The Great Debate: Meridian vs. JetPROP

[@AmericaFirstFLL]

I took delivery of JetProp #26. Back then it was N126SR … now it’s N26TF. The whole experience flying with Darwin Conrad was amazing. The engineering of the header tank and ALL the details that go into the conversion is amazing. The safety record is admirable.

[@robertdowning7831]

Hi Joe. I'm a private pilot SEL and glider, but inactive for many years. YES, I still consider myself a pilot. I have seen you many times on the Taking Off channel. I watch many aviation KZbinrs for entertajnment. But each time I see you, I learn something. I just stumbled on your channel and I'm glad I did. You are now on my favorites list. Good luck with the channel.

[@caseyaviation]

Once a pilot, always a pilot! We’re glad we have something you find valuable in our videos and appreciate your support!

[@malibujack4852]

Joe, as you know I have the continental piston powered PA-46. I fly 250 hours a year. In the 8+ years that I’ve owned it, my dispatch reliability has been 99% (so just as good as these turbine pilots). At LOP I get 205-210 KTAS at 15 gph (obviously slower than either of the turbines but I can go long distance without refueling which negates their speed). I have the extended range tanks so I have insane range and my empty weight is one of the lightest at 2700 lbs so I have 1400 lbs of useful load. Most of my missions are over 800 NM non-stop with 5 of the 6 seats filled. Turbine sounds wonderful, but I think I would lose capability if I moved up to a jet prop.

[@MikeKobb]

What a fantastic discussion, thank you! I looked into the JetProp awhile ago. The useful load was the show-stopper for me, although the cramped cockpit was a contributor. It really bothers me that (anecdotally) people seem to operate the JetProp as if it had actually gotten that 400-pound gross weight increase. Speaking of the cockpit: one thing I really wish would happen in the PA-46 in general would be some retrofit side panels for the cockpit area. The old ones have a ledge for the outboard arm rest, and then the panel goes sort of straight down. The newer ones have a scooped side panel with an applied arm rest. This gives an extra couple of inches of crucial hip room.

[@caseyaviation]

We think the pilots and customer base are full of great ideas for after market modifications! The variance in model interiors, ease of access to the cockpit area, and seat comfort is something that is discussed in almost every PA46 acquisition. There are a wide variety of body types and making sure the aircraft fits you or can be modified for your comfort is important.

[@davebennett1448]

I was looking to buy a Meridian, 4 out of 5 had ripple in skins from over stressing. Ended up with a Jetprop, happy i did. Haven’t seen any wrinkled skins on Jetprops.

[@caseyaviation]

Interesting observation! Do you think it’s a difference in the way they are generally flown or a difference in the manufacturing process between the pistons and turbines from the factory?

[@johnfreeman3062]

Your videos are excellent. We have a Jetprop and love it here in Memphis TN. I am intrigued by your idea of starting the plane in feather. I have also heard you speak of prop,feathering in relationship to shutting down the engine and protecting from FOD. Could you summarize the pros and cons and potential gotchas of starting and stopping the engine in feather? I am interested in trying to start in feather and leaving the door open until turning in the air conditioner. Would this increase the ITT on start and be rougher on engine when heat soaked? Are there other concerns or parameters to be mindful off when feathering? Also during cruise any similar thoughts on prop rpm? Thanks John Freeman N350BR

[@dane59589]

Ok, now do lean of peak vs rich of peak lol. I enjoyed the podcast, but you touched only briefly at the end on something that is really important to my 90% mission: short field performance. The Jetprop, with its lower MTOW, really excels in short field operations. Like, not even close according to the book. Being based at a 2500' strip, the Jetprop would be suitable and the Meridian would be marginal. Now... how to stage a Jet-A fuel farm here....

[@gabekremer7148]

If your on grass the jetprop will FOD the engine. I know, I work on one

[@davebennett1448]

100% reliability, nothing breaks between annuals. Batteries can be removed in less than 10 minutes

[@AC-jk8wq]

When it comes to STCs… Rocket Engineering powers planes better than any airplane factory can…. Often, the airplane factory buys the STC after the engineering work is complete…. Mooney Missile, Rocket, Eagle, an Ovation are all products of successful Rocket Engineering upgrades… RE is known for taking great engines and combining them with great airplanes… If RE put a turbine on a Mooney Ovation, I would stand in line for the STC. 😃

[@gabekremer7148]

Your wrong on the Mooney statement.

[@DanFrederiksen]

I prefer the Eclipse 550 :)

[@caseyaviation]

If an owner prefers jet operational and maintenance costs, I’m sure many of our subscribers would agree with you! The single-engine turboprop usually has a very specific mission that it meets well, that a VLJ may not be able to meet as economically. VLJs are a lot of fun to fly, though!

[@davebennett1448]

All of that simplicity on the Meridian is good but it comes at a price. Much more to go wrong and much higher. Maintenance expense

[@gabekremer7148]

The jetprop is a paid in the ass to work on. Structurally the aircraft is not a meridian. Work on both and the meridian is a much much better design. Rocket engineering is horrible at supporting the stc as far as parts go. Yep im an A&P and work on both.