Page 13 - World Airnews Magazine June 2020 Edition

TURBO PROPS

DIMENSIONS speed, compared to just 188 for the M500. The higher VMO means

Length 29.6 ft (9.0 m) M600 pilots can descend more quickly, saving fuel by staying high

longer and reducing block times.

Height 11.3 ft (3.4 m) Besides the wing and slightly wider gear track, the M600 sets

Wingspan 43 ft (13.1 m) itself apart – from the M500 - through the use of the latest in
WEIGHTS cockpit technology. The M600 is the first single-engine turboprop

Maximum Ramp Weight 5,134 lb (2,329 kg) to use the Garmin G3000 cockpit, which includes a pair of touch-

Maximum Takeoff Weight 5,092 lb (2,310 kg) screen controls to manage the PFDs and MFD. The three 12-inch
Standard Equipped Weight 3,436 lb (1,559 kg) screens create an all-new, clean panel with a minimalist feel, even

Standard Useful Load 1,698 lb (770 kg) though its capabilities are tremendous. To the left of the pilot’s
PFD, an Aspen EFD1000 with an internal battery serves as emer-

PERFORMANCE gency backup, eliminating the need for any mechanical instru-

Maximum Cruise Speed 260 ktas (482 km/h) ments. In addition, all of the placards are now backlit, improving

Maximum Range 1,000 nm (1,852 km) night operations.

Maximum Cabin Differential 5.5 psi The G3000 incorporates an automatic digital pressurisation

Takeoff Distance (Over 50 ft obstacle) 2,438 ft (743 m) controller, meaning the pilot need only set the destination’s field

Landing Distance (Over 50 ft obstacle) 2,110 ft (643 m) elevation; the system does the rest. Taking note of the recent spate
of accidents seemingly related to pressurisation and hypoxia prob-

Max Approved Altitude 30,000 ft (9,144 m) lems, the G3000 includes a hypoxia recognition system. If the pilot

Max Approved Altitude (For RVSM Airspace) 28,000 ft (8,534 m) hasn’t interacted with the avionics in some way for a period of

CABIN INTERIOR time, or if the cabin has climbed to an unsafe altitude, the GFC700

Height 3 ft 11 in flight control system will descend the airplane to a safe, breathable

Width 4 ft 2 in altitude.

Length 12 ft 4 in In a further attempt to improve safety, Piper and Garmin worked

BAGGAGE CAPACITY together to leverage other capabilities of the GFC700, including

Baggage Capacity 100 lb (20 cu ft) ESP - Electronic Stability and Protection; USP- Underspeed Protec-

tion; LVL - Level Mode; and GA - Go Around.

ESP automatically nudges the airplane back closer to the centre
of the flight envelope when it strays with the autopilot off - the

PIPER M600 pilot feels higher resistance as the airplane gets closer to departing

controlled flight. USP causes the nose to pitch down, preventing a
stall. LVL allows the pilot to return the airplane to straight-and-lev-

el flight with the touch of a button. Q
DIMENSIONS
Length 29 ft 10 in

Height 11 ft 4 in
Wingspan 43 ft 2 in

WEIGHTS
Maximum Ramp Weight 6,050 lb
Maximum Takeoff Weight 6,000 lb

Standard Useful Load 2,400 lb
Payload With Full Fuel 658 lb
Fuel Capacity, Std 260 gal
PERFORMANCE

Takeoff Distance Over 50 ft Obstacle 2,350 ft
Cruise Speed / Range (NBAA Range w/IFR Reserves) 250 kt (1,200 nm)

Fuel Consumption at Max Continuous Power 28,000 ft (261pph / 39gph)

Maximum Operating Altitude 30,000 ft

Maximum Operating Altitude (In RVSM Airspace) 28,000 ft

Although the M600 weighs considerably more than its predeces-
sor, it gives up no cruise speed to its lighter cousin. The M600 Service Ceiling 30,000 ft

is expected to have a maximum cruise speed of 260 knots true Landing Distance Over 50 ft Obstacle 2,125 ft
airspeed, on par with the M500. The speed comes in part from CABIN INTERIOR

a 100-shaft-horsepower boost, to 600, for the Pratt & Whitney Height 3 ft 11 in

PT6A-42A. Also contributing are that clean wing, and moving the Width 4 ft 2 in

radar antenna from an under-wing pod to a pod embedded in Length 12 ft 4 in

the leading edge- worth about 3 knots, according to the Piper
test pilots. BAGGAGE CAPACITY

In addition, the M600 carries a VMO of 250 knots indicated air- Baggage Capacity 100 lb, 20 cu ft
INTERESTING FACTS
The world's first turboprop was designed by the Hungarian production was designed by a German engineer, Max Adolf

mechanical engineer György Jendrassik who published his idea Mueller in 1942. The first mention of turboprop engines in the

in 1928. Ten years later after he patented his invention he built a general public press was in the February 1944 issue of the British

small-scale (100 Hp; 74.6 kW) experimental gas turbine. aviation publication Flight. The first British turboprop engine was

The world's first turboprop engine that went into mass the Rolls-Royce RB.50 Trent. Thanks https://en.wikipedia.org/

World Airnews | June 2020
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