diamond da20 cruise speed

• AVwebFlash Current Issue
• AVwebFlash Archives
• Aviation Consumer
• Aviation Safety
• IFR Refresher
• Business & Military
• eVTOLs/Urban Mobility
• Experimentals
• Spaceflight
• Unmanned Vehicles
• Who’s Who
• Video of the Week
• Adventure Flying
• AVWeb Classics
• CEO of the Cockpit
• Eye of Experience
• From The CFI
• Leading Edge
• Pelican’s Perch
• The Pilot’s Lounge
• Brainteasers
• Company Profile
• Flying Media Offers
• Question of the Week
• Reader Mail
• Short Final
• This Month In Aviation Consumer Magazine
• This Month In IFR Magazine
• Farnborough
• HAI Heli Expo
• Social Flight
• Sun ‘N Fun
• Women in Aviation
• Accidents/NTSB
• Aeromedical
• FAA and Regs
• Flight Planning
• Flight Schools
• Flight Tracking
• Flight Training
• Flight Universities
• Instrument Flight
• Learn to Fly
• Probable Cause
• Proficiency
• Risk Management
• Accessories and Consummables
• Aircraft Upgrades
• Equipment Reviews
• Maintenance
• Refurb of the Month
• The Savvy Aviator
• Tires/Brakes
• Used Aircraft Guide Digest
• Electronic Flight Bag
• Engine Monitors
• Portable Nav/Comm
• Specifications
• Register Now
• Customer Service
• Reset Password

• Sign up for AVweb Flash
• Read AVweb Flash
• Aviation Publications
• Contact AVweb

LSA-Based Exploding Drones Used In Attacks On Russia

Archer Reports Success With Battery-Pack Drop Testing

Beta Technologies Alia CTOL Impresses At Cape Cod Debut

DoT Inspector General To Audit FAA Efforts On Drone Integration

CEO Of The Cockpit: Master Of My Domain

Sun ‘n Fun 2024: Innovation And Grit

From The Inside, Things Look Even Worse For Air Traffic Control

Going Boeing

Enforcement Action Against Wing Walking Business Goes Over The Top

Picture Of The Week: April 26, 2024

Featured Video: Airthre’s Cabin Oxygen Generator

Picture Of The Week: April 19, 2024

FAA Fit? Wingman Med Backstops

Short Final: Student Workout

Short Final: Mirage Alert

New T-Shirt Line Launched By Aeroswag

Short Final: More Information, Please

Alaskan Instructor Wins Martha King Scholarship

Sun ‘n Fun 2024: Bose A30 Headset

Sun ‘n Fun 2024: Garmin VHF Radios

Sun ‘n Fun 2024: Dynon Unveils 12-Inch Display

C-54 Fuel Transport Down In Alaska (Updated With Video Link)

MOSAIC Final Rule Now Expected In 2025

Swiss Crew Aborts Takeoff For Four Other Planes Crossing JFK Runway

SMS Final Rule Issued

NATA Challenges GAMI’s Assertion Of ‘Commercial Availability’ of G100UL

EAGLE Projects Approval For PAFI Unleaded Fuel In 2025 (Corrected)

Continental Introduces Diesel For Helicopters

Lycoming Says Aromatics In Fuel, Leaning Techniques May Have Caused Valve…

uAvionix Gets FAA Airport Surface Situational Awareness Contract

Sun ‘n Fun 2024: Garmin’s GTN 750Xi Radar Interface

Booking Tool Allows Passengers To Opt Out Of Boeing 737 MAX…

• features_old
• Flight Safety

Diamond DA20 Review

For efficiency, speed, view and handling, it's hard to beat. just don't expect any ifr..

The world of training aircraft has all but reinvented itself since Diamond introduced the DA20 to the North American market nearly 20 years ago. When the Katana appeared, Diamond reasoned that the fleet of ancient Cessna 150s and 152s was growing weary and operators would lust for replacements. What it didn’t anticipate was a couple of significant downturns, a glut of overproduction and the rise of the light sport aircraft market. The latter hasn’t exactly set towering sales records, but it doesn’t take many missed sales to turn a modest program into a struggling one.

Nonetheless, Diamond has still found success with the DA20 as a basic trainer and as an inexpensive, owner-flown fun flyer that’s fast enough to fly the occasional cross country, albeit in VFR conditions only.

Flight schools say customers like the DA20 for its sporty looks and handling, reasonable costs and expansive views from the airplane’s unique bubble canopy. Although many of those customers might not realize it, there’s something else to like, too: The DA20 has one of the best safety records in general aviation, hands down and with no asterisks. But if many buyers put safety at the top of their list of considerations, it appears not to have helped DA20 sales much. Further, the company’s follow-on product, the four-place DA40 Star, may have actually siphoned some sales, since both airplanes are commonly used in the trainer role.

When the DA20 showed up as a European import in 1994, there was no mistaking its roots as a sailplane design. It was a T-tailed, all-composite two-seater with high-aspect ratio sailplane-like wings and a huge, rear- hinged bubble canopy that made for unique—and some say awkward—ingress and egress.

Also unique was the airplane’s 81-HP Rotax engine, which many U.S. pilots had never seen, since the engine hadn’t made major inroads, even in the experimental market.

The Rotax-powered A1 Katanas at takeoff sounded like a sport motorcycle with a stuck throttle. Chainsaw jokes abounded. The airframe was also much slicker than students used to draggy Cessnas were accustomed to. Carrying too much speed into the flare was a common problem.

Since those early days, the DA20—in its C1 version—has evolved into what some might consider a more serious contender, thanks in part to a Continental IO-240B sporting 125 HP. Today, the DA20 soldiers on, training the next crop of pilots in fleet situations and in the traditional FBO/flight school environment.

Gone is the Rotax, which on hot days made climbing to altitude a time-building experience, although you can still find A1 versions pow- ered by it. Most were shipped to Europe, where pilots don’t mind the lower power and the aircraft’s unique exhaust note is considered unremarkable.

On the used market, its years of service and by now well-known maintenance and pilot requirements make it a worthy contender among the two-seat, tricycle-gear competi- tion for a personal airplane. Given the low fuel burn, it has excellent cruise performance—a good 20 knots faster than competing trainers.

Model History

In the mid-1990s, when the A1 Katana arrived, the general economy was strong and GA was showing signs of a modest recovery in the wake of disastrous sales figures posted in the late 1980s. The water- shed General Aviation Revitalization Act and its 18-year statute of repose on product liability lawsuits became the law of the land in 1994, but Cessna wouldn’t re-enter the piston-single market until 1997. Simply put, there were few new trainers on the market and Cessna wasn’t going to provide any two-place airplanes until the Skycatcher LSA came along more than a decade later.

The company that eventually became Diamond Aircraft had been building composite aircraft for quite some time before the DA20. Austria’s Hoffman Flugzeughbau was formed in 1981 and began producing the H36 Dimona motorglider, which has evolved into the HK36 and HK36R Super Dimona, better known in North America as the Katana Extreme motorglider. Diamond says it’s now the best selling motorglider in Europe and they’ve sold some in the U.S., too.

With that motorglider as a base, the company’s management bought the fledgling airframer and renamed it HOAC-Austria Flugzeugwerk in 1989. Two years later, HOAC was acquired by Diamond’s current owners, the Dries family, which is well-established in the automotive business in Europe. Christian Dries, the company’s hardcharging CEO and a lifelong pilot, was determined to make a mark in general aviation— and did just that.

The new owners soon began developing the Katana DV20 by shortening the HK36’s wings, as well as adding flaps and tricycle landing gear. This design evolved into the DA20 Katana, but it started life at Diamond’s factory in Wiener-Neustadt, Austria, as the DV20.

The company set up shop in 1992 in London, Ontario, as Diamond Aircraft Industries. The intent was to develop a North American version of the Katana. The next year, DV20 production went into full swing in Austria. In late 1994 and based on its European paperwork, Diamond received full FAA certification of the DA20-A1, and U.S. deliveries began.

Basic Design, Safety

Even with its slightly bulbous nose, one way to describe the first Katana is “Eurosleek.” Diamond has improved and tweaked the basic DA20 over the years, but it seems the Katana was mostly right fresh out of the box.

The composite design includes a pair of fuselage halves joined longitudinally down the airframe’s center. The wings are similar in construction, with upper and lower halves joined in a lay-up and vacuum-bagging process. These methods yield accurate, consistent airframe parts. After assembly, the parts are hot-cured in ovens. Although this type of construction had been business as usual in Europe for years, it was new to North America. Eventually, Cirrus, Lancair and even Cessna followed Diamond’s lead.

The design is nothing if not robust. The wing spar carries through the fuselage in a box structure designed to accommodate the spring- steel landing gear. Both seats are essentially attached to this structure, which has proven itself over 18 years in the rough-and-tumble world of flight training.

Although the DA20 has suffered its share of accidents and incidents, only three have been fatal in the U.S., according to the NTSB. Aviation Consumer’s comparative review of aircraft safety, which appeared in the January 2012 issue, found that all of Diamond’s airplanes from the DA20 to the DA42 twins have exceptionally low overall accident rates and low fatal rates.

The Katana’s slender wings span 35 feet, 8 inches (cut down from the 53-foot wings used on the HK36), reinforcing its motorglider roots. De- spite their looks, the wings are only 28 inches wider than the Cessna 150/152. The wingtips have a slight winglet-like upturn to help reduce drag.

The DA20 retains the T-tail used on the motorgliders and employs a conventional elevator. The horizontal stab and elevator are just a bit above the average person’s eye level, so preflight isn’t a hassle, although if you want a thorough peek at the tail top surfaces, you’ll need either a step stool or a short ladder.

Although other T-tail airplanes got bad raps for quirky handling—probably undeserved—the DA20 did not. Its handling is basically without sin and predictable across the entire flight envelope.

Lots of Glass

One of the nicest things about the Katana is also one of the not-so-nice things about the Katana: It has a forward-opening (i.e., rear-hinged) wraparound bubble canopy. While the resulting visibility is unparalleled for a trainer—and most other aircraft, for that matter—a hot summer day can turn the cockpit into a solar cooker. In later models, Diamond addressed this with a shaded top, and that helps keep the temperatures from approaching the interior of a pizza oven on a July afternoon.

Another less-than-appealing aspect of the canopy is that it can generate massive drag if it comes open in flight. In such an event—usually resulting from failure to latch it correctly prior to takeoff or if it becomes unlatched in flight—the canopy pivots back and presents its entire surface to the relative wind. In other words, it becomes a giant, very effective air brake.

This has happened at least once and although the airplane obviously didn’t handle normally, the pilot kept it well enough under control to survive an off-airport return to earth.

In later models, beginning with those made after January 1995, Diamond added a warning light to indicate when the canopy isn’t latched and improved the latching mechanism for ease of use. We’re still not crazy about that aft-hinged canopy, but the accident record suggests it’s not the safety hazard we imagined.

The only other issue raised by the canopy is what happens to the occupants if the aircraft comes to rest upside down. In one of the only three fatal accidents in the NTSB’s files, a 2004-model Katana being used for primary instruction clipped unmarked power lines during a simulated engine-out landing. The airplane came to rest inverted and caught fire. The accident report doesn’t provide details on the occupants’ egress, but the CFI apparently was killed outright. The student succumbed to “serious thermal injuries” almost four months later. Worth noting is that as far as we know, this is the only incidence of a Diamond aircraft of any model suffering a post-crash fire.

Powerplants

North America’s original DA20-A1 Katana is powered by a Rotax 912-F3. As such, it became the first “mainstream” Rotax-powered GA aircraft most pilots and mechanics encountered. Rotax was and is a well-known and respected maker of quality engines for the ultralight, LSA and light homebuilt market. But at the time, a Rotax was unheard of in a certified airplane.

Initially, the Rotax 912 engine had a 1000-hour/10-year TBO. In March 1999, this was extended to 1200 hours/10 years. Again in April 2003, TBO was extended, this time to 1500 hours/12 years. These values are generic, however; review a specific engine’s serial number and maintenance/parts history to determine the manufacturer’s recommendation. Presently, the Aircraft Bluebook Digest shows the DA20-A1’s engine to have a 1200-hour TBO; the overhaul’s average cost is $10,000 installed.

The Rotax engines in the A1 Katanas have delivered generally good service, although Diamond complained about overheating, which Rotax attributed to the installation, not the engine. Over time, complaints about anemic climb made their way back to the factory. For these and perhaps other reasons, Diamond switched to the Continental IO-240B in the 1998 model year, giving it 125 HP and the C1 Evolution designation.

First certificated in 1990, Continental’s IO-240-series engines—which basically are two-thirds of the six-cylinder IO-360—generally have a good service record. Beginning in 2004, however, Continental released a handful of service bulletins and service letters designed to address what were termed an “idle stability problem on the IO-240 engine models.”

Transport Canada (TC) put it more bluntly in early 2008: “There have been a number of rough running/unstable engine events and engine shutdowns occurring on Diamond Aircraft (DA) model DA20-C1 powered by the Teledyne Continental Motors (TCM) IO-240-B series engine.”

A TC-issued service difficulty advisory noted, “Uncommanded engine shutdowns have occurred during various phases of training flights (stalls, spins and sideslips). Engine idle instability and sputtering at low power have also occurred during the critical approach phase and after landing.”

To address the problem, Diamond issued a mandatory service bulletin (MSB) and Transport Canada Civil Aviation issued AD CF-2007-27R1, mandating Diamond’s MSB and specifying incorporation of Revision 23 to the DA20-C1 Aircraft Flight Manual.

We couldn’t find any U.S. airworthiness directives targeting Continental’s IO-240 series engines. For that matter, we couldn’t find any significant ADs against the DA20- C1 at all, other than some shotgun ADs related to placards or third-part avionics.

Finally, potential buyers may come across a “Katana 100” variant. This is a DA20-A1 that has been through a factory program costing some $30,000 and consisting of a complete mechanical and cosmetic refit. Part of the bargain was a factory-new 100-HP Rotax 912S and a gross weight increase, to 1654 pounds, providing a 44-pound useful load boost. This variation also is listed in the FAA type certificate and references Diamond Aircraft Drawing No. 20-0100-00-00. The Aircraft Bluebook Digest doesn’t list any Katana 100 models.

It does list, beginning in 2001, an additional C1 model called the Eclipse. This wasn’t really a different model but simply an upscale equipment package that included leather seats, Garmin avionics and other goodies. It remained in the model line until 2008.

In a nod to maintainability and its intended use as a trainer, Diamond made the Katana about as simple as certificated airplanes get. For example, there’s no nosewheel steering. Instead, there’s a castering nosewheel and steering is accomplished via differential braking, which seems to be the trend in modern fixed-gear aircraft. Early Katanas had high brake-pedal pressure. Meanwhile, a shelf-like structure built into the airframe near the rudder pedals made it difficult for those with larger feet to steer and brake the airplane. This was corrected in later models.

Except for the rudder, which is cable-operated, the flight controls are activated via push rods, which generally provide the pilot with more feedback and responsiveness. The flaps are electric with three positions: retracted, takeoff and landing. The flap switch is panel-mounted and includes a position indicator.

Pitch trim is electric, with no manual provision, yielding one of the few things we don’t like about the airplane. A rocker switch on the center console behind the throttle operates an anti-servo tab on the elevator (A1 models), but fine-tuning the trim can be an exercise in excess.

We think the Katana’s center stick is one of the airplane’s strongest assets. We’ve always believed students or pilots new to a type adapt more quickly to a center stick, which we prefer over yokes and the more recent innovation of side sticks. Even pilots who don’t like the Katana for other reasons seem to like the stick.

The Katana’s fuel system, while as simple as the rest of the airplane, does pose a potential problem. A single aluminum tank is located behind the seats, forming the baggage compartment’s floor. It holds 19.5 usable U.S. gallons in the Rotax-powered A1 version and 24 U.S. gallons usable in the C1. In both models, it’s filled from a cap located on the fuselage aft of the pilot’s seat.

As a design feature, we don’t like the idea of putting fuel lines and hoses in the cockpit space, let alone the entire tank. In our view, the gasoline should be outside the people area, preferably in the wings. Even so, we’re aware of only the previously mentioned single accident involving post-crash fires

Since there’s only one tank, switching isn’t an issue. The single shutoff valve is located on the left side of the center console, near the pilot’s feet. The tank has one sump drain located on the left side of the fuselage. In Continental-powered

C1 DA20s, an additional fuel system drain is installed on the fuel filter bowl. All DA20s are 12-volt air- planes. The airplane is all-electric, but DA20s usually don’t have extensive avionics for the simple reason they were never certified for IFR operation, something many flight schools and owners have complained about.

A1/C1 Differences

The Rotax-powered Katana A1 is an easy-to-fly starter trainer, but many flight schools wanted more. The main thing they complained about was poor climb performance. Diamond’s first solution to the performance problem was the aforementioned Katana 100 retrofit program.

The second solution involved the C1’s Continental IO-240B, with 125 HP. At the same time, Diamond tweaked up the basic airframe, squeezing an impressive 60 pounds out of it. This helped accommodate the heavier Continental engine.

With the lighter airframe, the C1 also got a redesigned horizontal stabilizer, eliminating the anti-servo tab. It also got slotted flaps in place of the A1’s hinged flaps and the canopy latch was improved, as were the brake master cylinders. Wing sweep was tweaked by half a degree.

Ergonomically, the instrument panel was moved higher and further forward, creating more knee room. Seatback recline angle was increased to improve comfort. This was a necessity, in our view, because although the fixed seats—the rudder pedal position is adjustable in all models—are comfortable enough for a short training session, they can be excruciating on a long cross-country. Even so, some owners complain that the seats are rock-hard after a flight of more than an hour.

There were some name changes, too. The C1 initially carried the Katana name but in 2000, Diamond renamed the airplane the Eclipse and Evolution, with the former being the gussied-up airplane intended for private owners and the Evolution the training model. The Eclipse has rear windows, pop-out vents, wheel pants, inertial-reel harnesses and Garmin avionics versus Bendix/King products in the Evolution.

Performance, Handling

Stick-force-to-G is a bit on the light side, which is fine for a trainer, in our view. While we don’t think manhandling will ever pull the wings off a Katana, students should find it light enough to be easily mastered. The ailerons are effective—and what adverse yaw there is encourages rudder use. But rudder input requirements remain light-pressure-on-the- pedal, not the thigh-numbing stomp encountered in heavier airplanes.

Stalls are quite gentle and even when we’ve tried to provoke the airplane into something more sinister, it won’t go along. Although plenty of students have ham-handed Katanas and broken plastic as a result, none of these have been due to stalls or stall/spins, as far as we can tell from reviewing the Katana’s accident record. The airplane is approved for spins, with the flaps up, something desirable in a trainer.

In addition to its training duties, the Katana is perfect for low-and-slow cruises across the countryside. The Rotax-powered Katanas cruise in the 110- to 115-knot range, which makes them a bit faster than a Cessna 150. Expect fuel burns of 3.5 to 5 GPH, which places the A1 Katana firmly on the positively frugal end of the spectrum

The Continental-powered C1 version burns more fuel, but is quite a bit faster. On 7.3 to 8.3 GPH, it’ll true out at 125 knots. Also, the C1 comes with a noticeably improved climb rate, easily turning in an 800 FPM initial performance, bleeding off to 500 FPM or so at practice-area altitudes. If you don’t think that’s a considerable improvement, you haven’t spent much time instructing.

As should be expected when considering its role, Katanas have adequate but not generous payloads. Early A1s had empty weights of about 1160 pounds against a gross weight of 1609 pounds. That yields a useful load of about 450 pounds. Throw in full fuel and there’s barely enough payload left for two FAA 170-pounders. Obviously, a pair of 200-pounders up front won’t cut it.

Allowable baggage weight is 44 pounds, which is quite generous considering that there’s very little space behind the seat for anything more than underwear and a tooth- brush. The Continental versions have a higher gross weight of 1764 pounds for a typical useful load of 600 pounds. That means full fuel and a pair of heavier pilots up front is a realistic option.

Maintenance, User Groups

Given its simple airframe and overall design, Diamond predicted the DA20 would be a low-maintenance airplane. That’s true, but the airplane isn’t without foibles. Thankfully, none of them are deal breakers, in our view.

Brake wear and replacement rates can be high, which should not be a surprise, since the airplane is steered with brakes. Early in the A1 version’s history, there were a number of reports of cracked spinners. One reporter found all nine of his fleet aircraft with cracked spinners, suggesting pilots pushed on the spinner during ground maneuvering.

A recent review of the FAA’s service difficulty reports did not uncover a series of related or linked problems. In the Rotax models, we saw complaints about oil pressure issues and broken exhaust springs, but few beefs about the airframe itself. We didn’t find many repeated complaints about the C1, either. There were the usual reports of cracked parts—nosewheel assemblies, rudder pedals, some composite components, but nothing we would consider a characteristic flaw in the airplane. This tends to indicate to us the type has matured and installing revised components—either in the field or at the factory—has resolved many recurring issues.

The DA20 can be thought of as being relatively AD-free. We count eight ADs, on the A1 version and only one on the C1 version. All of these ADs are of relatively minor consequence, not the gotcha variety that might queer a pre-buy inspection.

The Diamond Aviators Association (www.diamondaviator.org), was formed in 2007. A traditional type club, the organization has more of a virtual presence than a physical one, but acquired the apparently defunct Diamond Owners and Pilots Association and merged its membership. The organization says it is independent from but endorsed by the manufacturer and works closely with Diamond to maintain a two-way flow of information.

Reader Comments

I own and operate Summit Aviation, a busy flight school in Bozeman, Montana. We currently operate five DA20 aircraft, as well as DA40s, DA42s, a Cessna 182RG, a Cessna 172S and other aircraft. The flight school began with one Cessna 150 in 2000 and grew to a fleet of Cessnas in 2004.

In 2005, the flight school was growing exponentially, requiring us to consider a fleet of aircraft. My plan for a new Cessna fleet was reconsidered after a friend convinced me to fly a Diamond before moving forward. I flew a DA20 and was immediately sold on its safe flight characteristics, economy, modern design and fun factor.

Fun to fly is very important to me as a flight school owner. After many thousands of hours in training aircraft, it’s easy to lose the thrill of flight. Our beautiful mountainous environment combined with the incredible visibility and fun flight characteristics of the DA20 has been a major key to our success. Student and CFI retention is well above average with our school.

The first DA20 was a tough sell to the students initially because it just didn’t look like other aircraft. After a couple flights with a few willing students, it wasn’t long before the bulk of our fleet was converted to Diamonds. The DA20 proved to perform better at our high elevation airport than other aircraft in our fleet. We could climb and cruise faster and at half the fuel burn.

We found that the DA20 nearly cut our fuel, maintenance and insurance in half from what we were seeing with the 172s.

The ability to offer a brand-new aircraft for the same rental price as the competitors’ 30-year-old trainers gave us the leg up needed to succeed. We were also able to get through difficult economic times and high fuel prices, due to the fact our aircraft were so inexpensive to operate.

After more than seven years of operating Diamond aircraft, we have experienced an incredible safety record. The low stall speed, docile flight characteristics and strength of the airframe have contributed to our safety. Every pilot makes mistakes.

It helps me sleep at night knowing my students are flying the most statistically safe training aircraft available. Success as a flight school is due to many factors. Our amazing staff, good business practices, effective advertising, safety programs and a focused effort have helped us succeed. I do believe, however, that if I did not take my friend’s advice to fly the DA20, our school would not be the success it is today.

Ben Walton, Summit Aviation, Inc

I fly a 1996 DA20-A1 (with the Rotax 81-HP engine). It is a joy to fly, with excellent visibility, smooth/responsive controls and an excellent safety record. I cruise at between 95 and 122 knots, depending on how much fuel I want to burn en route, and see an average of 3.7 GPH over the past year of operation.

My insurance is about $900 per year and while parts are expensive, Diamond has done an excellent job supporting us, providing a new downloadable (free) illustrated parts catalog. Annuals have been between $650 and $980 a year. My mechanic lets me assist to keep costs down.

Everybody thinks it’s an LSA. I think the DA20 is the earliest all- composite aircraft still in production (Windaker Eagle #1 and Beech Starship #2). A1s rarely come up for sale and when they do, they don’t last long. Unfortunately, most get boxed up and exported to Europe where avgas is $12 a gallon or more. Of the 341 made, the FAA registration database lists fewer than 50 still flying in the U.S.

I only wish there were more still here so owners could meet up, exchange experiences and help keep them flying. An excellent online resource is Diamond Aviator’s Network forums at www.diamondaviators.net.

Alex Gibbs, Via e-mail

I got my pilot license flying a DA20, rented DA20s and when tired of renting, bought a used DA20 from the flight school. In the last five-plus years of ownership, I have enjoyed taking care of my DA20.

Adding wheel pants and an MT prop, I now can get 140 knots TAS, still on 6 GPH. When first insured, the cost was close to $2000. Now it is just over $800 for the year. The annual at the Diamond service center at my airport is very thorough, but very expensive. Maintenance between annuals is light. There have been some repairs along the way, but nothing what I would consider odd.

Name withheld

This article originally appeared in the September 2012 issue of Aviation Consumer .

LEAVE A REPLY Cancel reply

Log in or Register to leave a comment

AVweb Insider

Featured video.

• Privacy Policy

Diamond Katana

Transport of dogs, night flying, winter flying, stalls and spins, the continental-powered version, the katana 100 version, maintenance, personal conclusion, reader's comments.

Hello Phil, A friend and I rented a DA20 for 24 hours in Scottsdale, AZ back in the late 90s. During our one-hour check rides, we found it to be an exceptionally stable and enjoyable airplane to fly, remaining fully controllable with the stick all the way back in my lap in a what passes for a stall in a Katana. When I say we rented it for 24 hours, I mean we had the plane for 24 hours straight for a single flat rate. We only had to purchase our own fuel but could fly for as many hours as we could get in during the 24-hour period. The simple GPS provided a single line of digital text! We flew from Scottsdale to Albuquerque for a nice brunch, on to Page (KPGA at the edge of the Grand Canyon), then finally landing in Flagstaff at sunset (this was a day-VFR version). We had to climb the airport fence the next morning in order to get out at sunrise and have the plane back to Scottsdale in time to meet our 24-hour deadline. I think we paid $200! It was the trip of a lifetime, and these many years later I am shopping for a Katana. Thanks again for your very informative web page. Mike Stiteler P.S. I was surprised to find the differential braking fairly easy to master. -- Mike Stiteler , December 5, 2008

Good article,being 6"4 comfort is a must on a smaller plane, I wish you would have pointed out after market seats and configuration might be a option. Depending on safety regulation and laws -- William Hunt , March 21, 2016

Diamond DA20 Katana: Perfectly Suited to Flight Training

Our Top 10 Aviation Articles of 2016

Taking a look at the unique diamond da20 katana., history of the diamond da20 katana.

Let’s start with a little history of this bird, shall we? Produced by Austrian aircraft manufacturer Diamond Aircraft , the Diamond DA20 Katana is a low wing two seat, single engine, piston aircraft with a castering nose wheel and some pretty unique design elements. Derived from the HOAC AG produced HK36 Super Dimona motor glider (pictured below), the Katana began its development in 1991 and was rapidly certified for flight two years later as the Dimona Katana DV20 .

During 1992, the company changed its name to Dimona Aircraft and began production in London, Ontario, Canada to meet the needs of the North American flight training market. Once released in 1993, the DV-20 was shown to the world at the Paris Airshow, and that same year the Katana started its demo tour around the United States and Canada.

A couple years later in 1995, the first Canadian-built Dimona Katana was delivered to Central Missouri State University and the aircraft was designated the DA20-A1 . The first DA20-A1 was powered by a Rotax 912 engine that produced 80 hp, the same engine that powered the HK36 Super Dimona. Also in 1995, the DA20-A1 received the Flying Eagle Award from Flying Magazine for best light aircraft.

(Photo provided by: Janee , CC1 )

One year later, the company changed its name again, to Diamond Aircraft. Currently produced as the Diamond DA20, with a 125 hp Continental IO-240 engine, the aircraft has gone through several minor variations and has proved to be an excellent flight training aircraft. It has quickly become popular among many University flight programs and flight schools across North America and most developed countries around the globe.

What makes the Diamond DA20 Special?

At first glance, you may not initially think much of the Diamond DA20 , but its efficiency may surprise you. One of its most unique characteristics of the DA20 is that it is a fully composite aircraft . The wings and fuselage are of a semi-monocoque glass fiber reinforced plastic (GFRP) and the bulkhead and wing spars are made from carbon fiber reinforced plastic (CFRP). Choosing these composite materials for this aircraft provides an overall, light weight and a very strong structure. There isn’t a single seam because of this material choice as well, which greatly reduces drag and improves efficiency. The DA20-A1, for example, originally only had 80 hp to pull it through the air and was still able to cruise at a respectable 117 ktas using a 75% power setting and an altitude of 7,500 feet. Efficiency is also increased by the relatively large 35 foot 7-inch wingspan which, is a full 2 feet 3 inches longer than its most comparable North American flight training competitors, the Cessna 150 and 152.

On the downside, this aircraft was designed for VMC conditions and is not IFR certified. This is mostly because of lightning protection for the occupants.

The DA-20 features a large bubble canopy which provides excellent visibility. The canopy also lifts up and back, almost completely out of the way, which makes getting in and out of this little plane a breeze. Once inside the cockpit, you see there is a stick instead of a yoke and all the flight instruments are on the left side and only engine gauges and fuses are on the right (except with the Falcon variant). This airplane just screams trainer and it is obvious that was Diamond’s intention when they began the design of this aircraft. In fact, it is such a good trainer, the United States Air Force Academy uses it as its initial flight training aircraft.

Diamond DA20 VARIANTS

DA20-100 In 1999, the factory refurbished and re-engined Diamond DA20-100 was introduced for the European market. This variant featured a Rotax 912S motor that produced 100 hp and increased cruise performance to 123 ktas at 75% power and an altitude of 7,500 feet. The service ceiling also went up to 17,600 feet from the A1’s service ceiling of 14,000 feet.

DA20-C1 Katana and Katana Eclipse Powered by a more powerful, 125 hp Continental IO-240 engine, in order to accommodate the extra 70 pounds of the new engine. 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 to shift the center of lift forward. The 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-C1 Evolution The Evolution is a stripped down C1, intended specifically for flight schools as a trainer. This variant did not have rear windows and was powered the same 125 hp Continental IO-240-B engine as the Katana variant.

DA20-C1 Eclipse A better-equipped C1 for private use, with rear windows for better visibility. Also powered by the 125 hp Continental IO-240-B engine and entered production in 1999.

DA20-C1 Falcon A military trainer version, powered by a 125 hp Continental IO-240-B engine. Instruments were moved in front of the right seat, where the student sits. This puts the stick in the student’s right hand and throttle in the left, similar to fighter aircraft. This variant was also equipped with a smaller fuel tank. It also retains the rear windows for the added visibility.

My Experience flying the Diamond DA20

I started flying the Diamond DA20 about a year ago and have accumulated about 40 hours flying the DA20-C1. Initially, it seemed far different than the Cessna 150s and 152s I had been used to flying but I adapted quickly and have found this aircraft to be very nice little plane to fly. The long wings give you an excellent glide ratio (11:1) in the event something goes amiss, and you have to make an emergency landing , you’ve got a little extra time. Even though the DA20 has such a long wingspan, it doesn’t make turns sluggishly, as one may think. It responds crisply in turns and is a very forgiving and smooth aircraft to fly, in all phases of flight. I attribute it to the composite structure but the DA20 has great feedback and it is very easy to “feel” the aircraft and respond accordingly. Visibility is superb with that bubble canopy and was a vast improvement from what I was used to. It did take me a few minutes to get used to the castering nose wheel but for the most part, it’s an easy adjustment. Overall I love flying the DA20 and find it to be a perfectly suited to its  flight training role. It is also fun to fly, it almost feels like a junior fighter plane. As a personal aircraft it is a bit small, but if you don’t mind limited baggage room, it would make for a great commuter.

Diamond DA20 – C1 Katana Dimensions

Diamond DA20 – C1 Performance Specifications

Engine:  TCM IO-240-B3B Horsepower:  125 hp Propeller:  Sensenich 2-blade fixed pitch Airworthiness category:  Utility, spin certified

Length: 23 ft 6 in Height: 7 ft 2 in Wing Span: 35 ft 8 in

Maximum takeoff weight: 1,764 lbs Useful load: 600 lbs* Fuel capacity, usable: 24.0 gal Fuel: AVGAS 100LL

Takeoff distance, ground roll: 1,280 ft Takeoff distance, 50-foot obstacle: 1,640 ft Landing distance, ground roll: 661 ft Landing distance, 50-foot obstacle: 1,360 ft

Rate of climb, sea level: 1,000 ft/min Maximum demo operating altitude: 13,120 ft Cruise speed at 75%: 138 ktas/5.5 gal/hr Stall speed, full flaps: 45 kcas Maximum demonstrated crosswind: 20 kts Range, 30-minute reserve: 547 nm Glide ratio: 11:1

Diamond DA20 Pricing Used: $50,000 – $200,000 New: $198,000 – $240,000

(Featured Image: Adam Sacco , CC2 )

A Character-Building Night Flight

Cessna 150: More Than the World’s Premiere Trainer

The Piper Comanche: The First Modern Piper

How Well Do You Understand Aviation Weather?

Switch language:

Diamond DA20-C1 Utility and Trainer Aircraft

DA20-C1 is a utility and trainer aircraft designed and manufactured by Diamond Aircraft Industries, for military and civilian flight training. Development of the DA20-C1 started in 1998.

Utility and trainer aircraft

Manufacturer

Diamond Aircraft Industries

TCM IO-240-B3B

Cruise Speed

Recommended White Papers

Angle of Arrival/Direction-Finding Techniques

Advanced geolocation capabilities, recommended buyers guides.

Communications, navigation, and identification (AIR ISR) for the air defence industry

Airforce training and simulation for the air defence industry.

The DA20-C1 aircraft have been in service with the US Air Force since 2002 to train the Air Education Training Command cadets.

Diamond Aircraft received a contract from the Ecuador Air Force (EAF) for the delivery of 12 DA20-C1 aircraft and spare parts, in November 2011. The contract also requires the company to provide on-site support, and flight instructor and maintenance training. The EAF received six of the 12 aircraft in March 2012. The aircraft were deployed to train rookie pilots at Cosme Rennella training academy at Salinas Air Base in Salinas, Ecuador.

DA20-C1 design and features

The DA20-C1 is a new version of the DA20 utility and trainer aircraft and is developed based on the HK36 Super Dimona aircraft. The new version features a damage-tolerant airframe design made of composite construction. It is capable of operating in challenging high density altitude conditions, and requires lesser acquisition and operating costs.

The EMB-312 Tucano is a tandem-seat, single-turboprop basic trainer developed by Embraer for the Brazilian Air Force (FAB).

The FAR Part 23-certified aircraft has a length of 7.16m, height of 2.18m and wing span of 10.87m, while the wing area is 11.61m². The aircraft has an empty weight of 528kg and a maximum take-off weight of 800kg, and can carry a payload of 272kg.

The spacious cockpit provides luxurious bucket seating for two pilots. The seats feature 26 G rated safety cell design, four-point safety harnesses and adjustable rudder pedals to offer comfortable operating conditions for pilots. The canopy provides wrap around view for navigation .

The easy to maintain aircraft is equipped with low-mounted wings, centre sticks, tricycle spring landing gears, a castering nosewheel and a T-tail. The elastomeric-shock nose and main landing gears can be optionally fitted with aerodynamic wheel fairings.

The utility and trainer aircraft is fitted with a generous baggage area at the rear to accommodate charts, fuel testers, flash lights and aircraft manuals, while additional baggage can also be carried.

Other equipment fitted to the aircraft include push-to-start ignition key system, an external power unit, engine pre-heater system, and heated pilot.

Avionics aboard DA20-C1

The DA20-C1 utility and trainer aircraft is provided with two glass cockpit options – Aspen EFD 1000 and Garmin G500. The aircraft can also be fitted with conventional flight instrumentation.

A GNS 430 GPS/COM/NAV with glide slope is fitted to provide communication and navigation. A STEC 30 autopilot with altitude hold is also fitted to the aircraft. It comprises of a directional gyro with heading bug, GPSS and a NSD 360A Slaved horizontal situation indicator.

Other avionics equipment fitted to the aircraft include GTX 330 Mode S transponder with traffic information system, Avidyne TAS 600 traffic advisory system, GMA 340 audio panel, engine gauges and switches.

Propulsion and performance of the trainer aircraft

The DA20-C1 trainer aircraft is powered by TCM IO-240-B3B engine, which generates a power of 125hp. The single aluminium fuel tank can carry 93lt of fuel. The propulsion system also consists of Sensenich two-blade fixed pitch propeller, engine pre-heater system and an optional MT 2 blade fixed pitch propeller.

The cruise and stall speeds of the aircraft are 255km/h TAS and 83km/h, respectively, while the range is 1,013km with 30-minute route reserve.

The aircraft can climb at a rate of 5.08m/s at sea level, and has a take-off distance of 390m at ground-roll and of 500m at 50ft obstacle. The landing distances at ground roll and 50ft obstacle are 201m and 414m respectively.

The Global Military Aircraft Market 2011-2021

This project forms part of our recent analysis and forecasts of the global Military Aircraft market available from our business information platform Strategic Defence Intelligence. For more information click here or contact us: EMEA: +44 20 7936 6783; Americas: +1 415 439 4914; Asia Pacific: +61 2 9947 9709 or via email .

Related Projects

More Projects

X-65 CRANE Demonstrator Aircraft, US

National advanced surface to air missile system, norway, aim-9x sidewinder air-to-air missile, usa, airbus h125 helicopter, france, sign up for our daily news round-up.

Give your business an edge with our leading industry insights.

Sign up to the newsletter

Your corporate email address.

Airforce Technology In Brief

Global Defence Technology

Thematic Take

I consent to Verdict Media Limited collecting my details provided via this form in accordance with Privacy Policy

Thank you for subscribing

View all newsletters from across the GlobalData Media network.

Diamond DA20 (Perfect Flight Training Aircraft)

As student pilots, CFIs, and flight schools weigh their options for trainer aircraft, they often consider time-honored classics like the Cessna 150, Cessna 152, and Piper Cub. However, there's another prime contender that's making waves in the aviation world – the Diamond DA20 Katana.

This Austrian-designed tricycle gear plane not only checks all the boxes for the performance and handling characteristics pilots desire in a two-place trainer but also adds an attractive sporty style to the mix.

Let's learn more about this amazing aircraft!

The Sporty Aircraft

The Diamond DA20 is where sporty sleek meets outstanding performance.

Imagine the exhilaration of your very first flight – the anticipation, the sense of adventure, that feeling you get when you take the controls of a sports car and add wings. Now picture a sleek, exciting aircraft that offers outstanding performance, with impressive durability to match. This is precisely what Diamond Aircraft Industries promises with their DA20 Katana.

But to understand how this amazing aircraft came about, we have to first delve into its history.

History of Diamond Aircraft Industries

The DA20’s parent company, Diamond Aircraft Industries , is an Austrian based aircraft manufacturer that got its start in 1981 with a motor glider aircraft known as the HK36 Dimona. The Dimona was designed with the premise of creating a high quality, high performance aircraft that could be sold at a competitive price.

The Dimona was a commercial success and paved the way for a series of light aircraft through the 1990s followed by multi-engine and unmanned aerial vehicles (UAVs) after 2000. The DA20 is part of the lineage and legacy of Diamond’s light aircraft success.

Designing the Diamond DA20

The plane that we in North America know as the DA20 was originally called the DV20 for its 1993 Austrian release. To support North American demand for the aircraft, Diamond opened a manufacturing operation in Canada and the Canadian built versions that first appeared on the market in 1995 were given the DA20 name.

The premise behind the DA20 was to continue to branch out from gliders, develop a successful light aircraft line, and create an aircraft that pilots would appreciate while making it unique enough to avoid any head-to-head direct comparisons with other planes. The already successful Diamond HK36 Dimona was used as a starting point for envisioning the DA20 Katana.

The Diamond's Glide Ratio

When drafting the D iamond DA20 Katana , the design team also drew heavily on their history with gliders. This is readily apparent in areas like the impressive glide ratio of 11:1 or 14:1 depending on the variant of the aircraft.

As with a glider the ride was designed to be quiet – so quiet in fact that headsets or use of the integrated intercom system are often unnecessary for communication between the pilot and passenger.

The Diamond as a Trainer Plane

The DA20 was designed with optimum performance in mind, so the team focused in on addressing the handling characteristics and aircraft features that would help new student pilots to safely develop their skills.

For instance, it is well known that the first few (or more) landings that student pilots make are likely to be bumpy and rough. Some planes would have trouble accommodating these less than perfect landings, but the DA20 is very forgiving of a bit of inadvertent rough handling.

The designers gave the DA20’s landing gear a rugged spring aluminum construction and paired it with an elastomeric-shock nose gear. This configuration was found to hold up to the rigors of flight training while having the added benefit of being nearly maintenance free.

Distinctive Design Features of the Diamond DA20

Throughout the design process, the Diamond team targeted quality, performance, unique features, and the ability to deliver all of this at a very competitive price. The distinctive design features that set the DA20 apart from its competition include:

Composite Construction

Strength and durability are the hallmarks of the DA20’s composite construction. The composite airframe is made of fiberglass and carbon-fiber reinforced plastic.

With this composite construction, the DA20 has no defined structural life limit and could conceivably live forever if well cared for. This means it is also more well-suited to endure the use and abuse that a novice pilot is apt to put it through.

Cockpit Visibility

One of the first things student pilots fall in love with is the amazing visibility they have in a DA20 cockpit. The wraparound design of the canopy and rear windows (in some variants) maximizes the amount of glass while a seating position forward of the wings affords excellent visibility in all directions.

New pilots especially appreciate how much easier it is to spot other traffic and to visually navigate in a DA20.

Cockpit Comfort

The designers made sure that the pilot and passenger (or CFI) would be comfortable throughout the flight. The sporty cockpit includes ergonomically designed luxurious bucket seats with a 26 G rated safety design. Available in your choice of leather or sheepskin. A 4-point safety harness integrates with the seat to provide secure yet comfortable safety.

Easy Maintenance

The upkeep for a DA20 is straightforward and minimal. Thanks to the smooth, corrosion resistant finish and lack of rivets, the airframe will stand up to weather and other environmental stressors without much assistance.

Inspections are also streamlined thanks to transparent Plexiglas panels in the wings that allow key control elements to be viewed and inspected without disassembling the aircraft.

Flying the Diamond DA20

Diamond describes the DA20 piloting experience saying, “Imagine taking your favorite sports car and adding wings. That’s the feeling you get when you strap into the two-seat DA20 and take to the sky. Sporty, sleek and exciting, yet surprisingly affordable, the DA20 offers outstanding performance, with impressive durability and economy for commercial training.”

Accessing the DA20 through the fighter pilot inspired canopy sets the stage for the performance that is to come. The center stick push-rod controls are highly responsive and although your CFI will not appreciate you trying it out as a student pilot, the DA20 is spin certified.

This gives a new pilot time to recognize and correct an impending stall. In AOPA’s review of the C1 Diamond DA20 variant , they note that it shows, “a good compromise between being too benign to teach anything and too sharp for neophyte pilots.” Well-balanced control forces also reduce the frequency of the need to trim.

When it is time to land, the tricycle gear configuration with forgiving rugged spring aluminum main landing gear and elastomeric-shock nose gear eases the learning curve. Even if a gust comes up, the DA20 is stable having a 20-knot demonstrated cross wind landing component.

Pilots who are looking for a plane that will take them from first flight all the way through night VFR training will appreciate the DA20’s EASA night VFR certification status although it should be noted that despite the flight instruments in the aircraft the DA20 is not IFR certified.

Variants of the Diamond DA20

The original Diamond DV20-A1 Katana in Austia and DA20-A1 Katana in Canada were followed by other variants plus a spinoff into the four-place DA40.

DA20-C1 Katana

The most frequently seen variant, particularly as a trainer, is the DA20-C1 Katana released in 1998. The C1 Katana saw the replacement of the A1’s 80 horsepower Rotax engine with a 125 horsepower Continental which also led to significant advances in both max cruise speed and sea-level rate of climb.

In the cockpit, although you can opt for conventional flight instrumentation, the DA20-C1 also comes with a choice of either the Aspen EFD 1000 or Garmin G500 glass . 

DA20-100 Katana 100

In 1999, Diamond released the DA20-100 Katana 100 engineered for the European market. The Katana 100 was repowered by the 100 horsepower Rotax 912S rather than the 80 horsepower Rotax 912 that was installed in the original DV20-A1s and DA20-A1s. This improved cruise performance and increased the service ceiling from 14,000 to 17,600 feet.

DA20-C1 Evolution & DA20-C1 Eclipse 

A more affordable trainer option for flight schools, the DA20-C1 Evolution is essentially a stripped-down C1 Katana without the rear windows but with the same engine while the DA20-C1 Eclipse includes the rear windows and is equipped for private use.

DA20-C1 Falcon

The final variant is the military trainer DA20-C1 Falcon. In the Falcon, the instruments were repositioned in front of the right student seat so the stick would be in the right hand and throttle in the left like a fighter plane.

Operational History of the DA20

The original DA20 and its variants have been put into service at many flight training schools as well as by military branches in Ecuador and Poland. In the United States, Embry-Riddle Aeronautical University provided the United States Air Force Academy with DA20-C1 Falcons for a now discontinued Academy Flight Screening (AFS) program. A contracted fleet of DA-20s is used by the United States Air Force for providing an Initial Flight Training (IFT) screening program.

Diamond DA20-C1 Katana Specifications

• Engine: Continental IO-240-B32B four cylinder
• Horsepower: 125 hp
• Propeller: 2 x Sensenich 2 blade fixed pitch
• Length: 23 feet 9 inches
• Height: 7 feet 1 inch
• Wing Span: 35 feet 9 inches
• Empty Weight: 1,180 pounds
• Maximum Gross Weight: 1,764 pounds
• Maximum Takeoff Weight: 1,764 pounds
• Useful Load: 584 pounds
• Fuel Capacity: 24 gallons

Diamond DA20-C1 Katana Performance

• Takeoff Distance Ground Roll: 1,256 feet
• Takeoff Over 50 ft. Obstacle: 1,640 feet
• Rate of Climb, Sea Level: 830 feet per minute
• Top Speed: 188 miles per hour
• Cruise Speed: 130 knots
• Stall Speed: 36 knots
• Fuel Consumption at 55% (8,000 ft): 5.3 gallons per hour
• Range at 55% (8,000 ft): 525 nautical miles
• Service Ceiling: 13,100 feet
• Landing Ground Roll: 661 feet
• Landing Over 50 ft. Obstacle: 1,360 feet

The Diamond DA20 Price

The price of this aircraft varies depending on several factors. The best thing to do would be to visit sites for purchasing a Diamond and shop around for the best options. 

• Cost of a New Aircraft:  a new DA20 will cost around $279,000
• Cost of a Used Aircraft: purchasing a used DA20 will cost from $65,000 on the lowest end to $200,00 on the highest end.

Diamond aircraft are known as the plane that is "like having a sports car and adding wings". The manufacturer of this aircraft asks potential buyers and flyers to imagine taking your favorite sports car and being able to fly it in the skies, that in essence is the way flying this aircraft feels. If you are interested in learning more about this aircraft we encourage you to check out the Diamond Aircraft website for more information. 

Want to learn about different aircraft?

Our guides provide everything you need to know.

Piper Archer: The Reliable Family Flyer

History: The Cessna 170B and Its’ Specifications

Rans S7 Courier (Economical Light Sport Aircraft)

Cessna 150 vs 152: Differences Between the Aircraft Models

Piper Arrow (Specifications and History)

Did you find this article helpful?

Do you think we missed anything important? Let us know in the comments below!

Leave a comment

All comments are moderated before being published

Featured products

ENTHUSIASTS & PILOTS - JOIN & SAVE!

100% free, Unsubscribe any time!

Latest Blog Posts

How to Master Airport Traffic Patterns for Student Pilots

Affordable Personal Aircraft to Fit Your Budget

While we all wish we had unlimited funds and that price was no factor in our choice of personal aircraft, the reality is that most would-be aircraft owners must stick within a certain budget when choosing their next plane. W e are excited to share with you an updated version of our 2024 guide to affordable personal aircraft.

The 6 Best Flight Simulator Yokes, Pedals & Controls [Updated 2024]

We can’t all be in real-world cockpits every day, so the next best option is a personal flight simulator. Home flight simulator setups can be as basic as the simulator software paired with your existing computer keyboard and mouse although serious flyers typically include dedicated hardware components like yokes, throttle quadrants, and rudder pedals in their simulator configurations. It is all up to you.

• Opens in a new window.

DA40 Series

DA40 Series Technical Specifications

• DA40 Productfolder (8 MB)

Power Plant

Performance (mtom, isa).

Mass and Loading

Specifications apply to standard equipped aircraft, if not otherwise stated. The above data are approximately specifications and may change without notice.