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How to Buy a Diamond DA62: Buyer's Guide
A modern, composite, jet-fuel-burning piston twin with a big cabin and simple controls, priced like the premium machine it is.
Updated October 2026 · Market data from 63 live fyiAero listings, the FAA registry and NTSB records
Overview
The Diamond DA62 is a seven-seat-capable, carbon-composite piston twin powered by two turbocharged Austro Engine diesels that burn Jet-A. It came to the U.S. market in the mid-2010s as Diamond's step up from the four-seat DA42. Today it is effectively the only clean-sheet piston twin still in production. Each engine is managed by a dual-channel electronic engine control with a single power lever, so there are no mixture or prop levers to juggle. Garmin integrated avionics, a roomy cabin and good single-engine manners round out the package.
This is a young, small fleet. The FAA registry shows 169 U.S.-registered DA62s, and fyiAero listings currently show 63 for sale, which is a large share of the fleet. Many of those listings are international or imported aircraft, so expect to deal with European-delivered airplanes, export paperwork and configuration differences. Asking prices on fyiAero range from about $788,000 to roughly $1.97 million, with a median near $1.39 million. Model years listed run from 2016 through 2026.
Because almost every DA62 is low-time and relatively new, condition differences show up less in the paint and more in the details: engine and gearbox history, equipment options, warranty status and where the airplane has lived. Shop it like a turbine-adjacent asset, not like a 1970s twin.
Who it's for. The DA62 suits owner-pilots and small businesses flying 300 to 800 nm trips with family or a few passengers who want twin-engine redundancy, jet-fuel availability and modern systems. It also fits flight departments and training operators who want low fuel burn per seat. It is not a great first multi for a low-time pilot on a tight budget. Insurers will want a multi-engine rating, real multi time and usually DA62-specific transition training, and hull values above $1 million push premiums well above those for older piston twins. Pilots coming from a DA42 or a Garmin-equipped high-performance single usually transition smoothly. Those with little multi or retractable-gear time should expect higher premiums and dual-time requirements until they build experience in type.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| Early DA62 (original G1000) | 2016-2018 | These are the first U.S. deliveries, with Garmin G1000 and Austro AE330 diesels. On fyiAero they average roughly $1.17 to $1.24 million, so they are the entry point to the type. Check for later software and hardware updates. |
| DA62 with G1000 NXi | 2019-2022 | The faster NXi avionics suite and incremental refinements became the norm in this period. fyiAero averages run from about $1.16 million for 2019 to about $1.37 million for 2022, with equipment options driving much of the spread. |
| Current production DA62 (listed variously as DA 62 / DA 62 NG) | 2023-2026 | Late-model and new aircraft carry the latest avionics, interior and autopilot refinements plus remaining factory warranty. fyiAero averages climb from about $1.47 million for 2023 to about $1.74 million for 2026. |
| DA62 MPP and special-mission variants | 2016-2026 | Surveillance and special-mission versions carry sensor provisions and different interiors. They rarely appear on the civilian market and should be valued and inspected individually. |
What a Diamond DA62 costs to buy
48 priced listings on fyiAero right now ask between $787,869 and $1,966,213, with a median of $1,387,000 and a median of 422 hours total time. Against fyiEstimate, 8 are priced below estimate, 3 within range and 36 above.
- Prices step up steadily by model year on fyiAero listings: 2016 to 2019 aircraft average roughly $1.16 to $1.24 million, 2022 about $1.37 million, and 2025 to 2026 about $1.67 to $1.74 million. Decide whether a few years of age is worth $300,000 to $500,000 to you.
- Airframe time matters but the sample is thin. fyiAero listings under 1,000 hours have a median ask of about $1.42 million, versus about $1.14 million for the four listed between 1,000 and 2,000 hours. The overall median airframe time listed is just 422 hours.
- Engine time relative to the Austro replacement interval is the single biggest value driver. Diesel engines are typically replaced rather than overhauled, so price a run-out pair accordingly and confirm current interval guidance with an Austro service center.
- Options swing value a lot. Known-ice (TKS) protection, air conditioning, seven-seat configuration, auxiliary fuel and autopilot features can account for six figures of the spread between similar-year airplanes.
- With 63 for sale against a U.S. fleet of 169, buyers have leverage. Many listings are overseas, so budget for import, conversion of foreign-registered aircraft, a ferry flight and checking that maximum takeoff weight and equipment match U.S. certification.
- Ask whether factory or engine warranties and any maintenance programs transfer to you. Remaining coverage on a late-model airplane has real dollar value.
Average asking price by model year
Median asking price by airframe time
| 0–1,000 hrs | $1,418,572 | 38 listings |
| 1,000–2,000 hrs | $1,139,450 | 4 listings |
Pre-buy inspection checklist
Have a shop that knows the type do the pre-buy, and ask them to research every applicable AD and service bulletin. Pay particular attention to:
- Engine logbooks and EECU fault history. Download and review engine control unit data for both engines. Stored faults, lane switches and exceedances reveal how the engines were operated and whether problems are recurring.
- Engine time versus replacement interval and life-limited parts. The Austro diesels have scheduled replacement intervals and life-limited components such as fuel system and accessory parts. Know exactly what is due and when, because replacement costs are substantial.
- Reduction gearbox and clutch/damper components. The diesel's propeller drive has its own inspection and replacement requirements. Have the shop verify compliance and look for oil leaks, metal and noise history.
- Liquid cooling system and radiators. These are water-cooled engines. Check hoses, clamps, coolant condition and radiator mounting, and look for evidence of overheating or repeated top-offs.
- MT composite propellers and governors. Composite blades suffer leading-edge erosion and can need overhaul on calendar as well as hours. Inspect the blades and confirm prop overhaul status.
- Composite airframe condition. Look for paint cracking, UV degradation, delamination, lightning strike evidence and poorly documented repairs. Composite repairs should be done to Diamond's repair data by qualified shops.
- Doors, latches and seals. The large cabin doors take abuse. Check hinge and latch wear, seal condition, warning-switch function and any evidence of in-flight door opening.
- Retractable landing gear and hydraulic system. Swing the gear, check the hydraulic power pack and lines for leaks, and inspect tires, brakes and gear attach points for hard-landing evidence.
- TKS ice protection (if equipped). Inspect panels for damage or clogging, confirm pumps and fluid system function, and verify the airplane is actually certified for known icing rather than just partially equipped.
- Paperwork, AD/SB compliance and import history. Have the shop research all applicable ADs and service bulletins for airframe, engines and avionics. On imported aircraft, confirm U.S. airworthiness, weight limits and complete records continuity.
Popular upgrades
- TKS known-ice protection. This is the most valuable option for owners flying real IFR year-round. FIKI airplanes command a clear premium and sell faster.
- Air conditioning. This is highly desirable in southern markets and adds noticeably to resale. It costs some useful load, so weigh it against your mission.
- Seven-seat configuration and auxiliary fuel. These add flexibility for families and longer legs. Buyers pay more for airplanes that can do both, but check weight and balance for real-world payload.
- Avionics and software updates (NXi, autopilot enhancements, synthetic vision). Keeping Garmin software current and adding later autopilot features narrows the value gap between early and late airplanes. Factory-standard items on new aircraft are hard to retrofit cheaply.
- Interior and comfort options. Upgraded leather, USB power and cabin refinements help marketability but rarely return their full cost at resale.
Ownership costs
We do not have a published per-hour operating cost estimate for the DA62, so think in categories. On the plus side, two efficient diesels burning Jet-A deliver low fuel burn for a twin of this size, and jet fuel is widely available and often cheaper than avgas. The big line items are engine reserves, since engines are replaced at the Austro interval rather than overhauled, plus gearbox and life-limited parts, composite prop overhauls and annual inspections at a Diamond-experienced shop. Hull insurance on a $1 million-plus airplane is a significant fixed cost, especially for pilots with limited multi time. Add hangar, avionics database subscriptions, TKS fluid if equipped, and financing or opportunity cost on the capital. Get quotes from a Diamond service center and an insurance broker before you make an offer.
Safety record
NTSB records show 2 DA62 accidents in the last 10 years, one of them fatal and one that destroyed the aircraft. Against a U.S. fleet of 169, that works out to about 11.8 accidents and 5.9 fatal accidents per 1,000 registered aircraft over the decade. With a fleet this small and young, a single event moves those rates a lot, so treat them as directional rather than precise. The airplane's single-lever engine controls, good engine-out handling and modern avionics help, but twin risks still apply. Engine failure on takeoff, loss of control at low speed, icing misjudgments and fuel or electrical system management on a highly electronic diesel all deserve attention. Recurrent multi-engine training, ideally in type, and a solid understanding of the engine control system and its backup modes are the best safety investments a new owner can make.
Alternatives to consider
- Diamond DA42 NG / DA42-VI. It has the same Austro diesel philosophy and lower purchase and operating costs, but a much smaller four-seat cabin and less payload.
- Beechcraft Baron G58. It is a proven six-seater with strong cabin load and broad shop support. It burns more avgas through traditional piston engines and older-feeling systems, but used examples can cost less.
- Piper Seneca V. It is a familiar, widely supported six-seat twin that is often cheaper used. It is slower and thirstier on avgas and lacks the DA62's modern composite design.
- Cirrus SR22T. This single-engine option has a whole-airplane parachute, lower acquisition and operating costs and easier insurance, but you give up the second engine and cabin size.
- Piper M350 / M600. These pressurized singles fly higher and smoother with a big cabin. The M600 adds turbine reliability, but at a higher price for turbine models and without twin redundancy.
Frequently asked questions
How much does a used Diamond DA62 cost?
fyiAero listings range from about $788,000 to roughly $1.97 million, with a median asking price near $1.39 million. Early 2016 to 2019 airplanes average around $1.16 to $1.24 million, while 2025 and 2026 aircraft average about $1.67 to $1.74 million.
How many DA62s are there in the U.S.?
The FAA registry shows 169 U.S.-registered DA62s. fyiAero listings show 63 for sale, though many are located outside the U.S.
How much does airframe time affect DA62 value?
Most DA62s are low-time, with a median of 422 airframe hours across fyiAero listings. Airplanes under 1,000 hours have a median ask of about $1.42 million, compared with about $1.14 million for the few listed between 1,000 and 2,000 hours.
What fuel does the DA62 burn?
Its Austro diesel engines run on Jet-A, and approved diesel fuels can be used per the engine documentation. That makes fuel easier to find internationally and avoids dependence on 100LL avgas.
Is the DA62 safe?
NTSB records show 2 accidents, 1 of them fatal, in the last 10 years, or about 11.8 accidents per 1,000 registered aircraft. The fleet is small, so the rate is statistically noisy. Proper multi-engine and type-specific training matter more than the raw numbers.
Is the DA62 hard to insure?
Insurers generally want a multi-engine rating, meaningful multi time and DA62 transition training. With hull values commonly above $1 million, premiums are higher than for older piston twins, so get quotes before committing.
Diamond DA62 for sale
Prices, fleet and safety figures update automatically from fyiAero listings, the FAA aircraft registry and NTSB data. The editorial was written by fyiAero with AI assistance from that data and general type knowledge. It is not a substitute for a pre-buy inspection, title search or professional advice.
