I like them in theory, but have you ever seen a newly certified airplane come out anywhere close to projected cost, especially by a one horse manufacturer?

I like them in theory, but have you ever seen a newly certified airplane come out anywhere close to projected cost, especially by a one horse manufacturer?

I like them in theory, but have you ever seen a newly certified airplane come out anywhere close to projected cost, especially by a one horse manufacturer?

They always miss the certification costs and then point fingers. Besides, I wouldn't invest $ millions with an unknown, even if it looks good on paper.

PC12 doesn't really have headset jacks in the cabin

My passengers never wear headsets and they talk freely together.

Shot of new interior. Leather is upgraded.

Wow tough crowd. That interior looks amazing. And great to see you back Rick.

If you buy both planes new and then sell both planes in 5 years, did you really lose that $1M? I suspect not.


The TBM will cost more, but it goes 25% faster so it isn't that much more per mile.

If they made a TBM500, with a small block PT6 (not a -6x series), lightened it up a bit, and then sold that for $750K less, that would sell and make the M600 marginal.

For example, PT6A-42, 850 thermo HP, derate to about 600 HP. Would still go way faster than M600, probably 280-290 KTAS.

Or better yet, stick a TPE331-10 on the nose. That alone would save close to $1M on list price.

Mike C.

If you buy both planes new and then sell both planes in 5 years, did you really lose that $1M? I suspect not.[/quote]

Given the way Meridians depreciate compared to TBM's you might lose as much or more on the M600. Still, the carrying cost on $1mm over 5 years isn't trivial either. And if the M600 is a plane that people buy and like and keep (Not something that necessarily characterized the Meridian at all times) it might not depreciate so much.

M600 with bigger wheel, tires, and brakes to accommodate 6000# GW.

How do you figure? The 280 to 290 was what the original 700 did and that took a lot more than 850 thermo HP....

Why would it go any faster than M600 with same engine. The Meridian is just as slick if not slicker airframe than TBM...My assumption is they improved it considerably, the wing that is, with modern cfd tools.

Meridian always had better long range fuel specifics around 1.3nm/lb vs 1nm/lb for the TBM...

That new wing looks pretty impressive. Have they changed the gears and actuators?
I hope Piper can make the 4th quarter certification.

The first thought that might come to mind is that Piper is attempting a direct competition with TBM, but I don't exactly see it that way.

In the 10 years that proceeded the financial disaster, 10,000 reasonably sophisticated single pistons were sold (Cirrus, Bonanzas, C206, Mooney, Columbia, etc.). Many were sold to those that could afford a lot higher initial purchase, but flew less complicated aircraft due to their skills and experience. If only 10% of that segment moves up, that's 1,000 turbines to be bought. There is not enough nice used aircraft to fit that need, so new aircraft have to be built.

The M600 can do a 2-stop 700 NM same day roundtrip with a Pilot and 3 passengers....and without the wasted time of refueling and close calculating. It only requires a morning top off before departure. It is the lowest cost new turbine that can do that with good speed let alone the upgrades.

Piper's main focus is on current Piper customers, and in particular, Cirrus owners. The Cirrus Jet certification might be soon. The M600 can out mission the Cirrus Jet.

Most FBOs will require either ramp fee or minimum fuel purchase, so you are almost always buying fuel at every stop even if you didn't need to. Such is the nature of turboprop flying.

Mike C.