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of the vital signs is available atop the stack, for precise reference. The full-size standby steam gauges are on the left side of the panel.Getting UnderwayStarting is modified slightly from normal injected Continental procedure. We cracked a throttle an inch, turned the boost pump on, advanced the mixture to prime the system, then returned to idle cut-off while pressing the starter button. With ignition, the mixture goes to rich and the throttle is retarded to idle. Repeat as needed.Avionics on, the G600 panel stabilizes quickly and the usual verifications are ran through to get everything aligned. Visibility for taxi is great over the sloping nose and nosegear steering is responsive. Pre-takeoff checks are simplified by the large annunciator display in the glareshield. Runup procedure begins with a furious 2,300-rpm magneto test and prop exercise, followed by a feathering test at 1,500 rpm. Boost pumps are on, cowl flaps are checked open, pitch trim is set, and we’re good to go.After a brief pause to advance throttle to awaken the turbos, the power was moved up to the 38-inch automated redline. Acceleration was brisk at our two-up weight, quickly bringing us to the 81-knot recommended rotation mark. We flew away at 90, using about 1,800 feet of pavement, and entered a cruise climb at 110 knots, with power pulled back to 35 inches and 2,500 rpm for noise abatement. The VSI gave us 1,100 fpm evenin cruise climb; a max-rate check yielded 1,500 fpm. The Seneca V is a strong climber.Big Plane HandlingWe reacquainted ourselves with Seneca handling by staying in the local area, buttoning up the cowl flaps at 4,500 feet; the CHTs run dependably cool, according to Keith Vasey. We set power to the max cruise of 30 inches and 2,500 rpm, which pulled 30 gph total throughOCTOBER 2012TWIN & TURBINE • 11