Aquila Aviation
A210 / AT01
Single-engine piston · Primary trainer · 2000s glass era
- Power
- 100 hp
- Cruise
- 122 kt
- MTOW
- 1,874 lb
- Range
- 745 nm
- Fuel
- Unleaded mogas (EN228 / autofuel)
🇺🇸Specs shown in Imperial.
Performance
- Cruise speed (Vc)122 kt
- Never-exceed speed (Vne)162 kt
- Stall (landing config) (Vs0)41 kt
- Climb rate800 fpm
- Service ceiling14,000 ft
- Range745 nm
- Endurance7 h
- Takeoff roll985 ft
- Landing roll740 ft
Weights
- MTOW1,874 lb
- Empty weight1,196 lb
- Useful load678 lb
- Baggage capacity55 lb
Dimensions
- Wingspan33.8 ft
- Length24.6 ft
- Height7.5 ft
- Cabin width47.2 in
Powerplant
- EngineRotax 912 iSc Sport — 100 hp · Mogas · 4 gph
- Total horsepower100 hp
- Primary fuelUnleaded mogas (EN228 / autofuel)
- Unleaded pathMogas-capable (Rotax 912 / equivalent)
Cockpit & avionics
- Cockpit typeglass
- Autopilot commonly availableYes
- Typical packages
- Garmin G500 TXi— modern (current new-build)
- Garmin G500— earlier production airframes
Certification
- RegulatoryEASA CS-23
- Certified rolesNormal category · Utility category
- IFRYes
- Spin approvedYes
- Aerobatic-categoryNo
- TailwheelNo
- Complex (FAR 61.31)No
- High-performance (FAR 61.31)No
Why is the A210 / AT01 popular?
Structured popularity-driver evidence. Each axis below carries one factual statement; we don't grade, the facts speak.
Industry network effects
Lufthansa Aviation Training and a number of German, Austrian, and Swiss ATOs / DTOs operate Aquila fleets, often alongside the Diamond DA20 and DA40; the type is built in Schönhagen near Berlin with regional manufacturing support.
Fuel future-proofing
Rotax 912 iS Sport runs on unleaded EN228 mogas or 100LL avgas without modification — strategically positioned for the unleaded-fuel transition where airport mogas infrastructure is available.
Regulatory fit
EASA CS-23 certification (not LSA) gives the type IFR capability and a higher MTOW than typical LSA / ULM trainers; approved for intentional spins in the Utility category.
Operating economics
Approximately 4 gph in cruise on the Rotax 912 iS Sport — comparable to the P-Mentor on direct fuel cost but with EASA CS-23 IFR capability that the LSA-class trainers don't carry.
Before you buy more aircraft
The next airframe is rarely the highest-leverage move.
Flight school revenue is a function of three things — utilisation, dispatch reliability, and student progression — that multiply rather than add. Most schools running below 850 hours per aircraft per year have hidden capacity worth more than the next purchase, already paid for and sitting on the ramp.
Read: Why buying more aircraft probably won't grow your schoolHow flight schools track this aircraft in Aviatize
Schools running Aquila fleets typically configure them in Aviatize alongside their Diamond DA20 / DA40 ab-initio block. Engine reserves track against the Rotax 912 iS Sport 2,000-hour TBO. The mogas-or-100LL fuel-flexibility option is commonly modelled in the fuel surcharge model.
Editorial confidence
2 primary sources cited. Spec data is partially attributed; some operating details are editorial synthesis pending additional research.
Sources
Primary sources are POH / TCDS / manufacturer pages; derived sources record where Aviatize editorial synthesis is layered on top.
- Primary sourcePOH·Retrieved 2026-05-05
Aquila Aviation
https://www.aquila-aviation.de/en/Aquila Aviation product pages.
- Primary sourceEASA TCDS·Retrieved 2026-05-05
European Union Aviation Safety Agency (EASA)
https://www.easa.europa.eu/en/document-library/type-certificatesEASA TCDS A.029 covers Aquila variants.
- Editorial synthesisAviatize-internal·Retrieved 2026-05-05
Aviatize editorial
Entry authored by Aviatize from accumulated industry knowledge cross-referenced against the primary sources cited above. Specific fleet figures, fleet wins, and recent production status changes are research-backlog candidates and should be verified against primary sources before flipping verified: true.