If only I think it takes a year to build one from the time the aluminum rolls in one end of the building and the finished bird rolls out the other. To get a custom build would be a while. The dealers pre-build an allotment, so you may find one pre-spec'd with paint and options. Most come completely optioned. But I think they are sold out for quite some time for a new build. They were up in the low 60's for serial numbers when I was at the factory in February.

I like the stenciled S/Ns and N-numbers. Would be cool if Piper had a webcam for people with delivery positions.

What is the cabin altitude at FL 260?

Max dif?

Tiredness over long flights is a directly correlated to cabin altitude.

Sorry missed this. Not sure if this pic is high enough resolution, but the cabin altitude at 26,000 feet is 9000 feet. The plane is doing 301 KTAS burning only 325 pph (49 gph). 1.08 nm per pound of fuel, holds over the rated 1740 lbs of fuel, so you can see where the 1850 nm IFR range comes from at more conservative power settings. Pretty efficient down low. Max pressure diff is 5.6 PSI, but is computer controlled. With the old mechanical controllers in the PA46 you could max out the diff and get things a little lower, but is all controlled by George now, so you only get max diff at 30,000 feet.

In the Piper M, except on the shortest of flights, I usually fly FL250/260/270. The plane loves it there, is a great compromise of weather, smooth air, efficiency and speed.

The M700 gets to 25,000 feet in under 11 minutes, so no reason to not get into the cool smooth air on even very short flights.

When you buy one you get a hard bound baby book with pictures from the factory with shots of your baby growing up. I show mine to everyone that comes over to visit, but seems like people don't truly appreciate it like I do