Australian Flying - July 2018

limits in Torque, ITT and Ng. The

pressurisation was being looked

after for us automatically as we

climbed towards our cruising level

of 10,000 feet. In fact at that level,

the cabin altitude was still at sea

level as the cabin is pressurized at a

maximum of 5.5 PSI differential.

On the cruise

After negotiating through

Amberley’s airspace, Thomas

took the opportunity to show

me many of the features and

economy of the M600 including

the ability to access satellite data

communications to gain weather

both wind and

METAR information.

Normally, the aircraft would be

cruised at around FL240-FL280

where it returns around 280

KTAS at approximately 1 pound-

per-mile economy. At 10,000’, we

were seeing 240 KTAS and 370

pph fuel f low.

36

AUSTRALIAN FLYING July – August 2018

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now to ready to move to the

holding point, obtain our airways

clearance and aviate.

With the f laps set to the t/o

position, the power lever was

advanced to around 1500 psi TRQ

and the M600 accelerated rapidly

towards an initial rotate speed of

85 KIAS. I found maintaining

the centerline relatively easy with

the powerful rudder design of

the aircraft and direct nose-wheel

steering at lower speeds.

The back pressure required

at lift-off was a little higher

than I expected, but provided

positive response.

Initial obstacle clearance

climb out speed of 95 KIAS is

quickly achieved and after the

gear and f laps had been retracted

and the circuit area cleared, I

accelerated the aircraft to a cruise

climb speed of 145 KIAS at 1500

fpm. Best rate of climb is achieved

at 122 KIAS.

During the climb, we only

needed to monitor the engine’s

outlets making for a comfortable

f lying environment.

Taxying the M600 required little

extra power with our light weight,

and the M600 quickly accelerated

to a comfortable taxying speed.

With the reversing propeller, taxy

speed was easily controlled not by

riding the wheel brakes, but by

pulling the power lever back to the

Beta position: zero pitch.

This is achieved by pulling the

power lever slightly up and aft of

the idle detent. Only momentary

selections were required to control

the speed before returning the

power lever back to idle as we taxied

out to Archerfield’s Runway 10.

Having a turbine power unit

doesn’t negate the requirement for

a propeller check. After entering

the run-up bay and parking

the brakes, the power lever was

advanced to 1900 RPM for a

propeller governor check followed

by a reverse and Beta lock-out test.

After all the other normal

pre-take-off actions, we were

The new

wing design

allows wider

gear track

delivering

enhanced

ground

handling.

Flight Test