Trading Yokes for Sticks: Learning the Diamond DA40 XLS After Over 20 Years in a Cessna 172

Learning to Fly the Diamond DA40 XLS

Earlier this year my flying club acquired a 2011 Diamond DA40 XLS. I was excited as I always wanted to try flying one of these planes, but also nervous as I only had ever flown the dependable trainer and workhorse Cessna 172. My mind couldn’t help but wonder about the differences in performance and technology, mixed with concerns about comfort. As a bigger guy I am always concerned about how I will fit in a small plane and of course weight and balance considerations.

Meet the Diamond DA40 XLS

The Diamond DA40 is an Austrian-built, four-seat, low wing aircraft. It was introduced in the early 2000s and the XLS was considered a performance-luxury upgrade. The DA40 typically cruises at around 135 knots TAS as compared to the 172s 108 knots TAS. With a useful load around 900 pounds and a fuel burn around 9-10 GPH the DA40 has an approximate range of 720 nautical miles. Other differences that the DA40 has compared to the 1978 172 that I fly are that the Diamond has G1000 glass panels compared to the G5s and steam gauges in the 172. It has a center stick instead of yokes. Another huge difference is the visibility through a bubble canopy and low wings compared to the front windshield and high wings of the 172. The DA40 has an excellent safety reputation and the strong composite airframe provides great flying characteristics.

My First Impressions Compared to the Cessna 172

I want to start by saying that I have loved flying the Cessna 172. There is definitely a reason that these airplanes have been the go to aircraft for student pilots. However, one cannot be blamed for taking a look at the modern appearance and construction of a sleek new generation of composite built aircraft compared to the aluminum box with wings of the 172. The cockpit of the DA40 sits more like a sports car. The bucket seats are not adjustable, the pedals are adjusted to the pilots height, in our model this has an electric control for pedal adjustment. The bubble canopy offers panoramic views which feel so open compared to the claustrophobic high-wing shelter of the 172. The long wings of the DA40 contribute to a great glide ratio and the composite body contributes to slightly faster speeds and climb rates compared to a Cessna 172.

The Transition Learning Curve

As this is the first different airplane I have tried to learn since learning to fly I was quite curious how the transition would go. The first thing was learning how to taxi with a free caster nose wheel. I actually found this easier than I thought it would be, however with the longer wings and them being low wings I immediately took note of the taxi lights that honestly I never paid much attention to in the high wings 172. On the first take off I immediately noticed the need for significantly more right rudder, one would not think an extra 20 horses would need that much more. After the takeoff roll I gently pulled back on the stick and began our climb out. At a safe altitude we retracted take off flaps and then eventually pulled the blue lever back to 2400 RPMS….oh ya!, the DA40 also has a constant speed propeller. Needless to say that retracting flaps and controlling the prop, and the need to remember to shut off the fuel pump are all things that I never had to do in the 172. Also, one will need to learn how to manage the engine settings with the constant speed propeller vs. the fixed pitched propeller found on the 172. I found the center stick to be a complete non-issue, it immediately felt completely intuitive as if I had flown with one all along. The G1000 has a plethora of information, but if one has transitioned from a simple Garmin 430 unit they should pick it up fairly easily. The biggest challenge is learning where all the knobs and buttons are located at. After getting to cruise altitude engine leaning is done with the G1000’s lean assist page on the engine screen of the MFD. One other additional thing to learn is that the DA40/Garmin G1000 has a GFC700 autopilot. Having never flown with an autopilot I was completely enamored by having this available. Cross country flights and instrument approaches will be so much fun having this very capable autopilot, honestly I could have played with that the whole flight! Hand flying the DA40 is also a lot of fun and the pushrod controls of the stick provide immediate responsive control inputs that make the Diamond a joy to fly. We did several steep turns and a couple of stalls to get use to the handling of the plane. Approach and landing speeds are slightly higher in the DA40 compared to the 172, but nothing that is significant enough to ruffle any feathers. Round out and short final sight pictures are certainly different and take some getting used to, especially for someone like me who has not flown a low wing aircraft.

Overall I have absolutely loved learning how to fly this airplane. After a few hours I am now signed off to fly this airplane and I am looking forward to sharing flights in the DA40 on my YouTube channel in the future. I am looking forward to slightly faster flights and utilizing the autopilot on cross-country flights. I found the DA40 to have a comfortable interior, amazing and intuitive dash layout, and a quieter ride compared to the 172. The visibility out of the canopy will be great for sightseeing, photography, YouTube, and of course situational awareness. Learning a new airplane has taught me that regardless of the aircraft, flying fundamentals apply: pitch, power, trim. It has taught me adaptability with cockpit ergonomics, avionics, and different sight pictures. I look forward to more performance, comfort, and capability.

Learning a new airplane proves that aviation always brings new challenges. The DA40 brings speed, safety and style to my aviation life. So if you have never learned to fly a different plane than you currently fly, try something new— it will reignite your passion for flying.