Kind of a silly fun post. Had a short hop on one of my bread runs this weekend. Just me, some luggage and 500 lbs of fuel on a cool morning, ISA+5. I don't usually climb at Vy in my M600, because the deck angle is a little uncomfortable, and all you see out the windscreen is blue sky. Filed for FL180 as a final on the short 27 minute flight. Had a near unrestricted climb, other than a 10-15 second level off.

Posted some interesting numbers. From take off in Ogden at 4473 MSL, I was at FL180 in just under 7 minutes, and only 13 nm from the airport. That would be a pretty easy glide back with an engine out.

Was kind of a different experience leaving Mexico last week with 6 onboard at gross weight and ISA+25. That was more like watching the humpback whales down there trying to fly while breaching.

Anyway, there certainly are more powerful planes out there, but fun little bird light on a cool day.

such a great plane Charles!

What headwind gradient could you do 1300nm non-stop in, assuming you have some airspace to contend w on arrival? 30kts?

Agreed. I’d love to sit right seat in an M600 sometime for a ride. I think that it is a phenomenal plane.

I just can't over the torque setting. You're over 200lb more torque than my max in the Meridian with the same engine. I'd love to know the how's and why's. I was in Ogden this weekend. Great CAA FBO, Kemp. Beats going to SLC now with TAC Air gone. But that drive to SLC .....

Greg,

It's an airframe limit, not the engine. You both have an engine that is capable of roughly 1,050 HP.

Burning a tad more fuel in the Citation 650 the other day yielded this madness!

Greg,

It's an airframe limit, not the engine. You both have an engine that is capable of roughly 1,050 HP.

The engine is rated at 850 HP from PWC. That is most likely a gearbox limit. Piper further limits the engine for certification/marketing purposes.

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Which I understand the engine is de-rated in the Meridian. So why would the engine need to be inspected when the exceeded parameters are far below this limit?

-42A on both airframes. The TCDS lists a different "build spec" on the version used on the M600, but not really sure what that means.

The M600 does have different prop blades (comparing the 4 blade options on each airframe)

Terry, I think Chris was comparing the engine in the Meridian (-42A) to the King Air 200 (-42). Essentially the same engine. But the Meridian and the M600 have the same engine. Chris, I do believe if the exceedance goes beyond time or torque limits, it must be inspected. My understanding is the gear box and shaft need to be checked. Maybe these are the parts that make the difference in the specs. Wished I knew.

-42A on both airframes. The TCDS lists a different "build spec" on the version used on the M600, but not really sure what that means.

The M600 does have different prop blades (comparing the 4 blade options on each airframe)

Like Greg said, I was comparing -42 (as found on 200) to -42A (as found on PA46).

Wonder what the difference is. If "nothing", then why would a torque exceedance on a PA46 require RGB inspection, when a -42 on King Air regularily runs at 2230 lb-ft.

Airframe yes. RGB??? Unless there is some big difference between a -42 and a -42A.

Thanks Terry!

Then a "inspection" of RGB on PA46 for torque exceedance of say 2100 ft-lbs, makes no sense...