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Hoffmann H36 Dimona

Key Information

Super Dimona, showing its winglets

The Diamond HK36 Super Dimona is an extensive family of Austrian low-wing, T-tailed, two-seat motor gliders that were designed by Wolf Hoffmann and currently produced by Diamond Aircraft Industries.[1][2][3][4][5][6][7][8]

Design and development

[edit]

The series started with the Hoffmann H36 Dimona, a touring motorglider introduced in the early 1980s. The aircraft were initially produced by Hoffmann Flugzeugbau, which became HOAC Flugzeugwerk and later Diamond Aircraft Industries.[2][5][6][9]

Built entirely from fibreglass, the H36 family all use a Wortmann FX 63-137 airfoil. The wings feature top-surface Schempp-Hirth-style airbrakes. Optionally, the wings can be folded by two people in a few minutes to allow storage. The original H36 has 16.0 m (52.5 ft) wings, while the later members of the family added slightly greater span. The H36 offers a 27:1 glide ratio, while later variants improved that by one point, to 28:1 by adding winglets increasing the span to 16.33 m (53.6 ft). Cockpit accommodation seats two in side-by-side configuration, under a hinged bubble canopy that is pushed up and backwards.[1][2][3][4][5][10]

The series are type certified in Europe and North America. The H36 received its US Federal Aviation Administration certification on 9 July 1986. Due to its fibreglass construction, the US certification includes the restriction "All external portions of the glider exposed to sunlight must be painted white except of (sic) wing tips, nose of fuselage and rudder."[6][7]

In March 1987 an improved variant was developed by Dieter Köhler and the subsequent HK36R first flew with a Limbach L2400 engine in October 1989.

When equipped with the larger available engines, particularly the 86 kW (115 hp) Rotax 914 turbocharged powerplant, the aircraft can be used for glider towing. A commercial success, more than 900 H36s and HK36s have been completed.[8]

The HK36 provided the basis from which the Diamond DV20 Katana from which the improved DA20 and four-seat DA40 series were later developed.[9]

Operational history

[edit]

In 1991, an HK36, flown by Peter Urach in Austria, set an absolute altitude record in its class for a piston engined aircraft of 36,188 ft (11,030 m). The record held until surpassed in 2002 by the Bohannon B-1.[11]

In February 2008, The Boeing Fuel Cell Demonstrator used a Diamond HK36 Super Dimona motor glider airframe and achieved straight-level flight on a manned mission powered by a hydrogen fuel cell.

The FCD (Fuel Cell Demonstrator) was a project led by Boeing that used a Diamond HK36 Super Dimona motor glider as a testbed for a fuel cell-powered light airplane research project. The project achieved level flight using fuel cells only in February and March 2008.[12][13]

In December 2016 there were nine H36s and thirty HK36s registered with the US FAA, two HK36Rs and two HK36TTSs registered with Transport Canada, along with seven H36s and eight HK36s registered with the UK Civil Aviation Authority.[14][15][16]

Variants

[edit]
H36 Dimona
Original version produced by Hoffmann and later by HOAC, with a 16.0 m (52.5 ft) wingspan, conventional landing gear, 27:1 glide ratio and powered by a Limbach L2000 EB1C engine of 60 kW (80 hp), a Rotax 912A of 60 kW (80 hp) or Limbach L2400 EB of 65 kW (87 hp). Applied for US FAA certificate on 4 April 1982 and received on 9 July 1986 in the utility category at a gross weight of 770 kg (1,698 lb).[2][5][6]
Super Dimona, showing its wingspan
Hoffmann HK-36 R Super Dimona
HK36 R Super Dimona
Developed from the H36, with a carbon-fibre spar, modified fuselage, 16.2 m (53.1 ft) wingspan and 60 kW (80 hp) Rotax 912A engine. Optional wing tips can extend the span to 17.6 m (57.7 ft). Received US FAA type approval on 23 July 1993 in the utility category at a gross weight of 770 kg (1,698 lb).[2][6]
HK36TS Super Dimona
Developed from the HK36 R Super Dimona, the HK36TS has a 60 kW (80 hp) Rotax 912 A3 engine, 16.6 m (54.5 ft) wingspan, 28:1 glide ratio and conventional landing gear. Received US FAA type approval on 25 September 1997 in the utility category at a gross weight of 770 kg (1,698 lb). Marketed as the Katana Xtreme in Canada and the USA.[7]
HK36TC Super Dimona
The HK36TC has a 60 kW (80 hp) Rotax 912 A3 engine. Received US FAA type approval on 25 September 1997 in the utility category at a gross weight of 770 kg (1,698 lb). Marketed as the Katana Xtreme in Canada and the USA.[1][3][7][8]
Diamond HK36TC-100 Super Dimona
HK36TC-100 Super Dimona
The HK36TC-100 has a 74 kW (99 hp) Rotax 912 S3 engine. Applied for US FAA type approval on 16 January 2003 and received on 12 January 2004 in the utility category at a gross weight of 770 kg (1,698 lb).[7] Minimum sink rate: 1.18 m/s at 97 km/h, glide ratio 1:27 at 105 km/h[17] Marketed as the Katana Xtreme in Canada and the USA.[7]
HK36TTS Super Dimona
The HK36TTS has an 86 kW (115 hp) Rotax 914 F3 or F4 turbocharged engine, a Muhlbauer MTV-21-A-C-F/CF 175-05 propeller, 16.6 m (54.5 ft) wingspan, 28:1 glide ratio, and conventional landing gear. Received US FAA type approval on 25 September 1997 in the utility category at a gross weight of 770 kg (1,698 lb). Marketed as the Katana Xtreme in Canada and the USA.[1][3][7][8]
Refueling a HK36-TTC Super Dimona
HK36TTC Super Dimona
The HK36TTC has an 86 kW (115 hp) Rotax 914 F3 or F4 turbocharged engine, 16.6 m (54.5 ft) wingspan, 28:1 glide ratio, and tricycle landing gear. Received US FAA type approval on 25 September 1997 in the utility category at a gross weight of 770 kg (1,698 lb). Marketed as the Katana Xtreme in Canada and the USA.[1][3][7][8]
HK36TTC Eco Dimona
Special mission version of the HK36 for the surveillance role, it is equipped with a gimbal-mounted Wescam camera and cockpit display, an 86 kW (115 hp) Rotax 914 F3 or F4 turbocharged engine and a Muhlbauer MTV-21-A-C-F/CF 175-05 propeller. Received US FAA type approval on 29 March 1999 in the utility category at a gross weight of 770 kg (1,698 lb) and 21 December 2000 in the restricted category, limited to aerial photography only, at a gross weight of 930 kg (2,050 lb). Marketed as the Multi Purpose Xtreme in Canada.[7][8]
Diamond DA36 E-Star
Developed by Siemens, EADS and Diamond Aircraft to reduce fuel consumption and emissions by up to 25 percent, using a serial hybrid drive that turns the aircraft's prop with a Siemens 70 kW (94 hp) electric motor, from power generated by a 40 hp (30 kW) Austro Engines Wankel rotary engine and generator, stored in batteries. The prototype first flew 8 June 2011.[18]
Hoffmann H38 Observer
A surveillance aircraft largely based on the H36 Dimona which failed to enter flight testing due to failure of the partnership between Wolf Hoffmann and Hoffmann Flugzeugbau.[citation needed]
B.R.1
(Thai: บ.ร.๑) Royal Thai Armed Forces designation for the H36.[19]

Operators

[edit]
 India

Specifications (Hoffmann H36 Dimona)

[edit]
Hoffmann H36 Dimona
Cockpit of Super Dimona HK36-TTC

Data from Sailplane Directory, Soaring and FAA Type Certificate G51EU[2][5][6]

General characteristics

  • Crew: one
  • Capacity: one passenger
  • Wingspan: 16.0 m (52 ft 6 in)
  • Wing area: 15.24 m2 (164.0 sq ft)
  • Aspect ratio: 16.8:1
  • Airfoil: Wortmann FX 63-137
  • Empty weight: 497 kg (1,096 lb)
  • Gross weight: 770 kg (1,698 lb)
  • Fuel capacity: 80 liters (18 imp gal; 21 U.S. gal)
  • Propellers: 2-bladed Hoffmann HO-V 62-R/L 160 T, three position, fully feathering

Performance

  • Cruise speed: 182 km/h (113 mph, 98 kn)
  • Never exceed speed: 275 km/h (171 mph, 148 kn) sea level to 6000 feet
  • Range: 1,090 km (680 mi, 590 nmi)
  • Maximum glide ratio: 27:1 at 105 km/h (65 mph)
  • Rate of sink: 0.91 m/s (179 ft/min) at 79 km/h (49 mph)
  • Wing loading: 48.56 kg/m2 (9.95 lb/sq ft)

See also

[edit]

Related development

Aircraft of comparable role, configuration, and era

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Diamond HK36 Super Dimona

View on Grokipedia
from Grokipedia
The Diamond HK36 Super Dimona is a two-seat, low-wing, T-tailed manufactured by of , featuring composite construction and a fixed-pitch feathering propeller for self-launching operations. Designed originally by , it combines the performance of a sailplane with powered flight capabilities, powered by a single nose-mounted piston engine producing 80 horsepower. Development of the HK36 Super Dimona traces its roots to the H-36 Dimona, introduced by Hoffmann Flugzeugbau in 1981 with its first flight in 1980, evolving into the Super Dimona variant launched in 1989 and certified by the FAA in 1993. Production began in 1987 at Diamond's facility after the company acquired rights from Hoffmann, marking an early milestone in the firm's use of advanced carbon fiber composites for lightweight, efficient . Over 900 units have been built since inception, with production paused in the early 2000s before restarting in 2018, and it remains in production as of 2024; it served as the foundational platform for later Diamond models like the DA20 . Key design features include a high-aspect- wingspan of 16.5 meters (54 feet) for a glide of up to 28:1, side-by-side seating under a , and folding wings for easy storage, with most variants equipped with tricycle and manual spoilers for control. The measures 7.28 meters in length and 1.90 meters in height, with a of 700 kilograms (1,543 pounds), enabling a cruise speed of 121 knots and a takeoff distance of 150 meters. It offers a useful load of approximately 480 pounds, a stall speed of 42 knots, and a maximum climb rate of 1,063 feet per minute, making it suitable for recreational flying, , and cross-country soaring without requiring a in some regions. Variants of the HK36 Super Dimona include the HK36TS (introduced 1997 with improved range and sink rate), HK36TC-100 (2004, with 100-hp Rotax 912S3 engine), HK36TTS/TTC (turbocharged options using 115-hp Rotax 914F3/F4 for enhanced high-altitude performance), and the experimental DA36 E-Star hybrid-electric version from 2011. Notably, it has been adapted for innovative applications, such as Boeing's 2008 Fuel Cell Demonstrator project, achieving the first manned hydrogen fuel cell-powered flight.

Design and development

Origins and early production

The origins of the Diamond HK36 Super Dimona lie in the Hoffmann H-36 Dimona, a two-seat designed by Austrian engineer , who had previously contributed to glider designs at Scheibe Flugzeugwerke including the SF-H34. The H-36 prototype, incorporating a configuration, achieved its on 9 October 1980, powered by a Limbach L 2000 EB1C four-cylinder horizontally opposed rated at 60 kW (80 hp). This design marked Hoffmann's transition to self-launching gliders, built entirely from composites for lightweight performance and durability. In 1981, Hoffmann established Hoffmann Flugzeugbau in Friesach, , to commence serial production of the H-36 , featuring a 16 m (52 ft 6 in) wingspan, Wortmann FX 63-137 airfoil for efficient gliding, and top-surface Schempp-Hirth-style airbrakes for speed control. The aircraft's fixed tricycle and configuration emphasized ease of operation for recreational and use, with early models emphasizing a high glide ratio of approximately 27:1 when the retractable was feathered. Production ramped up under Hoffmann Flugzeugbau, focusing on the core role before company challenges arose. By 1984, following financial difficulties and in August of that year, Hoffmann Flugzeugbau was restructured as Hoffmann Aircraft Ltd. (HOAC), relocating operations to , , to sustain H-36 manufacturing. This reformation enabled continued development, culminating in U.S. type certification for the H-36 on 9 July 1986 under Type Certificate G51EU, validating its utility category airworthiness for 100 LL aviation gasoline. Early production emphasized the Limbach-powered baseline, setting the foundation for subsequent enhancements while prioritizing composite integrity and aerodynamic efficiency.

Evolution to Super Dimona

In the late , the HK36 series underwent a major redesign led by the company then known as HOAC (later ), building on the base airframe from the earlier H-36 origins, to incorporate modern materials and performance enhancements for broader market appeal. This 1989 rework introduced the 912A engine rated at 80 hp, a retractable constant-speed for efficient soaring transitions, and upgraded including digital variometers and improved instrumentation for better pilot . The redesigned model was officially launched as the HK36 Super Dimona in 1989, with production commencing in 1990, featuring wingtip extensions that increased the wingspan to 16.2 meters and boosted the glide ratio to 28:1, enhancing its suitability as a self-launching motorglider. Production commenced that year at the facility in , , marking a key step in the company's expansion from prototype development to serial manufacturing. In late 1991, the company was acquired by German entrepreneur Christian Dries, who renamed it Dimona Aircraft and invested in further growth. Certification efforts accelerated in the early , with initial JAR-22 approval granted by Austrian authorities on May 15, 1990, for the standard HK36, followed by U.S. FAA G51EU issuance in July 1993 for the HK36R variant. Additional approvals came in 1996, including EASA precursors for tricycle-gear models like the HK36 TC on July 12 and HK36 TTC on December 20, enabling wider international operations and variants with improved ground handling. To meet rising demand, the company expanded its Austrian production capabilities through facility upgrades in during the 1990s, supporting scaled output that reached over 300 units by 2000 and contributed to a total exceeding 900 built across the . Fuel-efficient options were also introduced, such as long-range tanks providing up to 77 liters of usable capacity, allowing extended powered flights without compromising performance.

Design features

Airframe and aerodynamics

The Diamond HK36 Super Dimona features an all-composite airframe constructed primarily from glass fiber reinforced plastic (GFRP) with selective use of carbon fiber reinforced plastic (CFRP) for enhanced strength, utilizing semi-monocoque sandwich construction that incorporates rigid foam cores between inner and outer skins for lightweight rigidity and structural integrity. This design, derived from glider heritage, results in an empty weight of approximately 560 kg, enabling efficient powered flight while maintaining low structural mass. The aircraft employs a low-wing configuration with a standard of 16.33 , which can be extended to 17.6 via optional winglets to reduce induced drag and improve aerodynamic efficiency during . The wings utilize a Wortmann FX 63-137 section, achieving an of 17.11 for optimal lift-to-drag characteristics suited to operations, and include full-span airbrakes on the upper surface for precise speed control and rapid descent capability without significant pitch changes. These airbrakes, equipped with oil dampers, can be deployed at all speeds up to the never-exceed limit. A enhances stability and glider-like performance by positioning the horizontal stabilizer above the , reducing interference during high angles of attack. The tail surfaces are also constructed in GFRP/CFRP sandwich form, with the housing antennas and pitot-static ports. Landing gear configurations include fixed tricycle setups with a castering and damper for smooth operations on prepared surfaces, or tailwheel variants with main struts for rough-field capability, all featuring hydraulic disc brakes on the mains. Retractable gear options are available on select models to minimize drag during cruise and glide phases. The accommodates two occupants in side-by-side seating under a one-piece hinged that swings upward and backward for excellent visibility and easy access, preserving the glider-style open feel while providing weather protection. Controls follow conventional glider conventions, with pushrod-actuated ailerons and , cable-linked , and a central stick or yokes depending on variant; later builds offer optional integration of the system for modern display.

Propulsion and systems

The Diamond HK36 Super Dimona is equipped with piston engines optimized for efficient self-launching and sustained powered flight in its configuration. The standard engine is the S3, a four-cylinder, liquid-cooled unit producing 100 hp (73.5 kW) at 5,800 RPM, certified under EASA.E.121 and integrated with the via a nose-mounted mount for standard tractor propulsion. For enhanced high-altitude performance, the turbocharged F3 or F4 variant delivers 115 hp (84 kW) at 5,800 RPM with a maximum manifold pressure of 39.9 inHg for takeoff, certified under EASA.E.122, allowing operations up to 18,000 feet. These engines feature electronic ignition and dual carburetors, with the 912 S3 emphasizing fuel economy for touring and the 914 providing climb superiority for towing duties. Propulsion is completed by the MT-Propeller MTV-21-A-C-F/CF 175-05, a two-blade composite propeller with a 1.75-meter diameter, hydraulic constant-speed mechanism, and optional feathering for minimized drag during gliding. This propeller, certified under EASA.P.006, operates at a reduction ratio of 1:2.4286 for the 912 S3 and similar gearing for the 914, ensuring smooth power delivery and durability through its carbon fiber construction resistant to environmental stresses. The fuel system employs a gravity-fed design with the main tank positioned aft of the cockpit, offering a standard usable capacity of 54 liters from a 55-liter total, expandable to 77 liters usable via optional long-range tanks integrated into the fuselage for improved range without altering center of gravity limits. An auxiliary electric pump supplements flow during startup and high-demand phases, with system fuel adding 9 liters in extended configurations; approved fuels are AVGAS 100LL or automotive mogas (minimum RON 95). The 12-volt electrical system (28-volt optional), driven by a 20-amp alternator and 18- or 30-amp-hour battery (depending on configuration), powers engine monitoring, lighting, and instruments, including a dedicated circuit for soaring adaptations. Standard avionics encompass a glider-specific variometer for vertical speed detection and a turn coordinator, with optional upgrades to electronic flight instrument systems (EFIS) for integrated navigation and an autopilot for hands-off cruise. Maintenance is streamlined with Rotax overhaul intervals of 2,000 hours time between overhauls (TBO) per service bulletin SB-912-057UL, and the propeller requiring service every 1,200 hours or 5 years, leveraging composite materials for extended service life and reduced weight.

Operational history

Civilian service and adoption

The Diamond HK36 Super Dimona has primarily served civilian aviation as a versatile , enabling self-launch capabilities for glider pilot , cross-country touring, and glider towing operations. Its retractable propeller and efficient design allow pilots to launch gliders independently without tow aircraft, making it a staple in programs at clubs and flight schools. In touring roles, the aircraft's long range and low-drag support extended flights. These applications have been particularly prominent since the aircraft's entry into production in 1990. Adoption accelerated in following Austrian certification in May 1990 under JAR 22 standards, with widespread integration into gliding clubs across the continent by the mid-1990s; for instance, by 1995, over 100 units had been produced, predominantly serving European operators in training and recreational roles. In the United States, market entry occurred after FAA type certification in July 1993, leading to adoption for similar civilian purposes, including sport pilot training where the aircraft qualifies without requiring a due to its glider category compliance. Overall production exceeded 900 units by 2023, reflecting sustained civilian demand. Economically, the Super Dimona benefits from low operating costs driven by its fuel-efficient engine, with hourly expenses estimated around $50 including fuel and basic maintenance, making it accessible for private owners and clubs. Diamond Aircraft continues to provide ongoing support, including parts and service bulletins, ensuring longevity for the fleet. As of 2025, the remains active in private and flight schools worldwide, with overhauled examples available for sale in , such as 1990s models listed at approximately €60,000–€100,000. Production persists on a limited basis, with recent restarts to meet demand.

Special projects and records

In 1991, a , piloted by Peter Urach, established an absolute altitude record for piston-engined in its class by reaching 36,188 feet (11,030 meters) over . This achievement highlighted the aircraft's high-altitude performance capabilities, leveraging its efficient design for sustained climb in thin air. In 2008, collaborated with Diamond Aircraft to develop a hydrogen demonstrator using an HK36 Super Dimona , marking the first manned flight of an powered solely by hydrogen . The modified aircraft featured a 200-pound system driving an to turn the , emitting only and heat as byproducts during a 30-minute test flight at 75 mph. This project demonstrated the feasibility of clean propulsion for , paving the way for further sustainable research. The HK36 Super Dimona served as the basis for the DA36 E-Star, a groundbreaking serial developed through a 2010 partnership between Diamond Aircraft, , and EADS (now ). The prototype achieved its first flight on June 8, 2011, at airfield in , powered by a 70 kW augmented by a range extender, reducing fuel consumption and emissions by up to 25% compared to conventional models. Unveiled at the 2011 , the E-Star represented a milestone in hybrid , with the heavily modified HK36-derived enabling extended endurance for two-seat operations. In May 2025, Diamond Aircraft assumed leadership in a hydrogen-electric hybrid research project to explore advanced power systems for light .

Variants

Conventional powered models

The conventional powered models of the Diamond HK36 Super Dimona family, introduced from the late 1980s onward, feature piston engines from the and 914 series, with configurations differentiated primarily by type and output. These variants emphasize efficient touring and capabilities in a design, certified for VFR operations under EASA standards. The HK36R, launched in 1989 and certified in 1990, serves as the foundational model with a 912A engine producing 80 hp, paired with fixed tailwheel suitable for basic touring and tasks. It features a standard of 16.2 m, achieving a glide of 28:1, and an optional extended span of 17.6 m for enhanced performance. The fixed tailwheel configuration provides stability on unprepared surfaces, with a two-bladed variable-pitch optimizing low-speed efficiency. Subsequent tailwheel models built on this base, including the HK36TS certified in 1996 with the same 80 hp 912A3 engine but incorporating winglets for a 16.33 m to improve lift and reduce sink rate. The HK36TTS, also certified in 1996, upgrades to a turbocharged 914F3/F4 engine delivering 115 hp, enhancing high-altitude performance while retaining the fixed tailwheel gear for training applications with improved stability. These tailwheel variants share a focus on simplicity and ruggedness, differing mainly in pitch settings to match engine power for better cruise efficiency. Shifting to tricycle gear for easier handling on paved runways, the HK36TC, certified in 1996 with an initial 80 hp Rotax 912A3 engine and later upgraded to the 100 hp Rotax 912S3 in the HK36TC-100 variant certified in 2004, offers a 16.33 m wingspan, a glide ratio of 28:1 and fuel consumption around 15 l/h in cruise. The HK36TTC, certified concurrently, advances to the 115 hp Rotax 914F3/F4 turbocharged engine in a fixed tricycle setup, with optional 17 m wingspan for superior glide performance reaching 28:1. The HK36TTC Eco, certified in 1998 and introduced around 2005, refines the TTC airframe with aerodynamic and systems modifications for reduced fuel burn, targeting 15 l/h in cruise while maintaining the same engine and gear. Tricycle models vary in propeller pitch to accommodate turbocharging, ensuring smoother transitions between powered flight and gliding. Across these models, approximately 900 units were produced from the 1990s through the 2010s, with variations in gear mechanisms—tailwheel for off-field access versus tricycle for airport operations—driving their adoption in diverse roles. The conventional lineup's airframe later informed transitions to hybrid and electric variants based on the TTC design.

Hybrid and electric models

The DA36 E-Star represents a pioneering serial hybrid electric adaptation of the HK36 Super Dimona motor glider, developed jointly by Diamond Aircraft, Siemens, and EADS starting in 2009 to advance sustainable propulsion in general aviation. The system employs a 70 kW Siemens electric motor to drive the propeller, drawing power from an EADS-supplied battery pack supplemented by a 30 kW Austro Engine Wankel rotary generator acting as a range extender, enabling reduced emissions and quieter operation compared to conventional models. This configuration allows battery recharging during cruise via the generator, providing additional boost for takeoff and climb phases. The prototype, based on the HK36 TTC platform, completed its on June 8, 2011, at Wiener Neustadt airfield in and was showcased with daily flight demonstrations at the 2011 , marking the first public display of serial hybrid technology in a manned . An enhanced iteration, the DA36 E-Star 2, underwent successful flight tests in 2013 through collaboration between , , and , incorporating a more compact and lightweight integrated drive system with a specific continuous output of 5 kW/kg and approximately 100 kg less weight than the original. Pure electric prototypes based on the HK36 TTC have also emerged, including a 2011 demonstration model with liquid-cooled batteries featured at the , achieving about 30 minutes of flight endurance in electric-only mode. In 2015, Japan's National Institute of Advanced Industrial Science and Technology (AIST) introduced an all-electric variant of the HK36 TTC-ECO motor glider, incorporating upgraded lithium-ion batteries to support extended glider operations and research into zero-emission flight profiles. These hybrid and electric adaptations operate under experimental category s, with no progression to full production or type for the HK36 series as of 2025. Key technological elements include high-capacity battery packs for energy buffering—such as the 24 kWh total in later hybrid tests—and systems enabling through the aircraft's inherent capabilities during descent.

Operators

Civil operators

The Diamond HK36 Super Dimona is widely operated by civilian gliding clubs and flight schools globally, with over 900 units produced since 1989 and many remaining in active service for training and recreational soaring. In Europe, where the majority of the fleet is based, Germany leads with a significant number of registered examples used primarily by aeroclubs for motor gliding and glider towing. Notable operators include the Aero-Club Mülheim an der Ruhr, which flies the HK36TC-100 Super Dimona (D-KAXB) for club activities. The Luftsportring Aalen utilizes the HK-36TTC Super Dimona (D-KLSR) for local soaring operations. In Austria, the manufacturer's production facility in Wiener Neustadt maintains examples for development and testing, while the Sportsarea Grimming fleet includes the HK36TS (OE-9428) for flight training at their alpine school. North American civil operations focus on soaring societies and private clubs, with examples affiliated to the Soaring Society of America for cross-country and training flights. In the United States, Sky King Soaring employs the 1991 HK36R Super Dimona (N351HK) as a self-launching glider for wave soaring. Canada features active units like the 1997 HK-36TTC Super Dimona (C-FLLI), based in , and used for local as of 2025. In other regions, Australian gliding clubs, including the Sydney Gliding Club, integrate the HK36 into operations for passenger flights and cross-country touring. Private ownership accounts for a substantial portion of the civil fleet, with individuals and small groups using the for personal touring and ; as of 2025, used models remain available on the market, such as a 1991 HK36R in the listed at $80,500 after recent . Many units support roles in training at flight schools and recreational use by clubs.

Military and government operators

The Diamond HK36 Super Dimona has found limited application in military and government service, primarily as a platform for glider pilot qualifications due to its motorglider capabilities and low operating costs. Unlike its widespread civilian use, military adoption has been modest, with no large-scale fleets or dedicated combat variants developed. In , the procured eight HK36TC models in the early 2000s to support auxiliary programs, focusing on glider pilot development. The National Defence Academy's Air Force Training Team maintains a fleet of at least 10 Super Dimona aircraft for introductory powered to cadets, emphasizing basic aviation skills; in September 2024, an indigenously developed Super Dimona trainer was handed over to the NDA under the Aatmanirbhar Bharat initiative. These aircraft, emphasizing endurance and self-launch features, have been integrated into basic flight instruction without significant modifications. The French Air Force operates a handful of HK36 Super Dimona units, including serial numbers 713 (US) and 717 (UT), assigned to the Centre de Formation des Motoriglisseurs (CMP) 25/535 at Saintes-Thénac airfield for motorglider training and evaluation; five units were delivered starting in June 2002. These examples highlight the type's role in specialized instruction rather than operational missions. As of , active inventories remain small, with surplus airframes occasionally transitioning to registries, underscoring the aircraft's primary orientation.

Specifications

General characteristics

The HK36TC Super accommodates a of two, consisting of a pilot and a . Its principal dimensions are a length of 7.28 m, a of 1.78 m, a of 16.2 m, and a wing area of 15.3 . The aircraft has an empty weight of 560 kg and a of 770 kg, with a usable capacity of 77 liters in the optional long-range configuration. It is powered by a single S3 flat-four piston engine rated at 73.5 kW (100 hp) for takeoff, driving a two-blade MT-Propeller MTV-21-A-C-F/CF 175-05 constant-speed . The standard avionics suite supports (VFR) operations, with optional upgrades available for (IFR) including GPS navigation. Other variants of the HK36 series may feature minor differences in these specifications, such as alternative powerplants or adjusted weights.

Performance

The HK36TC Super Dimona demonstrates efficient performance as a motorglider, balancing powered flight capabilities with strong characteristics suitable for touring, training, and towing operations. Powered by the 100 hp Rotax 912 S3 engine, it achieves a maximum cruise speed of 190 km/h (103 kn) at maximum continuous power and 1,800 m altitude, while cruising at 185 km/h (100 kn) at 65% power under similar conditions. The stall speed is 78 km/h (42 kn) with airbrakes retracted and 81 km/h (44 kn) with airbrakes extended, ensuring stable handling near the ground. Range varies with fuel configuration and power setting, reaching 545 km with standard tanks or 775 km with optional extended fuel capacity at 55% power and 1,800 m altitude. The service ceiling stands at 5,000 m (16,400 ft), allowing access to high-altitude for cross-country flights. at under ISA conditions is 4.9 m/s (966 ft/min) at maximum takeoff weight, enabling quick ascents for self-launching or glider towing. In unpowered gliding mode, the excels with a glide ratio of 28:1, optimized by its high-aspect-ratio wing design, and a minimum sink rate of 1.18 m/s. Takeoff performance includes a ground roll of approximately 190 m and a of 299 m over a 15 m (50 ft) obstacle at ISA sea level conditions. The engine enhances overall efficiency, supporting economical fuel consumption of 16.8 L/h at 65% power.

References

  1. https://skybrary.aero/aircraft/dimo
  2. https://simpleflying.com/diamond-hk36-guide-2024/
  3. https://aviationconsumer.com/aircraftreviews/diamond-hk36-gliding-and-flying/
  4. https://www.diamondaircraft.com/en/about-diamond/why-diamond/history/
  5. http://aviadejavu.ru/Site/Crafts/Craft29946.htm
  6. https://aeropedia.com.au/content/hoffman-h-36-dimona/
  7. https://www.aviation.govt.nz/assets/aircraft/type-acceptance-reports/Hoffmann_H36_Dimona.pdf
  8. https://www.airvectors.net/avda42.html
  9. https://simpleflying.com/diamond-da-20-guide-2025/
  10. https://janes.migavia.com/at/diamond.html
  11. https://drs.faa.gov/browse/excelExternalWindow/DRSDOCID107851632820221005144816.0001?modalOpened=true
  12. https://www.easa.europa.eu/en/downloads/7394/en
  13. https://janes.migavia.com/aut/diamond/hk-36.html
  14. https://www.adelaidesoaring.org.au/wp-content/uploads/2022/03/Dimona-HK36TC-Flight-ManualRev-1.pdf
  15. https://mfgo.ch/wp-content/uploads/HK36_Factsheet_022011.pdf
  16. https://assets.publishing.service.gov.uk/media/5f5a403dd3bf7f723c19cac7/HK36_TC_Super_Dimona_G-FMKA_12-18.pdf
  17. http://support.diamond-air.at/da42_afm_supp0%2BM52087573ab0.html
  18. https://www.planecheck.com/aspsel2.asp?man=&des=DIMO&grp=%28Super%29%2520Dimona&page=0
  19. https://www.skytamer.com/Diamond_HK_36_TTC.html
  20. https://www.aero-news.net/subscribe.cfm?do=main.textpost&id=2F9A7450-C988-427D-BCB8-130F0BBB5FA7
  21. https://www.smithsonianmag.com/air-space-magazine/how-things-work-flying-fuel-cells-47181830/
  22. https://www.diamondaircraft.com/en/about-diamond/why-diamond/innovation/
  23. https://sustainableskies.org/tag/boeing-phantom-works/
  24. https://www.aviationpros.com/aircraft-maintenance-technology/mros-repair-shops/insurance-finance/aircraft/article/12397085/airbus-on-the-way-to-the-electric-future
  25. https://press.siemens.com/global/en/pressrelease/worlds-first-serial-hybrid-electric-aircraft-fly-le-bourget
  26. https://www.diamondaircraft.com/en/about-diamond/newsroom/news/article/diamond-aircraft-proudly-presents-the-worlds-first-serial-hybrid-electric-aircraft-da36-e-star/
  27. https://www.ainonline.com/aviation-news/futureflight/2025-05-01/diamond-aircraft-leads-hydrogen-electric-hybrid-propulsion
  28. https://www.flyingmag.com/diamond-electric-trainer/
  29. https://phys.org/news/2011-06-world-aircraft-serial-hybrid-electric.html
  30. http://avweb.com/news/hybrid-powered-aircraft-in-paris/
  31. https://phys.org/news/2013-07-electric-hybrid-aircraft.html
  32. https://chargedevs.com/newswire/eads-and-siemens-electrify-aviation/
  33. https://sustainableskies.org/japans-first-electric-aircraft/
  34. https://www.diamondaircraft.com/en/service/electric-aircraft/
  35. https://www.diamondaircraft.com/en/about-diamond/newsroom/news/article/diamond-aircraft-1st-flight-multi-engine-hybrid-electric-aircraft/
  36. https://asn.flightsafety.org/wikibase/type/DIMO
  37. https://www.netairspace.cc/photos/D-KAXB/Private/Diamond_HK36TC-100_Super_Dimona/QSM_EDHE_Uetersen_Heist/photo_515208/
  38. https://www.sportsarea.at/en/flugsport/flotte-motorsegler.php
  39. https://www.ssa.org/2023-convention-schedule/
  40. https://skykingsoaring.com/whats-new/
  41. https://www.youtube.com/watch?v=yDNEwr2H6kY
  42. https://www.sydneygliderflights.com/
  43. https://www.barnstormers.com/category-18102-Diamond-Aircraft--H36-Dimona.html
  44. https://www.dnaindia.com/india/report-five-new-super-dimonas-for-nda-1546877
  45. https://www.indiandefensenews.in/2024/09/national-defence-academy-receives-new.html
  46. https://www.airliners.net/photo/France-Air-Force/Diamond-HK-36TC-80-Super-Dimona/891528
  47. https://www.airliners.net/photo/France-Air-Force/Diamond-HK-36-TTC-Super-Dimona/4870395
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