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* Diamond DA-20 Katana, VFR, SEP(L)/SPA
* DV20 A-1 "Katana"
* DA20 A-1 "Katana"
* DA20-100 "Katana 100"
* DA20 C-1 "Katana" and "Katana Eclipse"
* DA20 C-1 "Evolution"
* DA20 C-1 "Eclipse"
* DA20 C-1 "Falcon"
* Diamond DA-40 TDI, IFR, Garmin 1000, SEP(L)/SPA
* DA 40
* DA 40D
* DA 40F
* Piper PA-34-200T. Seneca II, IFR, MEP(L)/SPA
* PA-34-200 Seneca I
* PA-34-200T Seneca II
* PA-34-220T Seneca III
* PA-34-220T Seneca IV
* PA-34-220T Seneca V
* Diamond DA-42, IFR, MEP(L)/SPA, Garmin 1000
* DA 42
* DA 42 M
* DA 42 L360
* DA 42 NG
* Synthetic Training Device FNPT II D-SIM-42 Twin Star NG
Diamond DA-20 Katana, VFR, SEP(L)/SPA
Development
The first DA20 was the Rotax 912 powered A1 Katana produced in Canada in 1994. It was the first Diamond aircraft available for sale in North America.
Production of the Continental IO-240-B3B powered C1 Evolution and Eclipse models began in 1998, also in Canada.
Production of the A1 Katana is complete but the DA20-C1 is still being constructed in 2007.
Certification
The DA20-A1 and C1 are both certificated under CAR 523 in Canada and under FAR 23 in the USA.
In 2004, Diamond received Chinese certification for the DA20. Both models also hold JAA certification, too.
Although the DA20 is available with instrumentation and avionics suitable for flight under instrument flight rules (IFR), its plastic airframe lacks lightning protection and thus does not qualify for IFR certification.
The DA20 is certified in the utility category, and it is permissible to intentionally spin it with flaps in the full up position.
Features
The DA20 is intended for a similar role as the Cessna 150, but there are many differences between the two aircraft. The DA20 has a higher cruise speed and rate of climb, control sticks (as opposed to yokes), composite construction, a canopy, low wings, a single fuel tank, a T-tail, and a castering nosewheel. Performance is significantly increased by the liberal use of composites and tapered wingtips which reduces drag.
In November 2008 the company announced that it would be offering an Aspen Avionics glass cockpit primary flight display as an option on the DA20. Diamond indicated the Aspen PFD was easy to incorporate into the existing instrument panel design because it mounts in a standard round instrument hole.
All models have composite airframes constructed of glass- and carbon-fiber reinforced plastic.
Crew accommodation
The DA20 is equipped with a bubble canopy. Small windows on either side of the canopy can be opened on the ground and in flight to provide cockpit ventilation. This canopy design, however, lets in an above-average amount of sunlight into the cockpit, increasing the cockpit's initial temperature.
The DA20's seats are recumbent and are not adjustable, instead the rudder pedals are adjustable fore and aft to accommodate pilots of different height. The fixed seats provide better occupant crash protection.
The seats in the C1 variant have a less obtuse angle, but, like the A1, are not adjustable. Both models are available with cloth or leather seat coverings.
Handling
Because the nose wheel of the DA20 is not linked to the rudder pedals, turns while taxiing must be made with differential braking, with rudder steering becoming more effective as airspeed increases.
The DA-20 possesses a higher glide ratio than many of its competitors. The glide ratio of the DA20-C1 is 11:1 and the DA20-A1 is 14:1. For comparison, the Cessna 150, another two-seat trainer, has a glide ratio of 7:1. The DA20's high glide ratio can pose a challenge for students if a no-flap landing is necessary. This can be greatly lessened with a moderate forward slip.
The higher glide ratio is a significant advantage in the event of an engine failure as it allows the aircraft to reach a greater number of potential landing areas from the same altitude.
Variants
DV20 A-1 "Katana"
A development of the HK36R motorglider, powered by a 80 hp (60 kW) Rotax 912 and certified in 1993
DA20 A-1 "Katana"
Developed from the DV20. Powered by a 80 hp (60 kW) Rotax 912 and introduced in 1995
DA20-100 "Katana 100"
Factory refurbished and re-engined Katana for the European market. Powered by a 100 hp (75 kW) Rotax 912S. Introduced in 1999.
DA20 C-1 "Katana" and "Katana Eclipse"
Name used in marketing and some 1998 year model planes. The name "Katana" was actually painted on some planes. Powered by a 125 hp (93 kW) Continental IO-240 engine. In order to accommodate the extra 70 pounds of the IO-240, the Katana's battery was moved behind the baggage bay, to help move the empty cg aft, and the wing sweep has been changed from 1 degree aft to just 0.5 degrees back to shift the center of lift forward. Previous Katanas had simple hinged flaps — but at the higher maximum weight, more sophisticated slotted flaps were necessary to bring the stall speed to the JAR-VLA-specified 45 knots
DA20 C-1 "Evolution"
Stripped down C-1, intended for flight schools as a trainer. No rear windows. Powered by a 125 hp (93 kW) Continental IO-240-B engine
DA20 C-1 "Eclipse"
Better equipped C-1 for private use, with rear windows for better visibility. Powered by a 125 hp (93 kW) Continental IO-240-B engine Entered production in 1999.
DA20 C-1 "Falcon"
Military trainer version. Powered by a 125 hp (93 kW) Continental IO-240-B engine. Instruments moved in front of the right seat, where the student sits. This puts the stick in the students right hand and throttle in the left, similar to fighter aircraft. Also equiped with a smaller fuel tank. Some Embry-Riddle Falcons have been sold to private owners and flight schools after being fitted with standard instrument panels and fuel tanks.
     
Diamond DA-40 TDI, IFR, Garmin 1000, SEP(L)/SPA 
Based on the success of the earlier DA20 two-seat aircraft, the company designed a four-seat variant, the DA40. The DA40 is a four-seat low-wing cantilever monoplane made from composite materials. It has a fixed nose-wheel landing gear and a T-tail. The Rotax 914 powered prototype DA40-V1, registered OE-VPC, first flew on the 5 November 1997 and was followed by a second prototype DA40-V2 (registered OE-VPE) which was powered by a Continental IO-240. In 1998 a third prototype DA40-V3 flew powered by a Lycoming IO-360 engine. Four more test aircraft were produced followed with the first production aircraft in 2000. JAR23 certification of the IO-360 production variant was obtained in October 2000. In 2002 the production of the Lycoming engined variant was moved to Canada and the Austrian factory concentrated on diesel-engined variants.
The DA40 has only officially appeared in three versions, the DA 40, DA 40D and DA 40F, as documented on its type certificates. The various model names that the aircraft has been sold under are marketing names and are not officially recognized by the authorities that have certified the aircraft.
The DA40 was initially marketed as the DA40-180, powered by a fuel injected Textron Lycoming IO-360 M1A engine.
In late 2006, the XL and FP models replaced the DA40-180. The FP replaced the fixed-pitch propeller version of the 180 and the XL replaced the constant-speed propeller version. The major difference between the new models and the 180 is the higher maximum cruise speeds. The DA40-XL is approximately four knots faster than the preceding DA40-180/G1000 with the two-blade Hartzell propeller and the "Speed Gear" option. The XL's speed increase is mostly due to the Powerflow exhaust system.
The DA40-XL has a constant-speed propeller and is powered by a 180 hp (130 kW) Lycoming IO-360-M1A fuel injected engine. It has a maximum cruise speed of 147 knots, burning 9.2 gallons of Avgas per hour. Its maximum takeoff weight is 2,535 lb (1,150 kg).
The DA40-FP has a fixed-pitch propeller, a 180 hp (130 kW) Lycoming O-360-A4M engine, which has a carburettor rather than fuel injection and a more basic interior, but is otherwise similar to the XL.
The DA40-TDI uses a Thielert "Centurion" 135 hp (101 kW) diesel engine and burns diesel or jet fuel. It has a constant speed propeller and FADEC (single lever) engine control. The first flight of the DA40D was made on Nov. 28, 2002. This model is not certified in the US.
Efforts to increase the DA40's cruising speed centered on the propeller and wheel spats. The wheel fairing streamlining was improved, a three-blade scimitar-type constant-speed propeller was incorporated and the Powerflow exhaust system from the XL was retained. The canopy contour was also revised, with the sides being more vertical before curving into the roof, which provides more shoulder and head room.
In the last half of 2007 the company updated the DA40 line by introducing the XLS and CS versions and eliminated the FP model. The XLS is the deluxe version, with the integration of some options into the standard offering including a Powerflow tuned exhaust, WAAS-capable G1000, GDL69 datalink, and TAS traffic alert system. The CS is the budget version, with fewer standard features.
Both CS and XLS versions of the DA40 use the Lycoming IO-360-M1A fuel injected engine. The major difference being the choice of propeller, with the CS using a Hartzell two-blade aluminum constant speed prop and the XLS using an MT composite three-blade unit.
Pilot and passengers enter the DA40 via the leading edge of the wing, an unusual feature among low-wing aircraft. The aircraft's nosewheel is free-castoring and directional control while taxiing is by mainwheel differential braking.
Variants
DA 40
Initial model, powered by a Textron Lycoming IO-360 M1A 180 hp (135 kW) engine and a MT Propellers MTV-12-B/180-17. Maximum gross weight is 1150 kg (2535 lb) or 1200 kg (2646 lb) with modifications installed. In increasingly refined versions marketed as the DA40-180, XL, CS and XLS.
DA 40D
Diesel model, powered by a Thielert TAE 125-01 (Centurion 1.7) or TAE 125-02-99 (Centurion 2.0) engine of 135 hp (101 kW) and MT Propellers MTV-6-A/187-129. Maximum gross weight is 1150 kg (2535 lb). Marketed primarily in Europe, although certified in Canada and Australia as well, as the DA40 TDI.
DA 40F
Fixed pitch propeller model, powered by Textron Lycoming O-360-A4M and a Sensenich 6EM8S10-0-63 or a Mühlbauer MT 188R135-4G propeller. Maximum gross weight is 1150 kg (2535 lb). Marketed as the DA40 FP. This model is no longer offered.
Equipment options
Past DA40 models were available with either traditional mechanical instruments or an optional Garmin G1000 glass cockpit suite. Current production DA40s are built only with the Garmin G1000 as standard equipment.
In April 2008, Diamond introduced the optional availability of Garmin Synthetic Vision Technology on the DA40 XLS.
     
Piper PA-34-200T. Seneca II, IFR, MEP(L)/SPA
This is a model of a Piper PA34-200T Seneneca II. The Seneca is made by Piper since the early 1970's and some 4500 were made since then. It has six seats in a pretty large cabin, two turbocharged counterrotating engines producing 200hp up to 12,000 ft. It cruises at 170ktas in 12,000ft at 65% power. Certification for flights into known icing conditions and the nice single engine behaviour made the Seneca a popular multi engine trainer.
Variants
PA-34-200 Seneca I
Certified on 7 May 1971 and introduced in late 1971 as a 1972 model, the PA-34-200 Seneca I, is powered by pair of Lycoming IO-360-C1E6 engines. The righthand engine is a Lycoming LIO-360-C1E6 engine variant, the "L" in its designation indicating that the crankshaft turns in the opposite direction, giving the Seneca I counter-rotating engines. The counter-rotating engines eliminate the critical engine limitations of other light twins and make the aircraft more controllable in the event of a shut down or failure of either engine.
The early Seneca Is have a maximum gross weight of 4000 lbs (1814 kg), while later serial numbers allowed a take-off weight of 4200 lbs (1905 kg).
Model PA-34-200T Seneca II
Responding to complaints about the aircraft's handling qualities, Piper introduced the PA-34-200T Seneca II. The aircraft was certified on July 18, 1974 and introduced as a 1975 model.
The new model incorporates changes to the aircraft's control surfaces, including enlarged and balanced ailerons, the addition of a rudder anti-servo tab, and a stabilator bobweight.
The "T" in the new model designation reflects a change to turbocharged, six cylinder Continental TSIO-360E or EB engines for improved performance, particularly at higher altitudes. The Seneca II retained the counter-rotating engine arrangement of the earlier Seneca I.
The Seneca II also introduced "club seating" whereby the two center-row seats face rearwards and the two back seats face forward allowing more legroom in the passenger cabin.
Gross weights are 4570 lbs (2073 kg) for takeoff and 4342 lbs (1969 kg) for landing, with all weight in excess of 4000 lbs required to be fuel.
PA-34-220T Seneca III
In 1981, the PA-34-220T Seneca III was introduced, having completed certification on December 17, 1980.
The change in model designation reflects an engine upgrade. Continental TSIO-360-KB engines were used which produced 220 horsepower (165 kW), although only rated as such for five minutes and then dropping to 200 hp (150 kW).
The horsepower increase, combined with the new engines' limit of 2800rpm (up from 2575rpm), combined for much improved climb and cruise performance. The new aircraft also incorporated a one piece windshield, a metal instrument panel, instead of plastic and some models have electrically actuated flaps.
The aircraft's gross weight was increased to 4750 lbs (2154 kg) for takeoff and 4513 lbs (2046 kg) for landing.
PA-34-220T Seneca IV
In 1994, the "New" Piper Aircraft company introduced the Seneca IV, having achieved certification on November 17, 1993. This model was similar to the Seneca III offering minor improvements, such as a streamlined engine cowl for increased cruise performance. It continued to use the counter-rotating Continental TSIO-360-KB engines and gross weights remained unchanged.
PA-34-220T Seneca V
Certified on December 11, 1996, the Seneca V was put into production as a 1998 model year. Again the cowls were redesigned for increased performance, several cockpit switches were relocated from the panel to the headliner and a slightly different engine variant, the Continental TSIO-360-RB was installed.
The Seneca V's gross weights remain the same as the Seneca III and IV at 4750 lbs (2154 kg) for takeoff and 4513 (2046 kg) lbs for landing.
     
Diamond DA-42, IFR, MEP(L)/SPA, Garmin 1000
Development
The DA42 Twin Star was certified in Europe in 2004 and in the United States in 2005.
The airplane is made of carbon composite material. It is equipped with a Garmin G1000 glass cockpit. (A proof-of-concept version powered by two 180 hp (130 kW) Lycoming IO-360 engines also exists.)
The DA42 Twin Star was the first diesel-powered aircraft to make a non-stop crossing of the North Atlantic, in 12.5 hours, with an average fuel consumption of 5.74 gallons per hour (2.87 gallons per hour per engine).
Powerplants
The DA42 was originally powered by two Thielert Centurion 1.7 diesel engines. Based on production Daimler Mercedes TDI automotive engines, Centurion aerodiesels are modified with propeller reduction drives and redundant hardware specific to aeronautical use. These engines can operate on diesel fuel, but according to TAE Centurion, Thielert's aircraft engine subsidiary, the company has elected to license the engines for jet fuel use only. In the United States, Jet-A or Jet-A1 fuel (or mixture) is used. A significant percentage of DA42s are used in flight training, where the aircraft is about 30% to 40% more fuel efficient than its main competitor, the Piper Seminole, which uses 180 horsepower (130 kW) Lycoming engines to deliver similar cruise speeds and payloads.
Thielert Aircraft Engines ended its production of the 1.7 L. Centurion engines (designated as TAE 125-01 Centurion 1.7) in favour of a new 2.0 L. (TAE 125-02-99) engine. Diamond began installing this new 2.0 L. engine in early 2007. Although engine displacement increased, it was de-rated to produce the same horsepower (135) and torque (302 ft•lbf.) as the 1.7 L. engine.
In late 2007, Diamond aircraft announced it would begin building and installing its own aerodiesels, through a subsidiary, Austro Engine gmbH, and with other partners that included Mercedes Benz Technologies.
The future use of Thielert engines on the DA42 came into question due to Thielert filing for insolvency in April 2008.
In May 2008 Diamond Aircraft indicated that they were acquiring as many engine parts as possible from Thielert to ensure serviceability of the existing DA42 fleet. Negotiations between Diamond and Thielert failed to find a solution and Diamond informed its customers with Thielert engines that "Unfortunately, the insolvency administration has not accepted any part of our proposal."
In May 2008 Diamond Aircraft had more than thirty DA42 Twin Stars on the production line in London, Ontario waiting for engines to be available. Diamond planned to continue DA42 production, but warned customers at the time: "given the current situation, there may be unusual delays in service and response to technical inquiries."
On May 14, 2008 Thielert announced that it would no longer honour engine warranties for the engines installed in Diamond Aircraft. Owners who required warranty work were required to pay cash in advance for parts that they needed. The engine gearboxes must be inspected or replaced every 300 hours and Kuebler, the company handling Thielert's bankruptcy, offered new replacement gearboxes for US$16,000 and used, inspected ones for USD$7,800. These gearboxes had to be paid for in advance and did not come with a warranty. At these prices, gearbox replacement, amortized over the life of the engine, threatened to more than double the cost of engine operation to over USD$100 per hour, plus fuel. Lycoming engines of similar horsepower cost less than USD$12 per hour to overhaul. This announcement caused a predictably negative reaction from Diamond DA42 owners. Diamond Aircraft attempted to honour the warranties in place of the engine manufacturer and commenced negotiations for parts and maintenance certification authority.
Due to the insolvency of Thielert and the decisions of the insolvency administrator, including cancelling warranty support and the prorating of time-between-overhaul for the Thielert engines that power the DA42, Diamond announced in July 2008 that production of the DA42 was suspended. At the time production was suspended the DA42 was reported to have 80 percent of the piston twin market.
In November 2008 Diamond Aircraft CEO Peter Maurer said the insolvency commissioner responsible for Thielert's restructuring had accepted that the eventual sale of the company would depend on product support. This lead to Thielert reducing the cost of parts and actively working on extending inspection and replacement requirements for gearbox clutches as well as other parts.
In November 2008 Diamond was still pursuing maintenance certification authority for the Thielert engines, developing its own line of Austro diesel engines and certification of the Lycoming O-360 powered DA42 all as possible solutions to the situation.
In March 2009 Diamond achieved EASA certification for the Austro engine and returned the DA42 to production as the DA42 NG. The new engine produces 20% more power, while giving better fuel economy than the Thielert engines and results in a higher gross weight and increased performance.
The first Austro-powered DA42 was delivered to a customer in Sweden in April 2009, with the first US customer aircraft expected in mid-2010.
Variants
DA 42
Production aircraft built in Austria and Canada
DA 42 M
Special Mission variant built in Austria, modification from standard DA 42 and new production.
DA 42 L360
Lycoming IO-360 180 hp (134 kW) equipped version that will use 100LL fuel instead of Jet-A. Customer deliveries are forecast for early 2009 with an initial price of USD$599,500. This model is intended for the North American flight training market.
DA 42 NG
Austro Engine GmbH AE300 170 hp (127 kW) equipped version with EASA certification achieved in March 2009. FAA certification pending.
     
Synthetic Training Device FNPT II D-SIM-42 Twin Star NG
The D-SIM-42 flight simulation training device is an exact replica of the most modern twin engine aircraft Diamond DA42 Twin Star. The simulator will feature accurate aerodynamics, systems replication and complex aircraft instruments simulation including a sophisticated external visual system (EVS). The aerodynamic model is based on aircraft data and flight tests performed by test pilots from the Diamond flight test department.
Flight Dynamic Model (FDM)
The flight dynamic including the aerodynamic model, the engine, prop and gear model is based on the aircraft reference data from Diamond Aircraft Industries as well as on additional subjective flight tests with the aircraft with experienced DA42 pilots from Diamond Aircraft, Diamond Simulation and customers alike.
Computer Hardware (IT)
• Closed computer cabinet with 5 PCs
• One PC each for the flight simulation SW and for the IOS-SW
• Single board computer(SBC) for the electronic control loading
• Three PCs for the visual system with respective graphic cards
• Three projectors (one for every channel)
• Network hub, router and switches
• One master switch to turn on/off the complete system
• Uninterrupted power supply (UPS) (option)
Options
• Video recording system
• Uninterrupted Power Supply (UPS)
• Various options of generic and high end External Visual Systems with generic or high resolution databases (cf. External Visual System, EVS)
• Convertible DA40/DA42 (on request but not before 2nd quarter 2007)
External Visual System (EVS)
• The offer includes a three-channel external visual system (EVS) with 180-degree cylindrical screens. The EVS can optionally also be delivered with three spherical screens. A D-SIM-ViewTM a defined training area is included; other areas as well as three dimensional objects and high resolution sceneries and insets are available on request. The EVS is furnished with LCOS or LCD projectors. High end laser projectors are available on request.
• The external visual system (EVS) comprises a projection system including projectors and projection screens as well as a digital elevation model (DEM) and a DiamondViewTM visual database for a defined training area. Both, the projection system and the visual databases meet certification requirements up to Level B Full Flight Simulators according to the regulations of the JAA and FAA. The system can be enhanced with additional higher resolution databases (e.g. airport or special area 3D Diamond InsertViewTM databases) as specified by the customer including all data as specified in the respective Aeronautical Information Publications.
Electronic Control Loading System (CLS)
• The offer includes a three-axes electronic control loading system (ECL) which ensures a high degree of realism for the simulation of the control forces.
Instructor Operating Station (IOS)
• The offer includes an IOS attached at the rear of the original cockpit and enclosed on all sides with access from the rear. If requested the IOS may also be delivered with a roof. The standard position of the workstation (with printer and two PCs) is on the right hand side but may also be switched to the left side.
    
    
    
The design
Exercises
 Engine failure with single engine approach at ZRH
 Minimum visibility take off in ground fog at ZRH
 Approach into ground fog at ZRH
 Manual gear extension with visual landing at Locarno
 Approach to stall in landing configuration
 Descent through alto stratus layer over Rhone valley
 Complete electrical failure with approach at FDH
 Runway change on short final at ZRH
 Autopilot: OBS intercept
 Flight plan page on MFD: approach sequencing |
