DA62, one year of bittersweet ownership
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- Gordon
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- First Name: Gordon
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Re: DA62, one year of bittersweet ownership
Further to my last post on cheering you all up regarding reliability.
I just completed 30 hours away from base in the last two weeks. A combo of touring and visiting relatives. As you can see from the picture we were overflying some of the most remote and unpopulated continental areas in the world (except Antarctica!). We flew through a late winter snowstorm on departure from YSCB and gave the TKS a workout, through to a 1'500 AGL scenic flight over Kakadu National Park near YPDN with the OAT at 1,500' at 29 degrees C. The RACC coped - just!
Anyway - the good news - zero defects or aeroplane issues along the way.
Your aeroplane is very capable. We mostly had 4 P.O.B. plus bags on this trip.
My biggest gripe - no HF radio as standard fit/option or STC, that meant no IFR allowed outside VHF coverage in the centre of the continent (Aussie ATC won't let you use the SATCOM to call them for routine transmissions/traffic/clearances etc. - only emergency calls). This in turn meant several sectors of VFR only. Fortunately the weather was suitable on those occasions. The ATC provider is working on a satellite based, pilot transparent VHF solution by 2026 giving down to the ground/water coverage over 100% of the continent and South Pacific.
I just completed 30 hours away from base in the last two weeks. A combo of touring and visiting relatives. As you can see from the picture we were overflying some of the most remote and unpopulated continental areas in the world (except Antarctica!). We flew through a late winter snowstorm on departure from YSCB and gave the TKS a workout, through to a 1'500 AGL scenic flight over Kakadu National Park near YPDN with the OAT at 1,500' at 29 degrees C. The RACC coped - just!
Anyway - the good news - zero defects or aeroplane issues along the way.
Your aeroplane is very capable. We mostly had 4 P.O.B. plus bags on this trip.
My biggest gripe - no HF radio as standard fit/option or STC, that meant no IFR allowed outside VHF coverage in the centre of the continent (Aussie ATC won't let you use the SATCOM to call them for routine transmissions/traffic/clearances etc. - only emergency calls). This in turn meant several sectors of VFR only. Fortunately the weather was suitable on those occasions. The ATC provider is working on a satellite based, pilot transparent VHF solution by 2026 giving down to the ground/water coverage over 100% of the continent and South Pacific.
- yl472401
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Re: DA62, one year of bittersweet ownership
I reason their lack of care of their customers for sick corporate vision and failed operating strategy. From the feeling I had at Oshkosh diamond center during the past couple of years, they seem to only care about selling the new units instead of catering the current owners. It’s a shame for the reputation of such a good Aicraft brand to go down the drain.Boatguy wrote:My DA62 is just two s/n's after Marlon's so also a Canadian build. I could write the same post, but with an entirely different set of problems. This is what is so thoroughly maddening. The quality problems are not limited to a specific set of issues, they are different for every plane, from paint to fuel tank sensors. And the problems are not limited to Canadian builds. There is another thread here documenting a buyer who's plane arrived from Austria with distorted wings and needed to wait a number of months to receive an entirely different airplane.
My plane was AOG for 3 of the first 12 months, and that includes 2 weeks AOG far from home. Diamond/Austro's factory QA is non-existent. Anyone with manufacturing experience knows that QA is a process from sourcing through assembly, not something done at the end of the line. Diamond is now failing at every point of the process, from QA of sourced materials (e.g., main bearing cap bolts) through all sorts of fit and finish issues.
And insult to injury is that while the Diamond post sales support people are sincere in their efforts to resolve the issues, they have a very limited parts inventory, are short of staff, work M-F 8-5 Eastern, and will only work through the very limited Diamond Service Centers, essentially all of which are also M-F 8-5. If you fly your plane outside of M-F 8-5, caveat emptor. Diamond senior management literally does not care. I have attempted to contact them and they ghost me or respond with platitudes which read like they were generated by ChatGPT.
So what to do with a plane that we love to fly, but that is plagued with quality problems?
We who have already purchased have no choice but to muddle through, hope we encounter most of the issues during the warranty period and don't get stranded too far from home, too often.
If you are considering a purchase of a DA62, buy used; do not buy new. I know that will get me some nasty responses from the distributors, but 3 months AOG out of the first 12 is absurd. And the responses from Diamond senior management are disgraceful treatment of customers who have spent $1.5M+. I received far better service on yachts costing €750K.
It may seem counter intuitive, but a DA62 which has had the factory QA issues sorted out by someone else is a better purchase than a new plane with a two year warranty. Since Diamond has not issued a software update to the G1000NXi in over five years, any DA62 built in the last five years has the same avionics as a brand new plane, with the sole exception of the radar. But even the GWX75 is a compromise since the GWX8000 s/w is not certified on the DA62. The good news is that there is a good supply of used DA62's for sale and you'll get immediate delivery.
Some aeronautical engineers in Austria designed a wonderful airplane. It's a shame that the current Diamond ownership doesn't care enough to build them to the level of quality that the designers and customers deserve.
Sent from my iPhone using Tapatalk
Diamond DA40, Diamond DA42NG, PPL, IR
- Boatguy
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Re: DA62, one year of bittersweet ownership
After two years of flying a DA40NG, my wife and I wanted a larger, faster, more capable plane for the longer trips. We live in California, our granddaughter lives in Maine, another daughter in Texas, and we wanted to revisit islands in the Caribbean we had previously visited in our boat. We wanted to make long trips year round. We wanted two engines for flying over high mountains and the ocean. That was the mission. In the spring of 2021 we went for a demo flight in a DA62 and subsequently placed an order for delivery the following summer.
Delivery was delayed until the Spring of 2023. I took delivery at the factory and 15 min before departure was told I had to bring the plane back to the factory to correct known manufacturing defects. I flew back to the factory a couple of months later and they spent two weeks fixing a variety of manufacturing quality issues.
FIKI kept the wings clean, the climb rate was good, the cockpit comfortable, and the radar kept us out of the CB’s. I loved flying the DA62. But during the next 16 months I experienced two ADs, one inflight partial power loss resulting in a forced landing and my DA62 was AOG 22% of the time. Despite this I managed to log 220hrs flight hours.
The second AD, MSB-E4-043 crippled my DA62. A round trip across the country is about 35 service hours. I asked Diamond if they would pay for the 50hr inspection before it was due so that I could depart with a functioning airplane capable of flying 50hrs. In typical Diamond style, they refused to answer. My DSC asked the same question. Crickets. The borescope inspection is a two day procedure on a DA62 and thus realistically three nights, hotel, meals, and rental car added to a trip.
Further, we would have to consider the possibility that the inspection would find a problem, or a head would be stripped when reinstalling the injectors. The first borescope by my regular DSC revealed an “anomaly”. The DSC sent a 17sec video to Canada, who sent it to Austria, who took a little over three weeks to review it and reply that it was OK to continue flying. The prospect of being stuck in a city far from home for three weeks waiting for a reply from Austria made a mockery of trip planning. The trip we had been planning to the Caribbean would have been very close to 50hrs. We concluded that making that trip was out of the question.
If and when there is a terminating action to the AD, I expect it will read something like "within 50hrs of the last inspection...". Our engines will need to be stripped of accessories, boxed, and given to a trucking company to deliver to Nova Scotia, about 4,000 miles away from my DSC. The shipping time alone from California to Nova Scotia would be at least 3-4 weeks round trip. AeroTec, outside Halifax, currently takes about a month to replace the pistons in an engine. When the terminating action is announced, they will be swamped with engines and I think the turn around time will be in the range of 3-5 months. Since Diamond has no idea when the terminating action will be announced, it is impossible to schedule any major trips.
Three and a half years after I placed an order, and just 16 months of flying, my DA62 became incapable of fulfilling the mission for which it was purchased. I sold it. I will not be purchasing another Diamond.
DAN is the shining example of what social media should be. People helping people. Facts. Treating each other respectfully, even when they disagree. No trolling. No snarky comments about other members. No crazy conspiracy theories or misinformation. Pilots sharing their knowledge to help others work through their ownership problems, become safer pilots, and generally enhance the GA experience. DAN is a community I will miss.
Delivery was delayed until the Spring of 2023. I took delivery at the factory and 15 min before departure was told I had to bring the plane back to the factory to correct known manufacturing defects. I flew back to the factory a couple of months later and they spent two weeks fixing a variety of manufacturing quality issues.
FIKI kept the wings clean, the climb rate was good, the cockpit comfortable, and the radar kept us out of the CB’s. I loved flying the DA62. But during the next 16 months I experienced two ADs, one inflight partial power loss resulting in a forced landing and my DA62 was AOG 22% of the time. Despite this I managed to log 220hrs flight hours.
The second AD, MSB-E4-043 crippled my DA62. A round trip across the country is about 35 service hours. I asked Diamond if they would pay for the 50hr inspection before it was due so that I could depart with a functioning airplane capable of flying 50hrs. In typical Diamond style, they refused to answer. My DSC asked the same question. Crickets. The borescope inspection is a two day procedure on a DA62 and thus realistically three nights, hotel, meals, and rental car added to a trip.
Further, we would have to consider the possibility that the inspection would find a problem, or a head would be stripped when reinstalling the injectors. The first borescope by my regular DSC revealed an “anomaly”. The DSC sent a 17sec video to Canada, who sent it to Austria, who took a little over three weeks to review it and reply that it was OK to continue flying. The prospect of being stuck in a city far from home for three weeks waiting for a reply from Austria made a mockery of trip planning. The trip we had been planning to the Caribbean would have been very close to 50hrs. We concluded that making that trip was out of the question.
If and when there is a terminating action to the AD, I expect it will read something like "within 50hrs of the last inspection...". Our engines will need to be stripped of accessories, boxed, and given to a trucking company to deliver to Nova Scotia, about 4,000 miles away from my DSC. The shipping time alone from California to Nova Scotia would be at least 3-4 weeks round trip. AeroTec, outside Halifax, currently takes about a month to replace the pistons in an engine. When the terminating action is announced, they will be swamped with engines and I think the turn around time will be in the range of 3-5 months. Since Diamond has no idea when the terminating action will be announced, it is impossible to schedule any major trips.
Three and a half years after I placed an order, and just 16 months of flying, my DA62 became incapable of fulfilling the mission for which it was purchased. I sold it. I will not be purchasing another Diamond.
DAN is the shining example of what social media should be. People helping people. Facts. Treating each other respectfully, even when they disagree. No trolling. No snarky comments about other members. No crazy conspiracy theories or misinformation. Pilots sharing their knowledge to help others work through their ownership problems, become safer pilots, and generally enhance the GA experience. DAN is a community I will miss.
- bdbogle
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Re: DA62, one year of bittersweet ownership
Well, my DA62 (S/N 302) just finally made it to Canada today from its ferry flight from Austria. I hope any gremlins were shaken out over the North Atlantic on its way over!
- TimS
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Re: DA62, one year of bittersweet ownership
Russ,
Sorry to see you go. Do you have your next plane decided upon?
Tim
Sorry to see you go. Do you have your next plane decided upon?
Tim
- waynemcc999
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Re: DA62, one year of bittersweet ownership
Russ, super aggravating experience... and sad -- but totally understandable -- that you have to leave the DA62.
I fully agree with your positive comments about DAN... we'll miss your solid contributions to the discussion.
In any and all events, fly safely and hope to see you both again soon.
Wayne
I fully agree with your positive comments about DAN... we'll miss your solid contributions to the discussion.
In any and all events, fly safely and hope to see you both again soon.
Wayne
Wayne McClelland
PPL/IR, 2008 Diamond Star DA40-XLS 40.922, KSBA
Photo logs of Flying Doctors | Angel Flight | YouTube @GeezerGeekPilot | GeezerGeekCoach
PPL/IR, 2008 Diamond Star DA40-XLS 40.922, KSBA
Photo logs of Flying Doctors | Angel Flight | YouTube @GeezerGeekPilot | GeezerGeekCoach
- Lch
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Re: DA62, one year of bittersweet ownership
Hello everyone from Spain!
My name is Leo, and I’m happy to join you all.
I picked up my new DA62 right before Christmas and have already logged about 20 hours on it. Overall, I’m 100% satisfied with the aircraft and feel incredibly inspired by future plans. Now that the initial excitement has settled a bit, I wanted to share some of my questions and doubts. Perhaps they’ll be helpful to someone, or maybe someone here can offer advice.
Oil – Resolved.
After my first 5-hour flight from the factory, the entire underside of the wing was covered in oil—it was even dripping from the flap. It looked quite nasty. After an inspection by a mechanic, the conclusion was that everything is fine. It was simply excess oil venting through the breather tube. The engine itself was completely clean, and the issue hasn’t recurred since.
LOW COOLANT LVL.
This error appeared on the display, but temperatures were ok. After an inspection by the mechanic, everything was fine: coolant levels were normal, there were no leaks, and just a small amount was topped off. The error disappeared… until it showed up again in the next flight. For now, I’m flying with it while keeping an eye on temperatures. During the next regular maintenance, they’ll either replace the sensor or investigate further. Has anyone else experienced something similar?
LOW DEICE PRESSURE.
It’s fairly warm here, so I’ve only tested the TKS system under +6°OAT conditions. During testing, the LOW DEICE PRESSURE warning appeared, even though the wings seemed to be properly covered by TKS fluid. I’m wondering if it’s due to the fluid’s viscosity in warmer temperatures or if it’s an actual malfunction. I’m concerned that since the pressure sensor is in the tail (which isn’t visible), there’s always a risk the tail might not be receiving fluid if this error occurs.
Pushrods.
I noticed the stick doesn’t move smoothly for elerons—it feels slightly sticky in some positions, and there’s a lack of overall smoothness and consistency in movement. I suspect it’s due to fresh grease in the pushrods that might need time to wear in. If it doesn’t improve, I’ll wait until the next regular maintenance. Did anyone else experience this?
GPS2 failure.
For some reason, GPS2 only initializes a couple of minutes after the avionics are powered on. In the meantime, errors pop up saying GPS2 data isn’t available, ADS-B isn’t functioning etc, and no satellites are shown on the Aux-GPS screen. However, after about 5-10 minutes, everything comes on and the errors disappear. Is this normal?
Nosewheel oscillations.
One piloting issue I’m struggling to adapt to: our runway has transverse waves, and during the takeoff roll, the short wheelbase makes nose gear significant oscillation. The speed is still too low for rotation, so it feels like I’m taking off from soft ground or grass, lifting the nose gear very early and bouncing around. I haven’t experienced this on any other aircraft from the same runway. Does anyone have any tips for dealing with this? I’m considering trying a takeoff with the stick fully forward to press the nose gear into the ground, but that doesn’t feel like the best approach either.
Weather radar.
Lastly, this is my own bug
—I’ve read countless manuals and watched tons of videos, but I just can’t understand the weather radar. I’ve tried playing around with it in both clear and rainy weather, but I can’t seem to figure it out. If anyone had a similar learning curve, I’d love to hear how you learned to use and interpret it.
Thanks again, and wishing everyone safe and enjoyable flights!
P.S.
It might seem like too many issues, but that’s not the case at all. These are just small matters that I’m handling along the way. It has almost every new aircraft or machine. Everything else is great, and I’m very happy overall.
My name is Leo, and I’m happy to join you all.
I picked up my new DA62 right before Christmas and have already logged about 20 hours on it. Overall, I’m 100% satisfied with the aircraft and feel incredibly inspired by future plans. Now that the initial excitement has settled a bit, I wanted to share some of my questions and doubts. Perhaps they’ll be helpful to someone, or maybe someone here can offer advice.
Oil – Resolved.
After my first 5-hour flight from the factory, the entire underside of the wing was covered in oil—it was even dripping from the flap. It looked quite nasty. After an inspection by a mechanic, the conclusion was that everything is fine. It was simply excess oil venting through the breather tube. The engine itself was completely clean, and the issue hasn’t recurred since.
LOW COOLANT LVL.
This error appeared on the display, but temperatures were ok. After an inspection by the mechanic, everything was fine: coolant levels were normal, there were no leaks, and just a small amount was topped off. The error disappeared… until it showed up again in the next flight. For now, I’m flying with it while keeping an eye on temperatures. During the next regular maintenance, they’ll either replace the sensor or investigate further. Has anyone else experienced something similar?
LOW DEICE PRESSURE.
It’s fairly warm here, so I’ve only tested the TKS system under +6°OAT conditions. During testing, the LOW DEICE PRESSURE warning appeared, even though the wings seemed to be properly covered by TKS fluid. I’m wondering if it’s due to the fluid’s viscosity in warmer temperatures or if it’s an actual malfunction. I’m concerned that since the pressure sensor is in the tail (which isn’t visible), there’s always a risk the tail might not be receiving fluid if this error occurs.
Pushrods.
I noticed the stick doesn’t move smoothly for elerons—it feels slightly sticky in some positions, and there’s a lack of overall smoothness and consistency in movement. I suspect it’s due to fresh grease in the pushrods that might need time to wear in. If it doesn’t improve, I’ll wait until the next regular maintenance. Did anyone else experience this?
GPS2 failure.
For some reason, GPS2 only initializes a couple of minutes after the avionics are powered on. In the meantime, errors pop up saying GPS2 data isn’t available, ADS-B isn’t functioning etc, and no satellites are shown on the Aux-GPS screen. However, after about 5-10 minutes, everything comes on and the errors disappear. Is this normal?
Nosewheel oscillations.
One piloting issue I’m struggling to adapt to: our runway has transverse waves, and during the takeoff roll, the short wheelbase makes nose gear significant oscillation. The speed is still too low for rotation, so it feels like I’m taking off from soft ground or grass, lifting the nose gear very early and bouncing around. I haven’t experienced this on any other aircraft from the same runway. Does anyone have any tips for dealing with this? I’m considering trying a takeoff with the stick fully forward to press the nose gear into the ground, but that doesn’t feel like the best approach either.
Weather radar.
Lastly, this is my own bug

Thanks again, and wishing everyone safe and enjoyable flights!
P.S.
It might seem like too many issues, but that’s not the case at all. These are just small matters that I’m handling along the way. It has almost every new aircraft or machine. Everything else is great, and I’m very happy overall.
- Boatguy
- 5 Diamonds Member
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Re: DA62, one year of bittersweet ownership
There is a thread on this issue; search DAN.Lch wrote: Sat Jan 25, 2025 4:51 pm LOW COOLANT LVL.
This error appeared on the display, but temperatures were ok. After an inspection by the mechanic, everything was fine: coolant levels were normal, there were no leaks, and just a small amount was topped off. The error disappeared… until it showed up again in the next flight. For now, I’m flying with it while keeping an eye on temperatures. During the next regular maintenance, they’ll either replace the sensor or investigate further. Has anyone else experienced something similar?
Very common. Follow the checklist and run the system on High for few minutes to prime the panels until you see some fluid start to flow, the CAS message should disappear and you can switch back to Normal. The panels will drip for days after you land.Lch wrote: Sat Jan 25, 2025 4:51 pm LOW DEICE PRESSURE.
It’s fairly warm here, so I’ve only tested the TKS system under +6°OAT conditions. During testing, the LOW DEICE PRESSURE warning appeared, even though the wings seemed to be properly covered by TKS fluid. I’m wondering if it’s due to the fluid’s viscosity in warmer temperatures or if it’s an actual malfunction. I’m concerned that since the pressure sensor is in the tail (which isn’t visible), there’s always a risk the tail might not be receiving fluid if this error occurs.
I've never heard of this. This stick should move smoothly. I would ask for a check immediately.Lch wrote: Sat Jan 25, 2025 4:51 pmPushrods.
I noticed the stick doesn’t move smoothly for elerons—it feels slightly sticky in some positions, and there’s a lack of overall smoothness and consistency in movement. I suspect it’s due to fresh grease in the pushrods that might need time to wear in. If it doesn’t improve, I’ll wait until the next regular maintenance. Did anyone else experience this?
Master on starts GIA1/GPS1, Avionics on starts GIA2/GPS2. I've never seen that error or a 5-10 minute delay. See the system block diagram in the G1000NXi manual. That is not normal. There may be a poor connection somewhere in the wiring for GIA2.Lch wrote: Sat Jan 25, 2025 4:51 pmGPS2 failure.
For some reason, GPS2 only initializes a couple of minutes after the avionics are powered on. In the meantime, errors pop up saying GPS2 data isn’t available, ADS-B isn’t functioning etc, and no satellites are shown on the Aux-GPS screen. However, after about 5-10 minutes, everything comes on and the errors disappear. Is this normal?
For starters, turn off all the options, fly straight and level ideally over level terrain, set the range to 60nm and play with the tilt. See how the display changes as the beam detects the ground. The beam is a cone that becomes wider at higher altitudes. Think of it like holding a flashlight. Held straight out, you only see what is above the ground, if it's tilted slightly down, you see the ground 10m in front of you, and things above the ground further away. The "ground clutter" should stay at the periphery and any real weather closer in. There are good online training classes available from Garmin and Cirrus.Lch wrote: Sat Jan 25, 2025 4:51 pm Weather radar.
Lastly, this is my own bug—I’ve read countless manuals and watched tons of videos, but I just can’t understand the weather radar. I’ve tried playing around with it in both clear and rainy weather, but I can’t seem to figure it out. If anyone had a similar learning curve, I’d love to hear how you learned to use and interpret it.
https://www.garmin.com/en-US/p/644397
https://learning.cirrusapproach.com/cou ... 5/overview
Is your plane affected by MSB-E4-043 and the EASA AD?Lch wrote: Sat Jan 25, 2025 4:51 pmIt might seem like too many issues, but that’s not the case at all. These are just small matters that I’m handling along the way. It has almost every new aircraft or machine. Everything else is great, and I’m very happy overall.
- Lch
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Re: DA62, one year of bittersweet ownership
Thank you for your response. I’ll make sure to provide updates if there are any.
Regarding the coolant, are you referring to the thread linked below, or is there another discussion about it?
viewtopic.php?t=9010
As for the stick movement, it seems to be normal for new aircraft. The explanation provided is that it’s due to the roller cages of the linkage bearings, which need some time to wear in and operate smoothly.
Regarding the MSB, it appears to involve piston replacements. Based on the latest update, testing is almost complete, and we hope to start receiving the updated pistons by March or April. I’m not sure about the EASA AD—does it address the same issue?
Thank you once again!
Leo
Regarding the coolant, are you referring to the thread linked below, or is there another discussion about it?
viewtopic.php?t=9010
As for the stick movement, it seems to be normal for new aircraft. The explanation provided is that it’s due to the roller cages of the linkage bearings, which need some time to wear in and operate smoothly.
Regarding the MSB, it appears to involve piston replacements. Based on the latest update, testing is almost complete, and we hope to start receiving the updated pistons by March or April. I’m not sure about the EASA AD—does it address the same issue?
Thank you once again!
Leo
- MarkO
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Re: DA62, one year of bittersweet ownership
This course on the Garmin Training website is good for learning about the wx radar ($155) -
https://www.garmin.com/en-US/p/644397
Cheers
https://www.garmin.com/en-US/p/644397
Cheers