keep in mind that a large share of DA40 flying is primary and instrument training, which means lots of takeoffs and landings by low-time pilots. That is where most minor accidents happen, and the low fatal figure reflects the airplane's forgiving handling and crashworthy composite cabin. Type-specific areas to train on include landing technique, since the airplane floats if flown fast and is susceptible to porpoising and nose gear damage on bounced landings. Diesel owners should also learn FADEC and engine-failure procedures, and everyone should pay attention to weight and balance and density altitude with four aboard. A good transition course and recurrent training with a Diamond-experienced instructor go a long way.
Alternatives to consider
- Cirrus SR20. It offers more cabin width, a whole-airframe parachute and a larger owner community. It typically costs more to buy and insure at a comparable year.
- Piper PA-28-181 Archer. It is simpler, cheaper to buy and maintained anywhere, with similar payload. It is slower, uses older aluminum construction and has less visibility and modern feel.
- Cessna 172S Skyhawk SP (G1000). It has huge support, easy resale and high-wing practicality. It is slower and less refined in handling, and comparable-year G1000 examples can be similarly priced.
- Grumman AA-5B Tiger. It offers similar speed and a fun sliding canopy for much less money. However, the airframes are older and most panels need modernization.
- Mooney M20J. It is faster and more efficient on avgas. Retractable gear, a tighter cabin and higher insurance for low-time pilots are the price of the extra speed.
Frequently asked questions
How much does a Diamond DA40 cost?
Current fyiAero listings range from $169,900 to $699,000, with a median asking price of $395,000. Early 2003-2006 airplanes average roughly $216,000 to $275,000, while new 2026 airplanes average about $652,000.
Should I buy a diesel DA40 NG or a Lycoming DA40-180?
The NG burns Jet-A with single-lever FADEC and is the most common DA40 for sale, with 31 of 67 fyiAero listings. The Lycoming 180 has conventional overhaul economics and universal shop support. Choose based on fuel availability at your airport, the maintenance model you prefer and your budget.
Are high-time ex-trainer DA40s a bad buy?
Not necessarily. fyiAero listings with 3,000-5,000 hours have a median ask of $367,500, higher than those with 1,000-2,000 hours, because many are newer NGs. A well-documented, professionally maintained ex-trainer can be a good value, but scrutinize damage history and airframe life-limit status.
How many Diamond DA40s are there in the U.S.?
The FAA registry lists 1,008 DA40s. That gives a reasonable used market, with 67 currently listed for sale on fyiAero.
Is the DA40 safe?
NTSB records show 38 accidents, 4 of them fatal, over the last 10 years. That works out to about 4.0 fatal accidents per 1,000 registered aircraft. Given its heavy training use, it is generally regarded as a forgiving, crashworthy airplane, and good landing technique and transition training are the main focus areas.
Can a DA40 really carry four people?
Sometimes, but rarely with full fuel. Most owners fly it as a two-person cross-country airplane with bags, or with four aboard and reduced fuel. Run a weight and balance with the specific airplane's empty weight before you buy.
Diamond DA40 Diamond Star / DA40 NG for sale
Prices, fleet and safety figures update automatically from fyiAero listings, the FAA aircraft registry and NTSB data. The editorial was written by fyiAero with AI assistance from that data and general type knowledge. It is not a substitute for a pre-buy inspection, title search or professional advice.
