Today’s Top Pick is a 2017 Diamond DA62.

A lot of pilots who fly high-performance piston singles would like to step up to light twins but have doubts about handling their complexities, especially when one engine quits. Diamond Aircraft’s DA62 twin aims to remove much of the difficulty and potential anxiety from flying with one engine out. Diamond uses electronic engine controls and automation to simplify operation and ease the pilot’s workload.

Diamond’s approach results in a personal light twin that is ideal for cross-country travel with family or business associates. The security of a second engine relieves potential concerns regarding sudden power loss in one engine. The relative ease of securing the failed engine in the DA62, including automatic propeller feathering, helps minimize the disruption of asymmetric thrust that can be difficult for some less-experienced pilots to handle. In addition, the aircraft’s Austro engines are based on automotive powerplants that are likely to feel straightforward and familiar. 

This Diamond DA62 has 593 hours on the airframe and each of its 180 hp turbocharged Austro AE330 diesel engines. The panel features Garmin G1000 NXi-Phase 2 avionics.

Pilots who are interested in moving up to a light twin but wish to avoid some of the complexities of managing two engines—or one in the case of an engine failure—should consider this 2017 Diamond DA62, which is available for $1.5 million on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: We Fly: Diamond DA62
• FLYING Magazine:Transition Training: The Diamond DA62
• FLYING Magazine: Diamond DA62 to Debut at NBAA Convention
• Plane & Pilot: Ultimate Piston Twin: Diamond DA62
• Plane & Pilot: Plane & Pilot 2017 Buyer’s Guide: Piston Twins
• AVweb: Aeromot to Assemble Diamond DA62s in Brazil

The post This 2017 Diamond DA62 Is a Thoroughly Modern ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

The DA42-VI signifies a commitment to eco-friendly aviation training, burning up to 50 percent less jet-A than traditional avgas counterparts. Its introduction aligns with Lufthansa Aviation Training’s dedication to resource efficiency, modernity, and safety in pilot education.

• READ MORE: Diamond DA42 Twin Makes First SAF Flight

Raymund Obst, head of pilot school European Flight Academy, emphasized the role of these new aircraft in shaping future pilots.

“We are preparing future pilots for their cockpit careers in a resource-efficient, state-of-the-art, and safe manner,” Obst said.

Jane Wang, sales director at Diamond Aircraft Austria, highlighted the global popularity of the DA42-VI among leading flight schools, emphasizing its economic advantages and exceptional low-noise performance. The three DA42-VI trainers will be stationed in Grenchen, Switzerland.

Equipped with advanced features such as efficient jet fuel Austro engines, Garmin G1000 NXi, and optional electrically driven air conditioning, the DA42-VI represents a versatile choice for multiengine training. Its all-composite design reflects Diamond Aircraft’s commitment to providing modern and technologically advanced solutions for flight training.

The post Lufthansa Commits to Eco-Friendly Training with Diamond DA42 Twins appeared first on FLYING Magazine.

“We were the first U.S. dealer to deliver a new DA50 RG to a customer during last year’s Oshkosh AirVenture, and now, becoming the first dealer to take delivery of our own DA50 RG demonstrator is another milestone for Premier Aircraft Sales,” said Travis Peffer, CEO of Premier Aircraft Sales. “We are extremely proud that our long relationship with Diamond Aircraft has allowed us to be the first Diamond dealer to offer our customers the opportunity to

fly and buy this incredibly efficient, comfortable, and beautiful airplane.”

The DA50 RG is powered by a 6-cylinder, 300 hp Continental Aerospace

Technologies CD-300 engine that runs on jet-A fuel, which has advantages including lower fuel consumption, reduced emissions, and more reliable worldwide fuel availability compared with avgas.

• WATCH: We Fly: The Diamond DA50 RG

The aircraft’s geared, turbocharged, and liquid-cooled powerplant is controlled by two redundant FADEC units. Performance figures include a maximum airspeed of 181 ktas, cruise speed of 172 ktas, maximum range of 754 nm, and useful load of 1,210 pounds. 

• READ MORE: Diamond Aircraft Receives FAA Type Certification for DA50 RG

“Ever since the DA50 RG’s introduction in 2020, it has arguably been the most anticipated new single-engine piston aircraft in history,” said Jeff Owen, vice president of sales for Premier Aircraft Sales. “Now that we have our demonstrator available, we’re excited to give prospective owners a chance to experience for themselves why it’s earned its place as a truly aspirational airplane.”

The company said the aircraft will be on display during the U.S. Aircraft Expo at the Pompano Beach Airpark (KPMP) in Florida on February 2-3.

The post Premier Aircraft Sales Takes First U.S. Retail Delivery of Diamond DA50 RG appeared first on FLYING Magazine.

The deal was announced by Diamond Aircraft in partnership with the company’s distributor for Australia and New Zealand, Utility Air. As part of the arrangement, Utility Air has also agreed to sponsor the school’s electric vehicle racing development team.

“To be able to sell a fleet of aircraft to UNSW Aviation is wonderful, and to be able to sponsor the development of electric propulsion at the university further enhances our green credentials, something we take very seriously at Utility Air,” said Utility Air managing director Stephen Pembro.

The new DA40 XLTs will join eight DA40s operated by UNSW Aviation. The aircraft will be based out of Bankstown Airport (YSBK) in Sydney, where UNSW Aviation’s flying operations unit is located. Diamond expects to deliver four of the aircraft in 2024 and the remaining two in 2025.

“UNSW Aviation is delighted to continue our strong relationship with Utility Air and Diamond Aircraft Industries with the purchase of six DA40 XLT [airplanes],” said UNSW director of flying operations Malcolm Good. “[It’s] a fantastic addition to our existing fleet of DA40s to enable UNSW Aviation to deliver safe and effective flying training to the next generation of aviation leaders.”

• READ MORE: Diamond’s DA40 NG Just Might Be What the General Aviation Market Is Clamoring For

Introduced in 2013, the avgas-burning Diamond DA40 XLT piston single is powered by a 180 hp Lycoming IO-360 M1-A engine. The aircraft offers a top cruise speed of 142 knots, 847 nm range, fuel consumption of 8.2 gallons per hour, and maximum useful load of 900 pounds. It comes equipped with Garmin G1000 NXi avionics.

The post UNSW School of Aviation Expands Diamond Fleet appeared first on FLYING Magazine.

While the company’s design philosophy driving towards higher levels of safety isn’t unique, its approach is. Crashworthiness is key—particularly in the containment of fuel in order to mitigate fire conflagration following an accident that breaches tank-carrying parts of the airframe. Isolation of the tank between spars and thoughtful placement of fuel lines have thus far resulted in an excellent post-accident safety record with a low fire risk. Perhaps introducing fuel to a gliding airframe that had none of it before made early engineers particularly conscious of its objective hazards.

Also, the aircraft across the model range tend to be excellent gliders—not a surprise, given the company’s heritage. While the DA20s and DA40s use washout to capture low-speed performance, the light twins use winglets. Comparatively speaking, the DA50 RG’s are rather short and sweet—and VGs ahead of the aileron on the leading edge of the outboard wing section keep airflow attached over the control surface throughout the stall. Roll response during the stall condition proved this out.

READ MORE: We Fly: Diamond DA50 RG, the High Performance Retract that Shines

All-composite construction lends a lightness of being, and this too began with the H36/ HK36/DA20s and finds a high level of expression in the DA50 RG with its complex curves and bubblicious cabin. We took a tour through the factory, and it all begins in the Diamond Aircraft Industries Composite facility. Most of the DA50 RG is formed from wet lay-up prepreg carbon fiber material with a small percentage from dry vacuum process for parts that need to be transparent. The production lines in Wiener Neustadt put DA50 RGs combined in the same line with DA42s and DA62, withthe DA40 traveling alongside in a separate line. More production takes place in London, Ontario, at DAI Canada, of the DA42, DA62, and DA40.

WATCH: We Fly the Diamond DA50 RG

At present, all DA20s are built in China—the model has held Chinese type certification since 2004—under license from DAI’s parent company, Wafeng Aviation Industry Co., Ltd. to Wuhu Diamond, Ltd.. Co-founder Christian Dries sold DAI (including DAI Austria, DAI Canada, and Austro Engines GmbH) in late 2017 upon his impending retirement, with no relatives ready to take the helm. But he maintains his connection with the company—as he came in for lunch at the attached Katana Kafe during our late April visit, a regular sight.

The post The Diamond Aircraft Story Continues to Evolve appeared first on FLYING Magazine.

The icing on the lebkuchen? I’m with Martin Scherrer, head of flight operations and training for Diamond Aircraft—and we’re climbing away in the new Diamond DA50 RG. We’re speeding towards Diamond’s EU home of Wiener Neustadt, Austria, just south of Vienna, but we have cameras on board the DA62 that’s chasing us. We plan a couple of special stops along the way—those mountains keep soaring up ahead—the German Alps. It would be so wrong not to twirl a couple of turns around a chateau—Neuschwanstein, that inspired a Disney castle, for one. We’ll also tuck into the deep valley that hosts Hallstatt, on the edge of Hallstätter See, often voted the prettiest town in the world for its postcard-envy setting.

But the view from above ranks as the most stunning. As we fly over Salzberg, I can’t help but hum a few bars from the Sound of Music… with a twist: “I am sixteen going on seventeen… time to get my pilot’s license…”

Delivered

While the sweet and swift retract has been type certificated under the European Union Aviation Safety Agency (EASA) since September 2020, FAA validation came nearly to a halt during COVID. The company has delivered 38 into EASA-land while awaiting certification stateside. Diamond anticipates that to come through this summer—and one of the production models departs soon for a U.S. tour in coordination with that milestone.

READ MORE: Diamond Aircraft Receives FAA Type Certification on DA50 RG

No small part of the validation process lies in the ac- ceptance of the new Continental CD-300 jet-A burning diesel engine under the DA50 RG’s complex cowl, which looks as though an engineer blew globes in hot glass—fiberglass—and stuck them in place to shroud the massive powerplant. We’ll see glimpses of that engine during our walkaround, but during our visit to the production line a couple of days later we’ll get to contemplate its intricate architecture as it sits on serial numbers 40 and 41 about to leave the line for flight testing.

The FADEC-controlled CD-300 is the largest Continental diesel in the series to make it to EASA certification—and all 560 pounds of it comprise a substantial percentage of the DA50 RG’s empty weight. It potentially creates a long view down the nose for the pilot—but instead of being in the way, I found it helped me gauge my sight picture both during high work and landings.

WATCH: We Fly the Diamond DA50 RG

For pilots seeing the big CD-300 for the first time, it takes a moment to orient yourself. The CD-300 is liquid-cooled rather than air-cooled. Plus, a diesel engine is self-igniting, meaning there are no magnetos—so the combustion chambers must be heated to a certain temperature and maintain that baseline in order to light off. From the aircraft flight manual: “The bypass cooling circuit (cabin heat exchanger) is always active. The short cooling circuit is active at low cooling temperatures.” This ensures that a cold engine will warm up quickly, and also creates a safety benefit, using coolant rather than exhaust gas. When the coolant temperature reaches 183 degrees Fahrenheit, the external cooling circuit is activated by a valve.

Look at the large intercooler radiators on the nose and follow the orange ducting to that system inside—indicating that the CD-300 features a turbocharging system as well, driven somewhat traditionally by exhaust gas collected from a manifold. Excess gases bypass the turbine via a FADEC-controlled wastegate. A pressure sensor behind the compressor allows FADEC to calculate the correct position of the waste gate’s valve.

Diamond has had a long path to certification on its retract—15 years—because of the issues plaguing early engine partner Thielert Aircraft Engines GmbH, which originally produced the Centurion line from which the CD-300 was derived, generally speaking. Thielert went public in 2005, but by 2008 had declared bankruptcy, with its founder Frank Thielert jailed during the fracas. Centurion Aircraft Engines formed from that basis, and Continental Motors purchased those assets, bringing the 300-hp engine in development under the CD-300 moniker.

And there are interesting times ahead as the CD-300 enters service beyond the EU. The in-family engine OEM Austro Engines has had success in the DA42 and DA62, and we noted a couple of operational distinctions between the AE330s in the DA62 when we flew it.

A. The Garmin G1000 NXi suite features ESP and a blue Level button in the lower center of the instrument panel, which returns the aircraft to straight and level on autopilot, maintaining pitch and roll modes when pressed.

B. The fuel system is unique to the DA50 RG and sup- ports the operations of the CD-300 diesel engine. It draws from the left wing tank through a mechanical feed pump into the injectors, which deliver only a portion of that fuel to the combustion chambers. The unused diesel returns via a common fuel line to the right tank, or as determined by the fuel selector position.

C. The load level is managed by the power lever, which meters fuel required, controls prop pitch and feathering, and adjusts the twin turbochargers in accordance with demand, given the altitude and flight condition.

D. The front seats can recline somewhat, but proper pedal position is adjusted electrically on a long rail that accommodates a wide range of pilot sizes.

E. The optional flight management system keypad tucks into the center armrest console and must be stowed for takeoff and landing.

Fuel System

It takes a dedicated system to deliver fuel to a CD series engine, one that’s plumbed and pumped quite a bit dif- ferently than the standard left-right-both (sometimes) that gasoline engines in light singles use. There’s a tank in each wing, but instead of thinking of them as left and right, they are the main and the aux.

The powerplant draws fuel from the main tank in the left wing through an electrical feed pump to the engine-driven mechanical pump into the injectors, which deliver only a portion of that fuel to the combustion chambers. The unused diesel returns via a common fuel line to the main tank via the aux tank for heat exchange, or as determined by the fuel selector position. Normal on the fuel selector draws from the main; the Emergency position takes fuel directly from the aux tank. The Off position cuts off the fuel supply entirely.

Since you’re drawing from the main and only returning part of that fuel to that tank, a fuel imbalance will grow beyond the airplane’s ability to maintain lateral balance. Before the 9-gallon limit, the pilot turns on an electric transfer pump to move fuel from the right wing to the left—but not during takeoff and landing.

Flight Controls

My overall impression of the airplane’s handling finds a good balance between the nimbleness you desire for hands-on flying—to tackle a crosswind, for example— with the stability to make it quite comfortable on a long cross-country flight off the autopilot.

The length of the stick and its connection to the rest of the flight control system may have a lot to do with this. I move regularly between aircraft that utilize a yoke and one with a center stick, and find little transition time is needed for me—but the yoke-controlled aircraft is more of a cross-country machine, while the one in which I use a stick is highly maneuverable.

The stick in the DA50 RG is also a bit taller than the one I usually fly with, putting the push-to-talk trigger-style button and electric trim split rocker switch a wee bit of a stretch for my short thumb if I rested my left arm on my leg. It took me a couple of flights to find the sweet spot—and maybe because this was an almost-confirming prototype, it explains why the stick in the DA62 I also flew during my visit felt a bit shorter and thus just slightly easier to find that spot on.

However—when we got out of the cross-country mode on my first flight from EDNY to LOAN and into a bit of stationkeeping, I really appreciated the stick and its direct feedback—in a straight line to the control cable bellcrank rather than the up and down movement of the yoke. These are fine details, but I think a clear reason why some pilots prefer a given airplane over another.

READ MORE: The Diamond Aircraft Story Continues to Evolve

The idea came home to me the next time I got into the TB-30 model I sometimes fly—that direct control gives confidence in both aggressive and finely-tuned maneuvering flight. In the DA50 RG, it’s somewhat dampened by the aileron actuation—and a bridge between worlds.

Therefore my final assessment makes sense—that if you are looking for a solid performer that makes you feel like you’re still flying an airplane rather than pushing buttons and managing systems, the DA50 RG will resonate with you.

Diamond aircraft take their DNA from the gliders that formed the core product line when the Austrian OEM first launched its H36 then the Super Dimona HK36 in 1980 (see “The Diamond Story”). One out- come? Advanced aerodynamics in the wings add significantly to the DA50 RG’s excellent low-speed handling characteristics and reduced approach speeds.

For example, the DA50’s flaps consist of two pieces—an inner part attached to the center wing, and the outer part to the wing itself. The sections are independently pushrod controlled, and they slide out and back to produce two tiered channels for the air to flow through, ensuring adhesion to the upper surface of the flap along with the increased camber for the wing overall.

Cross-Country Cruising

The DA50 RG has been one of the first new single-engine retracts to hit the category—with the Pipistrel Panthera also currently seeking approval beyond EASA—since the FAA granted type certification to the Mooney Ovation 3 in 2007. Besides looking great, there’s one solid reason to put the gear in the wells—speed.

In cruise, that speed comes to call. The airplane has an operating altitude maximum of 20,000 feet, but most pilots will flight plan below the oxygen-required flight levels—so it’s a good thing that the DA50 RG finds a sweet spot at 10,000 feet msl, where it easily makes its 172 ktas book speed. We conducted formation work for much of our 2.3 hours from EDNY to LOAN at lower altitudes, like 7,500 feet, and ticked off true airspeeds between 160 and 167 ktas at 90 percent load.

Diamonds burn diesel for reasons of efficiency and economy—as well as the ability to source fuel virtually anywhere—and so we also pulled the CD-300 back into economy mode. At 60 percent load, 5,500 feet msl, and ISA plus 8 Celsius, we made 156 ktas, above book—and using 10.1 gph. Pulling back to a loitering speed of 119 ktas and 45 percent load at that altitude and condition, and fuel flow drops to 7.9 gph. Our precise Austrian friends have built on this efficiency philosophy throughout their model lineup, and the DA50 RG fits right in.

On Landings

Sight picture on landing feels straightforward not only for a pilot transitioning up the Diamond food chain, but also from other four-seat fixed-gear aircraft like high- wing Cessnas and the PA-28 series. With a substantial engine out front, you have cowl references to use while determining your height above the runway (the DA50 RG definitely sits tall on its gear) without cheating a glance to the side. I found it easy to find the mains for a normal landing, as well as during the specialty take- offs and landings we performed.

Approach speeds fall firmly where you’d expect them to in the category, and the runway at Wiener Neustadt—a VFR-only airport at 896 feet msl—is 1,067 meters (3,500 feet) long, which the airplane handles easily, flaps or not.

In fact, the no-flap landing demonstrates the power of the flaps, but also the general characteristics of the wing itself. Maintaining a higher approach speed of 94 knots indicated (versus 85 kias with takeoff flaps and 77 kias with full flaps) translates into more runway used—but still comfortably within touch-and-go territory on that 1,000 meters of pavement with a ground roll near book of half the runway distance (1,700 feet) at our lighter takeoff weight (roughly 3,950 pounds, about 500 pounds below the max takeoff weight of 4,407 pounds).

A short-field landing test with full flaps easily placed us with a ground roll of less than 600 feet—the 17 knots less for VREF plus good hydraulically actuated disc brakes combined to improve pilot confidence when taking the DA50 RG into airports of modest scale.

Haul the Whole Fam

We had four healthy adults and a week’s worth of show gear on board the DA50 RG on our departure from EDNY—along with full tanks. There was no compromise required. And the three seats across in the back made for a very comfortable ride for our colleagues enjoying the Alpine traverse. This was one of the more surprising revelations of flying the new model. The time to market with the right engine has meant time for Diamond’s engineering to dial out really important parameters—and the loading capability is one big one.

There is a combination of compartments in the rear cabin to work with, up to 198 pounds total.

For pilots completely satisfied with the DA50 RG’s range and carry-all flexibility, it could certainly prove a worthy companion for a long relationship. But with its honest low-speed handling enticing you to hand-fly more often, and a landing attitude common to both previous aircraft and what you might step up to—say, the Epic E1000 GX, Daher TBM, or Piper M-Series turboprops—it sets the stage for more real piloting to come. 

DIAMOND DA50 RG

Price, as tested: $1,237,650
Engine: Continental Diesel CD-300
Propeller: MT Propeller MTV-12-D/210-56, wood with composite coating, three-blade constant speed
Horsepower: 300 hp maximum power, 272 hp maximum continuous power
Seats: 5
Length: 30.31 ft.
Height: 9.69 ft.
Wingspan: 44 ft.
Wing Area: 176.85 sq. ft.
Wing Loading: 24.91 lb./sq. ft.
Power Loading: 14.69 lb./hp @ 300 hp
Cabin Width: 4 ft. 2.8 in.
Cabin Height: 4 ft. 2.4 in.
Max Zero Fuel Weight: 4,189 lb.
Max Takeoff Weight: 4,407 lb.
Empty Weight: 3,175 lb. (depending on options) Max Baggage Weight: 165 lb./33 lb.; 198 lb. total separated into 4 areas/compartments Useful Load: 1,232 lb. (depending on options) Max Fuel: Usable: 49; Total 51.5 USG
Max Operating Altitude: 20,000 ft.
Max Rate of Climb, MTOW, ISA, sea level: 786 fpm Economy Cruise Speed at 60% Power: 156 ktas, 2,300 rpm, ISA, 10,000 ft., 10.1 gph
Max Cruise Speed: 90% Power: 172 ktas, 2,300 rpm, ISA, 10,000 ft.
Max Range: 750 nm with 30-min. reserve
Stall Speed, Flaps Up: 71 kcas @MTOW
Stall Speed, Full Flaps: 58 kcas @MTOW
Takeoff Over 50 Ft. Obs: (ISA, sea level, MTOW) 2,408 ft.
Landing Over 50 Ft. Obs: (ISA, sea level, max landing wt.) 2,224 ft.

This article first appeared in the June 2023/Issue 938 of FLYING’s print edition.

The post We Fly: Diamond DA50 RG, the High-Performance Retract That Shines appeared first on FLYING Magazine.

Khalid Al Khater, CEO of Qatar-based aircraft sales and services company Aviation Home Qatar, took delivery of the aircraft. Al Khater reports that he has previously owned a DA40,  DA42-VI, and DA62 that he has flown in the Middle East and Europe. The aircraft was on display at the show Friday, marking the first time the model has been exhibited at the United Arab Emirates event.

• WATCH: We Fly Diamond DA50 RG

“I am very excited to be the proud owner of the first ever DA50 RG in the Middle East, and I am really looking forward to enjoying the unparalleled performance and economic benefits of flying such an aircraft, especially in this region,” said Al Khater. “I do believe that we will soon see more DA50s flying in this region.”

The single-engine Diamond DA50 RG, which flew for the first time in 2019, offers a top speed of 181 knots, 754 nm range with 30-minute reserve, and a useful load of 1,210 pounds. Powered by the Continental CD-300 turbocharged, FADEC-controlled engine, it is capable of seating five. The model comes equipped with Garmin G1000 NXi avionics.

The post First Diamond DA50 RG Delivered to Middle East appeared first on FLYING Magazine.

Skywings also purchased a Diamond flight simulator, and its aircraft investment increases the Diamond Aircraft fleet at Antwerp International Airport (EBAW) in Belgium to seven aircraft (six DA 40s and one DA 42), plus one convertible DA40/42 FNPT II.

• READ MORE: Diamond’s DA40 NG Just Might Be What the General Aviation Market Is Clamoring For

“The investment in modern, efficient aircraft allows Skywings to provide its students with the latest technology and a more sustainable flying experience,” said Pieter Brantegem, Skywings chief commercial officer, in a Wednesday release. “The Diamond DA40 NG is not only economical but also offers advanced avionics, preparing students for the modern cockpit environments they will encounter in their future careers as airline pilots.”

Said Jane Wang, Diamond Aircraft Austria sales director: “Skywings Flight Training’s mission is to train with the best available on the flight training market while having safety as their No. 1 priority, meaning their aircraft must meet the highest standards, and Diamond Aircraft represents the leading edge of general aviation aircraft.” 

The aircraft feature a composite design, Garmin Garmin G1000 NXi glass cockpits, and jet fuel-burning piston engines. Delivery of the single-engine DA40 NG training aircraft and the Diamond Aircraft FNPT II is expected in 2024.

The post Skywings Flight Training Boosts Fleet appeared first on FLYING Magazine.

Today’s Top Pick is a 2005 Diamond DA40 F.

The Diamond DA40 has been around for more than 20 years but is still considered a modern design when compared with much of the GA fleet. Functionally this four-seater with a composite structure takes over where older, more conventional models like the Cessna 172 and Piper PA-28 leave off. Like those aircraft, the DA40 is well suited for training student pilots while also making a good personal airplane.

The DA40 has gone through several changes and upgrades during its development, and today it is a popular model with flight schools and as an ideal first aircraft for new pilots. The aircraft is available with a familiar Lycoming IO-360 engine or an Austro Engine AE300 diesel that runs on jet-A.

This 2005 DA40 has 2,503 hours on the airframe and 475 hours on its Lycoming engine. The panel includes G1000 avionics and a GTX 33 transponder. Its paint and interior are original.

Pilots looking for a modern four-seat single that is suited for training and travel should take a serious look at this 2005 Diamond DA40 F, which is available for $250,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinancial.com.

• FLYING Magazine: Diamond’s DA40 NG Just Might Be What the General Aviation Market Is Clamoring For
• FLYING Magazine: Urbe Aero Flight Academy Expands Fleet with Diamond Aircraft
• FLYING Magazine: Diamond Offers a Year’s ‘Free Flying’ for DA40 Buyers
• Plane & Pilot: Diamond DA40
• Plane & Pilot: Diamond DA40 XLS: Premier Edition
• The Aviation Consumer: Diamond DA40 Star

The post 2005 Diamond DA40 F Is a Well-Rounded ‘Aircraft For Sale’ Top Pick appeared first on FLYING Magazine.

The company said the airplane, which is part of the training fleet of European Flight Academy—an operation under Lufthansa Aviation Training—flew circuits around the airport after a period of testing and preparation involving Diamond, LAT, and the engine manufacturer Austro Engine.

Bremen Airport was chosen for the demonstration flight in part because it is among the first airports in Germany to stock SAF provided by World Fuel Services. The fuel is refined from oil waste, aquatic plants, and soil-based plants in Ghent, Belgium. The process includes hydrogenating the oils and fats prior to refining them in a manner similar to fossil fuels, Diamond said.

• READ MORE: Neste Makes Deal to Boost SAF Availability in Southern California

The joint event marked the beginning of extensive testing with blended SAF aimed at making flight training for Lufthansa pilots more sustainable. Results of the current testing will help determine whether SAF can eventually become the sole fuel for the European Flight Academy, the companies said.

 “I am very pleased that we are all standing here together today and are able to witness this test flight of one of our European Flight Academy training aircraft, fueled for the first time with SAF,” said Birgit Bubelach, head of training services at Lufthansa Aviation Training. “This has been made possible by our long-standing good partnership with the airport operator as well as the fuel supplier here at Bremen Airport, who, at our request and without hesitation, were available to our training aircraft manufacturer Diamond and its engine manufacturer Austro Engine for the testing of SAF for their engines.”

• READ MORE: Aviate Academy Orders Diamond DA42-VI Twin-Engine Trainers

Diamond Aircraft and Austro Engine said they anticipate increasing the availability of SAF blends as a “drop-in” fuel for general aviation and releasing the entire fleet to use the blended fuel by the end of 2025. “Significant market penetration of SAFs is expected by 2030 and availability of 100 percent pure SAFs without blending for 2050,” the companies said.

The post Diamond DA42 Twin Makes First SAF Flight appeared first on FLYING Magazine.