262 ktas on 36 gph. That's impressive.

So far I haven't seen anything in print where Piper says it's the fastest single-engine aircraft ever. The writer of that article said that and may have misunderstood when Piper said it was their fastest single-engine aircraft ever in their 87 year history.

https://www.piper.com/press-releases/pi ... m700-fury/

I have seen some comments that Piper will not deliver this by Q2. As Chuck stated, they've been flying this for a few years now. They're smart enough to announce it when it's ready to go, I'm sure they already have orders that folks were ready to place for 600's. In fact, I know. DAMH

I'm excited to see the first flight reports and actual real numbers.

What is strange to me is that Piper used CGI for the marketing and product reveal.

If the prototype has been flying around for a year, why couldn't they show that? Or if it's really just an M600 with a pimped out engine then just show one of those. The computer depiction was cheesy for a 4MM product.

It was bush league. My thought after watching the video was that they had whatever was in petty cash for their production budget.

Dang. I thought the M600 was my dream bird. This bird certainly checks most of the boxes. What's everyone's guess as to the price tag?

It was bush league. My thought after watching the video was that they had whatever was in petty cash for their production budget.

From Piper's release: Initial Climb – after a MGTOW departure, the M700 enjoys a class-leading 2,048 fpm climb rate, 32 percent better than the M600.

Going to leave these right here:

[YouTube]https://youtu.be/NyD762L4NWk[/YouTube]

[YouTube]https://youtu.be/-l-ZqU6i8HU[/YouTube]

edit: John embeds better than I do. See below

Just don't get why they don't have the G3000 in that airplane. They could have had the certified by now. The $100K delta or so, isn't going to stop someone from buying it, but maybe a G1000NXI is.

They have a mountain of projects to get through. My wish list would put the FADEC -67 engine in there before G3000. My guess is ramping up production is their highest priority since they have the wait list. They had to dig a big hole to certify the plane. Might as well work on filling it as quickly as possible.



Thx John for embedding. The BT guide didn't work. Makes me feel old.

I have been told the range on the M700 is pretty much the same as the M600. This is not vapor wear the plane has been flying for a couple years. The LRC is longer than the M600, so would expect normal cruise to be around the same as the M600. Not mentioned is that the 1740 lbs max fuel is a light top off. I have been able to get 1900 lbs in the plane. Yesterday at KMAI (cheapest JetA full serve that I could find down there), got 1840 lbs. just ordered a regular top off, nothing special. Notwithstanding, at normal cruise and IFR reserve, we have about 1400 nm no wind range. I expect the M700 to do the same, but the beauty is that you can pull the power back a little and get much better range. up to 20%, fairly linearly depending on power settings. In cruise you are bring about 1 pound per nm, so can look at the tanks and see how much range you have left in cruise. If you pull the power back in the descent, you keep the 1 nm per pound range. But nobody buys an M600/M700 to not see that barber pole every now and then .

Did this flight yesterday in a friends M600 with a slight headwind from Utah all the way through Colorado before changing to neutral and then headwind. 1468 nm landing with 1.5 hours reserve fuel.



These planes go westbound as well. From a few days ago, with a brutal headwind, flying at max gross weight with 4 onboard. 1158 nm landing with almost 2 hours reserve fuel.

Cost to develop it over a limited number of units is probably very high, but I'd bet they are working on it. Also the Nxi is a very capable system, combined with an iPad most of us carry anyways there's not much difference in capabilities. They did add the Garmin autopilot, and those videos have the older G1000.

I think that's more airframe dependent. It's a function of engine and wing. I don't think the PT6 (alone) has much of an advantage there.

Across the board, BSFC of any -1 through -10 TPE 331 is higher than most PT6s. Usually BSFC numbers are given at their rated power but I have a hunch the same goes at lower power settings, too. 331s can sip gas if you pull back.

Even in the stubby wing MU2 you can gain range pulling back.

I think that's more airframe dependent. It's a function of engine and wing. I don't think the PT6 (alone) has much of an advantage there.

Across the board, BSFC of any -1 through -10 TPE 331 is higher than most PT6s. Usually BSFC numbers are given at their rated power but I have a hunch the same goes at lower power settings, too. 331s can sip gas if you pull back.

Even in the stubby wing MU2 you can gain range pulling back.