Piper said the M700’s maximum cruise speed of 301 ktas marks it as the fastest single-engine aircraft in the company’s history of more than 87 years. The cabin-class airplane, revealed last month, is powered by a 700 hp Pratt & Whitney PT6A-52 engine and has a range of 1,424 nm. The aircraft also is equipped with the latest version of the Garmin G3000 avionics suite that includes the Emergency Autoland feature as part of Piper’s HALO safety system.

• READ MORE: Piper Lifts the Veil on the M700 Fury, Its Fastest Single Yet

“We are thrilled to announce the U.S. certification of the Piper M700 Fury by the FAA just a month after its announcement,” said John Calcagno, president and CEO of Piper Aircraft. “And there’s more to come. The Fury is just the first step in a new generation of our M-Class product line, so watch this space, as Piper’s M-Class will be expanding both above and below what we currently offer today.”

Performance is a key selling point for the M700. Piper said the new airplane can take off and clear a 50-foot obstacle in 1,994 feet, which is a 24 percent improvement over the M600SLS that it replaces. The company also said the M700’s climb rate of 2,048 fpm is 32 percent faster than that of the M600. 

Piper said it expects to complete international validations of the M700 for Canada, Europe, the UK, and Brazil during the second half of this year. The company said it plans to begin delivering the aircraft to customers in those markets before year’s end.

The post Piper Announces FAA Type Certification for M700 Fury appeared first on FLYING Magazine.

The SkyCourier, a high-wing, twin-turboprop utility design, will join Hinterland’s large fleet of Cessna Grand Caravans, bringing an increase in passenger seating and payload. Textron said expansion of the Hinterland fleet will benefit the remote communities that the airline serves as well as tourism and other businesses in Queensland.

“The SkyCourier’s incredible performance makes it a reliable business tool for customers all over the world,” said Lannie O’Bannion, senior vice president of global sales and flight operations for Textron Aviation. “With the ability to load, fly, unload, and repeat—along with low operating costs and maximum cabin flexibility—the SkyCourier is a game-changer in regional connectivity.”

A single pilot can operate the SkyCourier, which is designed to be adaptable to a range of passenger, freight, and special-mission flights. It is available in both freighter and passenger versions, with the 19-passenger model boasting crew and traveler doors for easier boarding. Both configurations offer single-point pressure refueling for rapid turnaround. 

• READ MORE: Textron Aviation Delivers First Passenger Cessna SkyCourier

“We are thrilled to announce our order of the new Cessna SkyCourier,” said Andrew Clair, CEO of Hinterland Aviation. “The aircraft will be a valuable addition to our fleet, allowing us to better serve our clients’ individual needs with room for 19 passengers and access to remote runways. The SkyCourier will serve as an important tool to help grow our business, and we will be proud to be the first airline customer in Australia to operate this aircraft.”

The aircraft is powered by two Pratt & Whitney PT6A-65SC engines with McCauley C779 propellers. The 110-inch, four-blade props have full feathering with reverse pitch. The aircraft is equipped with Garmin G1000 NXi avionics and boasts a maximum cruise speed of more than 200 ktas and range of 900 nm.

The post Textron to Deliver SkyCourier to Hinterland Aviation for Passenger Service appeared first on FLYING Magazine.

Today’s Top Pick is a 1999 Pilatus PC-12​/​45.

The PC-12 single-engine turboprop was a revolutionary concept when Swiss aerospace company Pilatus developed it in the late 1980s. Most large, pressurized turboprop transports were twin-engine designs such as the popular Beechcraft King Air. Pilatus sought to demonstrate that a single-engine aircraft could provide similar reliability and performance while also operating from short,  unpaved strips.

The airplane grew to be known as a jack-of-all-trades, becoming a standard in corporate fleets, charter and air-taxi operations and in air-ambulance and other special missions. Quite a few pilots own PC-12s for personal use, often mixing business-related travel with family vacation trips. I know of at least a couple of PC-12 pilots who regularly take their families to destinations in Florida on weekends, noting how the aircraft’s speed and pressurized comfort make the trip reasonably easy compared with long-distance travel in the typical high-performance piston single.

This Pilatus PC-12-45 has 15,665 hours on the airframe, including 9,679 landings, 1,100 hours and 798 cycles on its Pratt & Whitney PT6A-67P engine, and zero time since overhaul on its five-blade propeller. The aircraft’s useful load is 3,309 pounds.

The panel includes Garmin GNS 430W and GNS 530W nav/com radios, Garmin GTX 345 and Bendix/King KT 70 transponders, Honeywell KMD-850 MFD and KRA-405B radar altimeter, Bendix/King KAC-501 WX radar, KDR-610 datalink weather receiver, Bendix King KHF-950 high-frequency com system,  

Bendix King KA-44B ADF, Bendix/King 325 autopilot, and Honeywell DME.

Additional equipment includes supplemental air conditioning, FD200CPU-7 flight display, and True Blue Power dual USB charging ports.

Pilots seeking a higher level of single-engine utility and performance, from short-field operations to high-altitude, long-distance travel, should consider this 1999 Pilatus PC-12-45, which  is available for $3.2 million on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Pilatus PC-12 Fleet Logs 10 Million Flight Hours
• FLYING Magazine: We Fly: Pilatus PC-12 NGX
• FLYING Magazine: Pilatus PC-12 Aircraft Meet European Noise Regs with 7-Blade Prop
• Plane & Pilot: NBAA 2019: Pilatus Unveils New PC-12
• Plane & Pilot: Blackhawk Announces Engine Program for the Pilatus PC-12
• AVweb: Ontario-Based Ornge Air Ambulance Updates Its Pilatus PC-12 Fleet
• AVweb: AirVenture 2023: Honeywell Anthem Pilatus PC-12 Tour

The post This 1999 Pilatus PC-12-45 Is a Multimission ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 2022 Epic E1000 GX.

A lot of pilots eagerly anticipated the Epic E1000’s arrival on the market, and I think most would agree it was worth the wait. The pressurized, six-seat turboprop  boasts a maximum cruising speed of 320-plus ktas, putting it in the running with the TBM 960 for the “fastest single” title and challenging a few jets as well.

The Epic’s performance, which includes short-field capability, gives you an impressive operating radius and more control over where you go and when you get there. The aircraft also has many big-airplane features, from an airstair entry door to stick-shaker and stick-pusher anti-stall systems. It has the feel of a personal airliner.

This 2022 Epic E1000 GX has 205 hours on the airframe and 190 hours on its 1,200 hp Pratt & Whitney PT6A-67A engine and five-blade Hartzell propeller.

The panel includes the Garmin G1000 NXi integrated flight deck, GFC 700 autopilot with flight director, coupled go-around, emergency descent protection, yaw damper, and  stall protection system with stick shaker and stick pusher. The aircraft is also equipped with synthetic vision, a GTS 825 traffic advisory system and XM Weather.

Pilots seeking the ultimate in a high-performance single with six seats and a pressurized cabin to keep family and business associates comfortable should consider this Epic E1000, which is available for $4,35 million on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: We Fly: Epic E1000
• FLYING Magazine: Epic E1000 GX Earns FIKI Certification
• FLYING Magazine: Avantto Orders 34 Epic E1000 GX Aircraft for Fractional Fleet in Latin America
• Plane & Pilot: EAA AirVenture Oshkosh 2019: Epic Fast Turboprop: Big Progress Toward Certification
• Plane & Pilot: FAA Approves Epic E1000 Turboprop
• The Aviation Consumer: Epic E1000: Big Power and Speed

The post This 2022 Epic E1000 GX Is a Jet-Chasing ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 2006 Piper PA-46-500TP Malibu Meridian.

If it seems like pilots are always looking for more speed, that is because it is true much of the time. After training hour after hour at 90 to 100 ktas in a Cessna 172, Piper PA-28, or other trainer, we move as quickly as possible to high-performance airplanes that pick up the pace significantly while also upgrading comfort and equipment. But what comes next?

When your four-seat piston retract starts to feel sluggish—and it will—you might want to consider a turboprop single like this Piper PA-46-500TP Malibu Meridian. Fast, roomy, and pressurized, this six-seater is like an airborne, three-row, luxury SUV that will haul your family and luggage in its beautifully appointed cabin while never subjecting you to highway traffic.

This Meridian is ready to go with a fresh annual in July and 1,751 hours on its Pratt & Whitney PT6A-42A engine and a reversible Hartzell four-blade propeller. Inside is a modern IFR panel with an Avidyne FlightMax Entegra display system with primary flight displays for pilot and copilot and a center-mounted EX-5000 multifunction display.

A long list of additional equipment includes dual Garmin GTN650 GPS/nav/coms, Garmin GMA-340 audio panel, RDR-2000 weather radar, WX-500 Stormscope, XM Weather, BendixKing KMH820 multihazard awareness unit, TCAS active traffic system, and an S-Tec Magic 1500 3-Axis flight control system, including flight director, VOR/LOC/GS coupling, and yaw damper.

If you are ready to start burning jet-A, climbing briskly into the flight levels, and ditching the oxygen cannulas, take a look at this sleek turbine available for $1,280,000 on Aircraft For Sale. You can arrange financing of the airplane through FLYING Financial Group. For more information, email info@flyingfinancial.com. 

• FLYING Magazine: Piper Malibu: A New Airplane for a New Day
• FLYING Magazine: We Fly: Piper M600/SLS Halo
• FLYING Magazine: Piper M Class Is Ready for SAF, Garmin’s PlaneSync
• The Aviation Consumer: Piper Meridian
• Plane & Pilot: Piper Meridian: Everyman’s Turbine

The post Today’s Top AircraftForSale.com Pick: 2006 Piper PA-46-500TP Malibu Meridian appeared first on FLYING Magazine.

The versatile P&WC PT6 turbine engine, which Pratt & Whitney developed between 1958-64, has several model variations in service today with more than 128 applications. The PT6A engine powers airplanes including the de Havilland Canada DHC-6 Twin Otter, the Pilatus PC-12, Cessna 208 Caravans, the Beech T-6 Texan II, and Beechcraft King Airs and Super King Airs, among others. Related variations of the PT6 engine power a number of helicopters, boats, and land vehicles. 

• READ MORE: Blackhawk Combines P&WC and Hartzell to Create the World’s Fastest King Air

“We’re certainly very proud of our DOF designation,” said Aaron Abbott, president of Covington Aircraft Engines. “Today marks the third renewal of our agreement with Pratt & Whitney Canada, and we simply could not ask for a better collaborator,” he continued. 

Covington, which celebrates its 50th year in business in 2023, is the only U.S.-owned and operated DOF for P&WC. The company also has a facility in Brazil and is making plans to add another in the United Kingdom. 

In addition to the PT6A, Covington services P&WC R-985 and R-1340 radial engines. The company boasts rapid response mobile repair teams capable of responding to any PTA6A customer worldwide within 24 hours. 

• READ MORE: Pratt & Whitney Hits Milestone with 50,000th PT6 Engine

“Covington’s depth of knowledge, capabilities and strong family values are unique in our industry – and we have had a very harmonious relationship ever since our first agreement with the company was signed close to thirty years ago” said Irene Makris, Vice President, Customer Service at Pratt & Whitney Canada. Renewing our agreement together not only continues a great relationship and success together – but gives all of us a sense of pride and accomplishment – especially on the occasion of Covington’s 50^th Anniversary year.”

The post Covington Engines Keeps Status as P&WC Overhaul Facility appeared first on FLYING Magazine.

Innovative Solutions & Support ThrustSense Autothrottles for PC-12s and King Airs

Geoff Hedrick, the late founder of Innovative Solutions & Support (IS&S), used to fly a Pilatus PC-12 for business and personal travel. So it was natural that Hedrick would end up working closely with Pilatus Aircraft on integrating into the PC-12 the expertise developed by his company for commercial platforms like the Boeing 757 and 767. IS&S introduced the ThrustSense autothrottle to the series as an aftermarket add-on in 2017, and it became standard on the PC-12 NGX in 2019, paired with the FADEC-equipped Pratt & Whitney PT6E-67XP. Now, more than 30 PC-12s have been retrofitted with the system, according to Tom Grunbeck, director of autothrottle products for IS&S. 

Following that success, IS&S set its sights on the Beechcraft King Air series, with the clear advantages that an autothrottle would give to the beefy twin turboprop when operated single-pilot—especially if one of its PT6As gave up the ghost. 

Hedrick described the experience for the pilot in an interview with FLYING last year. “You’ll see things in the King Air, like throttle balancing automatically, so that when you set your throttle, you just push them up— the slow throttle comes up automatically,” he said. “No buttons, no pushes. It sits quietly behind you [even in manual mode], kind of like a flight engineer moving the throttles for you.” We flew with the ThrustSense system on both the company’s PC-12 and the King Air 200—and we can vouch for that “silent sentry” effect the system has in normal operations—and the ease with which it handles an “engine out in a climb” scenario. 

• READ MORE: Rating a Turboprop’s Power

The kit for the King Air includes a standby control unit, two actuators in series with engine control cables, and two circuit breakers to the breaker panel. The retrofit kit can be installed on King Airs with Pro Line 21 or Pro Line Fusion integrated flight decks. On new production King Air 260s and 360s, the autothrottle started at a block point change when Textron Aviation moved from the 350 series to the 360, Grunbeck says. 

IS&S has proactively positioned itself to weather supply chain ups and downs by keeping six sets of its aftermarket ThrustSense autothrottle kits on the shelf at all times. They want to stay responsive to the demand from the turboprop niche that has discovered the utility—and safety benefit—of introducing an autothrottle’s capabilities. Turnaround time using IS&S’s mobile unit can be as short as five days, and the retrofit can also be accomplished at Textron service centers, as well as independent avionics shops. The company is also expanding into the Cessna Citation 525 series.

Tamarack Active Winglets for King Airs 

The King Air series probably holds the crown for workhorse of the business aircraft fleet, with its flexibility on field length, passenger room, and load-carrying capability. So, what if you paired its range with the ability to milk slow-speed loitering for all it was worth? Then you would have a special mission airplane ranking high among a wide portfolio of customers, from the U.S. Air Force to the Drug Enforcement Administration. 

Tamarack Aerospace has installed more than 160 sets of its load-alleviating active winglets on Cessna Citation 525-series jets, and the company reports a range improvement of up to 33 percent through that fleet. Now, it’s translating what it calls its “SmartWing” technology to the King Air series. Answering the call from companies that fulfill military contracts, Tamarack has developed its active winglet tech for King Airs, adding 23 percent improvement in endurance, 18 percent improvement in range, and a reduction in stall speed such that pilots can see takeoff and landing distances reduced by up to 15 percent. 

We flew with the winglets installed on both the 200 and 300 series King Airs to observe them in action. For the 200, since Tamarack aims its product at the military and special ops, the company used a King Air C-12 variant of the 200 for flight testing. On the climb up to 17,000 feet msl, we maintained an indicated airspeed of 110 knots—below the blue line printed on the gauge— and a climb rate of more than 3,500 fpm sustained for a time to climb from near sea level of 6 minutes. 

We performed a series of maneuvers to demonstrate the low-speed handling—and the winglets engaged to mitigate the effects of any turbulence we flew through. Stalls in the landing configuration led to an indicated airspeed of less than 55 knots on the dial. We went on to loiter at that same 110 knots and about 336 pph total, leading to about 7 hours of endurance—optimized for the mission. That translates to the ability to dispatch for a flight in which the lower fuel load and overall reduced takeoff weight can ensure the airplane is able to make any required single-engine climb gradients. 

• READ MORE: The Most Fuel-Efficient Turboprop Singles

Nick Guida, founder and CEO of Tamarack, developed the original load-alleviating technology a little more than 10 years ago. He describes how the system works: “Typically, at really low lift coefficients, you’re not going to get a benefit from [normal] winglets because the induced drag [value] is much lower—so if you had low, low lift coefficients, most of the drag is from form drag rather than induced drag. But as you fly high coefficients, higher altitudes, lower indicated speeds… that’s where winglets really shine. 

“At limit load, in really big gusts or maneuvers, it’s pushing down on the wing, but when you’re pulling Gs, the wing wants to go up,” Guida continues. “So, it’s counteracting the effect of a winglet, but in a very short period of time. A gust typically on this airplane is less than half a second, so for half a second they pop up, kill the load, and you don’t care about efficiency during that one-half a second cause that’s such a [short] occurrence. As soon as you go back to normal, you’re flying straight.” 

The mod adds more than 4 feet of wing, per wing—9 feet total on the King Air. Tamarack is in the process of certifying the SmartWing system on the 200 and 350 models, in both civilian and military variants. 

Garmin Digital Autopilot for TBMs 

You might think the opportunity to trade analog gauges—like a creaky horizontal situation indicator (HSI) and yellowing attitude indicator—for glass primary and multifunction displays would be enough of a reason to consider upgrading a 700-series TBM from its original panel configuration to a Garmin suite. While the Silver Crown nav/com radios, KFC 275 autopilot, King EFIS 40 electronic HSI, and optional loran and RDS-81 weather radar made the panel state of the art at the time it debuted, we’ve come a long way, baby, since 1988. 

But that’s not the real delighter to be found in the transition. 

Actually, the word back from owners who have installed new avionics focuses on their satisfaction with the upgrade to the Garmin GFC 600 digital autopilot, according to Mike Sweeney, avionics specialist for Daher’s award-winning service team in Pompano Beach, Florida. “That’s what pilots are most impressed by,” Sweeney says. While it makes sense that the smoother coupled-approach modes, fly-by turns, and autosequencing during a go-around would top the list, there are other more quotidian features to the GFC 600 operating behind the scenes. 

The brushless servos that drive mechanical inputs to the flight controls offer significantly more power, making for better control over the aircraft than the brush-motor servos in the legacy autopilots, such as the 275 and the then-upgrade, the KFC 325. The GFC 600 requires at least a Garmin G600 or G1000 TXi to couple with in order to gain the most, but a full panel of new glass is not necessary. Or, if the owner opts for a GTN 750 Xi, they can take advantage of new features like Smart Glide—a kind of “autoland lite” that acts as an assistant to the pilot in the event of a power loss. 

We flew with the GFC 600 installed in a very early serial number TBM 700—and the smooth nature of the new system is unquestionable, readily complementing the fine handling characteristics and solid control feel of the sleek turboprop. 

An installation of the autopilot alone can be accomplished for roughly $60,000. And while many products are on a four- to six-month backorder from Garmin at press time—supply chain woes continue—a wide range of shops can perform the work. 

Another popular upgrade in the works, according to Sweeney? The Garmin GWX 8000 Doppler weather radar. “It has the same footprint as the [GWX] 75 it replaces,” he says. The high-def, four-color palette shines brightly in comparison to the legacy radars with their glowing green sweeps—providing detailed contouring of storms and automatic threat analysis. 

There’s definitely a new life out there for the trusty turboprops that have carried us through the last 30, 40, 50 years.

The post Upgrades Offer New Life for Legacy Turboprops appeared first on FLYING Magazine.

Blackhawk Aerospace says it is developing an supplemental type certificate (STC) for the Pilatus PC-12, replacing the PT6A turboprop engine with a new, more powerful model.

The single engine turboprop conversion builds on Blackhawk’s success with Cessna’s Caravan series of aircraft.

The news was announced at a press conference at the National Business Aviation Association’s Business Aviation Convention and Exhibition (NBAA-BACE).

Bob Kromer, senior vice president of business development at Blackhawk Aerospace Upgrades, said the program will be offered for PC-12, PC-12/45, and PC-12/47 aircraft produced between 1994 and 2008, of which there are more than 600 on the market. These airplanes have been in operation for decades and, for many, the engine has reached the point where it needs its first or even second overhaul.

In place of the original PT6A-67B, Blackhawk will install a PT6A-67P. Because the company has delivered more than 1,700 PT6 engines to more than 1,000 aircraft, Kromer said the price point for a replacement makes sense in lieu of an overhaul. The cost of the conversion is expected to be approximately $800,000, including a new propeller, which will likely be a Hartzell prop, according to Jim Allmon, president and CEO of Blackhawk Aerospace.

Other Improvements

In addition to getting a new engine, PC-12 operators can expect significant performance improvements at higher elevations from the Blackhawk conversion. Performance with the upgrade begins to improve significantly at around 15,000 feet, and Blackhawk estimates a cruise speed jump of more than 20 ktas above 20,000 feet.

The STC is expected to be complete in Q1 of next year.

The post Blackhawk to Offer Pilatus PC-12 Upgrade appeared first on FLYING Magazine.

Piper PA-46-500TP Meridian

Though both turboprops seat six in pressurized comfort and derive their power from a Pratt & Whitney PT6A, that’s about where the comparisons between the TBM 900 and Piper Meridian end. The Meridian is a full 70 knots slower than the TBM 900 (330 ktas vs. 260 ktas), its range is nearly 600 nm shorter (1,582 nm vs. 1,000 nm), and it weighs nearly 1,400 pounds less (7,394 lb. MTOW—max takeoff weight—vs. 5,000 lb. MTOW). But the Meridian also sells for around $2.2 million versus the TBM 900’s purchase price of about $3.7 million.

Beech King Air C90GTx

There’s no question that the King Air C90GTx can carry a heavy load and has more room in the cabin, but it has a hard time competing with the TBM 900 in most other metrics. The C90GTx cruises at 272 ktas versus 330 ktas for the 900, its range is limited by virtue of its second engine, and operating costs are higher as well. The price of the C90GTx at $3.8 million is nearly identical to that of the TBM 900.

Cessna Citation Mustang 510

Cessna has paused production of the Mustang, but the model both used and new remains the single most common competitor to the TBM 900. The similarities are numerous, from top speeds within 10 knots to similarly sized club-configured cabins to Garmin G1000-based avionics suites. The two major differences, jet versus turboprop and twin versus single, are disputes left to individual philosophies.

Cirrus SF50 Vision Jet

Cirrus’ under-development single-engine jet seems an unlikely competitor for the more expensive, faster and longer-legged TBM 900. Then again, both models could suit pilots stepping up. While the TBM outdoes the SF50 in terms of speed (by 30 kts), range (by around 900 nm at max weight) and conventional beauty, it is not a jet and it does not have a chute. Coupled with the price delta, the SF50 could be a strong competitor for some customers.

*Preliminary figures from 2104

Pilatus PC-12

The somewhat more expensive Swiss single shares many things in common with the TBM, but as it has always been, buyers will not be confused here. The PC-12’s cabin is best in class, its rough-strip capabilities are legendary, and the big door allows absurdly big loads. But the TBM is faster by a lot, more fuel efficient, and sleeker on the ramp. As always, buyers will weigh these factors versus their typical mission profile and decide. We want one of each.

Read More: We Fly: TBM 900

Read More: The Latest on the TBM Series

The post Aircraft Comps with Daher-Socata TBM 900 Versus the World appeared first on FLYING Magazine.