Diamond DA62

The Diamond DA62, introduced in 2015, is Diamond's flagship piston twin — a 7-seat composite, diesel-powered, FIKI-capable cross-country machine that reimagines what a light twin can be. It pairs the fuselage lineage of the DA50 single with two 180HP Austro AE330 Jet-A turbodiesels, delivering 192 KTAS cruise on roughly 13 GPH total — an efficiency profile that redefines piston twin economics.

Where the diamond-da42 is primarily a multi-engine trainer, the DA62 is a family/business traveler: seven seats (US configuration), a 5,071 lb MTOW, a 1,609 lb useful load, a 1,283 nm range, a 20,000 ft service ceiling, and optional FIKI TKS ice protection. It is the closest thing in the modern piston twin market to a "mini King Air" in mission profile, while burning Jet-A at rates competitive with high-performance singles.

The DA62 is a clean-sheet, fully integrated design. Single-lever FADEC-controlled engines, Garmin G1000 NXi glass, composite airframe, and automotive-style cabin appointments give it a user experience unlike any legacy light twin. It is built in Wiener Neustadt, Austria, with final assembly and US deliveries supported through Diamond's North American network.

The DA62 remains in production and is Diamond's premium personal-use twin. New aircraft list in the $1.89M-$1.95M range, and used examples run $900K-$1.5M+ depending on equipment and hours.

The US 7-seat version is the dominant configuration in North American used and new markets.

The DA62 cruises at roughly 192 KTAS at 85% power near 12,000 ft. Published performance shows 171 KTAS at 75% power, 185 KTAS at 85%, and up to 198 KTAS at 95% power at 14,000 ft. Fuel burn scales accordingly — around 11.8 GPH total at 60%, ~13 GPH at 75%, and ~15 GPH at higher settings. All on Jet-A, which is globally available and typically cheaper than 100LL.

The 20,000 ft service ceiling (vs 18,000 ft for the diamond-da42) gives it meaningful capability above most weather and terrain. Turbocharged, common-rail injected diesels maintain sea-level power well into the teens.

Single-engine climb at gross is approximately 450 fpm — a strong figure for a light twin, well clear of the "drift-down only" single-engine profile of older piston twins. The low-drag composite airframe and well-matched power loading contribute heavily here.

Real-world cross-country planning: 180-185 KTAS at ~13 GPH yields roughly 1,200-1,283 nm of still-air range with reserves. Long-range cruise at reduced power can stretch this further.

Takeoff ground roll at sea level / ISA / gross is ~1,574 ft with a 50-ft obstacle distance around 2,097 ft. Landing ground roll is ~1,280 ft. These are heavier-twin numbers, not DA40 numbers.

DA62 US 7-seat (2× AE330, 360HP total, 86 gal Jet-A fuel, 5,071 lb MTOW):

The DA62's 1,609 lb useful load is genuinely competitive for a 7-seat twin, and the Jet-A efficiency means full-fuel payload is usable. Four adults with full fuel and meaningful baggage to 1,283 nm is a realistic, repeatable mission — something almost no other piston aircraft can do. The 7-seat configuration is practical for short legs with kids but requires fuel trade-off at full load, as with any light twin. This payload-range flexibility is a core reason the DA62 commands its premium over the diamond-da42 and competes directly with entry-level turboprops on mission capability if not on speed.

• Flight Training (5): Possible as a high-end multi-engine trainer, but overkill and expensive for the mission. The diamond-da42 is the more rational ME trainer. The DA62 is used for advanced/transition training and high-end type familiarization.
• Backcountry (1): Not applicable — retractable low-wing composite twin, long runways, nosewheel, and expensive paint-susceptible gear doors.
• Business Travel (9): Arguably the strongest piston twin for this mission in modern production. Seven seats, FIKI, 192 KTAS, 1,283 nm range, turbocharged to FL200, and Jet-A economics. The main competitors are the Baron G58 (faster cabin but 30 GPH of 100LL) and turboprops at 3-5× the acquisition cost.
• Aerobatics (1): Not certified.
• Cross-Country (9): Excellent. 1,283 nm range, 192 KTAS, FIKI, turbo ceiling, full glass IFR. The fuel efficiency advantage over conventional twins is decisive for long legs.
• Cargo Hauling (5): 1,609 lb useful load is respectable, and with rear seats removed the MPP variant demonstrates cargo utility. Still not a hauler — cabin geometry favors people over freight.
• Local Fun Flying (3): Operationally capable but economically irrational — a $1M+ twin with $500+/hr direct operating costs is not a $100 hamburger airplane.
• Surveying (8): The DA62 MPP is explicitly built for this mission. Twin-engine redundancy, long endurance, high ceiling, sensor provisions, and efficient fuel burn make it a competitive surveillance/survey platform.

• Standard panel (all DA62s): Garmin G1000 NXi integrated flight deck. Dual GDU displays, GFC 700 autopilot, WAAS GPS, synthetic vision, integrated engine/FADEC monitoring, dual ADAHRS.
• Common options: GTS 800 traffic, GWX 75 weather radar, ADS-B In/Out, SiriusXM, Iridium datalink, GDL 69 or GSR 56.
• FIKI TKS ice protection is a factory option and appears on most North American deliveries. Requires TKS fluid servicing and pre-flight system checks.
• Air conditioning, leather interior, premium sound are common on new deliveries and drive significant price differences in the used market.

See avionics-pricing for baseline G1000 NXi platform pricing. The DA62 cannot be panel-upgraded in the aftermarket in the same way a legacy twin can — the avionics, autopilot, and FADEC are factory-integrated.

Extremely limited. Like the diamond-da42 and diamond-da40, the DA62 is a fully integrated composite/FADEC/glass system with essentially no meaningful aftermarket STC ecosystem. Modifications are limited to factory options chosen at order time (FIKI, A/C, radar, interior packages, 5-seat vs 7-seat). Owners do not add tip tanks, engine conversions, or panel swaps to DA62s the way they might to a 40-year-old Baron.

Per maintenance-ecosystem:

• Annual inspection: $5,000-$10,000 baseline, higher when TKS system work or engine inspections coincide.
• Scheduled maintenance: Roughly $30-$50 per flight hour in owner reports.
• Engine overhaul: ~$30,000 per Austro AE330 at 1,800-hour TBO, so approximately $60,000 total — lower than conventional twin piston overhauls but bottlenecked by parts lead times and authorized service availability.
• Annual operating cost (all-in, moderate utilization): $26,500-$41,800 per published ownership analyses, with higher figures for heavily-flown or fully-optioned aircraft.
• Direct hourly operating cost: Roughly $300-$450/hour all-in — meaningfully below conventional piston twins (Baron/Seneca class at $450-$600/hour) thanks to Jet-A efficiency, but above the diamond-da42.
• Mechanic availability: Austro-authorized service centers required for engine work. Airframe work requires composite-trained Diamond-familiar shops. "Specialist" familiarity — not every field mechanic can touch a DA62.
• Parts pipeline: Austria-sourced parts can have multi-week lead times on non-stock items.

• New 2025/2026 DA62: $1,850,000-$1,950,000 typical, depending on options (FIKI TKS, A/C, radar, interior). Fully-loaded new aircraft are routinely quoted near $1.94M.
• Late-model low-time used (2022-2024): $1,400,000-$1,800,000.
• Mid-vintage (2018-2021): $1,100,000-$1,500,000.
• Earliest production (2015-2017): $900,000-$1,200,000.

Per valuation-methodology:

• Engine time on both Austro AE330s is the biggest single variable on used aircraft. Each engine has a 1,800-hour TBO and ~$30,000 overhaul cost; two approaching-TBO engines represent a $60,000+ reserve liability.
• FIKI TKS equipment is a major value driver — non-FIKI aircraft trade at meaningful discounts in US markets.
• Air conditioning and weather radar are common value-adds.
• 5-seat EASA vs 7-seat US configuration matters for US buyers; 7-seat is strongly preferred.
• Damage history and composite repairs are heavily scrutinized.

Key concerns:

• Austro AE330 ADs: The AE330 family shares design heritage with the AE300 used in the DA42, and both have seen ADs related to crankshafts, high-pressure fuel system components, and gearbox inspections. None have been as disruptive as the early Thielert issues, but parts-lead-time concerns are real.
• Parts availability: Austro engine parts and some Diamond airframe parts ship from Austria. Lead times of several weeks on certain components are normal and must be planned around. This is the single biggest operational complaint from DA62 owners.
• TKS fluid system: The FIKI TKS system is effective but requires ongoing attention — proportioning pumps, filters, and fluid management are recurring maintenance items.
• Composite repair: Requires composite-trained shops. Hangar rash and ramp damage are disproportionately expensive compared to aluminum airframes.
• Castering nosewheel: Differential braking required for taxi, consistent with other Diamond composites.
• Hot climate A/C load: Air conditioning, where fitted, is a known maintenance item and a useful-load penalty (~70 lbs).
• Fuel system maintenance: Diesel fuel system requires Austro-specific procedures; water contamination management is different from avgas.

No DA62-specific catastrophic AD has grounded the fleet as happened with early Thielert-powered DA42s.

Per insurance-underwriting:

• Hull insurance: Typical rates run roughly 1.0%-1.5% of hull value for well-qualified pilots with multi-engine and in-type experience. On a $1.3M hull that is approximately $13,000-$20,000/year. First-year-in-type or low-multi-time pilots see significantly higher rates.
• Liability: 7-seat US configuration carries higher liability premiums than the 5-seat European configuration due to exposure.
• Pilot minimums: Multi-engine rating, instrument rating, and typically 500+ hours total with meaningful multi-engine time. Insurers prefer 25+ hours of dual-in-type before solo. Some underwriters impose mandatory recurrent training.
• Underwriting is considered "manageable" for a $1M+ twin — the DA62's safety record and integrated avionics help — but it is not a casual first-multi aircraft.