Before You Fly 8US…


  • Please be careful with all static wicks sticking out from trailing edges before and after flight – accidentally striking or bending may break them, which will cause the aircraft to be deemed VFR-only or even entirely grounded until it gets fixed!
  • The pitot heat cover is important to be installed any time the aircraft is parked.
    It should always be the first item to remove when you get to the plane for a flight, and the last item to be installed after completing all other postflight tasks so that the cover cannot be melted by the pitot heat – yes, that has happened…
    • Please also install the engine inlet plugs as well as the sun shields (at least the big one for the font canopy) after your flights (see this page for more information).
      It’s a good idea to always assume that the next scheduled flight may be cancelled, and you always want the aircraft to be protected as much as possible. 
  • Measuring oil correctly: For each engine, …
    1. Pull out the measuring stick and wipe it clean with a paper towel sheet (provided in the nose baggage compartment)
    2. Put it back in and screw it all the way to the full close point – if you don’t then the subsequent reading will show a lower oil level than there actually is
    3. Pull it back out and read the oil level. Everytime it’s clearly less than half it makes sense to add a half quart of the provided Diesel (!) oil. If the other engine does not need oil then keep the closed bottle with the second half of the quart inside the nose compartment.   

General familiarization

  • Read the manuals (top menu under Twin Star 238ES > POH / Product Guides)
  • Understanding ME dynamics and complications in one-engine-INOP scenarios is obviously the main challenge with any twin engine airplane, but a thorough understanding of the systems like FADEC, AP and TKS is very important, too – again, read the POH (AFM & Supplements) provided on this website.
  • If you have some 15 min. – watch this Diamond factory tour:


The G1000 system may appear deceivingly simple to use at first, but it’s a complex integrated system. The learning curve is much cheaper on the ground:

  • Read the manuals (top menu under Twin Star 238US > POH / Product Guides)
  • Watch free G1000 instructional videos
  • Use simulators
    • At home,
    • Use the real-world cockpit FTD with 160° immersive experience
  • SVT (Synthetic Vision Technology)
    • It is highly recommended to make use of the provided Synthetic Vision feature on the PFD – it helps keep and improve situational awareness (especially in MVFR/IMC), can show traffic and obstacles in your way, and helps with aircraft attitude fine-tuning by using the “green dumpling” which shows exactly where the aircraft is going – just keep it on the white horizon line during level flight, and point it at the numbers as you approach a runway.
      The “highway in the sky” represented by boxes you want to fly through may appear distracting at first, but you will come to realize how it makes navigation easier by providing those big visual clues that are easier to keep in your peripheral vision – which allows for more eye time outside.   
    • All that said, SVT can be partly or fully turned off anytime if you wish.
  • MFD Page Group contents
    • G1000 systems come in a variety of configurations depending on aircraft type and specific equipment.
      The MFD page groups contain the following pages:
      • MAP group
        1. Navigation
        2. Traffic
        3. Weather Data Link (SiriusXM)
        4. Terrain-SVS


      • WPT (Waypoint) group
        1. Airport
          • CHRT | INFO | DP | STAR | APR | WX
        2. Intersection
        3. NDB
        4. VOR
        5. User Waypoints


      • AUX (Auxiliary) group
        1. Trip Planning
        2. Utility
        3. GPS Status
        4. System Setup
        5. XM Satellite
          • RADIO | INFO
        6. System Status


      • NRST (Nearest) group
        1. Airports
        2. Intersections
        3. NDB
        4. VOR
        5. User Waypoints
        6. Frequencies
          • ARTCC | FSS | WX
        7. Airspaces


    • Additional MFD features
      • FPL (Flight Plan) – Separate page group
        1. Active Flight plan
        2. Stored Flight plans
      • CHRT
        • FAA charts (Taxi diagrams, Approaches, Arrivals) 
      • CHKLIST
        • Diamond’s default checklist 


Even though there is currently no integrated AP that would support it, VNAV is supported by the G1000, and that feature can make your in-flight planning of descents much easier by letting you define the BOD (bottom of descent), i.e. the altitude you want to be at in the not so distant future (e.g. TPA 3nm before an airport), and at what descent rate you’d like to get there (typically a comfi 500 fpm) from where you are, and the system helps you out by giving you a TOD (top of descent) and displaying a VDI that you can conveniently follow just like you’d follow a GS/GP indicator on an approach.

The following video is very useful to help you understand it, and how to set things up in the context of using a VNAV-capable AP (which this plane does not have), but you can obviously still take advantage of it and fill in the role of the AP manually. 

GPS approaches limitations

The GIA63 units in this plane are not (yet) upgradeable to the WAAS version. Until such an upgrade is available and installed you cannot legally fly approaches requiring WAAS, i.e. LP, LPVLNAV/VNAV or LNAV+V approaches (you can certainly fly LNAV approaches though).

Hardware considerations

CAUTION: The PFD and MFD displays use a lens coated with a special anti-reflective coating that is very sensitive to skin oils, waxes, and abrasive cleaners. CLEANERS CONTAINING AMMONIA WILL HARM THE ANTI-REFLECTIVE COATING. It is very important to clean the lens using a clean, lint-free cloth and an eyeglass lens cleaner that is specified as safe for anti-reflective coatings.

Use of polarized eyewear may cause the flight displays to appear dim or blank.


Check out this page with useful info and tips on using the KAP140 AP in this aircraft.

ADS-B In / Bluetooth

This plane is equipped with ADS-B In (Traffic, WX) information to both the G1000 (Traffic only) and also available to your EFB app (ForeFlight, Garmin Pilot) via Bluetooth.

To connect:

  • First time:
    The GTX345R unit providing the ADS-B In data can be connected to shortly after you turn on the Electrical Master. Look for the N238US Bluetooth network and connect to it. (Should you not see that network, recycling Bluetooth on your device is known to usually fix that.)
  • Next time you fly your device should connect automatically, no need for the above procedure.

Connecting that way will also provide WAAS-accurate GPS location, AHRS info and FPL synchronization between the GTN units and your EFB app.
Verify in your ForeFlight or Garmin Pilot app that you are connected to N238US, and you’re good to go.

ICAO Filing

Flight plans now have to be filed in ICAO format which asks for more aircraft equipment and capability details than the good ol’ FAA flight plan.

To help with setting up your flight plans we have created a page (find it in the dropdown menu above under > Equipment) which should do the trick – use those bits and pieces to fill out the aircraft profile in your EFB.

Weight & Balance

N238US | W&B 11/17/2020    
Weight (lbs)    2,953.07     
CG (in. aft of datum)       94.97     
Moment 280,445.60    

Compass deviation card as of 2/26/2008:

N 30 60 E 120 150
001 30 60 90 118 149
S 210 240 W 300 330
180 210 240 270 300 330

Aircraft Handling

Keys to the airplane

  • Yellow: Baggage front
    • Always lock both sides before flying!
  • Red: Ignition
  • Black: Aux Tanks – upon request only
    • The aux tanks are normally not in use for all training and normal X/C flights
    • The key to the aux tanks is only attached to the spare keys kept at the front desk. If you want to use the aux tanks for a longer X/C flight you can have the key to those handed to you upon request.
      NOTE that there are procedures and limitations with regard to using the aux tanks (imbalance aspects, operation of the fuel transfer switches) that you need to know!  

Canopy notes

On windy / gusty days it is very important for pilot and passengers to have a good grip on both the forward swinging canopy and rear door to make sure it gets opened and closed in a controlled fashion – the hinges connected to the carbon composite airframe can otherwise crack, leading to the need for a costly and very avoidable repair. 

Wind alert

  • Always close the canopies before you walk around / move the plane to protect them from wind gusts.
  • Please always install the control lock between rudder pedals and the pilot stick after every flight. It’s part of the checklist and a required step. It may not be gusty when you come back, but wind conditions can change quickly, and the ailerons and elevator control surfaces need to be protected from sudden movements.
    In order to install it the pedals must be moved all the way aft towards the seat.

Easy on the brakes please!

The Twin Star’s brakes are quite effective – unless there is a good reason to come to a halt ASAP please be cautious and apply the brakes gently upon rollout so as to not cause flat spots and/or even a tire blowout.

When you practice a short field landing, simulate maximum braking by simply announcing so to your CFI or DPE while braking normally (i.e. gently).

You don’t want to have a tire blowout happen to you, yet alone away from KBFI.