Again, thanks for even more input. I think have a good idea on the operating cost and the mission for each type. Looks like ultimately, this will indeed not be the decisive factor.

Now for flying the planes...thats another subject. As I mentioned, I am coming up to 1000h experience, mostly VFR and some time on more complex planes like the TB20 or the Cirrus. A Fedex Pilot friend said that I fly very smooth and precise but stepping up to the PC12 might be a steep learning curve. Despite the fact that the TBM and the M600 are probably more fun to fly as a pilot. What do you think?

No doubt the wives will feel pampered in the executive cabin of the PC-12...

It depends a lot on you. 1000 hours of VFR does not add a lot toward flying a turbine aircraft, because the actual physical flying is a small part of the job. You will get that down in a few hours of flight.

But being in an IFR environment most of the time, and having IFR flight procedures come at you more rapidly is where it becomes more challenging. Having to respond to ATC instructions and knowing what likely comes next requires a level of comfort with the system.

So... go practice your IFR skills and procedures and get used to flying in the IFR system. That is the skill set you'll really need.

The PC-12 is benign and has a good factory type rating programme in Europe (EASA has it on a two year revalidation type rating).

Ensure your group develops an SOP and fly to SOPs. The fact it needs to be flown with a professional attitude, does not mean it is difficult to fly. Handling characteristics and systems are very straightforward.

In America, I understand that the rule of thumb is FL270 or 280 with a tailwind, FL180 in a headwind. This doesn’t work as easy in Europe as you will get vectored a fair bit below FL240 (regional turboprop territory), so get used to some modest ground speeds in a headwind at FL240.

TAS is more like 265 knots in NG, and 255 knots in the earlier version. On a good cool day 5 or 10 knots better.

Because it can go to quite small GA airfields, some pilots forget about the wheel-span on narrow taxiways. Digging a main landing gear out of the mud is not pretty.

Compared to the PC 12, the M600 would be comparing a Hertz rental truck (without power steering to a BMW X5. Maybe not quite that dramatic, but fly them back to back and you’ll get it what I’m saying.

On the comments of Honeywell versus Garmin, there used to be a fella here with a PC 12NG and even after a thousand hours or so in the NG still lamented for his G1000. Which is a dinosaur compared to the G3000 in the M600. There is just no comparison. One is an iPhone, the other is a flip phone. But as far as carrying stuff long ways and safely, the PC 12 is awesome. Only the M600 has the auto land get out of jail free card, in addition to being completely envelope protected, including autopilot engagement if the pilot inadvertently gets out of control. For low time pilots, or pilots that don’t fly a lot of hours, those safety features really are something to consider. Maintenance in the M600 is essentially free for five years with piper ultimate, and fuel burn is typically 50 gallons the first hour, 40 gallons for subsequent hours and you’ll probably go annual to annual with no interim maintenance. If direct operating costs are important, the other two aircraft are not going to be in the same league.

Kids get big. Go for the PC12. I fly a 2009 NG that looks and acts new, Honeywell is easy to master and use. Given your low time, fly with a mentor for awhile no matter which you choose, all are a big step up from your SR22.

Because of this post, I would recommend that you get a Piper M600 new, over a used TBM, and the 12 makes no sense at at all. You're not trying to move a baseball team.

Pc12 for sure. The 6 seat planes are great for 4 people. If cost isn’t an issue, I can’t think of a single reason with mission described you don’t go pc12. Also opens up a lot of the rougher fields around EU, no?

Has anyone with a PC-12 ever wished they went with an M600? Has anyone with an M600 wish they went with a PC-12?

I don't even understand why this is a debate. No way I would rather have a M600 over a PC12

When you load up passengers in a M600 they feel like like are getting into a Piper Cub. PC12 is a small biz jet cabin. Totally different experience and comfort level. PC12 can go anywhere and load just about anything. It's not even the same category so not sure why there is a debate.

But I would personally never buy a brand new aircraft so I am a little biased on that. I would rather someone else take the big hit on depreciation.

Mike

If you're looking a 441's you also need to look at Turbo Commanders. Same OP cost, but better suited to Europe's shorter rwy's. I would include MU-2's, but I think their sound profile gets penalized in many EASA countries.

Also, anything above 2000kg in EASA gets dinged heavily on IFR enroute charges, so if you can squeak by with a Jetprop, that will save you some opex costs.

Because of the dramatic weather most Europe has, I would venture that the Pilatus be a more comfortable choice. If you can afford the landing fees....

What is the ATC fee structure in the EU? I thought the Meridian just gets under into the first tier but sounds like that may not be correct.

Geez I make one off color comment about Honeywell and Charles goes crazy!!!!
I would bet that the operating costs are very similar between the M600 and the PC12.

Only go with the M600 if hangar space is a problem.

Panel reliability is huge. Especially if it pushes you into paying ;for a service plan.

I would love a new PC12. But with my luck, a few months after delivery, they would come out with a G3000 panel. Last time I looked at the PC12 panel I thought it was overdue for some upgrading. Brighter, higher resolution displays and slightly larger fonts for some things like weather. And at that time, the panel was unable to display Canadian METARS or TAFORS, maybe other stuff, don't recall. I was told because the Canadian reports are coded differently. All I could think at the time (a few years ago) that for over a decade G1000 has no problems. Will this ever change? But makes the thing look like it is due for a nice upgrade. Maybe it is better now with the NGX, and I wouldn't need to run wires around and futz with an Ipad. I hope so.

These things get to me. I probably don't have enough to do. Like on a new KA and you get incandescent landing and nav lights. Has that changed yet, I hope.

One thing to note: the M600 weighs in at 2721kg MGTW. That puts it into a higher insurance class in Europe (up to 2699kg, 3mm SDRs, 2721kg, 7mm SDRs -- roughly USD$4mm versus USD$10.5mm).

I spoke with Piper about issuing at 2699kg STC, similar to the 1999kg STC for the Meridian that gets it below the ATC fee threshold. They were amenable, but I stopped hounding them when it became clear our trip to Europe would be canceled due to COVID.

If you are interested in a new M600, might be worth flagging this as a possible area of concern.