with a 100 HP more and no fuel increase, I would imagine it has less range than the M600. It must be fun to fly! I hope they sell a ton of them.

If keeping the 6000lbs wt, assuming the -42a and -52 weigh the same?

They should demote whoever came up with that name. And since they make a point of the fact that the weight is Basic Med compliant, I’d like to see performance figures at 17.5.
Based on the final shot of the AOPA spot, the M600 is dropping out of the lineup. There were only two PA-46s with under wing radar pods along side the M700.

The M600 has already been taken out of the line up on the Piper website.

I think that's a smart move. There's not enough daylight between the two versions. The 700 is an iterative upgrade like the Cirrus G5 is to the G3.

Piper really has something here. I'm wondering why they never could execute on a light jet.

They couldn't count to two.

Mike C.

I can just picture the Marketing VP standing behind the engineers.

Seems like a total cash grab. How is the delta on a new engine half a million dollars?

No, they say longer range, by 368 nm. And they did go RVSM, but not as high as I guessed, only to FL 300. I imagine that's how they got the longer range, with a faster climb to a higher altitude.
https://www.aopa.org/news-and-media/all ... piper-m700

No, they say longer range, by 368 nm. And they did go RVSM, but not as high as I guessed, only to FL 300. I imagine that's how they got the longer range, with a faster climb to a higher altitude.
https://www.aopa.org/news-and-media/all ... piper-m700

Just some comments. The Piper M500’and 600 are already RVSM, so nothing new there, except maybe the factory is doing the STC in house as opposed to AeroMech or service centers. Some of the engineering to get better numbers involve the 5-blade prop being standard and the exhaust stack designed to deliver more thrust. Also probably a little more soot on the sides. 30 more knots and same to a little better range (over 1800 nm no wind) is impressive. It has pretty much everything Garmin has to offer. Plane sync, GDL60 replacing flight stream, remote monitoring and remote database uploads by wifi or cell, 3D taxi which is really cool, including being able to program the taxi route with hold short instructions. GWX8000 volumetric radar (in my mind a magical box), autothrottles, autoland, full envelope protection including not only ESP, but the AT’s will prevent a stall, even if not activated. TCAS, TAWS, 6 glass panels with incredible redundancy. The tech in this level aircraft is nothing short of amazing. If you like capability, it delivers, if you like speed, it delivers, if you like the very latest technology, it delivers. If you like marketing fluff…. There are places to get that, but not coming from Piper. .

I think Piper took the PA46 to the next level. Hopefully given the excellent reliability of the M600, the 700 won’t have much in the way of gremlins or growing pains.

In my M600 at any altitude above 12,000 to FL250 I see 8-12 KTS above book and from FL260-FL300 I have seen 12-16KTS above book and the new M700 is 301KTS and the real number is not much greater than the M600 which makes engineering sense since 100 HP will not increase cruise 25KTS.

A faster climb will get you more range as well as it gets you into thinner air faster. Our Meridian (Legacy?) top speed was a good 6-8kts above book.

Chip-

My sales rep said they added a larger starter/generator and battery, ZFW increase and appears the CG moved forward about an inch. Still tickling the aft cg limit for my big trip loading.