Today’s Top Pick is a 1978 Cessna T310R.

Many people involved in GA, from aircraft manufacturers to private pilots shopping for their next airplane, are aware of a notable trend in the so-called step-up market. In short, the type of pilot who used to step up to a light twin decades ago is more likely to choose a turboprop single these days.

The change makes sense when we consider that many pilots step up mainly to increase their cruising speed, and new turbine singles generally outrun older piston twins. But there are exceptions.

Cessna’s 310 series of light twins, manufactured from the mid-1950s until 1980, is known for lots of reserve power and high speeds. When you add turbocharging that boosts performance at altitude, as with this 1978 T130R, your cruising speeds might have ATC mistaking you for an airliner.

On the practical side, piston twins can offer good value on a dollar-per-knot basis when compared with turboprops, which arguably are in a different league in terms of budget. They also provide the security of a spare engine should one fail as you travel over water, in mountainous terrain, or at night.

When it comes to style, aesthetics, and perhaps a smidgen of vanity, the 310 is perceived by many as one of the best-looking GA aircraft ever built. Taxiing to the FBO in this turbocharged six-seater will give any pilot the Sky King experience. They also tend to receive affection from line personnel and fellow pilots who appreciate vintage iron.  

This 1978 Cessna Turbo 310R has 5,100 hours on the airframe and 1,200 hours since overhaul on each of its Continental TSIO-520 engines. The six-seat aircraft is equipped with a built-in 76-cubic-foot supplemental oxygen system. The IFR panel features a Garmin G 500 flight display panel with Garmin GTN 750 and GTN 650 GPS/nav/comms, S-Tec 55X autopilot, and JPI EDM 960.

Pilots looking for a piston twin that offers good value should take a detailed look at this 1978 Cessna T310R, which is available for $235,000 on AircraftForSale.

If you’re interested in financing, you can do so with FLYING Finance. Use their airplane loan calculator to calculate your estimated monthly payments. Or, to speak with an aviation finance specialist, visit flyingfinance.com.

• FLYING Magazine: Cessna 310 ‘Songbird III’ Still Attracts the Fans
• FLYING Magazine: Flight Simulator’s Cessna 310 Offers Up Realistic Weather Lesson
• FLYING Magazine: Things to Think About When Moving Up to a Light Twin
• FLYING Magazine: Garmin Achieves STC for GFC 600 for Cessna 310R, Pilatus PC-12/47
• Plane & Pilot: Cessna 310
• The Aviation Consumer: Used Aircraft Guide: Cessna 310
• The Aviation Consumer: Cessna 320 Skyknight
• AVweb: Jimmy Stewart Cessna 310 Monument Dedicated

The post This 1978 Cessna T310R’s Power and Versatility Make It an ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1999 Beechcraft Baron 58.

A longtime pilot friend who convinced me to get a private pilot certificate once described the thrill and satisfaction of traveling in a powerful light twin. He called it “a unique experience” to sit in the cockpit flanked by a pair of humming engines churning out a serious excess of power. It’s true. Feeling the power of two engines in an airframe that could get by with one adds a certain tingly feeling to being pilot in command.

This Baron 58 essentially is a Bonanza with an extra engine and a longer wing. With each engine rated at 300 hp, this twin moves with a purpose, lifting off from short strips and climbing quickly to cruising altitude. Pilots who feel their complex piston singles are “fast enough” might develop doubts after a ride in a Baron 58. Light twins, however, are more about redundancy and safety than pure speed. If an engine fails during a long flight, especially over water or rugged terrain, or at night, having a second power plant gives the pilot vital options.

For pilots who regularly log cross-country trips, the Baron 58 is a particularly pleasant way to travel. Its airy, comfortable cabin will turn your passengers into true GA believers if they aren’t already. And you, the pilot, might find yourself using a slightly affected voice over the intercom. “This is your captain speaking…”  

This 1999 Baron 58 has 2,955 hours on the airframe,1,264 hours on each of its 300 hp Continental IO-550 engines since new and 768 hours on the propellers since overhaul. The engines are equipped with GAMI injectors. Other features include factory air conditioning and vortex generators. The aircraft carries 166 gallons of usable fuel and has a useful load of 1,511 pounds.

The updated panel features a Garmin GTN 750Xi GPS/nav/com, GTN 650Xi GPS/nav/com, dual G5s, GFC 600 autopilot, GDL 88, and an Insight engine monitor.

Pilots seeking six-seat transport for long-distance family or business travel with the added security of a second engine should consider this 1999 Beechcraft Baron 58, which is available for $619,900 on AircraftForSale.

If you’re interested in financing, you can do so with FLYING Finance. Use their airplane loan calculator to calculate your estimated monthly payments. Or, to speak with an aviation finance specialist, visit flyingfinance.com.

• FLYING Magazine: We Fly: Beechcraft Baron G58
• FLYING Magazine:Finding a Home for a Beechcraft Baron
• FLYING Magazine: Half a Century of Beechcraft Barons
• FLYING Magazine: New Interiors for Beechcraft Barons, Bonanzas
• Plane & Pilot: The Mystique Of The Baron
• Plane & Pilot: Beechcraft Bonanza and Baron Get Big Updates
• The Aviation Consumer: Used Aircraft Guide: Beech Baron 58

The post This 1999 Beechcraft Baron 58 Is Your Personal Airliner and an ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1973 Cessna P337G Skymaster.

Pilots who wish to step up to multiengine aircraft from high-performance piston singles have options that offer a range of improvements in safety and performance.

While many private pilots looking for a boost in power will find turboprop singles more attractive than piston twins, having the redundancy of a second engine under certain conditions still means a lot to cross-country travelers.

Cessna designed the Skymaster series of twins with centerline-mounted engines that avoid the challenges of asymmetric thrust that come into play when an engine fails on a traditional light twin. As with any unusual configuration, some people love the Skymaster’s styling, while others are less enthusiastic. I imagine fans of the 1988 film Bat*21 would be absolutely stoked to fly a Skymaster.

The pressurized, turbocharged version for sale here makes the most of the aircraft’s performance potential by enabling it to take advantage of greater cruising speeds and favorable winds available at higher altitudes. Pilots who travel regularly with passengers, especially family members, are well aware of the advantages of a pressurized cabin.

This 1973 Cessna Skymaster has 2,500 hours on the airframe, 800 hours on the front engine since overhaul, and 12 hours on the rear engine since overhaul. The aircraft is equipped with Continental TSIO-360 engines. The front propeller has 800 hours, and the rear propeller has 12 hours. 

The panel features dual King KX 155 Nav/Comms, King audio panel, intercom, transponder and HSI, S-Tec 60 autopilot, Garmin GPS, and JPI 760 engine monitor.

Pilots who are interested in the advantages of twin-engine aircraft for long-distance travel, including the ability to continue flying if one engine fails, should consider this 1973 Cessna P337G Skymaster, which is available for $120,000 on AircraftForSale.

If you’re interested in financing, you can do so with FLYING Finance. Use their airplane loan calculator to calculate your estimated monthly payments. Or, to speak with an aviation finance specialist, visit flyingfinance.com.

• FLYING Magazine: Ampaire’s Hybrid Skymaster Completes First Public Flight
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• Plane & Pilot: Cessna 337
• Plane & Pilot: Twin Cessnas
• The Aviation Consumer: Used Aircraft Guide: Cessna Skymaster
• AVweb: Electric/Piston Skymaster Tested in Scotland

The post This 1973 Cessna P337G Skymaster Is a Push-Pull Pressurized ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1968 Beechcraft E95 Travel Air.

It is safe to say that many, if not most, piston-single pilots at some point consider the prospect of flying a light twin. Many decide against it because of the added expense, complexity, training requirements, or because their typical missions would not benefit much from a second engine.

In some cases, though, such as when pilots regularly make long flights over water, mountainous terrain or at night, a light twin offers a significant measure of safety and flexibility. In a word, a twin gives the pilot options.

The Beechcraft Travel Air occupies a sweet spot between more powerful twins like the Cessna 310 and models like the Piper Apache, which can struggle to stay aloft on a single engine.

While burning just a bit more fuel than a high-performance piston single and offering easier single-engine handling than some other twins, the Travel Air makes a good case for people who use their aircraft for serious travel. It is fast enough and carries enough of a load to get a family of four or five to their destination sooner and safer than a single. 

This 1968 Travel Air has 4,099 hours on the airframe, 110 hours on each of its Lycoming IO-360 engines with 101 hours on the right propeller since overhaul and seven hours on the left. The aircraft is equipped with RayJay turbo-normalizing systems and hot props for de-icing. Its fuel capacity is 104 gallons and useful load totals 1,178 pounds. Other features include vortex generators and Brackett air filters. 

The panel includes an Aspen Evolution EFD 1000 PFD, Garmin G5 HSI, Apollo SL 15 audio panel and SL 30 digital Comm radio, Garmin GMX 200 MFD, Garmin GNS 430 WAAS GPS/Nav/Comm, Garmin Gi 208 glide slope/VOR/localizer indicator, King KR 87 ADF, Garmin GTX 330 transponder with traffic, Stormscope, angle of attack indicator, S-Tec 60-2 autopilot, EDM 700 engine monitor, and Collins microline digital DME.

Pilots looking for a light twin with performance, economy and practicality that make it an ideal personal transport, should consider this 1968 Beechcraft E95 Travel Air, which is available for $159,000 on AircraftForSale.

If you’re interested in financing, you can do so with FLYING Finance. Use their airplane loan calculator to calculate your estimated monthly payments. Or, to speak with an aviation finance specialist, visit flyingfinance.com.

• FLYING Magazine: Things to Think About When Moving Up to a Light Twin
• FLYING Magazine: Wrong Worry in Twins Versus Singles
• Plane & Pilot: Beech Travel Air
• The Aviation Consumer: Beech 95 Travel Air

The post This 1968 Beechcraft E95 Travel Air Is a Comfortably Redundant ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1961 Aero Commander 500A.

Aero Commander twins have long been known as well-built, durable, and versatile load carriers. During the early 1950s these Ted Smith designs helped define the then-new category of light twin civil aircraft.

In 1955 the U.S. Air Force chose an Aero Commander as a personal transport aircraft for President Dwight D. Eisenhower. Today pilots find the airplane ideal for transporting family members, friends, and business associates comfortably on long trips traversing multiple states.

Aero Commanders also excel at carrying cargo and are renowned for their versatility and user-friendly handling and systems. Speaking of systems, the aircraft for sale here has an updated panel and other equipment that make it hard to believe this machine is more than 60 years old.

This Aero Commander 500A has 4,193 hours on the airframe, 1,429 hours on its right-side Continental IO-520 engine, and 1,438 hours on the left side. There are 334 hours on the right propeller and 333 hours on the left. Fuel capacity is 156 gallons. The aircraft has heavy-duty landing gear, new starter motors, new alternators, new exhaust headers, mechanical fuel pump and throttle and mixture controls on the left engine, new windshield, and new 28-volt battery.

The panel includes a Garmin 35C remote audio panel, GTN 750 GPS/Nav/Comm, Aspen Evolution 1000 PFD, GTX 345 transponder with ADS-B In and Out, JPI EDM 790 twin totalizer with EGT and CHT, S-Tec 50 autopilot, Bendix/King weather radar, Davtron digital timer, and dual 12-volt USB power outlets.

Pilots looking for a roomy piston twin for family vacations or business travel should consider this 1961 Aero Commander 500A, which is available for $220,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Grand Renaissance Commander Levels Up the Twin Turboprop
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• Plane & Pilot: Aero Commander 680/Courser
• AVweb: Twin Commander Aircraft Names New President
• The Aviation Consumer: Used Aircraft Guide: Twin Commander 500

The post This 1961 Aero Commander 500A Is a Historically Significant ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 2017 Diamond DA62.

A lot of pilots who fly high-performance piston singles would like to step up to light twins but have doubts about handling their complexities, especially when one engine quits. Diamond Aircraft’s DA62 twin aims to remove much of the difficulty and potential anxiety from flying with one engine out. Diamond uses electronic engine controls and automation to simplify operation and ease the pilot’s workload.

Diamond’s approach results in a personal light twin that is ideal for cross-country travel with family or business associates. The security of a second engine relieves potential concerns regarding sudden power loss in one engine. The relative ease of securing the failed engine in the DA62, including automatic propeller feathering, helps minimize the disruption of asymmetric thrust that can be difficult for some less-experienced pilots to handle. In addition, the aircraft’s Austro engines are based on automotive powerplants that are likely to feel straightforward and familiar. 

This Diamond DA62 has 593 hours on the airframe and each of its 180 hp turbocharged Austro AE330 diesel engines. The panel features Garmin G1000 NXi-Phase 2 avionics.

Pilots who are interested in moving up to a light twin but wish to avoid some of the complexities of managing two engines—or one in the case of an engine failure—should consider this 2017 Diamond DA62, which is available for $1.5 million on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: We Fly: Diamond DA62
• FLYING Magazine:Transition Training: The Diamond DA62
• FLYING Magazine: Diamond DA62 to Debut at NBAA Convention
• Plane & Pilot: Ultimate Piston Twin: Diamond DA62
• Plane & Pilot: Plane & Pilot 2017 Buyer’s Guide: Piston Twins
• AVweb: Aeromot to Assemble Diamond DA62s in Brazil

The post This 2017 Diamond DA62 Is a Thoroughly Modern ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1980 Piper PA-23-250 Aztec F.

At least a few pilot friends who have owned several airplanes over the years regularly wax nostalgic when recalling Piper Aztecs that passed through their lives decades ago. They all say the same thing: “I never should have sold that one.”

While the PA-23-250 might not be the fastest or most glamorous light twin, most pilots who have spent a lot of hours in the aircraft say it is fast enough and quite endearing, especially when you have significant loads to carry, need to operate from short fields, or are seeking a stable IFR traveler. The airplane’s docile flight characteristics made it a popular multiengine trainer, while its performance impressed small cargo, charter, and air taxi operators. People say it is difficult to load the Aztec beyond its maximum gross takeoff weight. They also say it flies like a Cub, thanks to a chunky airfoil that produces lots of lift and allows slow approach speeds.     

This 1980 Aztec F has 6,163 hours on the airframe, 322 hours since overhaul on each of its Lycoming IO-540-C4B engines, and 322 hours since overhaul on the propellers. The aircraft is equipped with factory deice boots, hit props, hot windshield, and long-range fuel system.

The custom panel features a Garmin GTN 750 touchscreen GPS/Nav/Com, King KX-155 digital Nav/Com, Garmin GMA 340 audio panel with intercom, GTX 335 ADS-B transponder, Collins weather radar, King HSI, King KFC 200 autopilot, and JPI EDM 930 engine monitor. 

Pilots who want to step up to a light twin that is known for reliability, forgiving handling and load-carrying capacity should consider this 1980 Piper Aztec F, which is available for $289,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: MT-Propeller Receives STCs for Composite Props on Piper, Cessna Twins
• FLYING Magazine: Hartzell Has Top Prop Available for Aztec Operators
• Plane & Pilot: Used Light Twins Roundup
• Plane & Pilot: Piper Apache
• The Aviation Consumer: Used Aircraft Guide: Piper Aztec
• AVweb: Landing Gear Checks: Hit the Books

The post This 1980 Piper PA-23-250 Aztec F Is a Short-Field, Load-Carrying ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1977 Beechcraft Baron 58P.

Pilots can gain several advantages by stepping up to a light twin from a single-engine piston aircraft. The redundancy of an extra engine brings a welcome sense of security when flying in IFR conditions, either at night or over forbidding terrain, because the airplane can continue to fly if one engine fails. Pilots who fly in such conditions regularly can reduce their stress level and that of their passengers while enjoying a bump in useful load by flying a twin. The list of  typical advantages over piston singles includes higher climb rates and cruising speeds.

The Baron 58P for sale here is pressurized, which is a rare feature among light twins that gives it the feel of a larger aircraft when flying at higher altitudes. Pilots will appreciate the increased travel speeds available in the flight levels while passengers will be happy to avoid wearing cannulas for supplemental oxygen. The overall experience can approach that of first-class airline travel.

This Baron has 4,207 hours on the airframe and 148 hours since factory remanufacture on each of its 325 hp Continental TSIO-520 engines. The aircraft is equipped with electronic ignition and vortex generators, carries 196 gallons of fuel, and has a maximum takeoff weight of 6,100 pounds.

The panel features Garmin GTN 750 and GTN 650 GPS/Nav/Coms, Flight Stream 510, Garmin 340 audio panel, GTX 345 transponder, Sandel 3308 HSI, King Century IV autopilot, and Gemini engine monitor.

Pilots with complex travel plans that include long stretches over water, mountain terrain, or at night could benefit from the added security of twin-engine redundancy with this Beechcraft Baron 58P, which is available for $265,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: We Fly: Beechcraft Baron G58
• FLYING Magazine: Finding a Home for a Beechcraft Baron
• FLYING Magazine: Beechcraft Baron: A Retrospective Look
• Plane & Pilot: Touch-Screen Baron
• Plane & Pilot: Beechcraft Bonanza and Baron Get Big Updates
• The Aviation Consumer: Used Aircraft Guide: Beech Baron 58

The post This 1977 Beechcraft Baron 58P Is a Significantly Upgraded ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1975 Cessna 414 Chancellor.

Cessna’s 414 Chancellor was the last of the company’s pressurized 400-series twins and was meant to bridge the price gap between its nonpressurized models and the flagship 421 Golden Eagle. Many 414s were pressed into Part 135 service with small charter and air taxi operators, but the model was also popular with owner pilots as a personal aircraft for business and leisure travel. Pilots who have flown the 414 regularly generally sing its praises because of its combination of performance, comfort, and economy.

Flying in the roomy, cabin-class 414 is a pleasure in part because there is plenty of space to move around and find a comfortable seating position. The pressurized cabin is quiet enough to hold conversations without headsets, and there is a lot of storage space inside for provisions and personal items needed during the flight.The Chancellor also performs well on fairly short strips, giving pilots an extra measure of flexibility when choosing destinations. The thought of long cross-country family trips in a 414, flying high above the Rocky Mountains and other potentially threatening terrain, is inspiring. 

This 1975 414 has 7,140 hours on the airframe, 1,120 hours since overhaul on each of its 335 hp RAM Vi-modified Continental TSIO-520 engines, and 35 hours since overhaul on the propellers. The aircraft received a new interior and paint in 1994 and is equipped with air conditioning and vortex generators.

The panel features King KMA 24 audio panel and KX 155 Nav/Com, Garmin 430W GPS/Com, Garmin 200 MFD, 330ES transponder, and Collins AP107 autopilot with Flight Director.

Pilots who need more power, speed, and load-carrying capacity than a typical entry-level light twin should consider this turbocharged, pressurized 1975 Cessna 414, which is available for $100,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Like New Cabin-Class Twin: A Cessna 414A Restoration
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• Plane & Pilot: Cessna 411/414 Chancellor
• The Aviation Consumer: Used Aircraft Guide: Cessna 414

The post This 1975 Cessna 414 Chancellor Is a High-Flying, Cabin-Class ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Since the first of its kind—the Wright Flyer, if you go back all the way—airplane designers have addressed the tension between power and control in a variety of ways. Some with centerline thrust, such as the Cessna 336 and 337 Skymaster, and others with pilot support, such as the Beechcraft King Air’s latest autothrottles—both under supplemental type certificate and standard in new models—taking flight in the one-engine regime into “easy day” territory.

But Diamond quietly achieved the latter in elegant ways with the DA62, starting with its first flight in April 2012. Now, more than 11 years later, the twin has become a darling of private owners as well as a handful in flight training.

Futuristic Lines

I first contemplated the DA62 in detail as I flew off its wing in Diamond’s newest sister ship, the DA50 RG, for a pilot report last spring (see “We Fly: Diamond DA50 RG” in Issue 938). We followed a course from Friedrichshafen, Germany (EDNY), after the AERO 2023 conference, to Diamond’s home in Wiener Neustadt, Austria, south of Vienna. While at first take the DA62 appears to be a stouter version of the DA42 that preceded it (and which sees most of its time on training flight lines in Europe and North America), upon inspection it appears even more robust—less a Captain Proton design than a Porsche Cayenne with wings and a T-tail.

• READ MORE: We Fly: Cessna TTx

I did my initial multi in 1995 in a pair of Cessna 310s—first a J-model belonging to master Twin Cessna instructor Chuck Clemen, and the second a striking P-model with a jaunty red stripe at Longmont Air Services at what is now KLMO in Colorado. I started an airline transport pilot certificate course in a Piper Seminole at one point—and that’s another story—but was less than impressed with it after enjoying the stately, still-modern ramp presence and performance of the 310. But the lack of single-engine climb rate on takeoff in Colorado even in the 310 sobers you up quickly.

That’s where the DA62 demonstrates its difference. With a single-engine service ceiling of 13,000 feet, you might actually be able to climb to the pattern for a landing following an engine failure after takeoff at mile-high elevations—as opposed to closing both throttles and aiming for the softest spot like you were in a single.

While the DA42 came in a couple of versions, one with Lycoming and one with Austro Engine powerplants, the DA62 entered both EASA and FAA certification with the AE-330s, a bespoke jet-A burner based on a Mercedes-Benz automotive diesel engine. Originally having a 1,000-hour TBO, the bar was raised in 2019 to1,800 hours, with estimated overhaul costs still in flux as of press time. But regardless, it’s great news—saving money for engines making it to the later TBO.

FADEC Baseline

The DA62’s genius lies in the way the designers architected the FADEC-enabled engines to leverage that control into a safety net for the pilot to use in the event of a power loss. But the simplification of operation begins on engine start and carries on throughout the flight.

• READ MORE: We Fly: Garmin Autoland for the Beechcraft King Air 200

The before-takeoff checks illuminate how this works. The dance of checking prop, mixture, and mags—involving six levers in most standard light twins—is replaced with the 20-second-long ECU test that runs its automated magic when you press and hold the button on each engine in sequence. The fuel system also follows the simplicity rule, with two tanks centered between the fore and aft spars and within the stout carbon fiber structure to attain the level of crashworthiness for which Diamond airplanes are known. To crossfeed in the event of single-engine operations, or to balance fuel between the wings, you place the fuel on/off lever into that position for the tank, with the red off position guarded with a sliding, red metal gate.

Flight Test

I took the opportunity to fly with Micke Lang, pilot and delivery manager in flight operations for Diamond Aircraft, out of the European factory location at Wiener Neustadt (LOAN). After watching the previous days’ ballet of aerial photography of the DA62, with its steep turns and quick breaks, I couldn’t wait to get my hands on the stick—yes, a twin with a control stick—and feel those maneuvers for myself.

Lang briefed me on the flight ahead prior to getting on board the airplane. Then he walked me through the engine start, flipping the master switch on and pushing the silver button on the left and then right as we cleared both sides visually. Soon we were calling our position on the 1,067-meter (3,501 feet) runway for a normal takeoff, which in our very light configuration—with half tanks and just the two of us on board—took less than half its length.

We cruise-climbed up at 110 knots indicated (V_Y is 89 kias) to a moderate altitude of 4,500 feet msl from which to begin the high work series, starting off with a power-off stall with flaps and a mild relaxation of pressure around 70 knots on the tape. No bad habits as long as both engines are turning in equal measure. In fact, the aerodynamics compared favorably to the single-engine retract DA50 RG I’d just tested, definitely showing the family resemblance.

Single-Engine Operations

We put the DA62 through a full palette of ops on one engine—with Lang shutting down the left engine with a flip of the switch, upon which time it automatically went into feather, prop stopped. I took the controls, and put in 5 degrees of bank into the good engine, but tooling around on one above the Austrian fields felt only nominally different from two-engine maneuvers, handling wise. The left side is the critical engine, but the low power adjustment needed to maintain level flight at that altitude made it feel decidedly not so critical. It makes sense that V_YSE at 87 kias is so close to V_Y in this twin.

After conducting the demonstration of the loss of power, bringing that side back to life was as simple as maintaining the recommended airspeed, 80 knots (76 knots for a stopped prop), allowing the prop to regain forward thrust as I turned the ECU switch back on.

All along the flight, I felt instantly comfortable with the familiar Garmin G1000 NXi up front with two primary flight displays and a central multifunction display. Within its avionics brain, you find the industry standard ESP (enhanced stability protection), an emergency level mode, weather radar via the GWX8000, and Surface Watch ground alerting system. The most recent Phase III software update introduced split-screen functionality, Bluetooth recording of pilot audio, and coupled go-arounds using the GFC 700 autopilot.

Getting Current?

As we returned to base, Micke demonstrated one unique flight regime for the DA62, the accelerated descent. Putting the airspeed tape at the bottom of the yellow arc—at 162 kias and 1,100 fpm down—we smoothly bled off altitude to transition to the charted visual approach back into LOAN. I gave Lang a moment’s pause when I answered his question: How many landings shall we do? Three, I said half in jest, so I can be current.

Yes, in an EASA-registered airplane not logging instruction, that was not really to be the case, but with the ease of operation—and the straightforward approach and touchdown sight pictures for the DA62—it would have been readily accomplished.

Can It Carry Seven?

The target market for the airplane (see “The Owner Experience” below) lies in the coveted six-seater realm, and the DA62 goes one better over standbys such as the Beechcraft Bonanza G36 by allowing for up to seven passengers. To be fair, the rear seats combined are really only workable for a couple of children perhaps, but with seven belts instead of six, that option remains. And with a useful load of up to 1,548 pounds, that choice is real. Front baggage compartments hold up to 66 pounds on each side—and the third row can have an optional fold-down capability to fit in more stuff by volume.

The owner can choose a range of materials and designs based on whether those kids—hypothetical or not—tend to leave a trail of Goldfish crackers and sippy cups behind, or if they’re grown and ready to go looking at college campuses with the pilot on a whirlwind tour.

And while you can make your own paint scheme a reality, the selection of premium colors runs from ruby red to anthracite black. With the leather interior choices on Diamond’s famous crashworthy seats, owners can opt for a variety of options, from highlight stitching to custom panels and carpets.

Market Penetration

Since the DA62 was first delivered in 2015, with two units, Diamond has kept a steady cadence of between 26 to 33 units each year up through 2021.

However, a jump to 53 out the door in 2022 and 30 in the first half of this year signal an uptick in orders. At press time, Diamond had reported a total of 273, according to figures compiled by the General Aviation Manufacturers Association, in the hands of mostly ecstatic private owner-pilots.

The significant fleet speaks to the sweet spot that the DA62 has found in the market—for a true family luxury SUV of the air.

The Owner Experience

With nearly 275 in the field, the Diamond DA62 is making pilots happy with their choice.

In the 40 years since he became a pilot, and 20 in the aviation business, John Armstrong of LifeStyle Aviation has flown his share of light twins. But the Diamond DA62 is the airplane of choice to fly every week.

“It’s my go-to airplane, and I love it,” Armstrong says, because it requires relatively little effort from the pilot compared to others in the piston-twin segment.

That sentiment echoed through the voices of the four DA62 owners FLYING interviewed for this article. From high time pilots, such as Armstrong and Scott Thompson, to brand-new ones, like Brett Swanson and John Chaffetz, everyone agreed that the DA62 ranked among the lowest in pilot workload and commensurately high in capability and capacity for their respective missions.

Bill Craven purchased serial number 177 in January 2022—and he transitioned from the Cessna T182T and T206 that he had used to fly his family from the Seattle area to a vacation home in central Washington. Craven was attracted by the DA62’s flight into known icing (FIKI) approval to make the oft-wintry trek over the Cascades. With a similar useful load to the 206 but with an extra engine, the DA62 has proven to be a reliable mount.

“It’s easy to fly, but also a pilot’s airplane,” Craven says, referring to the airplane’s control stick and direct feedback.

Chaffetz started flying in a DA40 in the Los Angeles Basin, so the transition to the DA62 felt natural to him. It also appealed to his passengers.

“The stability is the thing,” he says. “It’s a little bit heavier than the DA40 but still fun to fly. It’s just so much more comfortable on longer trips.”

With the ability to seat up to seven people, depending on their size, owners have options. Thompson has a few tips regarding the configuration.

“It’s really a four-adult, two-kid, or five-adult, two-kid, or five-adults-and-a lot-of-bags airplane,” he says.

And it sips jet-A, which several owners reported was an advantage because of its widespread availability. Several we spoke with reported economy cruise burns of around 15 to 20 gph total.

But for all of that capability, the mechanics of flying the twin remain straightforward. For Swanson, more than any other thing, the simplicity of operating the DA62 lends him a degree of confidence that he truly appreciates.

“The pilot workload is just lower,” he says, which allows him to use the airplane to visit store franchise locations around the Southeastern U.S., with either his wife or several colleagues on board.

Plus, it passes the all-important test for passenger and pilot—satisfaction.

“When it sets down on the runway, it sticks—that’s part of the confidence,” Swanson says, noting that although his insurance was pretty expensive during the first year, it was worth it.

Cockpit at a Glance

A. The engine-start sequence is enabled by the control inherent in the Austro AE-330 powerplants, using the ECU switches for each engine.

B. The Garmin G1000 NXi offers ESP, emergency level mode—and in the latest update, split-screen functionality and coupled go-arounds with the GFC 700 autopilot.

C. The single lever for each engine helps to reduce workload, and one-engine-out operations are streamlined so that bringing back the power on the failed engine feathers the prop.

D. The fuel system is also simplified, and it follows Diamond’s standards for safety and crashworthiness, plus the ability to crossfeed with the slide of a switch.

E. The control sticks are unique among twins, giving the airplane an immediate responsiveness.

Spec Sheet: 2024 Diamond DA62

Price, standard equipped: $1,471,950

Engine: 2 x Austro Engine AE-330, diesel

Propeller: 2 x MT-Propeller MTV-6-R-C-F/CF, composite, three blade

Horsepower: 180 hp per side (177 hp max power, 169 hp max continuous power)

Seats: Up to seven

Length: 30 ft., 1 in.

Height: 9 ft., 3 in.

Wingspan: 47 ft., 10 in.

Wing Area: 184.1 sq. ft.

Wing Loading: 27.54 lbs./sq. ft.

Power Loading: 14.32 lbs./hp

Cabin Width: 4 ft., 2.8 in

Cabin Height: 4 ft., 2.4 in.

Max Zero Fuel Weight: 4,850 lbs.

Max Takeoff Weight: 5,071 lbs.

Empty Weight: 3,523 lbs., depending on options

Max Nose Baggage: 132 lbs.

Max Rear Baggage: 265 lbs.

Useful Load: 1,548 lbs., depending on options

Max Usable Fuel: 86.4 gal. (main + aux.)

Max Operating Altitude: 20,000 ft.

Single-Engine Service Ceiling (ISA, MTOW): 11,000 ft.

Max Rate of Climb (MTOW, ISA, SL): 1,028 fpm

Cruise Speed at 85% Power: 185 ktas, ISA, 12,000 ft.

Max Cruise Speed: 192 ktas, ISA, 14,000 feet msl, at 4,407 lbs.; 190 ktas at MTOW

Max Range: 1,288 nm with no reserve

Fuel Consumption at 60% power: 11.8 gph, 12,000 ft.

Stall Speed, Flaps Up: 72 kcas MTOW

Stall Speed, Full Flaps: 68 kcas MTOW

V_MC: 76 kias, flaps up

V_YSE: 89 kias (MTOW)

Takeoff Over 50 Ft. Obs: (ISA, sea level, MTOW) 2,732 ft.

Landing Over 50 Ft. Obs: (ISA, sea level, MLW) 2,559 ft.

This column first appeared in the December 2023/Issue 944 of FLYING’s print edition.

The post We Fly: Diamond DA62 appeared first on FLYING Magazine.