The Diamond DA20 is a two-seat tricycle gear general aviation airplane designed for flight training. In addition to its role as a primary trainer, it enjoys a degree of popularity among pilot-owners. The aircraft takes advantage of all the latest state-of the art features and composite construction and has been regarded one of the safest general aviation aircraft in the industry.

There are two basic models of the DA20. The A1 Katana, based on the DV20 Katana, is powered by a Rotax 912 engine rated for 80 or 100 hp (60 or 75 kW) and has a constant-speed propeller. The C1 Eclipse/Evolution is powered by a Continental IO-240 engine rated for 125 hp (93 kW) and has a fixed-pitch propeller. Both models have composite airframes constructed of glass- and carbon-fiber reinforced plastic.

The DA20 has a similar mission to the Cessna 150, but there are many differences between the two airplanes. The DA20 has better performance, 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 the effects of induced drag.

Although the DA20 is available with instrumentation and avionics suitable for flight under instrument flight rules (IFR), the plastic airframe lacks the wire-mesh required to survive a lightning strike, and thus does not qualify for IFR certification. The DA20 is certified in the utility category, and it is permissible to intentionally spin it.

Handling and Comfort

Because the nosewheel of the DA20 is not linked to the rudder pedals, turns while taxiing must be made with differential braking. However, rudder effectiveness quickly becomes sufficient for control during the takeoff roll.

The glide ratio of the DA20-C1 is an impressive 11:1 and the DA20-A1 is an outstanding 14:1. (For comparison, the Cessna 150 has a glide ratio of 7:1.) This can pose a challenge during landing if a no-flap landing is necessary, but can be greatly lessened with a moderate slip and is a significant advantage in the event of an engine failure.

The bubble canopy results in a superb, helicopter-like view. Small windows on either side of the canopy can be opened on the ground and in flight to increase airflow through the cockpit. Furthermore, the canopy design lets in excess amounts of sunlight during early morning and late evening flights due to the low sun.

The seats are not adjustable - they are exactly the same as the high performance Sukhoi Su-29 aircraft. This provides better occupant crash protection these seats have the highest safety rating in the general aviation industry. (Some pilots report that the recumbent seats in the DA20 are too reclined and that they lead to backaches after sitting for several hours; experienced DA20 owners state that this is only a problem when a C or P type pilot tries to sit upright instead of relaxing into the reclined seat.) The seats in the C1 variant have a less obtuse angle, but still are not adjustable. Both models are available with cloth or leather seats.

History

The DA20 is a relatively young design. 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. In 2004, Diamond received Chinese certification for the DA20. (The DA20 has always been certified in the United States, Canada, and JAA member states.) The DA20-C1 is still in production.[1]

Embry-Riddle Aeronautical University provides the Academy Flight Screening (AFS) program for the United States Air Force Academy in DA20-C1 "Falcons" which were specially ordered with slightly smaller fuel tanks and primary flight instruments on the right side of the aircraft. Embry-Riddle currently operates a fleet of 18 DA20s at the Academy.

Doss Aviation, after being awarded a contract for US Air Force Introductory Flight Screening (IFS) in Pueblo, CO, has ordered 42 DA20s. This program is intended to take over the Academy's AFS program in the next few years so that all Air Force pilots attend the same training.

The DA40 is available in three main versions:

• The DA40-XL has a constant-speed propeller and is powered by a 180hp Lycoming IO-360-M1A fuel injected engine. It has a maximum cruise speed of 158 kts, burning 9.2 gallons of Avgas per hour. It's maximum take off weight is currently 2,535 lbs (1,150 kg). A 110 lb (50 kg) gross weight increase is awaiting regulatory approval. [1]

• The DA40-FP has a fixed-pitch propeller, a 180hp Lycoming O-360-A4D engine (which has a carburettor rather than fuel injectors), and a more basic interior but is otherwise similar to the XL.

• The DA40-TDI uses a Thielert 135hp 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 generally available in all markets, notably the US.

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 new models' vertical wingtips and 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 PowerflowTM exhaust system. The vertical winglets of the XL model are designed primarily to reduce the wingspan by approximately 12 inches, making the aircraft an easier fit into a standard 40' hangar.

The DA40-TDI became available in North America only in 2006, much later than it did in Europe. The diesel engined TDI has outsold the avgas engined 180 (and XL and FP) in Europe by some margin.