Development milestones
First flight: 5 November 1997
Developed from: Diamond DA20
Aircraft libraryDiamond DA40
bomberpilot · CC BY-SA 2.0 · Diamond DA40 Diamond Star picturedDiamond DA40
Mechanical stick controls with aerodynamic pitch trim and separately tuned pitch and roll resistance.
General aviationDA4010 profile choices
Know the plane
The DA40 took the DA20's general concept into a larger cabin. Its low wing, fixed tricycle undercarriage and extensive canopy glazing give it a distinctive appearance. Production has taken place in Austria and Canada, with several engine and equipment developments.
Petrol-engined and diesel-family DA40s differ in engine management and cockpit equipment. The simulator products identify their represented model.
Diamond DA40 NG
- Powerplant
- Austro AE 300 turbodiesel, 168 hp↗
- Seats
- 4↗
- Max takeoff weight
- 2,888 lb (1,310 kg)↗
- Wingspan
- 38 ft 2 in (11.63 m)↗
- Length
- 26 ft 5 in (8.06 m)↗
- Never exceed (Vne)
- 178 KIAS↗
- Maneuvering (Va)
- 108 KIAS at MTOW↗
- Stall, landing config (Vs0)
- ≈49 KCAS↗
- Max cruise
- ≈154 KTAS↗
- Service ceiling
- 16,400 ft↗
- Range
- ≈940 nm at economy cruise↗
- Usable fuel
- ≈39 US gal Jet A↗
More about this aircraft on AirframeDB
Familiar fine handling, with a qualified verdict on the diesel
Whiteman approached the Austro-powered DA40 NG with experience of the original prototype and earlier production versions. Flying G-SUEO with its regular demonstration pilot, Mark, he appreciated the simple power control and comfortable seating, although mastering the Garmin displays would require more study. Initial acceleration was strong, but the departure did not deliver the improvement he had hoped for. Retracting the flaps brought a noticeable reduction in the modest early climb.
Once established, the familiar appeal returned: light, well-coordinated controls, a useful mechanical trimwheel and excellent visibility made formation flying and general manoeuvring a pleasure. The aeroplane required continuing right-pedal pressure, which Mark suspected might reflect that particular aircraft's rigging; Whiteman did not establish it as a fleet characteristic. His final assessment remained mixed. He admired the DA40's handling and recognised the diesel's potential economy, while wishing its takeoff and initial climb felt more convincing.
A trainer that rewards coordination and planning
Turner evaluated the DA40 as a prospective training aircraft and found plenty to keep a student engaged. Its low seating position and broad view made the runway feel close, while the initial takeoff required deliberate directional control. In the air, he found the stick easy to adopt and the controls light without becoming vague. Once properly trimmed, the aircraft held its attitude well, but its clean airframe demanded anticipation when levelling off or preparing to descend.
An overcast formed beneath the demonstration flight, so the return included an IFR clearance and vectors to an ILS. That gave Turner a practical opportunity to explore the workload of an instrument approach before breaking into visual conditions for landing. He finished the flight smiling and considered the Diamond a promising trainer for future professional pilots. His praise included the demands it placed on rudder coordination and energy management, alongside reservations about ground ventilation, storage space and the attention required during transition.
Dinner at Santa Paula changes a traditional pilot’s mind
Lee wanted to experience the DA40 XLS on an ordinary outing, so he joined distributor demonstration pilot Robert Stewart for a trip from Long Beach to Santa Paula. The wraparound view immediately impressed him, and he welcomed the manual trimwheel after initially fumbling with electric trim. Climbing out toward the coast, he began to appreciate how much of the surrounding landscape was visible from ahead of the wing.
The journey combined low-speed handling demonstrations, music through the headsets and a look at the Garmin synthetic-vision display before an arrival among Santa Paula's classic aircraft. Lee had expected to dislike a modern composite aeroplane, but found that the technology left plenty of opportunity to enjoy hand-flying. Returning to Long Beach, he was reluctant to walk away.
Public sources 16
- Diamond DA40 Diamond StarResearch background · Wikipedia revision 1373674831 · retrieved 2026-09-12
- Microsoft Flight Simulator aircraft manuals
- MSFS 2024 FAQ and edition aircraft inventory
- MSFS 2020 FAQ and edition aircraft inventory
- Flight test: Diamond DA40 NGPhilip Whiteman · 12 June 2015
- Diamond DA40: Airline Pilot Trainer, Part IIThomas Turner · 27 November 2004
- DA 40 XLS: The Innovator Keeps Getting BetterMarc C. Lee · 24 February 2009
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
- COWS | DA40 SeriesProduct listing captured 2026-09-30; edition scope from the reviewed catalogue
- DA40 Expansion PackProduct listing captured 2026-09-24; edition scope from the reviewed catalogue
- Take Command!: RealSimGear DA40NG, X-AviationProduct listing captured 2026-09-23; edition scope from the reviewed catalogue
- Diamond DA40NG-SimSolutions-DA40Product listing captured 2026-09-23; edition scope from the reviewed catalogue
- Diamond DA40-180 Diamond StarProduct listing captured 2026-09-24; edition scope from the reviewed catalogue
- Diamond DA40 NG AFMPrint or archived reference; no public link
- EASA TCDS A.022Print or archived reference; no public link
- Diamond published dataPrint or archived reference; no public link
How the profile models it
NHAdrian / Alabeo Alabeo DA40 Expansion Pack
Free + ProX-Plane 12NHAdrian / Alabeo
The DA40 took the DA20's general concept into a larger cabin. Its low wing, fixed tricycle undercarriage and extensive canopy glazing give it a distinctive appearance. Production has taken place in Austria and Canada, with several engine and equipment developments.
This profile selects NHAdrian / Alabeo Alabeo DA40 Expansion Pack for X-Plane 12.
Mechanical linkage motivates airspeed-sensitive stick resistance. Spring resistance builds with the selected airspeed response. A separate aerodynamic term adds speed-dependent control load.
The DA40 elevator tab supplies pitch pressure relief, unlike the DA20’s spring-preload system. Pitch-trim relief is off. Autopilot following is off.
This exact revision has not been enabled for public installation.
Controls and trim
The DA40’s elevator and ailerons use pushrods, with cables operating the rudder. A Bowden cable drives the elevator trim tab, and electric flaps select their named positions. Lycoming XLS and diesel NG versions retain different propulsion and cockpit equipment.
The selected implementation
NHAdrian’s expansion enables the older Alabeo piston DA40 in XP12; it is separate from a developer-native diesel NG.
About the values
The gains are normalized profile settings. They describe the chosen effect balance; hand force depends on the device and its output limits. IAS references are tuning values rather than operating limits. Physical acceptance of this revision remains pending.
Master gain & control system
Master gain85%
The final overall output scale applied to everything the model produces, before the device cap.
More: everything (spring, loads, effects) gets stronger together.
Less: everything softens together.
Why here: Scales overall profile strength while preserving effect balance, subject to device and output limits.
Forces
Spring strength74%
The base centring force that pulls the stick back to centre. Every other force stacks on it. Too low and the stick feels limp in normal flight; too high and it fights your hand and masks the smaller cues layered above it.
More: firmer centring that resists your hand at all times.
Less: a limper stick that leans on aerodynamic load alone.
Why here: Mechanical linkage motivates airspeed-sensitive stick resistance. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 65 KIAS.
Exact product and documentation researchDA40 Expansion PackDiamond-authored DA40NG AFM archived copyDiamond official DA40NG G1000 legacy checklist 21.0Publisher DA40NG v1.2.0 current compatibility and trim changesRealSimGear separate NXi option and aircraft compatibilityDiamond DA40NG-SimSolutions-DA40Diamond DA40-180 Diamond StarDiamond DA40 technical specificationsDA40-180 Diamond StarFlight test: Diamond DA40 NGDA 40 XLS: The Innovator Keeps Getting BetterBuying a Used Aircraft: Diamond DA40 StarSpring deadband4%
A small neutral zone around centre where the spring stays quiet, so tiny movements at rest don't chatter. Wider is calmer but looser; narrower is more precise but can twitch around centre.
More: a calmer but looser centre with more free play.
Less: a tighter centre that may chatter at rest.
Why here: Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.
Overall aerodynamic load80%
A master scale over both sustained axis loads, applied before their independent balance. Profiles normally leave this alone and tune the two axis loads instead.
More: both axes load up harder.
Less: both axes lighten together.
Why here: The aerodynamic-load gain is 0.8 with an indicated-speed reference of 130 KIAS. This supplies speed-dependent loading alongside the spring.
Airspeed blendingTrue
Enables the low-speed spring engagement window (start/full knots above). Off, the spring is constant at all speeds.
Why here: Allows baseline spring strength to rise with indicated airspeed where the control law permits it.
Low-speed spring floor55%
How much of the spring survives at a standstill, before airspeed can build any aerodynamic force. A high floor keeps the parked stick firm; a low floor gives the loose, cable-slack feel of a parked light aircraft.
More: a firmer stick while parked and taxiing.
Less: a floppier parked stick that only wakes up with airspeed.
Why here: Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.
Spring engagement start8 kt
The airspeed where the spring begins climbing from its low-speed floor toward full strength: the controls "coming alive" on the takeoff roll.
Why here: Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.
Spring engagement full65 kt
The airspeed where the spring reaches full strength. Between the start and this point, centring firms up progressively as airflow builds over the controls.
Why here: Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.
Force tuning speed130
The indicated airspeed where aerodynamic load reaches its designed full level. It anchors the whole load curve to the aircraft's real speed range: a 172 loads up by 110 knots, a jet much later.
More: loads arrive later; the stick stays light up to a higher speed.
Less: loads arrive earlier and cruise feels heavier.
Why here: Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.
Centre firmness vs speed15%
How much the centring itself stiffens with speed, on top of the deflection loads. Zero keeps centre feel constant; more makes the stick centre harder at cruise and looser in the pattern.
More: a centre that hardens noticeably as you go faster.
Less: constant centre feel at every speed.
Why here: The high-speed spring-stiffening gain is 0.15. It strengthens the permitted spring response above 65 KIAS, with the squared-speed ratio capped at 5.
Centre stiffening cap5
The upper limit on speed-driven centre stiffening, so very fast flight can't wind the spring up without bound.
More: more total stiffening allowed at high speed.
Less: stiffening clamps off sooner.
Why here: Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.
Aileron load72%
The sustained roll load from aileron deflection and airspeed, balanced independently of pitch. Together with the elevator load it sets the control-harmony ratio reviewers talk about.
More: heavier roll forces.
Less: lighter, quicker-feeling ailerons.
Why here: Roll and pitch aerodynamic scales are 0.72 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled.
Elevator load100%
The sustained pitch load from elevator deflection and airspeed, balanced independently of roll. This is the main lever behind a type's pitch weight. It does not touch aileron, spring, trim, or buffet forces.
More: heavier sustained pitch forces at speed.
Less: a lighter elevator that takes less muscle to hold.
Why here: Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.
Max output force55%
A cap on each steady pitch or roll force before it reaches the device, guarding against slamming or saturating the hardware in strong maneuvers.
More: stronger peak steady forces before clipping.
Less: a gentler ceiling; hard maneuvers flatten out sooner.
Why here: Caps directed-force output. Native spring effects and device limits remain separate.
Trim
Trim relief (elevator)0%
How strongly elevator trim relieves held pitch force and shifts where the stick settles. At 100%, a properly trimmed aircraft needs no held pressure, the trim-away-the-load workflow of real flying.
More: trim removes more of the held pitch force; at 100% full trim zeroes it.
Less: you keep holding force even when trimmed.
Why here: The DA40 elevator tab supplies pitch pressure relief, unlike the DA20’s spring-preload system. Pitch relief is off, with stored authority 0; roll authority is 0.
Exact product and documentation researchDA40 Expansion PackDiamond-authored DA40NG AFM archived copyDiamond official DA40NG G1000 legacy checklist 21.0Publisher DA40NG v1.2.0 current compatibility and trim changesRealSimGear separate NXi option and aircraft compatibilityDiamond DA40NG-SimSolutions-DA40Diamond DA40-180 Diamond StarDiamond DA40 technical specificationsDA40-180 Diamond StarFlight test: Diamond DA40 NGDA 40 XLS: The Innovator Keeps Getting BetterBuying a Used Aircraft: Diamond DA40 StarTrim relief (aileron)0%
The same relief for roll trim. Most GA types have no real aileron trim, so this stays at zero; types with roll trim get a matching value.
More: roll trim removes more held roll force.
Less: roll trim does less.
Why here: Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.
Effect gains · ground
Runway rumble40%
Rolling surface vibration from wheel speed and surface type: pavement, grass, or gravel under the gear.
More: louder surface texture through the stick.
Less: a smoother taxi.
Why here: Sets rolling texture strength, modified by speed, surface and undercarriage configuration.
Gear bumps25%
Short discrete bumps from expansion joints, ruts, and rough surface, punctuating the continuous rumble.
More: sharper hits from joints and ruts.
Less: softer ground detail.
Why here: Sets gear-bump texture during ground motion, separate from touchdown impact.
Effect gains · airframe
Stall buffet35%
Airframe shake approaching the stall and while the stall warning is active: how loudly this wing announces it is unhappy. Types with a crisp break get modest buffet and let the horn carry the warning.
More: a louder pre-stall shake.
Less: a quieter wing; the horn carries the warning.
Why here: Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.
Mach buffet0%
Transonic buffet approaching the Mach limit. Meaningful for jets near MMO, zero for pistons and turboprops that never get there.
More: stronger transonic buffet near the Mach limit.
Less: a smoother high-Mach ride.
Why here: Sets high-Mach buffet strength; onset and full-strength thresholds are separate.
Flap buffet0%
Low-frequency airframe vibration with flaps extended into the airflow, in the speed window where they actually work the air.
More: a rougher ride with flaps working the air.
Less: smoother approach flap.
Why here: Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.
Gear buffet0%
Airframe drumming from retractable gear hanging in the airstream. Zero for fixed-gear types, where the airframe never changes shape.
More: more drumming with the wheels hanging out.
Less: cleaner gear-down flight.
Why here: Sets gear aerodynamic buffet; movement and ground-contact cues are separate.
Stick shaker50%
The dedicated stall stick-shaker buzz, fired by the aircraft's own stall-warning system. Only types with a real shaker get a value; everything else relies on aerodynamic buffet and the horn.
More: a harder stick-shaker buzz.
Less: a subtler shaker.
Why here: Sets triggered shaker strength; inactive while the shaker feature is disabled.
Effect gains · engine, mechanical & drag
Touchdown thump65%
The one-shot kick when the wheels meet the runway, scaled by sink rate: a greaser whispers, a firm arrival thumps.
More: a harder kick at touchdown.
Less: softer arrivals.
Why here: Sets landing-impact strength; landing telemetry and response shape determine the pulse.
Reverse rumble0%
Rollout vibration while reverse thrust or beta-range props are working. Zero for types without reverse.
More: a rougher rollout under reverse.
Less: quieter reverse.
Why here: Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.
Engine rumble12%
Continuous powerplant vibration following RPM between idle and full power, the ever-present reminder that something is burning fuel up front.
More: more engine through the stick.
Less: a quieter powerplant.
Why here: Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.
Flap motion12%
Continuous vibration only while the sim reports the flap surfaces actually travelling. It follows real actuator motion and failures, not an estimated timer.
More: more vibration while the flap surfaces travel.
Less: quieter flap runs.
Why here: Sets texture from observed flap movement; a command without movement does not establish the cue.
Autopilot follow
AP follow authority10%
How far autopilot commands may physically move the stick. Kept tiny in MSFS, where a moved axis can read back as pilot input; zero disables following entirely.
More: the autopilot visibly moves your stick further.
Less: a barely perceptible follow.
Why here: Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply.
Stick feel
StickFeel · Trim feel enabledFalse
Whether this feature is active in this profile.
Why here: Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement.
StickFeel · Trim relief enabledFalse
Whether this feature is active in this profile.
Why here: Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount.
StickFeel · Force trim enabledFalse
Whether this feature is active in this profile.
Why here: Enables local force trim, separate from aircraft-owned trim and add-on integration qualification.
StickFeel · G load enabledTrue
Whether this feature is active in this profile.
Why here: Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it.
StickFeel · Rate damping enabledTrue
Whether this feature is active in this profile.
Why here: Enables rate damping with the configured coefficients and control law.
Autopilot
Autopilot · Follow enabledFalse
Whether this feature is active in this profile.
Why here: Autopilot following is off; the configured spring and load retain the hardware feel.
Autopilot · Neutral hold enabledFalse
Whether this feature is active in this profile.
Why here: Permits centering hold during a supported AP state, separate from following a moving target.
Autopilot · Neutral hold strength0.6
Why here: Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.
Aero
Aero · EnabledTrue
Whether this feature is active in this profile.
Why here: Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions.
Aero · Max flap index3
Where this effect reaches full strength (or has fully faded, for washouts).
More: a more gradual build to a later peak.
Less: a quicker build.
Why here: Sets the final flap index for detent normalization. UP plus three detents uses maximum index3.
Aero · Min flap index2
Where this effect begins fading in.
More: the effect begins later.
Less: it begins earlier.
Why here: Sets the first flap detent that admits buffet; this is a handle index, not degrees.
Aero · Shaker enabledFalse
Whether this feature is active in this profile.
Why here: Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.
Ground
Ground · EnabledTrue
Whether this feature is active in this profile.
Why here: Enables ground effects; each still needs its own strength and contact or motion telemetry.
Engine
Engine · EnabledTrue
Whether this feature is active in this profile.
Why here: Enables engine cues with nonzero settings and valid running-engine telemetry.
Mechanical
Mechanical · EnabledTrue
Whether this feature is active in this profile.
Why here: Enables accessory cues with configured strengths and observed accessory movement.
Mechanical · Gain0
The strength of this effect.
More: a stronger effect.
Less: a weaker one.
Why here: Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.
All profile settings
| Parameter | Value | What it controls and why |
|---|---|---|
| Spring strength | 0.74 | Mechanical linkage motivates airspeed-sensitive stick resistance. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 65 KIAS. |
| Spring deadband | 0.04 | Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner. |
| Force gain | 0.8 | The aerodynamic-load gain is 0.8 with an indicated-speed reference of 130 KIAS. This supplies speed-dependent loading alongside the spring. |
| Master gain | 0.85 | Scales overall profile strength while preserving effect balance, subject to device and output limits. |
| Dynamic-pressure blend | True | Allows baseline spring strength to rise with indicated airspeed where the control law permits it. |
| Minimum spring factor | 0.55 | Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength. |
| Spring wake-up speed | 8 kt | Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit. |
| Spring full-strength speed | 65 kt | Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Force tuning speed | 130 kt | Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| Airspeed spring stiffening | 0.15 | The high-speed spring-stiffening gain is 0.15. It strengthens the permitted spring response above 65 KIAS, with the squared-speed ratio capped at 5. |
| Airspeed stiffening cap | 5 | Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap. |
| Aileron force scale | 0.72 | Roll and pitch aerodynamic scales are 0.72 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled. |
| Elevator force scale | 1.0 | Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Maximum output force | 0.55 | Caps directed-force output. Native spring effects and device limits remain separate. |
| StickFeel · Trim feel enabled | False | Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| StickFeel · Trim relief enabled | False | Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount. |
| StickFeel · Elevator authority | 0 | The DA40 elevator tab supplies pitch pressure relief, unlike the DA20’s spring-preload system. Pitch relief is off, with stored authority 0; roll authority is 0. |
| StickFeel · Aileron authority | 0 | Scales supported roll-trim relief and permitted centre movement. Zero removes roll response. |
| StickFeel · Force trim enabled | False | Enables local force trim, separate from aircraft-owned trim and add-on integration qualification. |
| StickFeel · G load enabled | True | Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it. |
| StickFeel · Rate damping enabled | True | Enables rate damping with the configured coefficients and control law. |
| Autopilot · Follow enabled | False | Autopilot following is off; the configured spring and load retain the hardware feel. |
| Autopilot · Follow authority | 0.1 | Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply. |
| Autopilot · Neutral hold enabled | False | Permits centering hold during a supported AP state, separate from following a moving target. |
| Autopilot · Neutral hold strength | 0.6 | Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled. |
| Aero · Enabled | True | Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions. |
| Aero · Gain | 0.35 | Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings. |
| Aero · Gain | 0 | Sets high-Mach buffet strength; onset and full-strength thresholds are separate. |
| Aero · Gain | 0 | Sets flap buffet at the configured position and speed gates. Flap movement texture is separate. |
| Aero · Max flap index | 3 | Sets the final flap index for detent normalization. UP plus three detents uses maximum index3. |
| Aero · Min flap index | 2 | Sets the first flap detent that admits buffet; this is a handle index, not degrees. |
| Aero · Gain | 0 | Sets gear aerodynamic buffet; movement and ground-contact cues are separate. |
| Aero · Shaker enabled | False | Permits shaker at supported warning conditions; the switch does not establish aircraft equipment. |
| Aero · Amplitude | 0.5 | Sets triggered shaker strength; inactive while the shaker feature is disabled. |
| Ground · Enabled | True | Enables ground effects; each still needs its own strength and contact or motion telemetry. |
| Ground · Gain | 0.4 | Sets rolling texture strength, modified by speed, surface and undercarriage configuration. |
| Ground · Gain | 0.25 | Sets gear-bump texture during ground motion, separate from touchdown impact. |
| Ground · Gain | 0.65 | Sets landing-impact strength; landing telemetry and response shape determine the pulse. |
| Ground · Gain | 0 | Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue. |
| Engine · Enabled | True | Enables engine cues with nonzero settings and valid running-engine telemetry. |
| Engine · Gain | 0.12 | Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration. |
| Mechanical · Enabled | True | Enables accessory cues with configured strengths and observed accessory movement. |
| Mechanical · Gain | 0.12 | Sets texture from observed flap movement; a command without movement does not establish the cue. |
| Mechanical · Gain | 0 | Sets texture from observed gear movement, separate from aerodynamic and touchdown effects. |
Public sources 23
- Diamond DA40 Diamond StarResearch background · Wikipedia revision 1373674831 · retrieved 2026-09-12
- Exact product and documentation researchExact COWS product: configurations, AFCS/trim, systems and platformsProduct listing captured 2026-09-30; edition scope from the reviewed catalogue
- DA40 Expansion PackExact product and reviewed configuration passagesProduct listing captured 2026-09-24; edition scope from the reviewed catalogue
- Diamond-authored DA40NG AFM archived copyDA40NG AFM PDF pp263-267, section7-3 to7-7; PDF263-265/printed7-3 to7-5, revision3; image reviewed
- Diamond official DA40NG G1000 legacy checklist 21.0ZIP DA40_NG_Checklist_Legacy_rev21.pdf p10,
- Publisher DA40NG v1.2.0 current compatibility and trim changesPublisher opening post; Bug Fixes and Improvements
- RealSimGear separate NXi option and aircraft compatibilityProduct compatibility list
- Diamond DA40NG-SimSolutions-DA40XP12version1.3.0 January25,2025 and1.2.x changesProduct listing captured 2026-09-23; edition scope from the reviewed catalogue
- Diamond DA40-180 Diamond StarExact product and reviewed configuration passagesProduct listing captured 2026-09-24; edition scope from the reviewed catalogue
- Diamond DA40 technical specificationsDiamond DA40
- DA40-180 Diamond StarDiamond DA40
- Flight test: Diamond DA40 NGPhilip Whiteman · 12 June 2015
- DA 40 XLS: The Innovator Keeps Getting BetterMarc C. Lee · 24 February 2009
- Buying a Used Aircraft: Diamond DA40 StarDiamond DA40
- Microsoft Flight Simulator aircraft manuals
- MSFS 2024 FAQ and edition aircraft inventory
- MSFS 2020 FAQ and edition aircraft inventory
- Diamond DA40: Airline Pilot Trainer, Part IIThomas Turner · 27 November 2004
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
- Take Command!: RealSimGear DA40NG, X-AviationProduct listing captured 2026-09-23; edition scope from the reviewed catalogue
- Diamond DA40 NG AFMPrint or archived reference; no public link
- EASA TCDS A.022Print or archived reference; no public link
- Diamond published dataPrint or archived reference; no public link
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Hangar talk
Open conversation about flying and tuning the Diamond DA40, in the community forum. Corrections above go privately to the maintainer; hangar talk is public.
Hangar talk for the Diamond DA40 NG. How does the real one feel, and how close does the built-in profile get? Compare cockpit time, tuning tweaks, and community profiles here. Research page: Diamond DA40 NG in the aircra…
Community
Community profiles for this aircraft
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| DA40-NG AsoboDA40 | DA40-NG Asobo by TheMomiX | MSFS | PicoWinder SideWinder Force Feedback Pro | 1 replyJul 27 | 505 |