The Diamond DA62 is, in a meaningful sense, a different kind of aircraft from everything else in the twin piston market. Two Austro Engine AE330 diesel motors. An airframe built from carbon fibre reinforced composites. A factory-installed Garmin G1000 NXi cockpit. And the ability to refuel at any international airport that services jets — because it runs on Jet-A, not avgas.

There is nothing quite like it in production. 360 transactions in our database confirm a robust and active market. Here is what those sales tell you about prices by year, the diesel economics, and whether the DA62 represents genuine value at $1.45 million.

What the DA62 Actually Is

Diamond Aircraft introduced the DA62 in 2015–2016, building on their experience with the DA42 Twin Star but creating a larger, more capable aircraft. Where the DA42 is a four-seat trainer-adjacent twin, the DA62 is a genuine five-seat touring aircraft with twin-engine performance in the same category as the Piper Seneca or Beechcraft Baron — but with fundamentally different engineering.

The key differences from conventional piston twins:

Jet-A fuel: The Austro AE330 engines are diesel cycle motors that burn Jet-A or diesel. Not avgas. This changes the refuelling equation — Jet-A is available at virtually every commercial airport in the world, typically costs less per gallon than 100LL, and its global availability makes international ferry flights and remote operations far more practical.
Composite airframe: The entire fuselage and wings are carbon fibre reinforced polymer (CFRP). This produces a very light, stiff structure with excellent fatigue resistance — but it also means annual inspection requires inspectors experienced with composite structures, and corrosion-related concerns are different from aluminium aircraft.
Current production: Diamond still builds the DA62. 2025 and 2026 production aircraft are actively being delivered. This means full factory parts support, current avionics, and a type certificate that is not frozen in the 1970s.
Single power lever: Each AE330 is controlled by a single lever (FADEC-managed). There is no mixture control and no propeller pitch lever. The pilot manages power; the engine and FADEC manage everything else.

→ Browse Diamond DA62 listings currently for sale

What 360 Real Transactions Say About Price

DA62 production began in 2015 with initial deliveries in 2016. Our 360 completed transactions span the full production run. Price by approximate model year:

2016 (first year): approximately $1,250,000
2017: $1,250,000–$1,575,000 depending on specification and time
2018: $1,200,000–$1,450,000 — the most numerous early-production vintage; prices vary with total time and avionics spec
2019: $1,349,000–$1,445,000
2020: approximately $1,299,000
2021: $1,295,000–$1,489,000
2022: $1,479,000–$1,495,000
2023: $1,549,000–$1,580,000
2024: $1,489,000–$1,798,000
2025 (new/near-new): $1,750,000–$1,930,000
2026 (new factory delivery): approximately $1,894,480

The overall median across all 360 transactions is approximately $1,450,000. Depreciation on early production (2016–2018) models is modest — a 2018 DA62 with 800 hours trades at roughly $1.2–1.4 million, which represents 25–35% off the new aircraft price. This is relatively flat depreciation for a piston aircraft, driven by the DA62's ongoing production and continuing demand.

The market is genuinely international. Our current active listings show aircraft based in Fort Lauderdale, Canada, Finland, Austria, Ireland, Germany, and Israel. This is consistent with the DA62's international utility — Jet-A availability makes it practical to fly across Europe or the Pacific without worrying about sourcing 100LL at remote airfields.

→ See the full Diamond DA62 price guide — based on 360 real transactions

Performance: The Numbers That Matter

Each Austro AE330 produces 180 hp. Combined output of 360 hp gives the DA62 genuine twin-engine capability.

Key performance figures from the DA62 AFM:

Cruise at 75% power (12,000 ft): approximately 171 KTAS, 7.4 gph per engine = 14.8 gph total
Cruise at 85% power (12,000 ft): approximately 185–187 KTAS, 17–18 gph total
Long-range cruise (60% power): approximately 170 KTAS, 11.8 gph total
Maximum range (40% power): up to 1,540 nm — practical range with reserves is 1,000–1,100 nm
Usable fuel: 86 US gallons (Jet-A)
Service ceiling: 18,000 ft
Maximum takeoff weight: 4,408 lbs
Useful load (typical): approximately 1,300 lbs

At 75% power, the DA62 cruises meaningfully faster than a Piper Seneca V (approximately 167 KTAS) and comparably to a Beechcraft Baron 58 (approximately 175 KTAS) — while burning significantly less fuel than either. The Seneca V burns approximately 22 gph at comparable power. The Baron 58 burns approximately 24 gph. The DA62 burns 14.8 gph at similar speeds. On a 500 nm mission at $6/gal for 100LL versus $4.50/gal for Jet-A, the fuel cost difference is substantial.

The Diesel Economics: Does It Actually Save Money?

This is the central question for any DA62 buyer. The aircraft costs more to purchase than comparable Piper or Beechcraft twins. Does the fuel saving recoup that premium?

The arithmetic at 100 hours per year:

DA62 at 75% cruise: 14.8 gph × 100 hrs = 1,480 gallons Jet-A × $4.50 = $6,660/year in fuel
Piper Seneca V at cruise: 22 gph × 100 hrs = 2,200 gallons 100LL × $6.00 = $13,200/year in fuel
Annual fuel saving: approximately $6,500

At 100 hours per year, the fuel saving recovers roughly $65,000 over ten years — meaningful, but not enough on its own to justify a $300,000–$400,000 purchase premium over a comparable Seneca. The real case for the DA62 rests on more than fuel cost:

Engine TBO: The Austro AE330 has been extended to 2,000 hours. Overhaul cost is significantly lower than Lycoming or Continental twins (approximately $25,000–$35,000 per engine versus $50,000+ for a Seneca's LTIO-360 engines). For a twin with two engines, this is a significant long-run saving.
Jet-A availability: If you fly internationally or to remote locations where avgas is scarce or unavailable, the value is immediate and practical. The DA62 can land at virtually any airport that handles commercial traffic.
Modern avionics from factory: The G1000 NXi suite, ADS-B, synthetic vision, and autopilot come standard. Adding equivalent avionics to a 1980s-era Seneca costs $100,000+.
Composite airframe longevity: Carbon fibre does not corrode in the way aluminium structures do. Long-term airframe maintenance costs are expected to be lower, though the DA62 has not yet been in service long enough for definitive data.

Buyers with high annual hours (200+) will see the economics improve materially. At 200 hours per year, the fuel saving approaches $13,000 annually — and the engine reserve differential adds another $5,000–$8,000/year in effective savings versus conventional twins.

What Ownership Actually Costs

Based on owner-reported figures and typical operating costs:

Annual inspection: $5,000–$8,000 (composite-experienced shop required; expect the higher end for initial annuals on newly purchased aircraft)
Insurance: $8,000–$14,000/year for a twin at this value, depending on pilot experience and location
Hangar: $6,000–$12,000/year
Engine reserve: Two AE330 engines at 2,000-hour TBO; budget approximately $15–$20 per flight hour per engine = $30–$40/hr total
Fuel at 75% cruise: 14.8 gph Jet-A at $4.50 = approximately $67 per flight hour
Avionics/navigation subscriptions: $1,500–$2,500/year
Unscheduled maintenance reserve: $3,000–$5,000/year

Total all-in cost at 100 hours per year: approximately $32,000–$48,000 per year, or $320–$480 per flight hour. This is higher than a conventional twin of similar age and performance — but meaningfully lower than a light turboprop covering comparable speed and range.

Who Should Buy a DA62

The DA62 makes most sense for:

High-utilisation owners who fly 150+ hours per year and benefit most from the fuel and engine reserve economics
International operators for whom Jet-A availability is genuinely valuable — European touring, ferry pilots, owners based in markets where 100LL is scarce
IFR-focused pilots who want current avionics without a $100,000 upgrade programme on an older airframe
Buyers in the $1.2–$1.5 million budget considering a pre-owned late-model DA62 against a turboprop such as a PC-12 or TBM. The DA62 cannot match turboprop altitude or speed, but its acquisition cost is considerably lower and operating costs are similar on shorter trips.

The DA62 is a harder sell for:

Owners flying fewer than 80 hours per year, where the fixed costs dominate and the fuel saving has limited impact
Pilots without twin-engine currency who will need transition training (the DA62 is an excellent aircraft, but it is a complex twin and demands proper instruction)
Buyers hoping for cheap annual inspections — composite airframe annuals require qualified shops, and not every maintenance facility has the experience

→ Browse all Diamond DA62 listings on Sprinkle

Pre-Purchase Inspection: What's Different About a Composite Twin

The DA62 is not a conventional metal aircraft. Your pre-purchase inspector needs specific experience with Diamond aircraft and composite structures.

Composite structure integrity: Look for delamination, impact damage, and repairs. Composites absorb impacts differently from aluminium and damage can be subtle. Any previous repairs should be documented and inspected by a composite-rated technician.
FADEC system health: The Austro AE330 FADEC system is central to engine management. Pull the maintenance records and confirm no FADEC fault history, software updates are current, and both engines have been serviced per Diamond and Austro Engine intervals.
Engine trend data: Request oil analysis history and any download data from the FADEC. The AE330 produces internal monitoring data — a healthy engine has consistent trend lines.
Landing gear and retraction system: The DA62 has a tricycle retractable undercarriage. Confirm full gear swing with rigging measurements.
Avionics currency: Verify the G1000 NXi software is current, ADS-B Out is functional, and all databases are within subscription.
Service bulletin compliance: Diamond has issued several service bulletins on the DA62. Confirm all applicable SBs are complied with or noted in the maintenance records.
Paint and sealant condition: Composite airframes require specific UV-protective coatings. Check for paint crazing, sealant failures at panel joints, and any signs of moisture ingress.

The Market in 2026

The DA62 market is active. Our 360 historical transactions show consistent trading across model years, with current production aircraft at approximately $1.85–$1.9 million new. Used aircraft from 2017–2020 trade at $1.25–1.45 million — representing 25–35% depreciation from new. This is modest depreciation for a piston aircraft over eight to ten years.

The international character of the market (aircraft trading between the US, Europe, Canada, and Israel) reflects the type's genuine utility as an international touring aircraft. Fort Lauderdale appears repeatedly as a hub — consistent with the DA62's popularity among Caribbean and South American operators who value Jet-A availability across the region.

Current asking prices on active listings range from approximately $990,000 EUR (for early-production European aircraft) to $1.9 million USD for near-new 2025–2026 examples. The sweet spot for used-market value sits at $1.3–1.5 million for a well-maintained 2018–2022 aircraft with 500–1,200 hours total time.