Buyer's Guides › Turboprop
How to Buy a Piper Meridian / M500 / M600 / M700 / JetProp: Buyer's Guide
A pressurized single-engine turboprop that steps up from piston Malibus at a fraction of TBM or PC-12 money, with real ice protection.
Updated October 2026 · Market data from 49 live fyiAero listings, the FAA registry and NTSB records
Overview
The Piper PA-46 began in the 1980s as the pressurized piston Malibu, later the Mirage. It grew into a family of PT6-powered turboprops, and those turboprops are what this guide covers. The first turbine versions were aftermarket JetProp conversions of piston Malibu and Mirage airframes. Piper then built its own factory turboprop, the Malibu Meridian, followed by the M500, the larger-winged M600 and M600 SLS, and the M700 Fury. All share the same basic cabin: six seats in a club layout, an airstair door, and a pressurization system that lets you fly in the flight levels without a mask.
Right now fyiAero shows 49 PA-46 turboprops for sale, with model years from 1989 through 2026. Asking prices run from $535,000 to $4,582,731, and the median is $1,262,500. Meridians dominate the market. Counting the various Meridian and M500 listing names together, they make up well over half of the inventory. JetProps, M600s and M600 SLSs, and M700s fill out the rest. The FAA registry shows about 706 of these turboprops registered in the US. That is a small enough fleet that good examples move quickly and the history of individual airplanes is often known in the community.
The appeal is simple. You get turbine reliability, jet fuel, known-ice capability on factory airplanes, and roughly 260-knot cruise from an airplane that one owner-pilot can fly and afford to keep. The tradeoffs are a cabin that is tight next to a TBM or PC-12, modest useful load on the earlier models, and insurance and training demands that are real.
Who it's for. This airplane suits the owner-pilot who regularly flies 300 to 1,000 nautical mile trips with family or business associates and wants to get above weather and turbulence. It usually means flying single-pilot under IFR and often into known icing. Most buyers come out of a piston Malibu or Mirage, a Cirrus SR22, a Bonanza, or a light twin. The PA-46 cockpit and handling will feel familiar to Malibu pilots. Expect insurers to want an instrument rating and meaningful total and complex or high-performance time. They will also require formal initial type training at a recognized PA-46 or turbine training provider and annual recurrent training. Low-time pilots, and those new to turbines or pressurization, may be asked to fly with a mentor pilot for a set number of hours before going solo. Get insurance quotes before you sign a purchase agreement, not after, because your hull value and experience will shape both the premium and the conditions.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| JetProp (Malibu/Mirage turbine conversion) | 1984-1999 airframes, converted later | These are piston Malibu and Mirage airframes converted to a PT6A turboprop under an aftermarket STC. Turbine versions and panels vary widely. They are the entry point to the family, and fyiAero listings from the late 1980s and 1990s ask roughly $535,000 to $962,000, with engine model, engine time and avionics driving most of the spread. |
| Malibu Meridian (early, analog/Meggitt panels) | 2000-2002 | This is Piper's factory PT6A-42A turboprop, with a beefed-up airframe, bigger tail and factory ice protection. Early panels are now dated, so many have been or will need to be upgraded. fyiAero asking prices for 2000-2001 airplanes average around $1.12 to $1.16 million. |
| Meridian (Avidyne Entegra) | 2003-2008 | These Meridians moved to the Avidyne Entegra integrated glass cockpit. It works well, but support and upgrade paths matter to resale. Listings from 2005-2008 mostly ask about $1.05 to $1.31 million, depending heavily on engine time and panel. |
| Meridian (Garmin G1000) | 2009-2015 | The switch to Garmin G1000 with an integrated Garmin autopilot makes these the most sought-after Meridians. fyiAero listings for 2009-2015 ask roughly $1.41 to $1.85 million. |
| M500 | 2015-present | This is essentially a refined Meridian, with the G1000 and later G1000 NXi, an updated autopilot with envelope protection, and interior changes. It costs less than the M600 and keeps the original wing and fuel capacity. |
| M600 / M600 SLS | 2016-present | The M600 brought a new wing with more fuel and range, higher weights and a Garmin G3000 touchscreen cockpit. The SLS adds Garmin Autoland and other safety features. fyiAero asks roughly $2.37 to $3.4 million for 2016-2024 airplanes. |
| M700 Fury | 2024-present | The newest version uses a more powerful PT6 for faster cruise and better climb on the M600 platform. Late-model listings on fyiAero average about $4.23 million, and the top asking price in the market is about $4.58 million. |
What a Piper Meridian / M500 / M600 / M700 / JetProp costs to buy
36 priced listings on fyiAero right now ask between $535,000 and $4,582,731, with a median of $1,262,500 and a median of 2,587 hours total time. Against fyiEstimate, 15 are priced below estimate, 2 within range and 17 above.
- Airframe time is a strong value driver. Across fyiAero listings, the median asking price is $3.3 million under 1,000 hours, $2.06 million at 1,000-2,000 hours, $1.25 million at 2,000-3,000 hours, about $1.0 million at 3,000-5,000 hours, and $667,000 past 5,000 hours. The overall median airframe time is 2,587 hours.
- Model year matters, but avionics generation matters more than the number on the logbook. G1000 Meridians from 2009 onward average $1.4 to $1.85 million in current listings, while 2005-2008 Avidyne airplanes mostly sit between about $1.05 and $1.31 million.
- On a turboprop, engine time since overhaul and hot section, plus any engine program enrollment, can swing value by hundreds of thousands of dollars. Price the engine separately in your head, and don't compare airplanes on airframe time alone.
- Treat JetProps as a separate market. The few listed on fyiAero ask between $535,000 and $962,000. Which PT6 model is installed, its time and the airframe's original piston history all matter more than the airframe year.
- Sample sizes per year are small, often one to four airplanes. Use fyiAero's averages as a starting range, and lean on recent comparable sales and a thorough pre-buy rather than a single asking price.
- With 49 airplanes for sale against a registered fleet of about 706, the clean, well-documented, recently upgraded examples tend to sell first. Be ready with financing and insurance lined up.
Average asking price by model year
Median asking price by airframe time
| 0–1,000 hrs | $3,300,000 | 4 listings |
| 1,000–2,000 hrs | $2,059,475 | 6 listings |
| 2,000–3,000 hrs | $1,250,000 | 11 listings |
| 3,000–5,000 hrs | $999,499 | 12 listings |
| 5,000+ hrs | $667,000 | 2 listings |
Pre-buy inspection checklist
Have a shop that knows the type do the pre-buy, and ask them to research every applicable AD and service bulletin. Pay particular attention to:
- PT6 engine borescope and hot section evaluation. Hot section condition, along with compressor and turbine blade health, is the biggest cost exposure in the airplane. Get a borescope by a PT6-experienced shop and compare the findings to the time since the last hot section inspection.
- Engine trend monitoring data and logbook history. Consistent trend data showing temperature, torque and fuel flow over time tells you whether the engine is degrading. Missing trend data on a turboprop is a red flag that warrants a deeper engine inspection.
- Engine program status and transferability. Enrollment in an hourly engine maintenance program and its transfer terms can be worth a large sum. Verify that it is current, paid up and transferable before you close.
- Exhaust stacks and engine mount. PT6 exhaust stacks and mounts on this airframe see heat and vibration cracking. Have them inspected closely and ask the shop to research applicable ADs and SBs.
- Pressurization system, door seals and outflow valves. Run a pressurization test at altitude or on the ground. Weak seals, leaky outflow or safety valves, and tired controllers are common and can ground the airplane for high-altitude flight.
- Landing gear, hydraulic power pack and emergency extension. The hydraulic gear system, actuators, and nose gear components need a gear swing and full inspection. Gear-related repairs on this type are expensive, and history matters.
- Ice protection: boots, heated windshield, prop heat. Factory airplanes are approved for flight in known icing only if every component works. Check boots for cracks and patches, the heated windshield panel for delamination or arcing, and the prop deice brushes and boots.
- Windshields and side windows. Crazing, delamination and cracking in the pressurized windows and heated windshield are costly to fix. Inspect them carefully, especially on older airframes.
- Wing, tail and stabilator corrosion and structural inspection. Look for corrosion in the wing spar areas, tail cone and stabilator attach points, along with any past damage repairs. Have the shop research all structural ADs for the specific serial number.
- JetProp STC paperwork and avionics status. For JetProps, confirm that the STC conversion paperwork, Form 337s and weight-and-balance are complete and match the installed engine. For any example, confirm that avionics databases, software levels and autopilot are current and supportable.
Popular upgrades
- Garmin panel retrofit on older Meridians. Replacing early analog or Avidyne panels with modern Garmin displays and autopilot is one of the most value-relevant upgrades. It narrows the gap with factory G1000 airplanes, but rarely recovers its full cost at resale.
- G1000 to G1000 NXi upgrade. This brings faster processors, better displays and updated features to G1000 Meridians and early M500s. It improves marketability and is a reasonable pre-sale or post-purchase project.
- Autopilot upgrade. Moving from older autopilots to a modern digital unit with envelope protection and automatic level mode is a real safety improvement. Buyers and insurers both like it.
- JetProp engine upgrades. Some JetProps have moved from the original PT6 to more powerful variants. Higher horsepower and a fresh engine noticeably raise value over an original-configuration conversion.
- Propeller upgrades. Composite or added-blade propeller STCs can improve climb, noise and ground clearance. They add modest value and help if the existing prop is due for overhaul.
- Speed brakes, air conditioning and interior refresh. Speed brakes help with descent planning, and air conditioning matters in hot climates. A fresh interior improves first impressions and can shorten time on the market, but none of these move price as much as engine time and avionics.
Ownership costs
fyiAero's operating cost estimate for the PA-46 turboprop puts variable cost at about $490 per hour, mostly fuel plus engine and maintenance reserves. Using 260-knot cruise, that works out to roughly $1.89 per nautical mile, with an estimated range of about 1,018 nautical miles. The estimated all-in annual budget is about $94,309 for just 62 hours per year. That includes fixed costs such as insurance, hangar, annual inspection, databases and subscriptions on top of the hourly costs. Fly more and your cost per hour drops, because the fixed portion gets spread out. Even so, plan for turbine-class bills: hot section inspections, engine overhaul reserves or an engine program, propeller overhauls, and pressurization and ice-protection repairs. Insurance on a seven-figure hull is a significant line item, especially for pilots new to turbines. Against an average pre-owned value of about $1.16 million in fyiAero's estimate, keep a reserve of six figures for the first year's surprises on older examples.
Safety record
NTSB records show 32 accidents involving this family over the last 10 years, 12 of them fatal, with 4 airplanes destroyed. Against an FAA-registered fleet of about 706 aircraft, that is roughly 45.3 accidents and 17.0 fatal accidents per 1,000 registered aircraft over the decade. These are rough rates, since they don't account for hours flown, and these airplanes fly more and in harder conditions than the average registered aircraft. The common threads are the familiar ones for high-performance singles. They include loss of control in instrument conditions or icing, and upsets at altitude, sometimes involving autopilot or trim confusion. Energy management problems show up in descent and on approach, along with landing mishaps from pilots transitioning out of slower piston airplanes. The fixes are equally familiar. Get thorough initial type training and annual recurrent training, preferably in a simulator. Learn the autopilot and ice-protection systems cold, and respect icing limits even with known-ice approval. Fly stabilized approaches at the right speeds, and set personal minimums honestly. Newer M600 SLS and M700 airplanes add envelope protection and Autoland, but training and judgment remain the main safety equipment.
Alternatives to consider
- Daher TBM 700/850/900 series. Faster, with a bit more cabin and payload, but it costs considerably more to buy and operate at comparable ages.
- Pilatus PC-12. It has a much larger cabin, cargo door, big payload and rough-field capability, but it is slower and costs far more to buy.
- Epic LT / E1000. A carbon-fiber airframe with very strong speed and climb, but the fleet is small and support and parts are less established than Piper's.
- Cirrus SF50 Vision Jet. Jet appeal, a parachute and a roomy cabin, but it offers shorter range with a full load, a higher entry price, and different training and insurance demands.
- Piper Mirage / M350 (piston PA-46). The same cabin and pressurization at a far lower price and fuel burn, but it is slower and lacks turbine reliability and, on many examples, full known-ice approval.
Frequently asked questions
How much does a Piper Meridian cost?
Current fyiAero listings for Meridians from 2000 to 2015 generally ask between about $1.05 million and $1.85 million. Avidyne-era airplanes sit toward the lower end and 2009-and-later G1000 airplanes toward the top. Engine time and avionics drive most of the difference.
What does it cost per hour to fly a PA-46 turboprop?
fyiAero estimates variable cost at about $490 per hour, or about $1.89 per nautical mile at 260 knots. The all-in annual budget is estimated at about $94,309 for 62 hours per year, including fixed costs like insurance and hangar.
Is a JetProp a good way into a turboprop?
It can be. JetProps on fyiAero ask roughly $535,000 to $962,000, the lowest prices in the family. You are buying an older piston-origin airframe with an aftermarket conversion, so examine the engine model and time, conversion paperwork, ice protection and structure closely.
What is the difference between the Meridian, M500 and M600?
The M500 is an updated Meridian with newer Garmin avionics and autopilot features on the same basic wing. The M600 adds a new wing with more fuel and range, higher weights and the G3000 cockpit. The M600 SLS adds Garmin Autoland, and fyiAero asking prices for M600-era airplanes start well above $2 million.
How safe is the Piper PA-46 turboprop?
NTSB records show 32 accidents, 12 fatal, over the last 10 years against a US fleet of about 706. That works out to about 45.3 accidents per 1,000 registered aircraft. Most accidents involve loss of control, icing or approach and landing errors, which good type training and recurrent training directly address.
How many PA-46 turboprops are for sale?
fyiAero currently shows 49 for sale, with a median asking price of $1,262,500 and a median airframe time of 2,587 hours. Meridians make up the largest share of the listings.
Piper Meridian / M500 / M600 / M700 / JetProp for sale
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Prices, fleet and safety figures update automatically from fyiAero listings, the FAA aircraft registry and NTSB data. The editorial was written by fyiAero with AI assistance from that data and general type knowledge. It is not a substitute for a pre-buy inspection, title search or professional advice.
