http://www.saflyermag.comsimply a useful by-product of that decision I
don’t know, but it is a definite improvement.
It isn’t that the Matrix’s autopilot controller is
badly placed (it isn’t, being easy to both see
and reach) it’s just that the AP controllers in
turbine-powered aircraft are usually located
towards the top of the panel.
Another change is that the standby
analogue ASI, AI and altimeter immediately
to the left of the pilot’s PFD have been
replaced by an Aspen Avionics EFD-1000
‘Evolution’ standby instrument. I last saw
one of these when I flew the Pilatus PC-21,
and it really is a cracking piece of kit. An
entirely self-contained unit (it even has
an integral battery), it not only provides
airspeed, altitude and attitude but also
navigation information. Look closely at
the accompanying cockpit picture and
you’ll see that there isn’t even a ‘Whiskey
Compass’ on the M500’s flight deck. To
ensure that the panel is as clutter-free as
possible, many of the switches are in a neat
overhead panel.
Obviously the power control levers are
very different from the piston versions, with
just a fuel condition lever and power control
to operate. This mostly controls the engine
(the prop is automatically governed at 2,000
rpm) although lifting it up and back over a
gate allows you to select ‘Beta’ (this flattens
the prop pitch, which produces less thrust)
and then ‘reverse’.
Other little differences between the
M500 and the Matrix I flew last year include
the addition of rudder trim (a small rocker
switch to the left of the flap selector) and
removing the three green position indicator
lights next to the undercarriage lever (the
undercarriage’s status is now shown on
the MFD). The very neat alpha-numeric
keypad at the bottom of the centre console
remains the same. This controls the same
fully integrated Garmin G1000 avionics
suite; although with the M500 the digital
pressurisation system is also linked to the
G1000. The cabin heater has also been
greatly improved, with a rotary knob for
climate control replacing the rather crude
push/pull knobs.FLYING THE M500
With Piper’s Manager of Experimental
Flight Test, Craig Masters, in the otherseat and a Piper dealer called Rich in
the cabin, we prepare to start the engine.
Thus far I’d be extremely impressed by
the M500’s level of sophistication, so you
may well imagine my surprise when Craig
produces a large POH and begins reading
the pre-start checklist. Having flown many
aircraft fitted with electronic checklists I am
frankly amazed that the M500 doesn’t have
one, although I strongly suspect that this
omission will soon be rectified.
Starting the turboprop engine is very
straightforward; simply press ‘start’ and
above 13% Ng move the fuel condition lever
to ‘run’. The PT6 lights with its characteristic
muffled ‘whumpf’ and we get a nice coolLEFT - To ensure that the panel is as clutter-
free as possible, many of the switches are
in a neat overhead panel.BELOW - Dave Unwin with the M500 test
plane. This most basic of paint schemes
was part of Piper's efforts to keep the M500
‘off the radar’. They did a good job.