“Flying isn’t always about the fanciest tech. Sometimes, it’s about knowing how to keep an old bird alive at 6,000 feet on one engine.”
Diamond makes some of the most elegant and efficient general aviation aircraft on the market today. The DA-40 is a personal favorite—graceful lines, smooth handling, and a respectable cruise speed. It’s no wonder flight schools love it. But when it comes to multi-engine training, the DA-42 Twin Star might not be your best bet.
Here’s why.
Not All Twins Are Created Equal
Let’s say your dream is to fly for the airlines. Or maybe you’re aiming for charter, cargo, medevac, bush flying—or any of the dozens of flying jobs that don’t involve luxury jets and climate control.
Now ask yourself:
• Are you guaranteed a job flying only FADEC-equipped twins?
• Are you certain you’ll never set foot in a Britten-Norman Islander, Navajo, King Air, Twin Otter, Cessna 310, or Conquest?
If you can’t answer “yes” to both of those with confidence, the Diamond Twin Star might not be preparing you for the real world.
Old School Procedures for the Real World
The traditional multi-engine callouts are timeless for a reason:
“Engine failure! Mixtures, Props, Throttles—full forward! Flaps up, gear up, step on the ball! Identify, verify, feather!”
That sequence? It’s used in almost every piston twin on the planet—and even turbine twins like the King Air. It becomes muscle memory, and it’s critical when you’re dealing with asymmetric thrust and engine-out scenarios.
The Twin Star? Well… it doesn’t have prop levers.
It’s slick, modern FADEC engines automatically adjust power and prop settings. Cool technology, sure. But that can leave you ill-prepared for the aircraft you’re most likely to encounter early in your career.
A Cautionary Tale from the Islands
Let me tell you a quick story.
Back in 2012, a small VFR charter operator out of Miami was hiring pilots to run trips to the Bahamas. You know the kind—old Navajos, minimal instrumentation, no air conditioning, and schedules written in pencil. I had just enough multi-time (thanks to my MEI mentor and some generous time-building in a King Air) to land an interview.
The evaluation flight was old-school. Steam gauges, barely-legal VFR conditions, hot-and-humid summer ops over blue water and coral reefs.
It became one of the most rewarding jobs I’ve ever had.
Would I have passed that eval if all my ME time had been in a slick, digital Diamond?
Not a chance.
The Long Game: What If Your Jet Job Disappears?
There was a period in aviation known as “The Lost Decade” (roughly 2001–2010), when airline furloughs were the norm and recalls took years. I’ve flown with guys who had to reinvent their careers overnight—jumping into King Airs, Twin Otters, even banner tow planes.
Some say it was the best thing that ever happened to them. They rediscovered why they started flying in the first place.
The takeaway? Don’t assume your future will always look like your present.
Pick the aircraft that broadens your skill set. Learn to handle an engine-out scenario with manual controls and old-fashioned techniques. Train for the unexpected.
What Aircraft Should You Choose?
You’ll be much better served training in a:
• Beechcraft Baron
• Piper Seminole
• Cessna 310
• Twin Comanche
• Anything with prop levers and no digital automation
These aircraft force you to think, act, and respond like a true multi-engine pilot. You’ll build habits and muscle memory that will stick with you for the rest of your career—whether you’re flying jets, turboprops, or something with duct tape on the yoke.
So Why Do Schools Love the Diamond?
Simple.
• Less maintenance.
• Lower fuel burn.
• No magneto checks.
• Reliable FADEC engines.
• Great for tight margins and profit.
It’s a school-friendly trainer, not a career-prepping tool.
Final Thoughts
The Twin Star is beautiful. It flies like a dream. And it certainly has a place in training. But if your sights are set on flying professionally—especially in the unpredictable, wide-ranging world of multi-engine ops—then don’t let sleek seduce you.
Pick the rugged bird. Get your hands dirty. Practice feathering with an actual prop lever. Make your multi-rating count.
Because someday, when the jet job disappears or the VFR charter operator calls, you’ll be ready.
Coming up next:
Multi-engine and MEI Training in the new Tecnam P2006T—The new kid on the block.
Need help deciding which trainer to do your multi-rating in? Drop your questions below or reach out—we’ll take any excuse to talk planes.
