VMO of 250 KIAS right? Pretty sure bumping up to ~300 KTAS in the flight levels isn't going to tear the airframe apart.

VMO of 250 KIAS right? Pretty sure bumping up to ~300 KTAS in the flight levels isn't going to tear the airframe apart.

Chip,I agree but one can hope,I expect marketing wants 300.

The M600 has no problem flying in the 300's. MMo is Mach 0.55. Just need more HP to do it in level flight. Here is 6 miles a minute across the ground. Slow for the airbus you are in trail, you are 100 knots faster

I have seen 284 KTS in level flight at ISA of -9 at FL 250 which is 16 KTS above book numbers,I wish that I had climbed to FL 290 and I might have seen 290 KTS.Piper has undersold the M600 speed and the new version might need those 10+KTS to get to the marketing number that they want.My M600 is always 8-12 KTS above the book number and sometimes I see 14-16 above book and that is always above FL 260.

I flew my M600 for five years using book torques and rarely saw 270. Most flights were at 262-265 ktas. I think one time I saw 274ktas. If you’re seeing those kind of numbers you must be running the engine hot.

My temps at normal cruise are 720 to 730 on a very hot day,on the day that I saw 284 it was at max cruise at 1570 torque and 755 ITT.My salesman tells me that mine is the fastest M600 he has delivered.

Here is a normal cruise at 12 above book

Yours is pretty fast. Ours is in that ballpark, but varies by weight and ISA. Flew a friend of mine's M600 couple weeks ago. It normally runs in the 270's at normal cruise, and saw 279 at one point at normal cruise settings. If you run them by ITT like a lot of turbines, they definitely cook. We are solidly in the 280's, but outside of level offs, and rare tests of the engine, we just run the normal cruise tables which is literally babying the -42. I flight plan 265 which is conservative over the course of a long flight.

That’s fast compared to mine. I don’t have the torque tables on my phone anymore since I’m in a TBM now, but 1570 seems high at fl250. I’ve been in two other M600s besides mine and they all flew about the same as mine, plus it minus a couple knots. They were all flown by the torque tables though, which usually yielded ITTs in the 725-730 range in cruise.

While ITT can be a good cross check, P&W is pretty clear that their engines should be flown by POH TQ tables and NOT ITT.

I was unaware of aft-cg issues with the M600. Is that true? Does the M600 have an aft-cg issue?

The early planes would get aft CG if you loaded the back heavy. The M600 has a lot more metal than the M500, and it moved the CG back. The newer planes have a CG mod where you can add weights if you need to move the CG. Easy, but requires an A&P per the mod. If there were a heavier -52 installed, it would be free weight not needing the CG weights. We have half the weights in our bird and I load 6 with luggage regularly. Just have to pay attention to where people seat. Lighter in the back.

What's the typical useful load in an M600 and is there a ZFW?

The 0.55 Mach MMO seemed like overkill. Piper probably planned for a couple future generations of product development. M700 now after a decade, and an M800 in another decade. Seems like the plan is for around 500 units and then give the market a reason to upgrade.