Little gem

A rusty pilot flies the Diamond DA62

As a precursor to this air test, I want to reinforce to our readers that I am a very rusty pilot. Very. Whilst aviation was my first career, it’s been a good 11 years since I’ve been at the controls of an aircraft and there’s quite a big difference between an F-3 Tornado, the last aircraft I flew professionally and today’s subject, the Diamond DA62.
When I reflected on this and internally reviewed my credentials to conduct this air test on your behalf it suddenly dawned on me that perhaps this isn’t a bad starting point, as the type of pilot who would buy and operate a DA 62, the biggest twin in the Diamond fleet, is likely to be a non-professional aviator. Therefore if I can fly and navigate this aircraft, it’s highly likely anyone can! I am happy to say that in my limited experience of flying GA aircraft, the DA 62 was one of the easiest and most intuitive aircraft I have ever flown.

‘If I can fly and navigate this aircraft, it’s highly likely anyone can!

This content is available exclusively to Australian Aviation members.

Login

Become a Member

To continue reading the rest of this article, please login.

Username or Email

Password Forgot password?

Keep me signed in on this device.

If you check this box before you log in, you won’t have to log back into the website next time you return, even if you close your browser and come back later.

If you check the box above before you log in, you won’t have to log back into the website next time you return, even if you close your browser and come back later.

---

or

---

Login with a Passkey

To unlock all Australian Aviation magazine content and again unlimited access to our daily news and features, become a member today!
A monthly membership is only $5.99 or save with our annual plans.

PRINT

$49.95 for 1 year Become a Member

See benefits

• Australian Aviation quarterly print & digital magazines
• Access to In Focus reports every month on our website

MOST POPULAR

PRINT + DIGITAL

$99.95 for 1 year Become a Member

$179.95 for 2 years Become a Member

See benefits

• Unlimited access to all Australian Aviation digital content
• Access to the Australian Aviation app
• Australian Aviation quarterly print & digital magazines
• Access to In Focus reports every month on our website
• Access to our Behind the Lens photo galleries and other exclusive content
• Daily news updates via our email bulletin

DIGITAL

$5.99 Monthly Become a Member

$59.95 Annual Become a Member

See benefits

• Unlimited access to all Australian Aviation digital content
• Access to the Australian Aviation app
• Australian Aviation quarterly print & digital magazines
• Access to In Focus reports every month on our website
• Access to our Behind the Lens photo galleries and other exclusive content
• Daily news updates via our email bulletin

View more offers and details

Getting Started

I met Fernando Villalon my pilot for the day at Hawker Pacific in Bankstown. He’d very kindly let me off the hook with any flight planning prior to embarking upon our sortie or the need to roll the aircraft out of the hanger. Fernando has over 750 hours of experience on Diamond Aircraft and possesses one of those wonderfully unique GA backgrounds, having retired as a corporate higher flyer he has embraced his passion for flying later in life. In addition to his duties at Hawker Pacific, including ferry flights around the region, he is also a Class 1 instructor keeping local pilots up to date with their instrument ratings. I immediately felt comfortable with his capabilities!

The flight plan was fairly straightforward, departure from Bankstown to Mudgee via Katoomba (KADOM), where we were landing to pick up our photographer for the day, Australian Aviation’s own Mark Jessop. Onwards to Temora VFR for a few meetings, then back VFR via Mudgee to drop Mark off before landing back in Bankstown. Fuel tanks were full at 86 US Gallons (326 litres) which was ample for our flight which included four departures and approaches. The only notable thing about the day was the temperature, with 43 degrees forecast at Mudgee and Temora. There was no doubt I’d be testing the aircraft’s hot weather performance!

Pre-Flight

Walking towards the aircraft the first impression I had was that this a very ‘different’ looking aircraft and to be honest, I quite liked the bulbous look of the fuselage as it trails away to a back end more reminiscent of a helicopter, all be it with a T-tail! The raked winglets round out what is a very unique and purposeful looking airframe, almost cool looking in the Big Bang Theory application of the word.

The power plants also looked a bit ‘different’, again the word that immediately came to mind is bulbous, due to the size of the liquid cooled Austro AE330 turbo diesel engines encased in the composite nacelle. It’s these engines that are the most innovative element of any Diamond aircraft. Derived from the Mercedes-Benz automotive B-Class diesel engine and modified for use with cheaper and more accessible Avtur, with each engine is rated to 180hp. In discussions with a number of GA pilots it’s obvious that these powerplants are a game changer and perfect for more remote flying.

Diamond has obviously set the trend with the AE330, with other aircraft manufacturers now bringing their own version of the converted diesels into their fleets to take advantage of the substantially reduced operating costs.

The aircraft sits tall on very rugged looking landing gear and climbing onto the wing with hands full of flight kit, headsets, water and snacks (it was a long day) proved to be extremely simple.

Once on the wing it was simple to unlock the gull wing doors with a single hand and the door swings well clear of the cockpit to allow the pilot ease of access to seat. I liked the design feature where the edge of the seat pan can be folded back toward the seat allowing more room for the pilot to step through to place a foot on the cockpit floor and I immediately thought this aircraft would suit a BIG pilot. Two doors on each side means there is no climbing over backseats or over the PIC seat to get into the aircraft.

The walk around is very simple thanks to the ergonomic design of the aircraft and within five minutes the fuel and oil was checked, hatches closed and locked and I was comfortable seated in the right hand seat. I have to admit it was nice to see a stick vs yoke in the cockpit, I always find flying with a stick more intuitive than the yoke, or maybe it’s just the flashbacks the stick invokes to the glory days of my early career.

Once seated behind the controls, setting the pedals couldn’t have been easer with the press of the pedal button by my right knee moving them electronically to just the right position, I really felt part of the aircraft and very comfortable prior to engine start and I am happy to report that this feeling remained throughout the day in all flight regimes.
The aircraft I was flying in today was the fully optioned model and you couldn’t help but think you were sinking into the cockpit of an AMG Mercedes or an M model BMW. Leather trims on the seven seats (including the rear bench seat for two passengers which is also an extra) and air-conditioning make the interior welcoming for pilots and passengers alike.

‘I really felt part of the aircraft and very comfortable prior to engine start.’

To manage adverse flight conditions and keep those passengers and the pilot safe the aircraft was also equipped with a WX radar, integrated oxygen system and TKS known icing protection system (FIKI). Fernando confirms the efficiency of this system as he has experience with the usage of them in real icing conditions

Start Up and Taxi

The Diamond is possibly the easiest aircraft to start I’ve ever come across. MASTER AV – ON, wait for the Garmin G1000 to fire up, Engine Master – ON, wait a few seconds for the glow plug light to go out and push the ENGINE – START Button. Repeat and very quickly both AE330’s where quietly rumbling with all the gauges in the green. As the flight plan had already been uploaded earlier by Fernando (what a luxury) it wasn’t long before we taxied to the run up bay. Whilst Fernando managed this aspect of our journey out of Bankstown, I did have the opportunity to manage this phase of the flight from Mudgee and Temora.

Like any new aircraft it takes a few seconds and bit of goosestepping to get a feel for the rudder pedal’s effectiveness on the ground. Visibility out of the cockpit is brilliant and the air conditioning in warm weather was far more effective than I was expecting, sparing me the ‘wet back’ effect that is my usual companion on any aircraft I’ve flown prior to line up thanks to the stinking hot cockpit environment. The aircraft is equipped with nose wheel steering, however I found myself using brakes and power to navigate the aircraft around the apron and the aircraft was very well behaved.

True to the Diamonds pedigree the run up was…simple. This is thanks to the incorporation of an Engine Management System. No pitch levers, no mixture, no magnetos, just two throttles, which you don’t need to manipulate for the run up! Just hit both the test button, one for each engine and within 30 seconds engine RPM checked, props checked and we’re ready to go.

Take Off

Once lined up on runway centreline at Mudgee, I checked the trim tabs, in the right hand seat you need to use the trim wheel, in the LHS the trim is on the stick and I noted a little right trim set on the yaw tab. As I eased the throttles forward to 100% the aircraft accelerated quite comfortably even with the temperature showing 42 degrees and it became apparent that the yaw trim balances a tendency for the aircraft to pull left under power and needed a touch of right rudder to keep the aircraft tracking the centreline.

I gently pull back on the stick at 75kts, set a climb attitude of 5 degrees and we climbed away comfortably, raising the gear quickly after confirming a positive climb rate, powering back to 95%, selecting flap up as we accelerated through 90 knots. Upon raising the flaps there is a notable ‘wallow’ or “sink” sensation, however watching the rate of climb on my second departure there is no accompanied loss in altitude, then I accelerated out to our climb speed of 110kts. We climb out a 1000 ft. /min and more quickly than I was expecting we level out at our cruise altitude of 8,000’.

The Diamond is a very easy aircraft to load up and go with a MTOW of 2300 kg an MLW 2300 kg – allowing a take-off distance 480 m /883 m, landing distance 441 m /779m.

Cruise

This aircraft is born to cruise! At top of climb Fernando brought the range display up on the G1000 10 inch display and it was comforting to note that our max endurance was over 11.5 hours and our range rings highlighted a max range extending to the East Coast of the NZ South Island, with reserves!

It’s during this part of the flight regime these incredible engines come into their own. In route to Mudgee and Temora the aircraft accelerated to a cruise speed of 165kts TAS with 75% power set and our total fuel burn was a measly 15 G/hr (57 litres/hr). On the return trip to Mudgee we cruised back at an even thriftier 12G/hr with power set at 65% and the cruise speed settling back to 155kts TAS.

Heading back into Bankstown the warm weather had kicked off enough convection to allow storm clouds to build and to ensure we beat them home we set max continuous power of 95%, accelerating the aircraft to 182kts TAS and a thirstier, though still impressive 19 G/hr (72 litres/hr).

This aircraft was also equipped with a fully integrated GFC700 Autopilot, yaw damper and electronic stability and protection system (EPS) and we utilised this technology throughout the flight through the G1000. Let’s just say, if could figure out the autopilot on the first leg of our flight, anyone can.

Often in an air test we forget one of the most important elements of a passenger aircraft, the passengers themselves! Mark is a tall and lanky chap, the kind of fellow you’d instantly think is going to need to be crowbarred into your average light aircraft. The Diamond successfully ticked all the boxes for the passenger experience with Mark who was sitting directly behind the pilots and when asked how describe his two hours of cruising in the aircraft he responded “plush, smooth and relaxing” with ample leg room in the forward seats. Granted, this starts to get a bit tight in the back row if you option the aircraft out for the bench seat at the rear of the aircraft bringing the total to seven seats.

General Handling

As a fully composite airframe I did notice a difference between the ‘metal’ aircraft I had flown previously, principally Barons and the ubiquitous Duchess. The Diamond seemed smoother, quieter and more comfortable with the added bonus of the EMS managing all the synchronisation issues that form part of light twin flying!

Control loads on the stick are firm, though balanced and the aircraft provides great feedback to the pilot, especially this one who hasn’t needed to push a rudder pedal in flight unless it was in an air combat mission! Power is extremely easy to set using the throttles and when something goes “wrong”, in this case a simulated engine failure, the aircraft was very easy to handle after feeling the indications of the failure through the seat of the pants and applying a small amount of rudder to square the aircraft up.

‘Control loads on the stick are firm, though balanced.’

The final check conducted during the flight was the aircraft’s stall characteristics which we tested at 7,500’. As we decelerated to the stall the aircraft kindly reminded us with its disembodied voice to lower our landing gear and as we reached the stall at 63 knots the right wing dipped slightly as did the nose, around 5 degrees. With the simultaneous application of power and a slight lowering of the nose the aircraft accelerated, and we climbed back to our cruising altitude after a loss of about 120’.

Importantly for infrequent aviators the ESP assists the pilot by preventing them from getting into a stall or placing the aircraft in a position where the aircraft is over-banked (greater than 45 degrees AoB) or placed in a UA. If required the ESP system can be overridden by the pilot by the application of more force to the control column.

Approach and Landing

Each of our approaches was a breeze, at TOD we set a 500fpm rate of decent into each airfield before flying a visual approach to land. On one of our approaches I had the opportunity to test the G1000 and the aircraft’s performance in the terminal area after Fernando set us up for a RNAV Approach into RWY 05. Setting a terminal area speed of 130kts I had great situation awareness as we descended into the initial approach fix and subsequently down the full approach.

Passing 2000’ I disengaged the autopilot and continued the descent. I’ve never flown an aircraft without a gear speed limit before and whilst leaving the power set I lowered the landing gear at 130kts, which had little effect on my attitude and the aircraft decelerated comfortably to around 95kts on glideslope. The aircraft was very stable, requiring only minimal power inputs all the way down the approach including the lowering of full flap, allowing the aircraft to decelerate to its threshold speed of 90 kts. A gentle 5 kt crosswind from the right required only a touch of aileron and rudder in the flare whilst the throttles were brought back to idle whilst making a small check back on the stick, around ½ inch, arresting the rate of descent and allowing the aircraft to settle gently on the runway.

The landing distance with very light braking was around 1000 feet or half the length of runway 05.

The Golf Club Test

The Diamond is an ‘all seasons’ aircraft possessing the ability to comfortably fit two golf bags, three at a squeeze without disturbing the five passengers during the warmer months and four sets of skis for the trip to Mt Hotham or Queenstown during winter. Although with a trip of that range you’d need to be aware of the inability to take a comfort break in the confines of cabin in anything other than single pilot operations!
Want One?

The Diamond DA62 I had the opportunity to fly was fully optioned with an asking price around the AUD$1.7m Pricing mark with basic pricing for a new DA62 starting at USD $ 1,135,000 Ex – Canada. If I had to take an extra option as a leisure pilot, I would definitely add the air-conditioning mod at a cost of around USD$20,000, it worked perfectly on what was a very hot day.

My thoughts on the drive home

I was quite taken with the whole look and feel of the Diamond. It is well designed from a pilot and passengers perspective and the manufacturer has taken on board all the lessons learned from its GA predecessors. It’s a disrupter in today’s GA market and there is no doubt with a combination of innovative power plants, composite construction, a partnership with Garmin and modern glass cockpits these aircraft from Austria will influence the market for some time to come.