His was N registered in the USA. N246W.

This suggests a C registered MU2 would have been more difficult, at least for Pascal.

Note that an MU2 registered in Canada needs a type rating (Canada requires this for planes with cruise speed of 250 knots or more, the MU2 is 250 knots max, so it JUST qualifies).

Mike C.

Of course Calgary is a drier climate than the east coast. But, remember, I flew from/to Indy, not exactly a dry climate. IOW, I wasn't only contending with icing in Calgary. While frequency of icing on the east coast/Maritimes may be higher, it is not iced up all winter at all altitudes. There are clear days and days where the icing level is high enough to complete this flight. Those are the days this trip should be taken by the OP pilot for his mission given his budget and at this point in his flying career. IMO.

The issue with a traveling airplane is that you don't know in advance if your schedule fits the nice weather days.

There can be a whole week where eastern Canada is under low icy clouds. Getting stuck like that is a bummer and makes the plane far less useful.

IMO, having some form of deice will be a very welcomed feature, more than twin, speed, or pressurization, for THAT area of the world.

Mike C.

Thanks for all the feedback gang. Let me try to catch up.

Home Base is Ottawa, Ontario. Cape Bretoner originally. Maintenance/service here doesn’t seem that broad. Montreal seems pretty good though, I’m not really sure though.

1 solid week of grey cold overcast drizzle, freezing rain in Cape Breton during winter is common even expected. 1 month or more can happen too.

Based on all this great feedback here’s where my thought are right now

- Twins are my favorite but I don’t think I really want to go down that road. Too much of, well, everything.
- FIKI doesn’t really fit my price range. There are some options for TKS but just the wings. Seems like you’d want props and windshield to be operational the whole time too.
- Mooney’s useful load doesn’t look very appealing. Yes I could take my wife but all my friends and I are north of 200lbs. I’m also 6’3. They just don’t seem to be my style/size of airplane. I think I would need more elbow room, though I’ve never sat in one.
- The best choice for me seems like one of 2 things.
A) boosting my budget (which is possible, just probably wait till next year) and get a SR22 G2 for 250k and keep my winter trips out east to a minimum. Eventually getting the FIKI TP.
B) Make my 150k my down payment on the meridian. I could do 3500-5000 a month. Our friend Mike went straight to MU2 from single. That seems like a few more steps then meridian. I think it would be less hassle to do the 100 hours duel in the meridian or whatever insurance company wants, than to buy, own, and sell another plane. Internet land seems to say that transitioning to meridian isn’t too intense. It would be nice to not constantly think about upgrading (until I get into PC12 territory )

I totally agree and that's why I suggested an SR. It's probably the plane I'd put in pole position if it were me, assuming I could make the W&B work. At the same time, these are pleasure trips we're talking about and getting stuck some where is not a bug of GA, it's also a welcomed feature!

My A36 TKS installation (inadvertent, not FIKI) includes a slinger for the prop and a spray bar for the windshield. I suspect that's common, for exactly the reason you mention.

Ray, I'm based in Ottawa as well. Ok, not Ottawa proper, but rather CYRP Carp.

One factor not mentioned in my little diatribe above, and of significance since you're based in Ottawa, is that Montreal frequently is under capacity restrictions and won't allow VFR traffic through their terminal control area. This is particularly problematic in the summer months when the heavily-unionized NavCanada controllers are taking their summer vacation and one of the scheduled controllers calls in (AHEM!) sick on the weekend. Montreal airspace has been closed to VFR just about every weekend this summer.

All that to say you need to be prepared to NOT file direct. Divert north of Montreal, north of CYA332/333 and 644/645 parachuting areas via T731 airway, then over Trois Rivieres before going direct eastbound. Quebec TCA is pretty good - they'll let you through pretty regularly.

Once across northern Maine the first airport you can count on using is Grand Falls CCK3 - expensive fuel, but recently repaved runway and good people to deal with.

I wish you good luck in whatever airplane you choose to go with. If you get a chance to drop out to Carp - I'm at the east end co-located with EAA Chapter 245.

Hey, Thanks for the tips! This is the beginning of a long process no doubt. Luckily I love every minute of it.

I haven't been into Carp yet. I've landed in Gatineau and Petawawa. I did my PPL at Rockcliffe. Not sure how I missed it actually. Ah well, I'll get there one day

I agree with everything you just said. I recommend you join the MMOPA and post your delimma there. There are lots of Meridian pilots on that board that made the move up from an SR22 that could compare and contrast the capabilities for you. Then you can determine if the interim step with the SR22 is something you want to do or not. Maybe I missed it, but what airframe is your 300 hours of experience in?

Mostly C172. Tho, my motorbike could count just because its quite a bit faster than the 172

But ya, very basic stuff

Completely agree.

There is a lot of negative learning on each type for the next one, plus a lot of hassle with each buy, use, sell cycle.


Turbine is intense at the beginning, but easier once you get the hang of it.

If you can make the jump, go for it, you will not regret it.

Mike C.

A FIKI airplane does not make you invincible. Freezing rain is not to be toyed with.

Take your time expanding your weather envelope.

Always have an out.

A fast climbing turbine airplane is a HUGE safety advantage over anything piston.

Mike C.

Ray,
Im near Ottawa also, CMB7 Maxville actually. Pm me if you want to fly in the TBM with me as I fly to Toronto a few times per month.






Hey, Thanks for the tips! This is the beginning of a long process no doubt. Luckily I love every minute of it.

I haven't been into Carp yet. I've landed in Gatineau and Petawawa. I did my PPL at Rockcliffe. Not sure how I missed it actually. Ah well, I'll get there one day

I think flying the Meridian is a little harder than an SR22. Just more complex, faster, but not a huge delta. There are More systems, more to know, but is still single lever, no prop or mixture to worry about. The real difference is that it is so much more capable, that it is tempting for a pilot to get themselves in over their head. Flight levels, flying most weather, radar, convection, year round icing, simply takes a while to learn. Can be quite a bit for a relatively new pilot. I would probably recommend getting experience in an SR, or TOGA type plane, stay conservative on Mission. Then move into a piston or turbine PA46, TBM etc after a good bit of experience. Meridian losses have almost all been low time, low time in type pilots. The Meridian is a capable and very forgiving plane, but most weather, IFR, flight level flying is an unforgiving environment.

That's an amazing offer, thanks! You will be hearing from me