If each of us spent more time in Vero Beach, we would likely walk away with a different opinion on what is the right airplane. That's not because the Meridian is the most spectacular airplane on the market, but for an entirely different reason than we've discussed here. We would stop making direct comparisons of Meridian to TBMs, realize they fit in a different box, and then we'd determine which one of those boxes we fit in.

Meridians are built for the owner/flown market. Nobody knows the owner flown market better than Piper, because they have to. Beech, Pilatus, and Socata are very dependent and weighted on non-GA revenue. Piper counts solely on owner GA customers for their revenue, and they have to listen.

The simplicity of a Meridian may be a turnoff to some, but that is what saves the butt of owner/operators. We all like would like to think we are space shuttle pilots. Maybe a few here are. It's may be ok to lie here on BT, but just don't lie to yourself. If you fly a longer trip every month or so, with a local hop once a week (very typical), you aren't a space shuttle pilot.

Piper designed the inertia separator much differently than what is discussed here. The separator is always active because it is inherit in the design of the plumbing. I suspect that is unique due to the significantly de-rated HP and the need for lower air flow. The cowling intakes do not require any deicing as well. Nothing to manage, and nothing to forget. It has one power level and you fly to torque, much easier to manage. It's a pretty simple turbine.

The de-ice system is a big plus for those with less experience. The Meridian was the latest of all the turbines to get certified, and that occurred after the ATR icing crash in Indianapolis. Those boots proved to be too small. New certification requires larger boots and the Meridian has them. They are a big improvement over a King Air, Pilatus, and TBM. In most cases, the earlier designed boots sufficiently work, but most of us need all the wiggle room we can get.

Think of the Meridian as the perfect VLJ. The failed projects of the early 2000s failed for several reasons. It's probably good they did. Us lower time owner pilots have no business descending like a lawn dart into a busy TSA fumbling around on our FMS, trying to figure how to make the airplane do what the guy in the speaker told us! The Meridian comes down at 180 knots (indicated), kinda slow, just perfect for a Bonanza owner!

It's funny. We all talk about why Beech doesn't build a pressurized single turbine that's deiced, radar, etc. Don't forget to add we want much lower operating costs than the other choices. Well, here it is. If you fly light missions like a Bonanza, a Meridian makes total sense (2-3 people 900 NM or 4 people 5-600 NM). A Meridian might just be perfect.

Maybe instead of comparing airframes and capabilities, we'll look more inward to ourselves and our own capabilities. It is much more important to pick the right airplane based on YOU! If you are OK with 40% + more operating costs, you are very proficient pilot that flies at least 3-4 times a week (200 + hrs per year), you probably want more capability.

Does that explain why I say to quit making direct comparisons?

Excellent post.

I find it very hard to believe it is 40% more operating cost.

What if your an owner pilot that needs to take 4-6 people 600+ nm? Seems silly to use something that would have to make a stop for that short of a trip.

If the purpose of not having an inertial separator that actually functions is to make the plane easier to fly for the owner operator, then IMO that person probably has no business flying that type of airplane. It's just not that hard to do.

Let me put it this way. If they can't handle the work load of flipping a switch every once in a while, then it scares me to think that such pilot is cruising 270 kts around our skies.

It's my opinion that most can handle it which again, makes it strange to me that they chose the engine they did.

Tom,

Look up JetBed.

They make blow-up extensions to go between the seats and make a flat sleeping surface.

While the Pipers are not listed, they have many other models and you might find something that fits. Just call them with your Seat distance/height measurements.

I can testify that there are some scary pilots flying around at 270KTAS.

But even taking those aside, the issue is not how hard is it to flip a switch. But how hard is it for 1000 pilots to flip the switch over 1000 hours 100% of the time. Workload reduction is like weight reduction. It matters in aggregate and the way you do it is a few pounds at a time. The issue is not can they flip a switch but can they remember to flip a switch and do 4 other things while bouncing around in icy IMC and programming a NYC Tracon reroute.

Airplane accidents mostly happen when people should have known better. You prevent accidents by keeping decent pilots from dying when they have a bad day. The Meridian design philosophy embraces this.

I can testify that there are some scary pilots flying around at 270KTAS.

But even taking those aside, the issue is not how hard is it to flip a switch. But how hard is it for 1000 pilots to flip the switch over 1000 hours 100% of the time. Workload reduction is like weight reduction. It matters in aggregate and the way you do it is a few pounds at a time. The issue is not can they flip a switch but can they remember to flip a switch and do 4 other things while bouncing around in icy IMC and programming a NYC Tracon reroute.

Airplane accidents mostly happen when people should have known better. You prevent accidents by keeping decent pilots from dying when they have a bad day. The Meridian design philosophy embraces this.

I certainly wouldn't say that. I don't have the exact dimensions handy but the Meridian cabin and luggage area are quite a bit roomier than an A36. I'm sure someone will post actual specs.

This conversation got me thinking. The FAA doesn't make much sense to me. They make it quite easy to get a pilots license yet the demands they put on manufacturing a product and making a product better is so cumbersome. Yet, the majority of the accidents are caused by pilot error and not plane malfunction.

I was flying over Indy not too long ago in IMC, SOLID IMC, when I heard someone pipe in to the radio asking for help. He was in a panic because he accidentally flew into IMC and he wasn't sure what to do. My first thought was, wtf are you out flying VFR on a day like today (clouds were solid down to 1.5k feet and he was at 3500...). You could tell quite easily that the pilot was panicked. Then he came on and said that he is an instrument rated pilot but didn't know what to do in this situation. All I could think of is, holy crap this is why there are so many pilot error accidents, because there are people out there flying in airplanes/conditions they have no business flying in yet they have the certification. The FAA needs to pressure the pilot training side more than the manufacturing side. Any company is going to build the plane to be as safe as it can be because nobody wants to have a bad rep of having planes that fall apart, but there are lots of people out there flying an airplane that have absolutely no business doing so.

Edit: It's crazy to me that it's the insurance companies that require extra training to enter into a turboprop airplane and not the FAA.

I took my A36 to Sun and Fun and went over with a friend who is seriously looking at a Meridian. Trying to get into the pilot seat was a total pain. The sales guy was attentive and tried to teach me the Meridian shuffle. I gave up as I concluded I can easily get in and out of the Bo and didn't have to dance to do it. I am now lusting after a TBM .....specifically a 750 that a different friend has for sale with the dual GTN stack that I like far better than the g1000. I don't think I will be able to cash in my chips before it sells. I will look for similar when ready.

Was it an 850?

I currently own a ‘06 Meridian and stepping into KA200 for more useful load,, but I would say it’s the most economical TP you can own. No doubt TBM & PC12 are great airplanes but Meridian is the best logical step up from piston. I upgraded from Piper Mirage into Meridian and the process was a piece of cake. It takes roughly 10-15 hours to change the mind set from piston to fuel flow management in TPs.

I researched and compared Jet props v/s Meridian and for me Meridian had an edge in all aspects. It’s a newer FAA certification, de-rated engine, inertial separators, all glass Ayidyne etc. I routinely fly at FL270 & 280 for most trips and see 260+ knots @ less then 40gph. Full fuel you can carry 700lbs and 700nm range (no wind) with enough reserves. I see at least 1400ft/mn climb even on hot summer days all the way up to FL230. My annual inspections go around 15K and that’s about it.

My mission profile has changed lately and need to carry more people and therefore moving into something bigger, otherwise I am a very happy Meridian driver.

Well, that's your opinion and I can't say that your wrong. I would have to say the opposite in my opinion would be true. I've also looked at both and believe the Jetprop to be the better setup/airplane.

It all depends on what someone perceives to be important to them.

BTW they have all glass Jetprops too.

I know if you have to ask you cant afford, and I know I cant afford but what is the actual cost to purchase a plane like you have listed here?

If I had to guess the asking price would be somewhere around $1.5-$1.6m

1.5 ish, maybe a big higher.

The earliest TBM's are starting to be available just under 1 million but they have lesser useful load and a smaller entry door. I saw a high time (6000+ hrs) one with recently overhauled engine advertised for $700K or so. I don't know if the airframe or any major parts have significant life limits, but that seemed like a great deal.