Late last year, the Diamond Aircraft Corporation announced a brand new twin engine, the Diamond DA62. At first glance, this is a pretty cool airplane. It seats 7 passengers, spread out amongst 3 rows, with 2 massive doors, leading to an “SUV” type feel, according to Flying Magazine. That is only one of the “neato” features of the Diamond DA62.
The thing that will make pilots believers is the fuel burn. According to Flying Magazine, which did a test flight of the airplane, at 14,000 feet and 60% power, the airplane was only burning 12 GPH, but still doing 170 KTAS. Remember, this is a twin. That’s about the same as a normally aspirated Cirrus SR22 at the same altitude.
How does Diamond do it? Jet A. The company put two Austro AE330, 170 Horsepower, Jet A burning piston engines on the Diamond DA62. You may say, well, yeah, at 60% power, that’s great, but I want to go places. How much fuel does it burn then? Even at max continuous power of 95%, it’s still only burning 18.5 GPH total and cruising at 195 knots. Paying Jet A prices, that’s pretty sweet.
The range on the airplane is quite nice too. Again, according to Flying Magazine, the range with full fuel (86.4 gallons with aux tanks) is about 1,300 miles. You can carry the whole family too, as the full fuel payload is 1,000 pounds. Golf clubs? No problem. Just stick them in the nose.
The Diamond DA62 is probably one of the easiest twins to manage, engine-wise, too. The Fully Automated Digital Engine Control (FADEC) system that Diamond installed leaves the pilot with only 2 power levers, instead of 6 on the typical piston twin. All that needs to be done at cruise is set a percent power and the FADEC computer does the rest.
Need air conditioning, built in oxygen, and TKS? Diamond can set you up. The G1000 system complete with digital backup instruments is standard in the airplane. What more can you really ask for?
If you haven’t figured it out, I really like this airplane and would be aching to fly it. I enjoy the DA40 and have a good amount of DA42 experience, but I’d really like to hop in a Diamond DA62.
So the Word became human and made his home among us. He was full of unfailing love and faithfulness. And we have seen his glory, the glory of the Father’s one and only Son (John 1:14).
From the Texas Top Aviation family (Hank, Kelsey, Everett, Cooper, and Cord) to your family, we wish you a Merry Christmas! We are thankful for how the Lord has blessed us this year. We pray for blessings on your family this coming year.
If you have been searching “Cirrus SR22T for sale” or reading up on the Cirrus Vision Jet, you are looking at genuinely excellent airplanes. Both have earned their reputations. This is not an article about why you should not buy one. It is about a third airplane that almost never shows up in a Cirrus search — and what the numbers look like when you set it next to the two you are already considering.
190 ktDA62 Cruise
762 lbFull-Fuel Payload
648 nmRange, 4 Adults + Bags
1 WeekTraining, No Travel
What the Cirrus SR22T Gets Right
Let us start where we should. The SR22T is one of the most successful piston singles ever built, and for good reason. Turbo-normalized power that holds performance up high. A Perspective+ flight deck that is about as good as glass gets in a single. Side-yoke handling most pilots fall for inside ten minutes. And CAPS — the whole-airframe parachute that changed how our whole industry talks about safety.
Add strong resale, a deep service network, and one of the best owner communities in aviation, and you have an airplane that is very hard to argue with. If you fly two people and light bags on 300 to 500 nautical mile legs, we would tell you to go buy one — and we would help you find the right one. We also teach Cirrus SR20, SR22 and SR22T training here in Texas, so this is not an outsider’s opinion of the airplane.
The conversation changes when the mission grows.
Cirrus SR22T vs. Diamond DA62: The Numbers Side by Side
The Diamond DA62 is a seven-seat, twin-engine, Jet-A-burning composite airplane that most Cirrus shoppers have never sat in — usually because it simply never came up in the search. Here is how the two line up on the numbers that matter.
Specification
Cirrus SR22T
Diamond DA62
Cruise speed
184 KTAS @ 85% power / 10,000 ft
190 KTAS @ 90% power / 10,000 ft
Fuel burn
18.3 GPH @ 85% (16.4 GPH @ 75%)
19 GPH total (9.5 GPH per engine)
Fuel type
100LL AvGas
Jet-A (~$1.75/gal cheaper)
Seats / rows
5 seats, 2 rows
7 seats, 3 rows
Useful load
~1,125 lb (3,600 lb MTOW)
1,341 lb (5,071 lb MTOW)
Full-fuel payload
~575 lb
762 lb
Range, 4 adults + 75 lb bags (835 lb)
~320–350 nm
~648 nm (45-min reserve)
Takeoff over 50-ft obstacle
2,080 ft
1,575 ft
Landing over 50-ft obstacle
2,535 ft
1,447 ft
Single-engine service ceiling
—
11,000 ft
Engine-out redundancy
CAPS parachute
Second engine
Recurring safety-system cost
~$20,000 CAPS repack / 10 yr
None
Rating required
High-performance endorsement
Multi-engine (~1 week, at home)
Cirrus SR22T figures are taken from the Cirrus SR22T G6 Pilot’s Operating Handbook (P/N 13772-007, Reissue A): cruise at ISA and 3,400 lb, takeoff and landing over a 50-ft obstacle at sea level, ISA and 3,600 lb max gross.
Read that speed line carefully, because it is closer than the marketing on either side suggests. At 10,000 feet the DA62 has about six knots on the SR22T — real, but hardly decisive. Climb higher and the advantage flips outright: the SR22T is turbo-normalized, so at 18,000 feet the POH shows 198 KTAS on the same 18.3 gallons an hour, comfortably faster than the DA62. If raw speed is what you are buying, the Cirrus has a genuine answer.
Where the DA62 separates itself is everything around the speed. It burns Jet-A, which runs roughly $1.75 a gallon under 100LL at most FBOs and is available at airports where AvGas gets harder to find every year. And the full-fuel payload gap is 187 pounds. Payload is where light-airplane trip plans quietly fall apart.
Four Adults, Bags, and the Range That Actually Matters
Spec sheets get written for two people. Real trips are not flown that way.
Load four adults and 75 pounds of luggage — call it 835 pounds — and the SR22T has to leave fuel on the ramp. On a typical G6 empty weight that leaves room for roughly 48 of its 92 usable gallons, and realistic range lands around 320 to 350 nautical miles with IFR reserves. Put that same 835 pounds into a DA62 and you are looking at roughly 648 nautical miles with a 45-minute reserve.
To be fair to the airplane: with full fuel and two people aboard, the SR22T is genuinely long-legged. The POH shows 763 nm at 10,000 feet and 791 nm at 18,000 feet on a 45-minute reserve. The range only collapses when you fill the seats — which is precisely the mission this comparison is about.
That is not a rounding error. That is one fuel stop versus none on a Texas-to-Colorado weekend. And the DA62 does it across three rows, with two seats still open behind you.
About the Cirrus Vision Jet G1
If your search has moved from the SR22T up to the Vision Jet, that airplane deserves real credit too. Cirrus did something nobody else managed: a single-pilot personal jet, with CAPS, delivered in volume, flown successfully by owner-operators. That is a genuine achievement in this industry, and we teach Cirrus Vision Jet training ourselves.
The G1 specifically, though, asks for a level of commitment that surprises a lot of first-time jet buyers.
Cirrus Vision Jet G1: What Ownership Actually Asks Of You
Acquisition: approximately $1.8 million.
Fuel burn: 60–70 GPH of Jet-A.
Full-fuel payload: only 300–400 lb — roughly two adults and a soft bag.
Range: about 800 nm on paper, but heavily payload-limited in practice.
Type rating: a full FAA type rating is required — roughly two weeks of initial training in Knoxville, Tennessee.
Insurance dual: 25+ hours of additional dual instruction beyond the type rating.
Recurrent: annual simulator recurrent training back in Knoxville, at $15,000–$25,000 per year, every year.
Runway: 3,192 ft takeoff / 3,011 ft landing over a 50-ft obstacle.
Climb: drops to 1,100–1,200 fpm at heavier weights, and loses thrust at high density altitude airports — exactly where you want margin.
Worth saying plainly: the G2 and G2+ are meaningfully more capable airplanes — better payload, better hot-and-high performance, updated flight deck. That is a different and more interesting conversation, and one we are glad to have. Everything above is specific to the G1, because the G1 is the airplane most often cross-shopped at DA62 money.
Compare that training path to the DA62. A multi-engine rating is all that is required — roughly one week, typically at your home airport, with no hotel and no travel. There is no annual sim requirement in another state, and no recurring five-figure training line item on the budget.
Runway Numbers Open Up the Map
Performance over a 50-foot obstacle is where your airport list gets long or short. The DA62 clears it in about 1,575 feet on takeoff and 1,447 feet on landing. The SR22T needs 2,080 and 2,535 feet. The Vision Jet G1 needs 3,192 and 3,011 feet.
That is roughly 500 feet less than the SR22T on departure and nearly 1,100 feet less on arrival — and against the G1 the gap is wider still. Practically, that difference is what gets you into the shorter ranch, lake and mountain-adjacent strips that a lot of the best flying runs on. That is not a spec. That is a different set of weekends.
The Parachute and the Second Engine
CAPS is a real safety system and we will not say otherwise. It has saved lives, and it deserves the respect it gets. It also carries a cost most buyers do not budget for: the rocket and canopy repack runs about $20,000 every ten years, and it is not optional.
The DA62 answers the same question a different way. Lose an engine and you still have one making power, turning counter-rotating props, managed by a FADEC that keeps it to a single lever per side. One number to know either way: the DA62 single-engine service ceiling is 11,000 feet, so on one engine it will hold altitude over most terrain but not over the high country. Neither answer is wrong — they are two philosophies about the same risk. The DA62 version just does not come with a recurring five-figure bill.
Frequently Asked Questions
Is the Diamond DA62 faster than a Cirrus SR22T?
Only down low, and only slightly. At 10,000 feet the Diamond DA62 cruises at 190 KTAS at 90% power on 19 GPH of Jet-A total, while the Cirrus SR22T G6 POH shows 184 KTAS at 85% power on 18.3 GPH of 100LL. Higher up the SR22T is the faster airplane — its turbo-normalized engine holds 198 KTAS at 18,000 feet on the same fuel flow. The DA62 advantage is fuel cost, payload and runway, not raw speed.
How much can a Diamond DA62 carry compared to a Cirrus SR22T?
The DA62 carries a 762 lb full-fuel payload across seven seats in three rows. The Cirrus SR22T has a useful load of about 1,125 lb and a full-fuel payload of roughly 575 lb. Loaded with four adults and 75 lb of bags — 835 lb total — the DA62 flies about 648 nm with a 45-minute reserve, while the SR22T is closer to 350 nm.
What training does a Cirrus Vision Jet G1 require compared to a Diamond DA62?
The Vision Jet G1 requires a full FAA type rating: about two weeks of initial training in Knoxville, Tennessee, plus 25+ hours of additional dual for insurance, plus annual simulator recurrent back in Knoxville that runs $15,000–$25,000 per year on an ongoing basis. The Diamond DA62 requires only a multi-engine rating — about one week, usually at your home airport, with no travel.
Can a Diamond DA62 use shorter runways than a Cirrus SR22T or Vision Jet?
Yes. Over a 50-foot obstacle the DA62 takes off in about 1,575 ft and lands in about 1,447 ft. The Cirrus SR22T needs about 2,080 ft and 2,535 ft, and the Cirrus Vision Jet G1 needs about 3,192 ft and 3,011 ft. The Vision Jet G1 also sees climb rate fall to 1,100–1,200 fpm at heavier weights and loses thrust at higher density altitude airports.
Does the Diamond DA62 have a whole-airframe parachute like Cirrus CAPS?
No. The DA62 redundancy is a second engine rather than a parachute. One practical difference in ownership cost: the Cirrus CAPS repack runs about $20,000 every ten years and is mandatory, while the DA62 has no equivalent recurring safety-system expense.
Texas Top Aviation wants to express our heartfelt concerns and prayers for those affected by Hurricane Harvey along the Texas Gulf Coast and in Houston. We have several customers in Houston and hope and pray that they are all safe.
The Houston Hobby Airport after Hurricane Harvey’s Torrential downpour
If you would like to donate to the relief effort, there are several organizations that are accepting support. A few are below.
Recently, I did my TBM and Meridian recurrent training with Joe Casey of Casey Aviation. I always like being challenged my more seasoned instructors than me because I always get to learn something. When I learn something, it makes me a better instructor and allows me to give better instruction to my customers. Plus, there is still a bunch that I don’t know!
Joe has a podcast titled The Malibu Guru (because he really is the Malibu guru!). During our training, we did a podcast together and he interviewed me. I get to tell about Texas Top Aviation and some exciting things coming up this summer (hint: the biggest exciting thing is called The Aviator’s Academy). Before I give too much away, take a listen to the podcast.
A new app came out last year that fits a need for many owners. Coflyt, available on the Apple App Store for $14/month for up to two airplanes, helps immensely with staying organized. Those questions of, “When is my oil change due?” or “Has the plane had it’s IFR inspections?” are easily answered by checking the app instead of having to dig through maintenance logs.
Not only does Coflyt help keep track of maintenance, but it also houses squawk lists that owner’s can send to maintenance shops as well as keeping track of Airworthiness Directives. If the pilot remembers at the end of flights to put the amount in, it even shows how much fuel is remaining in the airplane.
For flying clubs and partnerships, it provides easy scheduling without having to share calendars. Payments can also be taken and flights tracked. No more paper flight sheets after flights to track down.
As a pilot, it helps immensely to be organized. For $14 a month ($36/month for partnerships or flying clubs), that’s a small price to pay.
Looking for some good $100 Hamburger options in the state of Texas? Here are some other good fly-in eateries around Texas. These are ranked in no particular order because they are all just really good! Most of these are located on the airport property, but a few are in town and worth the drive!
Lockhart BBQ (50R): With 4 BBQ options in Lockhart (and City Market BBQ 10 minutes away in Luling), you can’t go wrong with a stop in Lockhart. Just grab the keys for the giant suburban, and away you go. Most folks who stop off in Lockhart will give it a legitimate claim over Hard 8 in Stephenville.
Angelina County Airport Restaurant (KLFK): This is pure East Texas eating here in Lufkin. With greasy, tasty burgers and sandwiches, breakfast, and ladies who call you “Sugar” when taking your order, this is down home if I ever tasted it. Lufkin and Brenham are currently neck and neck for the best Texas burger.
Black Walnut Cafe (KCXO): This airport diner, located at the Galaxy FBO in Conroe on the north side of Houston, is top notch. The food is excellent (I have eaten several different sandwiches and have not been disappointed) and you can’t beat the 3rd floor runway view from the patio. Not a bad place to spend the lunch hour, though make sure you get there before the lunch hour. It fills up quick.
Airport Diner (T82): Right next to the Hangar Hotel, the Airport Diner in Fredericksburg brings back memories of the old soda fountains of the ’40s and ’50s. With plates like the Warthog (their sausage sandwich with Fredericksburg made sausage) and the Whirly Bird (their chicken tenders wrap), the Airport Diner fully embraces the airport theme. Better to stop for lunch on a weekday rather than a weekend as their isn’t a whole ton of seating. Check your NOTAMs as the restaurant is closed on Mondays and Tuesdays.
Radial Engine Cafe (KGPM): A good little stop in the Dallas area for a simple burger, fries, and a Coke. Don’t get the smaller 17/35 runway at GPM confused with the much larger 16/34 runway at GKY just to the west. Approaching from the south, this can be easily done.
Clear Springs Restaurant (KBAZ): Come for the onion rings, stay for the fish. Clear Springs is just a 5 minute drive from the airport and there are always plenty of crew cars available. You could probably make a whole meal out of the onion rings themselves, but the fish is top notch too.
Gate 12 (KCLL): The College Station Airport now has the 12th Man! Aggie Fans will appreciate the Gate 12 experience with all the Texas A&M decorations scattered throughout the restaurant. Bring an appetite if you want to tackle the burgers. They are huge! Parking is only at the FBO. Only military planes get to park in front of the restaurant.
Cooper’s BBQ (KAQO): Llano, TX is known for BBQ. Just fly in to the airport, get a car, and after a 10 minute drive, you can take your pick of any kind of BBQ under the sun. Careful, as it’s easy to over order!
Hangar 6 Restaurant (KUVA): The newest restaurant on the list, located on the ramp at the Uvalde Airport, Hangar 6 tips it’s hat to the military history of the Uvalde airport while serving really good food. Taxi in and walk up to the quaint little joint. They even have a playground for the kids!
Sky Restaurant (KVCT): Not quite within walking distance, but just a short drive from the FBO, Sky Restaurant specializes on the seafood, but they also have good burgers and steaks. VCT is popular amongst the Air Force and Navy trainers in the area, especially around lunch!
Runway Cafe (KLBX): The best place I have found for seafood along the Texas Gulf Coast. With a huge runway to land on and a beautiful FBO next door, this is my go to for Fried Shrimp when I’m in the Houston area.
Delta Charlie’s (KRBD): With quite an extensive menu (and a full bar for those overnight trips), I will definitely make RBD one of my routine stops. Dallas Jet Center recently opened in the terminal, so fueling your stomach and your plane can all be done in one spot.
The Red Baron Restaurant (KDHT): The Panhandle of Texas hides many surprises and the Red Baron restaurant in Dalhart, TX is no exception. For those early morning flights, The Red Baron makes a solid breakfast and a mean cup of coffee. Lunch satisfies even the hungriest pilot. Dalhart has a very spiffy modern FBO to sleep away that burger and fries until your passengers show back up too.
Hogg’s BBQ (KDUX): I came hungry and I left very happy. Hogg’s makes some good West Texas BBQ. Huge helpings and an aviation themed dining room makes for a good choice. Restaurant is located just behind the terminal building. I was there for dinner and it wasn’t too crowded, but I bet lunch is hoppin’!
Aviator’s Grill (KDWH): Located in the Gill Aviation, FBO, Aviator’s Grill has a great selection of creative sandwiches. Hooks can be a little tricky to navigate while taxiing, but just tell ground you are going to Gill, and they will direct you to lunch.
Bill’s Burgers (KBMQ): A short drive from the airport in the Burnet FBO’s new courtesy van deposits you at Bill’s Burgers, the largest burger this side of the Mississippi. Always a popular lunch spot, especially on weekends, hitting lunch early or late is a good plan. Don’t get a full order of fries unless you want to share. It’s huge! Closed on Mondays.
In my book, these are the other great places to stop on a flight in Texas. Always make sure to come hungry! I probably missed a few along the way, so please feel free to add others to the list!
Note: Some of the above restaurants are either closed for COVID, or are only doing takeout. Make sure you call before hand. Google doesn’t always have updated information.
