Yes, the Meridian is very well engineered. Optimized for strength cost and efficiency. The Engineering and capability at that price point is very competitive. There has only been one Meridian that came apart before it hit the ground, and that is pushing 1.5 million flight hours in the fleet. And that pilot was dead before he hit the ground, spiraling in convection, and the convection didn’t kill the plane, the pilot pulled it apart in a death spiral, almost 100 knots past Vmo, and pegged the internal G-meter, before she gave up. Same thing has happened in the TBM, PC12, and Citation. Any normal or utility category plane, can be pulled apart when the plane gets in a death spiral and the pilot pulls instead of pushes.

It is heavier. And no doubt built beefier, which is why it has a much higher Vmo. The M600 has about the same Vmo but I'm not sure what the weight difference is between the two. But, I agree, heavier is better.

I had B36TC and know all about the Beechcraft "build quality". I loved that plane. Yet, the Meridian "feels" beefier to me. Could be the turbine. Could be the pressurization. Not sure. But, as much as I loved the plane, I wouldn't want to step back down, even if the build quality is better on the Beech.

I love the meridian on paper. Climb into the plane however I'm left puzzled as to how they could have created worse ergonomics. Before someone comes along and cites the width in inches, I'll just say that it feels smaller, more crammed, and less comfortable than an Archer inside.

Not sure how big you are. I'm 5'9" and 180. It is very comfortable after you do the dance to get in for me. I couldn't disagree more. I had a Cherokee as my first plane. Aisle space between copilot seat occupant and I and cupholder for my drinks and snacks. Couldn't be happier.

Since this is BT it really is apples and oranges comparing an A36 to a Meridian. Since the OP was talking about what appears to be a move from a 58 Baron to either a Meridian or TBM that to is apples and oranges except for the weight of the 58 Baron is more in line with the Meridian then the A36. I just bought my Meridian in April but still have not sold the A36 which I have owned since 1994 but will be selling soon, I flew the A36 about a week ago just because I could.

The original OP will be amazed at the difference with either aircraft. Cabin space yes the Meridian can be tight for some but for me after a few flights it was second nature and cool climbing thru a cabin door instead of walking on the wing. Best part is my wife now gets in first and ask where to next she likes the space up front so much more than the A36.

If only Beechcraft would have built the Lightning what would the market look like today??

I have heard many times the PA46 is very tight up front but once you are actually in the seat and seated how does it compare to the A36 or baron? I have never sat in a PA46 but I feel like it has to feel significantly more spacious because it sports a significantly wider cabin than the Bonanza and Baron. I can't understand where the I don't fit in this cockpit comments come from?

Then it is definitely worth flying a route with reduced equipment requirements even if this adds an hour to the flight time.


My observation from looking at the market over the years. I originally sought a 441 with RVSM.

Be wary of ones whose RVSM is no longer airworthy. Make sure it is up to snuff when you buy. Ran into a few that claimed RVSM but hadn't done the proper inspections to keep it up.


An occasional -8 shows up now and then, but for the most part, they are -10.


Don't be fooled by still air planning.

When there's a tailwind, the FL280 altitude is just fine since you go far regardless.

When there's a headwind, which is most of the time, the FL350 route has worse headwind and your fuel savings disappear. You also lost speed on the climb.

I started doing daily KEVV to KBFI flight planning with a 441 at FL280 or FL340. The times the FL340 plane made it and the FL280 didn't was very small, less than 5% difference. The plane is faster at FL280 and the winds are higher at FL340, which explains the lack of advantage.

The cabin altitude being higher was also a factor. Don't dismiss this as 6 hours at 11,000 ft is significant.


Serious weather goes into the 40s.

There will be times this does make the difference, it just isn't very many.

The primary weather avoidance tactic for a 441 is lateral deviation. 300 knots makes those far less annoying.


Get it and see. You can always fly lower if that's better.


That will make it easier. I have G700 TXi in the Citation, which naturally has RVSM.

Mike C.

John re your planned oceanic route if you file to stop at BGBW you will not be allowed above FL280. Much of that area is non radar coverage. They don’t want you descending through another aircraft flight path without radar coverage. I learned this flying my Mustang from US to Iceland. That trip required the Greenland fuel stop.

As I recall they allowed us up to FL300 one of the legs but that’s not something you can plan for range. One of the legs we were held down to FL260.

Mike, I get the sense you are working backwards from a conclusion. We have an RVSM plane going to prebuy that I think will go well, we’ll see how often we go above 280.

Interesting. Did you have HF? Also I don’t get the logic. Other planes go that high, what is different?

Shouldn't have to do "the dance", but try doing when you're over 6'. Try pulling up your leg over when your not-tiny foot gets stuck in between, try having the top of your shin resting on the base of a metal panel that cuts at a sharp 90 deg angle in turbulence, try having your head cocked sideways with the headset jammed against the roof while bouncing in turbulence. Yes I'm pretty tall, but I can fit far more comfortably in a Cessna 152... shouldn't the cabin be designed so that someone who fits jut fine in a Cherokee has at least an equivalent level of comfort? Again, I'd love to love the plane. I wanted to get one until I flew one.

Shouldn't have to do "the dance", but try doing when you're over 6'. Try pulling up your leg over when your not-tiny foot gets stuck in between, try having the top of your shin resting on the base of a metal panel that cuts at a sharp 90 deg angle in turbulence, try having your head cocked sideways with the headset jammed against the roof while bouncing in turbulence. Yes I'm pretty tall, but I can fit far more comfortably in a Cessna 152... shouldn't the cabin be designed so that someone who fits jut fine in a Cherokee has at least an equivalent level of comfort? Again, I'd love to love the plane. I wanted to get one until I flew one.

I agree that the front of a Meridian fits different people differently and there is a difference for me from pilot to copilot seat. I had the occasion to do an IPC in the same Meridian that I fly and am fairly comfortable in once I am settled. However, in the right seat, no amount of seat adjustment could get it where I could sit upright. It appears that the yoke is a little offset from center as well.

My wife loves sitting in the back but with her (120 lbs soaking wet) and me (220lbs), there is roughly 100-150 lbs of useful load left with full tanks. Our trip is 824 nm and is not comfortably done without a fuel stop without favorable winds. With a descent from FL 260-280 and fuel stop, the total time enroute isn't that much faster than what it would be when I had a A-36 with tip tanks non-stop. The pressurized comfort level, real air conditioning and the additional space/airstair are nice though.

The Meridian is a complex system airplane and, as such, needs more intensive maintenance in my experience. Even though I don't plan to continue our dry lease, it is a nice way to travel.

John

I'm 6'2 200#. The first time I got into the Meridian I thought it was a deal breaker until I learned where to plant my foot, once in the seat I am at least as cozy as a Bonanza.
It's a whole lot easier than getting in and out of a Super Cub!

The PA46 is very comfortable once in the seat. I think there are a few reasons for the comments. One, people want an excuse not to buy a multimillion dollar aircraft.

The others are that any cabin class plane has a technique to get in place. Once you learn the technique that works for you, you don't even notice anymore. First time I got in a PC12 or a PC24, I thought you have to be kidding me. Harder than getting in my PA46 the first time, because I didn't have a technique yet. Same for an M2, etc.

There were many modifications to the PA46 and the newer ones have more room than the older ones. Thinner higher density foam seats, backs that go over and not limited by the wing spar, and the cockpit redesigned to give more hip and headroom.

The other reason is that the seats are not set up right for the newbie. The seats on the PA46 go back and forth, up and down, and recline. I am 6'2 and don't have to have the seat all the way back. One PA46 driver that I know is 6'7 and built like a GB lineman. One of the better known PA46 instructors is 6'5 and doesn't complain. So when I hear someone 6 foot tall saying they don't fit.... Doesn't pass the sniff test. They just need someone to show them how to work it.

Did this flight yesterday, 1500 nm and 5:28 in the M600. Was super comfortable. Would take it any day over 2 legs first class in the aluminum greyhound shoulder to shoulder wearing the mask of shame.