I have a little over 2600 hours in meridians. Most of it being one of the factory 01s that had high gross weight. We bought the airplane with 659 hours on it in 2013 and sold it 22 months later with 2550 hours on it. I would stay away from mmopa if it were me. They have a poor culture when it comes to safety, anti standardized training is my biggest concern. I would use Dick Rochfort for training, I found him to be the most knowledgeable and big on standardized training. I’ve been flying pa46s since 2001 when we got our first Malibu. Wish we never got rid of it. The biggest issue is parts, Aviall is so slow. Everything was 60 days. The good news is there weren’t many parts it needed. We put the 1500 in ours and it’s a great addition now that the kinks are worked out with the 3100 it’s better yet. Our hot section price was 9500, all in. Most don’t fully understand the science of sulfadation and try to go easy on a turbine, while causing more damage. Hence the higher prices on hot sections. The key is to get the itt above 700 and don’t cruise less then that. I found ours was really a 700 mile airplane, we are dc based, so we only made south Florida 2 times nonstop, even with 2 people on board. I was shocked how well the meridian held up to our use and cycles, being it’s not of pc12 or tbm build quality. When it was time for waas and lpv in 2014 I was not a fan of the g500 so I opted to keep the meggits, which performed flawlessly for me, and depicted information better for me, we went with ifds and loved them. I did fly an avidyne plane a fair amount and liked it too, we had a 2010 for a while and I never cared for g1000, the center pedestal makes it even harder to get in and out. I’m certainly willing to talk about my experiences with anyone.
Craig Woodberry

I have a little over 2600 hours in meridians. Most of it being one of the factory 01s that had high gross weight. We bought the airplane with 659 hours on it in 2013 and sold it 22 months later with 2550 hours on it. I would stay away from mmopa if it were me. They have a poor culture when it comes to safety, anti standardized training is my biggest concern. I would use Dick Rochfort for training, I found him to be the most knowledgeable and big on standardized training. I’ve been flying pa46s since 2001 when we got our first Malibu. Wish we never got rid of it. The biggest issue is parts, Aviall is so slow. Everything was 60 days. The good news is there weren’t many parts it needed. We put the 1500 in ours and it’s a great addition now that the kinks are worked out with the 3100 it’s better yet. Our hot section price was 9500, all in. Most don’t fully understand the science of sulfadation and try to go easy on a turbine, while causing more damage. Hence the higher prices on hot sections. The key is to get the itt above 700 and don’t cruise less then that. I found ours was really a 700 mile airplane, we are dc based, so we only made south Florida 2 times nonstop, even with 2 people on board. I was shocked how well the meridian held up to our use and cycles, being it’s not of pc12 or tbm build quality. When it was time for waas and lpv in 2014 I was not a fan of the g500 so I opted to keep the meggits, which performed flawlessly for me, and depicted information better for me, we went with ifds and loved them. I did fly an avidyne plane a fair amount and liked it too, we had a 2010 for a while and I never cared for g1000, the center pedestal makes it even harder to get in and out. I’m certainly willing to talk about my experiences with anyone.
Craig Woodberry

.... one is still for sale now, at a lower asking price than I offered....

Made offers that I thought were realistic, but none were accepted. At least one is still for sale now, at a lower asking price than I offered.

Made offers that I thought were realistic, but none were accepted. At least one is still for sale now, at a lower asking price than I offered.