I usually only use FL300 to cross convective fronts, and then go back down after crossing. But that altitude can be quite useful to get occasional glimpses of the convective towers to confirm what the radar is telling you. Plus the radar has a real good view from up there. I play at that altitude, skiing, hiking, biking, so not much stress on me. But for a flatlander, that is something to consider. I have heard of people having an oxygen concentrator onboard. Since the Meridian has 110V power, easy just to keep one behind the copilot seat.

Going around a big system in the SE

Surprised no one mentioned the differences in pressurization. In the flight levels the TBM cabin pressure will be 7500 v 9500* in a Meridian.

Edit: *ballpark numbers

One, that doesn't allow me to change the GPS functional state inside the cockpit in flight.

Two, that will disable ADS-B reporting which is a violation of 91.225, thus attracting the attention of a 3 letter agency.

Three, my RVSM approval is based on section 9 (using ADS-B for verification) and thus I need that to fly in RVAM airspace.

Four, at my speeds, could have those foil tapes come off and end up in a bad place.

Five, if the foil sticks well, may cause paint or other damage to remove.

The only legal method I know of is to deliberately fly into a GPS denied area. Even that's hard to do since they don't always jam during the NOTAM period, and even if they jam, that doesn't always take out a high flying airplane some distance from the jammer. Usually, the jammer is inside a restricted area so I can't get too close to it.

I have no experience with my plane in a GPS denied state of operation, nor any reasonable way to cause that. I am curious what it will do under those conditions.

Mike C.

Surprised no one mentioned the differences in pressurization. In the flight levels the TBM cabin pressure will be 7500 v 9500 in a Meridian.[/quote]

Is that improved upon in the M600?

Surprised no one mentioned the differences in pressurization. In the flight levels the TBM cabin pressure will be 7500 v 9500 in a Meridian.

I'm sure I could, but wonder if anyone has ever figured the hours flown (break even point) where the 501 is less expensive than a meridian? Seems like it's an 80gph delta, but there is a speed advantage for the citation.
BTW,thanks all for this discussion. I have no more certainty now than before but enjoying noodling over the options.

It's not like the 501 is a direct replacement for the Meridian. There's considerable mission overlap, but there are certain things a 501 can do that a Meridian can't and vice-versa. At the end of the day, a 501 is a twin turbofan and the Meridian is a single engine turboprop. Different classes of airplanes.

In our M600, cabin pressure at 290 is 10,200’ and 10,600’ at 300 (plus or minus a bit). It’s in the 9’s for 270 and 280. I’ve routinely flown 5 hour legs at all those altitudes and yes it’s tiring … also, whoever invented the Travel John should win a Nobel Prize! I really depend on those things …

Even if your plane has “facilities,” you can’t get up and use them when you’re flying single pilot. But I agree a 501 is a great option for the right person and mission profile.

I also agree that flying a turboprop (any turboprop except maybe the magic Piaggio) it’s painful to be going westbound into a 100-knot headwind. Annoying is a very mild way to put it. But I’d rather be annoyed at 270-300 in my plane than annoyed by flying commercial or basically anything else, so it’s all good!

I'll be honest, unless it's a real bio emergency, our lav isn't getting used except to use a travel john/jane. Just not worth how much easier it is to use a travel john then to deal with the lav, and the lav in the P100 is very easy to clean. In the Meridian no one ever used the pilot tube. Pilot john again, so much easier and no worry of corrosion.

Chip-

The facilities are for passengers tied up for 5 hours in the cabin. Someone is going to need biological service in that time and a TJ isn't always appropriate.

The TJ does solve the pilot issue and is a wonderful thing. It is a piece of safety equipment, really, since it provides relief against urgency that affects judgment. I always have one within reach of the pilot seat.


Having made that trip a number of times in the MU2, which is quite a bit faster than a Meridian, I was keen to get something faster. My faster cruise speed in the Citation has made winds less of a factor, which is nice. 50 knots is actually hardly noticeable on legs of 2 hours or less.

Now, I am annoyed when I get 300 knot groundspeed!

I spend my money on fuel, and I don't spend it on sunk capital or loan interest. That's the basic difference between a legacy Citation and a Meridian economically.

Mike C.

I just listed a good looking 501. I cannot imagine any conceivable reason why someone would buy a seven figure Meridian over a 575k 501. Equally I don’t understand why a 501 is not worth seven figures.

I need to chime in, because everyone seems to be comparing a 1.5XX meridian and a much older and less expensive citation as the justification. I own a $600,000 meridian. I bought it at the end of 2021. I've put 190 hours on it so far and love it. I hate the limitations of the limited fuel and weight, but hey I can afford and fly the living daylights out of a plane the I believe fits me, my needs and my budget.

I cannot afford fuel for a CJ. Aint happening. Once ok, twice maybe, regularly, not even with any fuel programs out there.

Flying to Houston one night in a citation was a blast, but the whole time I could not take my eye off of the fuel flow.... I don't have to watch the fuel flow or bill in the meridian. That's a benefit. Last year, the A&P called and I authorized what he needed. Not bad overall. But no $15,000 landing gear issues in a meridian.

The downside is we took friends to Austin a couple weeks ago. Non stop there, stop on the way home. Told my friend if he wanted to come home direct he needed to buy the plane.

Gentlemen, we're lucky we can have this argument.

Aren't the qualification requirements for single-piloting a turbofan like a 501SP far more restrictive than what is needed to single-pilot a turboprop with maximum take-off weight below 12,500 pounds? Aside from insurance considerations, couldn't a 500 (or even 100) hour pilot fly such a turboprop by him/herself whereas it wouldn't even be a possibility for a 501SP?

As far as the FAA requirements, in theory you could pass the type rating check ride in the actual jet and be on your merry way. Insurance may require more than that. Prereq for the check ride is a private multiengine instrument rating.

There may be a few people out there flying SP jets with 200 hours total time.

You need to compare like for like. How much is a 2006 CJ with 2200 hours? Same hours and year as my Meridian. The capital cost is double. You can't compare a 25 year older plane with 3-5 times the hours.