A trainer with motorglider roots
Diamond’s early aircraft family grew from the composite HK36 Super Dimona motorglider. Its timeline places the DV20 Katana’s maiden flight in 1991, bringing that design background into a compact two-seat aeroplane.
Bibliothèque d'appareilsDiamond DA20 / DV20
bomberpilot · CC BY-SA 2.0 · Diamond DA20 picturedDiamond DA20 / DV20
A two-seat composite trainer with a low wing and a large canopy.
General aviation6 choix de profil
Connaître l'avion
The Katana began as an Austrian Diamond design and developed into the DV20 and DA20 families. The compact side-by-side cockpit, fixed landing gear and T-tail make a recognisable training-aircraft layout. Different developments use different engines and associated equipment.
The DA20 differs from the four-seat DA40 and earlier Katana variants. Model suffixes identify the engine installations described in the manuals.
En savoir plus sur cet aéronef sur AirframeDB
Austria and Canada in the same family
Diamond established its Canadian operation in London, Ontario, in 1992 and introduced the DA20 to the market. The Austrian DV20 and Canadian DA20 names belong to this shared development story; engine and equipment differences still matter when reading individual pilot accounts.
The view that made training memorable
Greenspun remembers the Katana’s canopy as its greatest attraction: the low wing and wide view made him feel immersed in the sky. His training aircraft could also be pleasantly quiet with the propeller turning more slowly. On the ground, steering with differential braking took practice, and the small cockpit left him close enough to his instructor for their harness routines to collide.
Longer flights revealed compromises. The reclined seat encouraged him to crane forward, leaving his neck uncomfortable, and he found some instruments difficult to read at night. Although he enjoyed training in the Katana, he eventually bought a DA40 for its additional capabilities and rear seats. Making room for his dog Alex was part of that decision.
A glider instructor meets a familiar-looking wing
Kasprzyk came to the Katana through a gliding connection. Long wanted a refresher after limited recent flying, and the two began with a detailed inspection of the newly serviced aircraft. Kasprzyk liked the shoulder and legroom, although his large feet felt cramped near the pedals. Keeping straight while taxiing with differential braking was initially humbling.
Long flew the first circuit before Kasprzyk took the controls. In gusty conditions he found that small stick movements were enough to correct the aircraft, and the canopy helped him follow traffic around Arlington’s busy runways. A long final gave him time to settle the approach before a soft-field landing. He left enthusiastic about the handling and curious to try the aircraft’s glider-like wing in thermals on another flight.
A visiting reporter gets a student’s checkride
Marsh approached his visit as a chance to experience the pressure placed on an Air Force screening student. He studied the procedures and memorised nearly all the aircraft figures he was given. Early manoeuvres went well, including steep turns and a landing that benefited from watching D’Amico’s demonstration. The instructor’s occasional compliments made the exercise feel encouraging.
Returning to Pueblo exposed how quickly the task could unravel. Marsh lined up with the wrong parallel runway, then misjudged a simulated forced landing and needed the instructor to intervene as speed increased. His eventual touchdown was smooth, but that did not erase the earlier mistakes. He finished with a self-deprecating keepsake for D’Amico and a memorable lesson in the difference between handling an aircraft and managing the whole flight.
Sources publiques 14
- Diamond DA20 KatanaResearch background · Wikipedia revision 954579312 · retrieved 2026-09-12
- Microsoft Flight Simulator aircraft manuals
- MSFS 2024 FAQ and edition aircraft inventory
- MSFS 2020 FAQ and edition aircraft inventory
- DA20-C1 EclipseOfficial developer / designated store catalogue · checked 2026-09-12
- Diamond Katana Review — DA20-A1 Rotax-poweredMarch 2002 · author’s training experience
- Flying the Diamond DA20 — Mar 2021March 2021 · DA20-A1 flight with Nick Long
- Solo!Alton K. Marsh · 1 October 2008
- History: Unwavering Commitment to InnovationManufacturer’s historical timeline · retrieved September 2026
- Release Notes — Sim Update 2 [1.4.20.0]15 May 2025 · aircraft-specific package revisions
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
- SimSolutions DA20-C1 for MSFS-2020 – iniBuilds StoreProduct listing captured 2026-09-30; edition scope from the reviewed catalogue
- DA20-C1 Eclipse-SimSolutions-DA20CProduct listing captured 2026-09-23; edition scope from the reviewed catalogue
- Diamond Katana DA20 C1-xhangar-DA20Product listing captured 2026-09-23; edition scope from the reviewed catalogue
Comment le profil le modélise
SimSolutions Diamond DA20-C1
Free + ProMSFS 2020SimSolutions
The Katana began as an Austrian Diamond design and developed into the DV20 and DA20 families. The compact side-by-side cockpit, fixed landing gear and T-tail make a recognisable training-aircraft layout. Different developments use different engines and associated equipment.
This profile selects SimSolutions Diamond DA20-C1 for MSFS 2020.
The spring-preload trim mechanism accompanies reversible primary controls. Spring resistance builds with the selected airspeed response. A separate aerodynamic term adds speed-dependent control load.
DA20 pitch trim changes spring preload on the elevator linkage. Pitch-trim relief is off. Autopilot following is off.
Cette révision précise n’est pas encore autorisée à l’installation publique.
Controls and trim
The DA20-C1 uses elevator and aileron pushrods with a cable-operated rudder. Electric pitch trim loads a spring assembly on the elevator pushrod, rather than driving an external trim tab. The C1’s Continental engine and cockpit options are separate from the Rotax-powered A1.
The selected implementation
SimSolutions’ C1 has Continental power and a separately authored cockpit from the Rotax A1 or Aerobask SV.
About the values
The gains are normalized profile settings. They describe the chosen effect balance; hand force depends on the device and its output limits. IAS references are tuning values rather than operating limits. Physical acceptance of this revision remains pending.
Master gain & control system
Master gain85%
L'échelle globale finale appliquée à tout ce que produit le modèle, avant la limite du périphérique.
Plus : tout (ressort, charges, effets) se renforce ensemble.
Moins : tout s'adoucit ensemble.
Pourquoi ici : Scales overall profile strength while preserving effect balance, subject to device and output limits.
Forces
Spring strength74%
La force de rappel de base qui ramène le manche au neutre. Toutes les autres forces s'empilent dessus. Trop faible, le manche paraît mou en vol normal ; trop forte, elle lutte contre la main et masque les signaux plus fins.
Plus : un centrage plus ferme qui résiste davantage à la main.
Moins : un manche plus mou qui ne compte que sur la charge aérodynamique.
Pourquoi ici : The spring-preload trim mechanism accompanies reversible primary controls. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 55 KIAS.
DA20-C1 EclipseDA20-C1 manufacturer maintenance manual rev22DA20-C1 Eclipse-SimSolutions-DA20CDiamond DA20C1 AFM revision29 hosted by operatorSimSolutions DA20-C1 for MSFS-2020Exact product, simulator declarations and configuration featuresCurrent X-Hangar version updatesRelease Notes — Sim Update 2 [1.4.20.0]Spring deadband4%
Une petite zone neutre autour du centre où le ressort reste muet, pour que les micro-mouvements à l'arrêt ne vibrent pas. Plus large, c'est plus calme mais plus lâche ; plus étroite, plus précis mais parfois nerveux au neutre.
Plus : un centre plus calme mais plus lâche, avec plus de jeu.
Moins : un centre plus serré qui peut vibrer au repos.
Pourquoi ici : Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner.
Overall aerodynamic load80%
Une échelle maîtresse sur les deux charges d'axe, appliquée avant leur équilibre individuel. Les profils la laissent en général en place et règlent les deux axes.
Plus : les deux axes chargent plus fort.
Moins : les deux axes s'allègent ensemble.
Pourquoi ici : The aerodynamic-load gain is 0.8 with an indicated-speed reference of 110 KIAS. This supplies speed-dependent loading alongside the spring.
Airspeed blendingTrue
Active la fenêtre d'engagement basse vitesse du ressort (début/plein en nœuds ci-dessus). Désactivé, le ressort est constant à toute vitesse.
Pourquoi ici : Allows baseline spring strength to rise with indicated airspeed where the control law permits it.
Low-speed spring floor55%
La part du ressort qui survit à l'arrêt, avant que la vitesse ne crée la moindre force aérodynamique. Un plancher haut garde le manche ferme au parking ; un plancher bas donne le jeu de câbles d'un avion léger au parking.
Plus : un manche plus ferme au parking et au roulage.
Moins : un manche mou au parking qui ne s'éveille qu'avec la vitesse.
Pourquoi ici : Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength.
Spring engagement start8 kt
La vitesse à laquelle le ressort quitte son plancher basse vitesse vers la pleine raideur : le début du réveil des commandes au roulage de décollage.
Pourquoi ici : Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit.
Spring engagement full55.0 kt
La vitesse où le ressort atteint sa pleine raideur. Entre le début et ce point, le centrage se raffermit avec le vent relatif.
Pourquoi ici : Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it.
Vitesse de réglage des forces110
La vitesse indiquée où la charge aérodynamique atteint son niveau de conception. Elle ancre toute la courbe au domaine réel : un 172 charge dès 110 nœuds, un jet bien plus tard.
Plus : les charges arrivent plus tard ; le manche reste léger jusqu'à plus vite.
Moins : les charges arrivent plus tôt et la croisière pèse davantage.
Pourquoi ici : Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit.
Centre firmness vs speed15%
Combien le centrage lui-même se raidit avec la vitesse, en plus des charges de braquage. Zéro garde un centre constant ; plus fait centrer dur en croisière et souple en tour de piste.
Plus : un centre qui durcit nettement avec la vitesse.
Moins : une sensation de centre constante à toute vitesse.
Pourquoi ici : The high-speed spring-stiffening gain is 0.15. It strengthens the permitted spring response above 55 KIAS, with the squared-speed ratio capped at 5.
Centre stiffening cap5
La limite haute du raidissement lié à la vitesse, pour que le vol très rapide ne remonte pas le ressort sans borne.
Plus : plus de raidissement total permis à haute vitesse.
Moins : le raidissement se bride plus tôt.
Pourquoi ici : Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap.
Aileron load72%
La charge de roulis soutenue issue du braquage d'ailerons et de la vitesse, équilibrée indépendamment du tangage. Avec la charge de profondeur, elle fixe l'harmonie des commandes dont parlent les essais.
Plus : des efforts de roulis plus lourds.
Moins : des ailerons plus légers, plus vifs.
Pourquoi ici : Roll and pitch aerodynamic scales are 0.72 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled.
Elevator load100%
La charge de tangage soutenue issue du braquage de profondeur et de la vitesse, équilibrée indépendamment du roulis. Le levier principal du poids en tangage d'un type. Il ne touche ni ailerons, ni ressort, ni trim, ni buffet.
Plus : des efforts de tangage soutenus plus lourds en vitesse.
Moins : une profondeur plus légère, moins musclée à tenir.
Pourquoi ici : Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings.
Max output force55%
Un plafond par force stable de tangage ou roulis avant le périphérique : la garde contre le claquement ou la saturation du matériel en manœuvre forte.
Plus : des pics de force stable plus élevés avant écrêtage.
Moins : un plafond plus doux ; les manœuvres dures s'aplatissent plus tôt.
Pourquoi ici : Caps directed-force output. Native spring effects and device limits remain separate.
Trim
Trim relief (elevator)0%
Combien le trim de profondeur soulage l'effort tenu et déplace le point de repos du manche. À 100 %, un avion bien compensé ne demande aucune pression : le geste réel de compenser la charge.
Plus : le trim retire plus d'effort tenu ; à 100 %, plein trim l'annule.
Moins : vous continuez à tenir de l'effort même compensé.
Pourquoi ici : DA20 pitch trim changes spring preload on the elevator linkage. Pitch relief is off, with stored authority 0; roll authority is 0.
DA20-C1 EclipseDA20-C1 manufacturer maintenance manual rev22DA20-C1 Eclipse-SimSolutions-DA20CDiamond DA20C1 AFM revision29 hosted by operatorSimSolutions DA20-C1 for MSFS-2020Exact product, simulator declarations and configuration featuresCurrent X-Hangar version updatesRelease Notes — Sim Update 2 [1.4.20.0]Trim relief (aileron)0%
Le même soulagement pour le trim de roulis. La plupart des avions légers n'ont pas de vrai trim d'ailerons, donc zéro ; les types qui en ont reçoivent une valeur adaptée.
Plus : le trim de roulis retire plus d'effort tenu.
Moins : le trim de roulis fait moins.
Pourquoi ici : Scales supported roll-trim relief and permitted centre movement. Zero removes roll response.
Effect gains · Ground
Runway rumble40%
Vibration de roulement issue de la vitesse des roues et du revêtement : la texture du bitume, de l'herbe ou du gravier sous le train.
Plus : une texture de surface plus forte dans le manche.
Moins : un roulage plus lisse.
Pourquoi ici : Sets rolling texture strength, modified by speed, surface and undercarriage configuration.
Gear bumps25%
Chocs courts et distincts des joints, ornières et surfaces rugueuses : la ponctuation au-dessus du grondement continu.
Plus : des chocs plus nets des joints et ornières.
Moins : des détails de sol plus doux.
Pourquoi ici : Sets gear-bump texture during ground motion, separate from touchdown impact.
Effect gains · Airframe
Stall buffet35%
Buffet de cellule à l'approche du décrochage et pendant l'avertisseur : la voix de cette aile quand elle est mécontente. Les types à décrochage franc reçoivent un buffet modéré, le klaxon porte l'alerte.
Plus : un tremblement pré-décrochage plus fort.
Moins : une aile plus discrète ; le klaxon porte l'alerte.
Pourquoi ici : Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings.
Mach buffet0%
Buffet transsonique près de la limite de Mach. Parlant pour les jets près de MMO, zéro pour pistons et turbopropulseurs qui n'y vont jamais.
Plus : un buffet transsonique plus fort près de la limite de Mach.
Moins : un vol plus lisse à haut Mach.
Pourquoi ici : Sets high-Mach buffet strength; onset and full-strength thresholds are separate.
Flap buffet0%
Vibration basse fréquence de cellule avec les volets dans le vent, dans la fenêtre où ils travaillent vraiment l'air.
Plus : un vol plus rugueux volets au travail.
Moins : des volets d'approche plus doux.
Pourquoi ici : Sets flap buffet at the configured position and speed gates. Flap movement texture is separate.
Gear buffet0%
Le tambourinement du train rentrant sorti dans le flux. Zéro pour les trains fixes, dont la cellule ne change jamais de forme.
Plus : plus de tambourinement train sorti.
Moins : un vol train sorti plus propre.
Pourquoi ici : Sets gear aerodynamic buffet; movement and ground-contact cues are separate.
Stick shaker50%
Le vibreur de manche dédié, déclenché par l'avertisseur de décrochage de l'avion. Seuls les types à vrai vibreur reçoivent une valeur ; les autres comptent sur buffet et klaxon.
Plus : un vibreur plus dur.
Moins : un vibreur plus discret.
Pourquoi ici : Sets triggered shaker strength; inactive while the shaker feature is disabled.
Effect gains · Engine, mechanical & drag
Touchdown thump65%
Le coup unique au toucher, proportionnel au taux de chute : un kiss se murmure, une arrivée ferme cogne.
Plus : un coup plus dur au toucher.
Moins : des arrivées plus douces.
Pourquoi ici : Sets landing-impact strength; landing telemetry and response shape determine the pulse.
Reverse rumble0%
Vibration de roulage sous inversion de poussée ou plage bêta. Zéro pour les types sans reverse.
Plus : un roulage plus rugueux sous reverse.
Moins : une reverse plus discrète.
Pourquoi ici : Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue.
Engine rumble12%
Vibration continue du moteur suivant le régime du ralenti à la pleine puissance : le rappel permanent que quelque chose brûle du carburant devant.
Plus : plus de moteur dans le manche.
Moins : un moteur plus discret.
Pourquoi ici : Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration.
Flap motion12%
Vibration continue seulement pendant que le simulateur signale les volets réellement en mouvement. Elle suit la course réelle et les pannes, pas un minuteur estimé.
Plus : plus de vibration volets en mouvement.
Moins : des courses de volets plus discrètes.
Pourquoi ici : Sets texture from observed flap movement; a command without movement does not establish the cue.
Autopilot follow
AP follow authority10%
Jusqu'où les ordres du pilote automatique peuvent bouger le manche physique. Minuscule dans MSFS, où un axe déplacé peut être relu comme entrée pilote ; zéro coupe le suivi.
Plus : le pilote automatique bouge visiblement plus votre manche.
Moins : un suivi à peine perceptible.
Pourquoi ici : Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply.
Stick feel
StickFeel · Trim feel enabledFalse
Whether this feature is active in this profile.
Pourquoi ici : Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement.
StickFeel · Trim relief enabledFalse
Whether this feature is active in this profile.
Pourquoi ici : Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount.
StickFeel · Force trim enabledFalse
Whether this feature is active in this profile.
Pourquoi ici : Enables local force trim, separate from aircraft-owned trim and add-on integration qualification.
StickFeel · G load enabledTrue
Whether this feature is active in this profile.
Pourquoi ici : Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it.
StickFeel · Rate damping enabledTrue
Whether this feature is active in this profile.
Pourquoi ici : Enables rate damping with the configured coefficients and control law.
Autopilot
Autopilot · Follow enabledFalse
Whether this feature is active in this profile.
Pourquoi ici : Autopilot following is off; the configured spring and load retain the hardware feel.
Autopilot · Neutral hold enabledFalse
Whether this feature is active in this profile.
Pourquoi ici : Permits centering hold during a supported AP state, separate from following a moving target.
Autopilot · Neutral hold strength0.6
Pourquoi ici : Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled.
Aero
Aero · EnabledTrue
Whether this feature is active in this profile.
Pourquoi ici : Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions.
Aero · Max flap index3
Where this effect reaches full strength (or has fully faded, for washouts).
Plus : a more gradual build to a later peak.
Moins : a quicker build.
Pourquoi ici : Sets the final flap index for detent normalization. UP plus three detents uses maximum index3.
Aero · Min flap index2
Where this effect begins fading in.
Plus : the effect begins later.
Moins : it begins earlier.
Pourquoi ici : Sets the first flap detent that admits buffet; this is a handle index, not degrees.
Aero · Shaker enabledFalse
Whether this feature is active in this profile.
Pourquoi ici : Permits shaker at supported warning conditions; the switch does not establish aircraft equipment.
Ground
Ground · EnabledTrue
Whether this feature is active in this profile.
Pourquoi ici : Enables ground effects; each still needs its own strength and contact or motion telemetry.
Engine
Engine · EnabledTrue
Whether this feature is active in this profile.
Pourquoi ici : Enables engine cues with nonzero settings and valid running-engine telemetry.
Mechanical
Mechanical · EnabledTrue
Whether this feature is active in this profile.
Pourquoi ici : Enables accessory cues with configured strengths and observed accessory movement.
Mechanical · Gain0
The strength of this effect.
Plus : a stronger effect.
Moins : a weaker one.
Pourquoi ici : Sets texture from observed gear movement, separate from aerodynamic and touchdown effects.
Tous les réglages du profil
| Paramètre | Valeur | Ce que cela contrôle et pourquoi |
|---|---|---|
| Spring strength | 0.74 | The spring-preload trim mechanism accompanies reversible primary controls. The baseline spring is 0.74. Its low-speed blend reaches baseline strength at 55 KIAS. |
| Spring deadband | 0.04 | Sets travel around the centre before the baseline spring resists. Smaller values engage it sooner. |
| Force gain | 0.8 | The aerodynamic-load gain is 0.8 with an indicated-speed reference of 110 KIAS. This supplies speed-dependent loading alongside the spring. |
| Master gain | 0.85 | Scales overall profile strength while preserving effect balance, subject to device and output limits. |
| Dynamic-pressure blend | True | Allows baseline spring strength to rise with indicated airspeed where the control law permits it. |
| Minimum spring factor | 0.55 | Sets low-speed spring strength as a fraction of baseline when blending is enabled. One keeps full strength. |
| Spring wake-up speed | 8 kt | Sets the IAS where the low-speed spring blend starts rising. This is a feel threshold, not a flight limit. |
| Spring full-strength speed | 55.0 kt | Sets the IAS where the low-speed blend reaches baseline strength; high-speed stiffening also uses it. |
| Vitesse de réglage des forces | 110 kt | Sets the IAS reference for aerodynamic loading. It is an estimate, not published cruise TAS or a flight limit. |
| Airspeed spring stiffening | 0.15 | The high-speed spring-stiffening gain is 0.15. It strengthens the permitted spring response above 55 KIAS, with the squared-speed ratio capped at 5. |
| Airspeed stiffening cap | 5 | Limits the squared airspeed ratio used for high-speed spring stiffening; it is not a device-force cap. |
| Aileron force scale | 0.72 | Roll and pitch aerodynamic scales are 0.72 and 1, respectively. They set the aerodynamic axis balance. No custom spring-travel curve is enabled. |
| Elevator force scale | 1.0 | Scales pitch aerodynamic loading; pitch spring travel and trim responses are separate settings. |
| Maximum output force | 0.55 | Caps directed-force output. Native spring effects and device limits remain separate. |
| StickFeel · Trim feel enabled | False | Retained for compatibility and group membership. Trim relief, rather than this flag, controls centre movement. |
| StickFeel · Trim relief enabled | False | Allows trim relief with supported control law and valid telemetry. Axis authorities set its amount. |
| StickFeel · Elevator authority | 0 | DA20 pitch trim changes spring preload on the elevator linkage. Pitch relief is off, with stored authority 0; roll authority is 0. |
| StickFeel · Aileron authority | 0 | Scales supported roll-trim relief and permitted centre movement. Zero removes roll response. |
| StickFeel · Force trim enabled | False | Enables local force trim, separate from aircraft-owned trim and add-on integration qualification. |
| StickFeel · G load enabled | True | Allows load-factor changes to modify permitted spring laws. Passive fly-by-wire feel can suppress it. |
| StickFeel · Rate damping enabled | True | Enables rate damping with the configured coefficients and control law. |
| Autopilot · Follow enabled | False | Autopilot following is off; the configured spring and load retain the hardware feel. |
| Autopilot · Follow authority | 0.1 | Sets admitted AP-follow gain, not a percentage of travel. Runtime ownership and input limits still apply. |
| Autopilot · Neutral hold enabled | False | Permits centering hold during a supported AP state, separate from following a moving target. |
| Autopilot · Neutral hold strength | 0.6 | Sets admitted AP neutral-hold strength; inactive while neutral hold is disabled. |
| Aero · Enabled | True | Enables aerodynamic cues; each still needs nonzero strength and its simulator conditions. |
| Aero · Gain | 0.35 | Sets stall-buffet strength. Zero removes the cue without changing simulator stalls or warnings. |
| Aero · Gain | 0 | Sets high-Mach buffet strength; onset and full-strength thresholds are separate. |
| Aero · Gain | 0 | Sets flap buffet at the configured position and speed gates. Flap movement texture is separate. |
| Aero · Max flap index | 3 | Sets the final flap index for detent normalization. UP plus three detents uses maximum index3. |
| Aero · Min flap index | 2 | Sets the first flap detent that admits buffet; this is a handle index, not degrees. |
| Aero · Gain | 0 | Sets gear aerodynamic buffet; movement and ground-contact cues are separate. |
| Aero · Shaker enabled | False | Permits shaker at supported warning conditions; the switch does not establish aircraft equipment. |
| Aero · Amplitude | 0.5 | Sets triggered shaker strength; inactive while the shaker feature is disabled. |
| Ground · Enabled | True | Enables ground effects; each still needs its own strength and contact or motion telemetry. |
| Ground · Gain | 0.4 | Sets rolling texture strength, modified by speed, surface and undercarriage configuration. |
| Ground · Gain | 0.25 | Sets gear-bump texture during ground motion, separate from touchdown impact. |
| Ground · Gain | 0.65 | Sets landing-impact strength; landing telemetry and response shape determine the pulse. |
| Ground · Gain | 0 | Sets reverse-thrust vibration with valid reverser and engine conditions. Zero removes the cue. |
| Engine · Enabled | True | Enables engine cues with nonzero settings and valid running-engine telemetry. |
| Engine · Gain | 0.12 | Sets estimated engine vibration using configured telemetry and response, not measured cockpit vibration. |
| Mechanical · Enabled | True | Enables accessory cues with configured strengths and observed accessory movement. |
| Mechanical · Gain | 0.12 | Sets texture from observed flap movement; a command without movement does not establish the cue. |
| Mechanical · Gain | 0 | Sets texture from observed gear movement, separate from aerodynamic and touchdown effects. |
Sources publiques 18
- Diamond DA20 KatanaResearch background · Wikipedia revision 954579312 · retrieved 2026-09-12
- DA20-C1 EclipseExact DA20 developer page: engine, avionics and platformOfficial developer / designated store catalogue · checked 2026-09-12
- DA20-C1 manufacturer maintenance manual rev22Diamond DA201-C1 AMM rev22, chapters27-30 and27-31, PDF pp.503 and511-513; trim chapter revision16
- DA20-C1 Eclipse-SimSolutions-DA20CXP12version1.0.1 August3,2023 and featuresProduct listing captured 2026-09-23; edition scope from the reviewed catalogue
- Diamond DA20C1 AFM revision29 hosted by operatorPDF182/printed7-6, revision26 page in revision29 AFM; image reviewed; DA20C1 AFM PDF182/printed7-6, common airframe mechanism
- SimSolutions DA20-C1 for MSFS-2020Exact product and reviewed configuration passagesProduct listing captured 2026-09-30; edition scope from the reviewed catalogue
- Exact product, simulator declarations and configuration featuresExact product, simulator declarations and configuration features
- Current X-Hangar version updates13March2026 C130/L100 v2.19 update; 18August2026 C404 v2.15; 11May2026 DA20C1 v1.65; Aztec v1.33 update; date printed07-30-06
- Release Notes — Sim Update 2 [1.4.20.0]15 May 2025 · simulator 1.4.20.0, Saab package 1.0.915 May 2025 · aircraft-specific package revisions
- Microsoft Flight Simulator aircraft manuals
- MSFS 2024 FAQ and edition aircraft inventory
- MSFS 2020 FAQ and edition aircraft inventory
- Diamond Katana Review — DA20-A1 Rotax-poweredMarch 2002 · author’s training experience
- Flying the Diamond DA20 — Mar 2021March 2021 · DA20-A1 flight with Nick Long
- Solo!Alton K. Marsh · 1 October 2008
- History: Unwavering Commitment to InnovationManufacturer’s historical timeline · retrieved September 2026
- ICAO Doc 8643 — aircraft type designatorsPublic search data retrieved 2026-09-14; authority update 2026-09-03
- Diamond Katana DA20 C1-xhangar-DA20Product listing captured 2026-09-23; edition scope from the reviewed catalogue
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Discussions de hangar
Conversation ouverte sur le pilotage et le réglage du Diamond DA20 / DV20, sur le forum communautaire. Les corrections ci-dessus vont en privé au mainteneur ; les discussions de hangar sont publiques.
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