Six-seat pressurized turboprop with Garmin Autoland · Single-engine turboprops · production 2020–2023 · See its reach on the 3D globe
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A Piper M600/SLS costs approximately $3.12m (€2.89m) to $3.74m (€3.46m) to buy at 2023 market values, and about $189k (€175k) a year to own flying 80 hours, roughly $2,368 (€2,193) per flight hour all-in. It seats 6, cruises at 274 kt (315 mph) and has a published range of 1,658 nm (3,071 km), needing about 2,635 ft (803 m) of runway. Figures are indicative planning estimates compiled 2026-07, not a quote for any specific airframe.
The M600/SLS matters for one headline reason: it was the first aircraft certified with Garmin Autoland, the Safe Return system that can land the aeroplane if the pilot is incapacitated, a genuine milestone in owner-flown safety. It pairs that with strong range and PT6 dependability in a pressurised single. Its commercial life was short because the faster, longer-legged M700 arrived quickly, which can help used value. For an owner-pilot who wants pressurised turboprop travel with a safety net, it remains highly relevant.
The M600/SLS is a pressurised single-engine turboprop in the PA-46 family, combining a PT6 engine with Garmin avionics and Piper's HALO safety package. Piper's published model material supports its configuration and technical reference data. It is best evaluated as an owner-flown regional transport whose cabin loading and paved-airport mission matter more than a simple speed comparison with larger utility turboprops.
A six-seat cabin does not establish full-seat range: actual empty weight, baggage, fuel and reserves must be loaded for the recurring trip. Engine and propeller programmes, recurrent training, pressurisation, landing gear, ice protection and avionics support create the ownership commitment. Surface and runway suitability must come from approved performance and operator policy, not a category-level assumption.
Wealthy owner-pilots who want jet-like altitude, speed and pressurisation and who value the autonomous autoland as peace of mind for their families.
Pilots who need to haul bulky cargo, or operators intending to fly into rough, unimproved backcountry airstrips.
First-party reference values for this model. They are shown separately from PlaneFit planning estimates and do not enter Finder or cross-model rankings until each field is normalised across the catalogue.
| Maximum takeoff weight | 2,722 kg |
|---|---|
| Useful load | 1,089 kg |
| Usable fuel | 984 L |
| Landing distance | 810 m |
| Maximum approved altitude | 30,000 ft |
| Engine | Pratt & Whitney Canada PT6A-42A, flat-rated to 600 shp |
Indicative planning data, compiled 2026-07. Verify against the AFM and records.
| Seats | 6 |
| Realistic payload with mission fuel | 1,504 lb (682 kg) |
| Published planning range | 1,658 nm (3,071 km) |
| Practical planning radius (4 people) | 1,111 nm (2,058 km) |
| Cruise speed | 274 kt (315 mph) |
| Runway need | ~2,635 ft (803 m) |
| Landing gear | Retractable tricycle |
| Pressurised | Yes |
| Fuel | Jet A-1 |
| Fixed annual base | $113k (€105k) |
| Direct cost per flight hour | $950 (€880) |
Strong range and Autoland safety in an owner-flown package, but it was quickly superseded by the faster M700.
Indicative cash costs at 2023 market values, before financing, depreciation and tax. The fixed base is the same whether the aircraft flies or not, so the effective hourly cost falls as utilisation rises.
| Annual use | Annual cash cost | Effective cost / h | Five-year cash outlay |
|---|---|---|---|
| 40 h / year | $151k (€140k) | $3,785 (€3,505) | $4.15m (€3.85m) |
| 80 h / year | $189k (€175k) | $2,368 (€2,193) | $4.34m (€4.02m) |
| 120 h / year | $227k (€211k) | $1,895 (€1,755) | $4.53m (€4.2m) |
| 180 h / year | $284k (€263k) | $1,580 (€1,463) | $4.82m (€4.46m) |
Every figure above is built from a $113k (€105k) fixed annual base, covering hangarage, insurance, scheduled maintenance reserves and recurring airworthiness costs, plus $950 (€880) per hour flown for fuel, reserves and consumables. It is a planning model for comparing aircraft and testing utilisation, not a maintenance programme quote, insurance quote or pre-buy assessment.
Older examples add calendar-driven maintenance: a 2011-built airframe is estimated at $214k (€198k) per year at 80 hours. Airframe and engine time, maintenance and damage history, avionics, equipment, geography and tax treatment move a real transaction further than the model year does, so price the aircraft in front of you, not the model. A cheaper example carrying deferred maintenance can be the more expensive aircraft once the first annual inspection is complete.
Piper M600/SLS cost guide answers the same figures as standalone purchase and ownership questions, and the ownership cost calculator lets you replace these assumptions with your own hours and fixed costs.
On top of a pilot certificate, this aircraft obliges the person flying it to hold the following. Each one is time and money before the first trip, and insurers usually attach their own minimums on top.
US requirements under 14 CFR 61.31, stated for orientation and not as advice. PlaneFit is not an aviation authority or a training organisation. Other authorities set different rules, and the current regulation and your instructor are what govern.
An indicative 2023 market price for a Piper M600/SLS is $3.12m (€2.89m) to $3.74m (€3.46m). This is a planning estimate normalised across the market, not a quote for a specific airframe. Condition, engine time remaining, avionics and damage history move the real number more than the model year does.
Flying 80 hours a year, a Piper M600/SLS works out at roughly $189k (€175k) annually, which is about $2,368 (€2,193) per flight hour all-in once fixed costs are spread across those hours. The direct cost per hour alone, covering fuel, reserves and consumables, is about $950 (€880).
Published range is 1,658 nm (3,071 km). With 4 people aboard and realistic reserves, plan on a practical radius of about 1111 nm rather than the brochure figure.
Beyond a pilot certificate, a Piper M600/SLS requires type rating, complex airplane endorsement and high-altitude training. 14 CFR 61.31(a) requires a type rating for any airplane above 12,500 lb maximum takeoff weight. Most owner-flown turboprops sit below it and the cabin-class types sit above, so this is the line that separates a checkout from a formal type course. PlaneFit does not store maximum takeoff weight, so check this type's certificated weight rather than assuming either way. These are US requirements and are stated for orientation; confirm them against the current regulation and an instructor.
Plan on approximately 2,635 ft (803 m) for take-off. Check this against the actual runway, surface, slope, temperature and loading, all of which extend the requirement.
Direct comparisons against the models buyers most often weigh against this one.