I was going to reply to the abovr post but ran into too many quotes. Here is the reply:

Or, if Piper won't share the data, they could develop their own, but that could be a real big deal. I never heard of Cessna sharing data with outside STC developers except in a few cases where it was a cooperative development.

When I attended MMOPA breakout this was discussed. My reaction also was surprise that Piper could stop this from approval.

In its current form, the JP is not strong enough to get any significant gross weight increase. Especially the ones built from the Malibu airframe, and Mirages with the less robust wing spar. Piper looked at converting the Malibu to a turbine, but per a contact at Piper, the plane was not robust enough to handle the extra HP to Piper's expectations. That is where the Meridian came from, which has very few interchangeable parts with a piston PA46, different wing, gear, Nose, empennage, and stronger monocoque construction. Plus all the support systems are more robust and a completely different deice package. Even with a lighter engine the empty weight of Meridian is subsbtantially higher than a Mirage, due to the extra metal.

Still boots and heated windshield. What's different?

Still boots and heated windshield. What's different?

I was talking to a Jetprop guy recently and querying him about GW and empty weight. IIRC, there was very little room for payload. Obviously you don’t alway need full fuel, but what I recall that there was little room for pax with fuel to go 500 miles plus reserve.

The guy then commented that he flies with seats full and golf clubs, etc…. This made me raise an eyebrow. It seems to be a Jetprop “thing” to just ignore the Mirage’s GW. ????

How does that work from a sanity perspective? How does it work from a legal/insurance perspective? Seems like insurance would wash their hands pretty quick if there was an accident and it was easy to prove over gross…

More questions than answers…

It's the worst kept secret in turbine aviation, it is fairly common for turbine aircraft to take off over gross. The new King Air 260 has an useful load of just 160lbs with full fuel. The military flies that airframe at 14,000# it is a legal issue, but that seems to be the only concern many folks have.

Tempting because turbines have so much excess power. Overloaded they still outperform a piston. But you are still limited by the strength of the structure, esp if you want margins for a bad day.

It's the worst kept secret in turbine aviation, it is fairly common for turbine aircraft to take off over gross. The new King Air 260 has a useful load of just 160lbs with full fuel. The military flies that airframe at 14,000# it is a legal issue, but that seems to be the only concern many folks have.

I believe the issue isn't about power at all and is less about structural (although that could come into play on a hard landing) and is more regulatory and aerodynamical in nature. The regs require a single to stall at 61kts or less. Can't do that over MGTOW in an airplane designed to stall at 61kts at MGTOW.

I flew them all, buy a TBM.

Jetprop is a fantastic machine for sure. Gross weight is definitely an issue. Most people will tell you that they fly the Jetprop up to about 100 pounds over gross but you had better be careful in doing so if you’re going to encounter turbulence. There’s certainly been quite a few of these aircraft that have penetrated Thunderstorms or other turbulent air and have regretted it. With that said, obviously know the limitations of your Aircraft. You cannot beat the operating cost, and the overall cost per mile in this particular turban.

The ones I looked at on Controller have a full fuel payload of 1/3 of a human adult.

How long does it take to burn 100 lbs?

I looked at lots of SETP options and landed on a JetProp.
For me it was the best choice hands down. It is the most efficient and cost effective per mile turboprop available... There are over 320 of them flying around today - there is a reason it is arguably the most successful STC conversion out there.

With any airplane I strongly suggest you talk to real owners with real experience or folks that fly/train in them everyday.

For reference I burn ~16 gph at idle / taxi

~45 gph in climb (1500 - 2000 fpm into the low 20's. 1000 fpm thereafter) Climb fuel burn does go down as you get higher and become temp limited.

~33 gph in cruise. 257 TAS is my average depending on temp and weight will move the +/- 4 kts