I’ve successfully used those liveries on the 62 so you should be good.
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More testing done with engine mod active and winds around 20 cross.
The problem is there, and I suspect there is not enough autority on the nosewheel beyond 20 knots ias or maybe the rudder authority fall-off at low airspeed is too drastic, or most probably a combination of both. This has been tested with stick neutral. As a proof of my suspect, if you push the stick fully forward the control authority mostly comes back because of the increased weight on the nosewheel, but that helps only around 40+ knots when the elevator has sufficient authority, but nevertheless the nosewheel in combination with the rudder should have enough authority even with stick neutral or with a light forward pressure. So to sum it up:
Might be a nosewheel angle limit beyond 20kt,
A grip/friction coefficient of the nose tire,
Rudder effectiviness fall-off too strong at lowish airspeeds (missing slipstream?)
CG (I dont think so).
This test was done in “Modern” flight model.
Sorry for the long post and thanks for your dedication!
@Rizla5015 @Szepy2235 @PorousNebula73
Yes those liviers are made by @BilingualHarp7. He makes them specifically compatible.
They are linked in the FAQ
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Friction (grip) cant be changed for what i know. Like I said, I will increase the angle in the next update.
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I came to realize I had only loaded the plane in the hangar and not out in the real world.
For those having trouble taking off with crosswinds, don’t forget to use the stick. Rudder/nosewheel only is poor technique and does not contribute enough to max crosswind.
Stick/yoke turned full deflection into the crosswind at brake release, moving stick toward center the faster you go. V1/V2 should have slight stick/yoke into the wind such that the aircraft lifts the downwind main gear first and turns slightly into the wind to “crab” down the runway after takeoff to maintain runway heading. Then center stick/climb angle (with P-Factor rudder on single props).
Opposite action for crosswind landings. Touchdown upwind main gear first, settle, brake and move stick into the crosswind. By the time you’re at taxi speed, stick/yoke should be full deflection into the crosswind.
I am not positive that MSFS has this modeled well in ground operations, but IRL this is very important to maintaining directional control during crosswinds.
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Thanks, but I fly a 737 in seat 1A in real life, so I know the right crosswind takeoff technique. Flew also few hours on da40 and 42.
Don’t want to be rude, just saying that is not my technique the cause of the issue.
I haven’t read everything about the crosswind comments, but the sim has a bug where airplanes’ weather vane in a crazy manner into the wind at a certain speed on takeoff. It is silly really and happens in every airplane.
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Copy that Cap’n. I have a few hundred hours in DA’s with very little weight on the tires, big tails and usually castering nosewheels. You got to be a technique pro when you could taxi and takeoff without hitting the differential braking. X-Plane had a lot of issues with weathervaning too. The smaller/lighter the aircraft the worse. We complained for years. Hard to prioritize ground handling in a “flight” sim. They got ground handling squared pretty nicely away by about version 11.31. Austin finally got his license and lived it, then figured out the lift/drag physics of it. I think he did a whole YT vid on it. MSFS not there yet. Could be a while.
Back to the thread… I love the DA-62 and this is a great improvement! Thanks @MrTommymxr and everyone you “borrowed” from!
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With all due respect to the modder - that livery is 310 mb large extracted. The average livery for a GA is between 5-8mb in size. There are two multipacks available on flightsim.to and some other individuals that work just great. Agree that is a stunning livery but at that size you are asking for trouble. 
Hi there - yes there is - in the weather section if you click on the wind layer button at the bottom of the weather layers (you need to be in “custom” weather)
- you can reduce gust speed and incidence (by how often it occurs). Funnily enough for me this also reduces micro stutters on landing - who would have thought!
Thanks again for the beautiful plane. Managed to complete the 8 hours “Saddle Sore” challenge with it… with the autopilot ON… and me went to bed for the whole part of the flight. Even went through icing condition and the plane just kept on flying.
Hi again, I’m back with another question, it is related to the DA62 but at the same time it’s something else (I’ll pretty much copy-paste my question from a different place)
Anyone knows if there’s something wrong with the DA62 from a fuel perspective in general and in FSE?
On FSE it says 98 gallons, on wiki it says 86 gallons, while in fs2020 it writes something along the lines of 60 gallons?
(I’ve not yet tried the DA62X mod which might fix that)
Thing is, it seems that if I want to refuel in FSE, it messes up things while flying in the sim, anyone knows what I’m talking about and if there’s anything to be done about it?
As working on my PPL in the last few months, I’m pretty green. With 13 hours alltogether and doing traffic pattern exercises only for the last 4 hours (in such windy winter weather) the only thing I can say that it’s good to know the theory to be prepared but it seems easier IRL for me. Due to “realistic FF” I suppose.
Last time having 17knots with around 20-25 gusts from 40-50degrees I’ve learned a lot about it.
I’ll look into stutters more. They’re not too frequent but happening from time to time. I have thought they’re more connected to VRAM usage. 3080 has 10Gbyte and it’s maxed out easily on 4k Ultra near more complex sceneries.
But CPU - and it’s current constraints with inefficient utilization - can be also the cause for that. Closing on a final where wind changes with the altitude a lot and getting more dynamic wind flow around the plane is a good reason for that. I’ll test that with the built-in FPS counter.
50 US gal for main tanks (25 gal each) and 36 US gal for aux tanks (18 gal each). So it’s 86 US gal maximum capacity, and it’s the same amount in FS2020 too.
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You missed the point completely. In xplane I never had to use differential braking to keep the centerline with 20 knots crosswind on an aircraft with nosewheel steering. Nor in real flying because generally you have enough control authority to keep the centerline without using differential braking (until at least 20 knots crosswind component) with a steerable nosewheel. So your comment on being a technique pro is ironic but also completely pointless. The DA62 has a steering nosewheel!
You fly mostly castering wheels so obviously I am not referring to those.
You even admit there IS actually a problem in FS2020 with weather vaning, which is the point I am trying to make since yesterday but I haven’t tried every defaul airplane to know if the issue is this da62 or its an overall problem.
LOL not to question your technique either but the worst I have seen landing our PA32-301 in crosswinds was another professional Boeing driver
Plus is 1A no longer the first window seat behind the entry door on the left ??
And finally the described procedure may not help you you specifically but may be quite beneficial to someone else. It is the technique I use IRL to get the Saratoga down safely well above the POH 17 kts for X-wind and also use in FS and find works quite well at least in winds in the range you describe as having issues.
Adjusting friction in MSFS is either not possible to adjust OR if you adjust it for the side-loading needed in this scenario, it also negatively affects rolling friction to the point where you may be able to taxi real nice but no longer reach flying speed.
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A Boeing captain might not be used to land a Piper unless you keep flying GA in your spare time. The same I think applies to you if tomorrow you have to land a 737 in 33 kt crosswinds like I do. This thing among ga pilots that they think they have the ultimate handling skills vs liner pilot is uninformed and biased. I have seen SEP instructors with thousand of hours have terrible handling when they step on airliners. It’s simply different and certainly it is not easier to land a liner than you average ga airplane. By the way the max demo crosswind for the DA62 is 25 knots.
Just finished a flight with some major issues, in some part of the flight, my panel froze. Nothing worked, altitude, speed, distance readings… The plane flew and I was fortunately able to land in a good visibility. I have DA62X 0.3.0.1 folder in community folder as well the working g1000 title. Not any liveries. Never happened to me before…
Agree, it is different in handling and different in technique. Tubeliner pilots lacking skills may be true to some extend, there is a lot of dependence on automation these days and there are companies which discourage pilots from flying manually or pilots might elect to fly manually to prevent triggering the FDM. The company I fly for does not have a strict policy on the use of automation. We did however take over a contract from another company including pilots and there was a definite difference in flying skills, caused by very strict rules by their former company discouraging them from flying manually for longer than necessary. So definitely not always the case but it is a thread in modern aviation.
Regarding crosswind techniques, I have flown single engine piston, multi-engine piston, multi-engine turboprops with low wings and high wings and jets. There isn’t one technique working for all aircraft types, for example on the ATR I could land in 35 kts crosswind (ATR 42 even 45 kts) the “Cessna way”, lining-up the longitudinal axis with the runway centerline and lowering the upwind wing to prevent drift, there is no real risk of a wing-strike. On the Embraer you might be able to use this technique with light to moderate X-winds but caution is required not to cause a wing strike. In cases of strong X-wind its gonna be kicking the aircraft straight just before touchdown whilst keeping the wings level or landing in a crab and kicking the aircraft straight upon touchdown (not my preferred method), I assume its no difference on the Boeing 737?
Anyway lets not accuse each other for using bad techniques or having a lack of flying skills. For the most part you just can’t compare the two, its a completely different way of flying and requires different skills and techniques. Some GA pilots might adjust easily when transitioning from a prop to a jet, some require more training and same vice versa.
Back on topic 
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