A little gem

The DA20 forms the first step in this journey. It is a 2 seat trainer with a performance package that makes it a tempting little tourer as well. Though this may be the base model of the Diamond range, it would be a mistake to call it “basic”. It boasts a sleek aerodynamic design and the potential to come equipped with a luxury interior and avionics to match.

Traditionally, the DA20 would be postured against the likes of the Cessna 152 or Piper Tomahawk within a training fleet. All three are 2-seat, single-engined, tricycle undercarriage training aircraft. They share an empty weight of around 520kg and a MTOW in the vicinity of 750kg.

The DA20 is powered by a Lycoming IO-240 engine which produces 125 Hp at 2800rpm. This is 15Hp more than its older generation competitor’s IO-235 and in combination with a sleeker airframe, equates to a true airspeed of around 115 knots at 2000’ under standard conditions and 65% power. Achieving this, the aircraft will burn around 22 lph and from its useable full tanks of 91 litres.

While a number of performance figures resemble those of the earlier aircraft, these are based on book figures. Very few, if any, of the tired Cessna and Piper airframes are still able to produce the factory-fresh numbers of their flight manuals. As such, the DA20 offers the ability to uplift 2 standard people with full fuel and achieve at least a 15 knot advantage. Advancing the DA20 throttle to 75% under ideal conditions and the TAS can increase to a maximum of 138kt.

As always, numbers can only tell part of the story. The fact that the US Air Force Academy has chosen the DA20 after a fly-off with competitors is a reference that catches the eye, but for all aircraft the proof is in the pudding. How does it fly?

Sitting Pretty.

It’s a hot day at Bankstown when I meet up with Hawker Pacific’s demonstrator pilot Richard Tomlin and the DA20 is sitting on the ramp, ready to go. Immediately one is struck by the clean composite lines and narrow aft fuselage that is trademark of the Diamond range. The ongoing quest for efficiency is seeing today’s trainers boast the high aspect ratios and absence of ‘right angles’ that were once associated with the glider world.

With adequate prop clearance for the wooden Sensenich propeller, the T-tail plane still sits at a very accessible height for both inspection and cleaning. In fact, along with the clean ‘rivetless’ skin, there would be very few reasons for owners not keeping their fleet looking like new as cosmetic maintenance would be very straightforward. The skin continues its smooth lines with small winglets, clean joins at the control surfaces and an aft strake beneath the fuselage. The demonstrator is also fitted with wheel fairings.

Access to the sole fuel tank is to the rear of the cabin on the port side and its contents are verified by a properly calibrated factory dipstick. Like its 4-seat older sibling, the DA40, access is via a step forward of the wing. Once atop the mainplane, it is a simple step down into the cockpit and in the case of the demonstrator, 2 very well appointed leather seats. For the work environment of a flying school, the hard wearing fabric may be a more practical option.

Once seated, the rear-hinged bubble canopy is easily lowered and locked into position by a firm, positive catch on the canopy’s rim. The canopy also has a blocked out section overhead to keep some of the summer sun at bay. A small storm window is available for ventilation on both sides as the four-point harness is adjusted to suit. Like the DA40, the seat is fixed and the rudder pedals are adjustable. Beside me, Richard still has clearance from the roof despite the headsets on his towering frame that’s well in excess of 6 feet.

The control column is a sporty ‘stick’ that rises from the leading edge of the seat. It is comfortably positioned and very intuitive to fly. The flight panel ahead is clean with substantial levers in ergonomically suitable positions. Avionics can range from the full Garmin option to the basic dials of tradition; the choice is there. For the flight today, we have a transitional panel featuring ‘classic clocks’ with an Aspen EFIS display in front of the pilot. The philosophy here is to permit a gradual introduction to glass technology whilst offering a traditional panel.

Engine start is standard for any basic Lycoming engine, though the push-pull primer is now replaced by an electric equivalent and the Mixture lever has a safety catch incorporated to prevent inadvertent movement. When taxiing, the vast glass windscreen offers excellent visibility to keep an eye on those distant, upturned wingtips of the aircraft’s 11m span, Ground steering is easy to manage via a castoring nosewheel and a nip of brake when required in tight spots.

After engine run up and pre-flight sequences, one stage of flap is selected and we line the little DA20 up on Bankstown’s Runway 11L and ready to depart for the training area. Opening the throttle, the pleasing reminders of a new aircraft become immediately apparent. Relatively lower noise levels, instant acceleration and a tachometer indicating the RPM advertised in the Owner’s Manual.

Airborne.

DIAMOND DA20

Technical specifications
Powerplant
One 125hp (93kW) TCM IO-240-
B3B driving a Sensenich two blade
fixed pitch propeller.
Performance
Cruise speed at 75% 138kt
Stall speed, full flaps 45kt CAS
Rate of climb, SL 1000ft/min
Maximum demonstrated operating
altitude 13,120ft
TO dist, ground roll 390m
TO dist, 50ft obstacle 500m
Landing dist, ground roll 202m
Landing dist, 50ft obstacle 415m
Range, 30mins reserve 547nm
Weights
Max takeoff 800kg
Useful load 272kg
Fuel capacity, usable 91 litres
Dimensions
Wing span 10.88m
Length 7.17m
Height 2.19m
Manufacturer
Diamond Aircraft
www.diamondaircraft.com
Price
From US$174,890

Moderate right rudder input is called for through the initial acceleration and the rudder effectiveness can be felt to increase as the airflow also becomes greater. At around 45 knots the aircraft makes it known that it is ready to fly and smoothly rotating, the aircraft lifts off before accelerating to an initial climb speed of 70 knots. With a little over half tanks and a sizeable passenger load, we still achieve 1000 feet by the time we are abeam the upwind threshold on the downwind leg, despite the warm day.

As we track out to rendezvous with the camera ship for the Air Test, the book TAS of 115kt at 2000 feet is easily achieved with 65% power. Intermediate climbs also boast a respectable rate of climb and combined, these factors permit a speedy transition from exercise to exercise within an ab-initio lesson, or a speedy TAS cross- country.

Well above 3,000 feet we firstly undertake a series of steep turns. The entry and rate of roll is crisp and makes flying a good steep turn look very easy. Reversing the turn fully in the other direction, a little relaxation of back pressure and minimal rudder input results in the manoeuvre being flown smoothly and quickly. All the while, the excellent visibility is an ideal asset for lookout.

Slow speed flight and stalls are very reminiscent of the 4-seat DA40, though this aircraft definitely has a much lighter feel. The handling throughout the slow speed regime is still positive, though obviously not as brisk with the reduced airflow. The stalls are all very straightforward with copybook symptoms and recovery, without a tendency to drop the wing, even though the aircraft is spin certified. Aileron authority is still there throughout the stall, albeit in a docile, degraded form.

As one would expect from an aspect ratio of 10:1 and a very clean wing, the DA20 achieves a glide ratio of 11:1 at maximum weight at a speed of 73kt. This equates to 3.4km for every 1000 foot of altitude and is a welcome statistic should things go quiet up front. In a simulated ‘forced landing’, this drift-down, combined with the visibility offers those on board some definite advantages.

Throughout the flight, the DA20 gives the impression that it is an easy aircraft to fly; and it is. However, it is not a docile aeroplane with a slab wing, it needs to be flown but will reward the pilot for flying it well. This is what a trainer should be.

Entering the circuit, the DA20 flies into the pattern without too much anticipation of inertia, though one still needs to think ahead and throttling back on mid-downwind is generally a worthwhile tip. Even so, the extension of the first stage of flap can be made up to 100kt, which offers a great degree of flexibility in slowing down. However, like all new types, the speed must be back before turning and commencing descent on base. The clean lines that offer impressive glide ratios and TAS are not designed to slow down an aircraft down after they are pointed downhill. This is a genuine attribute in terms of transitional training and readies pilots for higher performance types from the outset of their training.

“It is not a docile aeroplane with a slab wing, it needs to be flown but will reward the pilot for flying it well.”

The aircraft is very stable on final and maintains the targeted speed easily. Having flown the DA40 previously, many of the cues in the flare were similar and the DA20 is equally easy to land. The control inputs result in just the right response from the aeroplane and one can see yet another reason for the ease of transition through the Diamond range.

A series of circuits are flown at Camden demonstrating the miserly use of runway before flying a missed approach. Throughout the latter manoeuvre, the pitch changes associated with thrust and configuration change were easily managed, making this vital exercise easy to fly. From this go-around, we make our way back to Bankstown where a quartering tailwind is blowing, though well within the maximum demonstrated limit of 20kt. Crossing the piano keys, the controls are easily co-ordinated to align the aircraft with the runway and settle to the runway in the landing attitude. We are back on Terra Firma.

The Gem.

While Diamond have the mix right for a trainer in the DA20, it must also be seen as a comfortable touring aircraft for the private owner. With a spacious cockpit, good visibility and a respectable TAS, the aircraft lends itself to hops across the landscape too.

There is no doubting that the DA20 has been designed with a fleet concept in mind and its shared styling with the DA40 and the twin-engined DA42 is definitely an advantage. However, this aircraft is a very good trainer in its own right. It offers all of the handling and performance that is needed in its clean, new generation skin. It has the ability to offer next generation avionics, or a means to bring the old world up to speed.

The Diamond range is about catering for pilot training from start to finish and the DA20 makes for a very good place to start that journey. In a showroom of Diamonds, the DA20 is truly a great little gem.

Owen Zupp (c) December 2009