The M600 has been showing what it came for year after year and even causing some concern to competitors, such as some well-known products in executive aviation, which is the case of the Pilatus PC12 and TBM930/960. With deliveries of 41 planes in 2022 (against around 80 for PC12), the annual production number only increases, overshadowing even its factory brother, the M500.
But before talking more about the plane, let's go to the technical specifications, for you, dear reader, to understand the importance of the project for executive aviation.
See that the flight capacity is incredible. It would be as if you could take a flight from Porto Alegre straight to Marabá, in Pará, or from Manaus to Belo Horizonte, and even from Congonhas (capital of São Paulo) to Fortaleza, all without a stopover.
It is evident that your problem is internal space, including luggage compartment. However, it is a smart option for flights with less luggage and people.
As for flight safety, the it equips is the Garmin G3000 with touch screens, increasing the pilot's level of situational awareness and even delivering features that make it possible to reduce the workload, both in normal operations and in emergencies. .
Still on security, Piper delivered a novelty that is the “HALO” feature. Briefly, the idea is for the enger to press a red button located on the in case of a pilot disability, such as fainting, and the aircraft autonomously commands the emergency descent, route planning to an alternative airport, communication with the ATS units until perform the landing ALONE.
As for the engine, the model is the same used in the predecessors and production brothers M500 and Meridian. That is, it is the PT6A-42A. What changes from one plane to another is the release of 100shp more for the M600, which also impacts the limits of ITT, torque, etc.
However, the M600 flies faster and still has a greater flight range, which is made possible by the larger fuel tank capacity. All these improvements were also favored by the new wing design, with a positive sweeping profile on the leading edge – optimizing the wing area of the project – and a straighter angle on the trailing edge, which also allows for an increase in the VMO, the current 188 kcas, to 250 kcas, allowing even faster descents. The position of the “boom radar” also favored the improvements, when they changed the position of its installation under the wing of the M500 to one integrated in the wing of the M600, reducing points of parasitic drag.
Still talking about the wings, the ailerons are smaller, which increases stability in flight, despite a less robust roll, since we are dealing with an aircraft for long navigations. The flaps are larger, giving a different flight characteristics when compared to the M500.
Another relevant design change is the completely new de-icing rubbers. Piper has eliminated the use of vacuum pumps and traditional activation controls. Also, note the greater number of inspection windows, which facilitates and allows lower maintenance costs.
The main landing gear was shifted a few inches back, making the plane more “maneuverable” on the ground. In addition, its structure is more robust, including the damper. The larger tires allow for faster rolling and improved brakes that allow for an efficient stop after landing, considering the 450 kg more landing weight.
Now to the downsides of the design:
The table below shows a very big disadvantage of the M600, which is in relation to the life limit of the cell and wings, which are very short, that is, when you win, you take advantage of what can still work and throw away the rest. However, the aeronautical community believes that these are conservative numbers and that they may be changed in the near future by Piper, as happened with Pilatus' PC12, which had a cell life limit of 25.000 flight hours, however, they increased to 50.000 hours , recently, with the adoption of stricter control of inspections and maintenance.
The life limit difference between the Meridian and the (smaller) M500 is due to the increased maximum takeoff weight from the Meridian to the M500, without any other changes.
As for the controversial operation on unpaved tracks, in fact the M600 was restricted until recently, when Piper managed to overturn the restriction on its type certificate. Interestingly, the restriction already existed on its predecessor Meridian when in 2011 the FAA began to allow such an operation, without any physical changes to the project.
Anyway, the M600 just couldn't operate on unpaved runways due to the landing gear, especially the nose gear, which was fragile. At the time of its first certification in 2016, Piper did not demonstrate compliance with all the requirements of FAR 23 (especially regarding this operating capability), and therefore, the type certificate was only possible to be released, with the restriction.
In 2022, last year, Piper produced and STC approved a kit that would allow regulatory compliance and then waive the respective restriction, allowing safe operations on unpaved runways. The primary components of this M600 Unpaved Operation Modification Kit include:
- A different nose fork;
- The nose gear scissors that have been redesigned;
- Changes to the front landing gear compartment cover
- It is a supplement that must be incorporated into the POH.
Anyway, although many believed, at the beginning, that the restriction was due to the penta-blade propeller (kit No. landing gear characteristics. However, it is necessary to pay attention to a peculiar information in the SL5A, the bulletin that determines the necessary changes for approval for unpaved runways, which states that to be applicable, first the plane must be equipped with the penta-blade propeller, and of course , after having the kit installed. The approximate purchase and installation cost of kit 00650-77.099,00 (to authorize operation on unpaved runways) is equivalent to US$1310 (approximate value).
In the end, all planes delivered in 2022, starting with serial number 198, already leave the factory certified for operation on unpaved runways.
WHY CHANGE THE BEQUILA?
The nose gear of the “PA46” seems to be the biggest weakness of the project. So much so that the factory issues bulletins indicating the replacement of some components (some of them are already in the 3rd generation). Proof of this are the incidents and accidents that occurred in the US, as documented by the NTSB and Piper herself.
Understand the analysis history…
In 2005, the FAA discovered that 32 PA-46s – the majority being -310s and -350s – were involved in most incidents and a few accidents per runway excursion. One of the Meridian accidents analyzed reveals that the damper cylinder separated from the hydraulic actuator. The existing fractures were consistent with the stress that generated the separation.
Years later, in 2009, Piper itself released data on track excursions, involving all Meridians in the world. Frighteningly, 20 events occurred.
As there were no fatalities, none were investigated, therefore, they could not have their conclusions defined. It is curious that in the POH of the M-Class planes, there is a safety warning, informing about the possibility of losing control on the ground and the recommendation to guarantee pedals in neutral, shortly before the tailwheel touches.
CERTIFICATION BASES IN BRAZIL (ANAC)
The Meridian – and, therefore, the M500 – are certified to fly in Brazil only on planes equipped with the G1000 , serial numbers 4697340, 4697399 and above. There is no informed certification date, however, the issuance of the type certificate by ANAC occurred on March 11, 2010.
The M600 was certified in Brazil on September 26, 2016, with serial numbers “4698001” and later, approved by ANAC.
The Malibu Mirage, which serve as a platform for transformation into a JetProp, does not have a certification date by the ANAC, however, the issuance of the type certificate in Brazil took place on January 31, 1996 and it is understood that there are no restrictions on the serial number or any other impediment, as with the Meridian/M500.
Do you need advice on buying or selling an aircraft, get in touch by email [email protected] and rely on a team of Aeroflap specialists. Make a safe purchase or sale, count on us!
