As long as the DA42 has Austro engines and a GFC700 autopilot (e.g., an NG or -VI model), save yourself considerable money by training in the 42. The transition is trivial with very few differences:
- DA62 normally uses takeoff flaps, DA42 not
- No stick limiter in the DA62
- The wider scimitar blades on the DA62 and DA42-VI cause the plane to slow down much more quickly when pulling the power to idle during landing, compared to the skinny "toothpick" blades of the DA42NG (and TDI) models.
- Because of much bigger main gear tires, you can brake harder on the DA62 without accidentally locking up the wheels and creating flat spots (an issue with DA42s)
- Because of the bigger nose wheel tire, the DA62 requires considerably higher pedal pressure to turn while taxiing, forcing you to learn use of differential engine thrust. The 42 is much easier to taxi.
If you train in a DA42 TDI (Thielert/Continential engine), the plane will still handle similarly to a DA62, but has additional differences:
- You have to crank the TDI engines a bit to start whereas Austros start immediately
- TDI aircraft have no electric fuel pump switches to set for takeoffs and landings
- The automated run-up may not cause engine RPM to increase; you only wait for the "ECU Fail" annunciations to disappear
- There is no manual switching between ECU A vs. ECU B on each engine
- Unless the DA42 TDI has been upgraded to GIA63Ws, you probably won't have WAAS, so you won't be able to fly LPV GPS approaches
- And the biggest difference is the TDI's KAP-140 autopilot that's not integrated into the G1000, e.g., setting the altitude bug on the G1000 PFD doesn't help with altitude capture, there is no FLC function to climb at a constant airspeed, no coupled VNAV, etc.
And all of these aircraft have slightly different V-speeds to memorize.