SA_F_2015_04_

44 SA Flyer

start. Obviously we keep a close

eye on the inter-turbine temperature

(ITT) gauge during start-up (an over-

temp is expensive) but it never looks

like getting close to its upper limit.

Nevertheless, I’m really surprised

that there’s no FADEC.

Taxiing out I notice that, despite

holding the power lever on the

idle stop, it consistently wants to

accelerate, so to avoid constantly

riding the brakes Craig suggests

pulling the power lever back into

Beta, which works well.

Out at the run-up point we

conclude the pre-take-off checks

rapidly, and with the trims and flaps

set I carefully point the big cowling

down the centreline, stand on the

brakes and slowly increase power

to 40% on the torque gauge. Then I

release the brakes, push the power

lever forward and hurriedly pull it

back a bit when the torque indicator

slips into the red. I just can’t believe

this engine doesn’t have FADEC!

At 5,092 lb the M500’s MTOW

is around 800 lb greater than the

Matrix’s, but with about 350 lb of

fuel and three on board we’re well

below that. Ambient conditions are

pretty close to ISA, with a slight

crosswind from the left. Now, the

initial acceleration of a Matrix or

Mirage is somewhat pedestrian, but

the M500 positively surges down

the runway and the rotation speed

(Vr) of 85 kt comes up very quickly.

Positive rate – gear up, flaps up and

the M500 scorches skyward at 120

kt and 1,200 fpm.

The best rate of climb (Vy)

speed is 100 kt but the forward

visibility is distinctly compromised

as the deck angle is really quite

steep, and as both Craig and I like

to see where we’re going I take his

advice and trim for 120 kt. Even

at this less-than optimum speed

the climb rate is pretty impressive,

and I soon discover why Piper has

given the M500 electric rudder trim.

That big prop does indeed produce

considerable amounts of torque,

precession and P-factor and I very

quickly notice that whenever I adjust

either airspeed or power I also need

to adjust the rudder trim in order to

keep both the slip ball centred and

the pedal forces neutral. An ‘out of

trim’ arrow on the MFD shows which

way to press the rudder trim rocker.

One of the best-kept secrets in

aviation is that the engines of turbine

powered aircraft are significantly

easier to operate than piston-

powered machines. So whereas

in say a Bonanza, Cardinal or

Comanche I’d have been constantly

adjusting throttle, prop, mixture and

cowl levers to optimise performance,

with the M500 all I do is occasionally

tweak the power lever – and if it had

FADEC I wouldn’t even have to do

FROM TOP TO BOTTOM

Comprehensive multi-functional

display. Even the landing gear lights

are displayed here.

No analogue instruments. Standby

analogue ASI, AI and altimeter of

previous PA-46 types have been

replaced by the Aspen Avionics EFD-

1000 ‘Evolution’.

Highly capable GFC-700 autopilot.

Electronic Stability Protection comes

into play when the AP is disengaged

and the pilot is hand-flying.

Simple operation - only power control

and fuel condition levers, and alpha-

numeric keypad at the bottom of the

centre console to control MFD.

Punching the blue ‘LVL’ button on the

panel automatically engages the AP

and returns the aircraft to straight-

and-level flight.

I just can’t

believe this

engine

doesn’t

have

FADEC!

FLIGHT TEST