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Why C2 over B model? Resale value? Higher gross weight, technically speaking? Many B models are 5-10 kts faster.

The conclusion he makes is for his mission he should just buy a Phenom 100 and burn 100usg per hour to do 380kts.

The actual comparison starts at 27min mark, rest has no relavent purpose.

Isn’t there a difference between insuring a jetprop vs meridian? Is it true some underwriters refuse to insure jetprops?

Joe-do you know if the Meridian/M500 was certified under the newer Part 25 Amendment C icing regulations? I-think-the answer is "yes" but suspect asking the Guru will confirm or deny... Regarding the icing go/no-go decision, Ann and I faced this yesterday in our M350, our original plan was to fly from San Diego [MYF] to Eugene [EUG] with fuel stop/lunch stop in Santa Rosa [STS]. First leg at 16K was smooth, clear, and slow-50 knot headwinds, hence the stop. Ran an updated briefing STS-EUG while having lunch, there was certainly weather along the route, it looked like by flying at FL220 we would be on top of everything until of course time to descend, with the forecast icing potential [FIP] showing around a 25% probability of moderate icing from high teens down to freezing level [which was 5-6K], along with some possible isolated severe icing. PIREPS were much less dire, at least in terms of icing, but shortly before departing STS there was a report of severe turbulence from a PC12 climbing out of North Bend [OTH]. We departed STS, climbed up to FL220...and the farther north we went the less and less I liked what I was seeing both in terms of PIREPS and the updated FIP so, with your voice ringing in my ears we turned around and headed south. Plan B would have been to stay up high until we could get unrestricted descent to 6K [=below freezing level], extend gear and descend 1,500-2K FPM which likely would have resulted in minimal exposure to significant icing, have done it before, but... no need to....

Very informative. Thanks from the UK

One more thing. In todays world of fancy gadgets in the cockpit, wy in the world would any pilot fly WITHOUT live weather radar? I see pilots in ultralights with live traffic and radar.

I have to say, i really enjoy listening to your podcasts. Im just a private pilot. Most of my flying is off airport ops around the farm . I dont have any experience flying jet props or any high performance airplanes capable of flying long cross country flights at 20 thousand ft and probably never will but the information you provide is still very valuable , in my opinion, to all pilots. Way too many private pilots get into trouble scud running because they dont respect the power of mother nature. I dont understand why any pilot would flirt with a thunderstorm like your buddy that text u in flight from Florida! Pilots need to stop and evaluate just what exactly is truly important in life. Just because you have a multimillion dollar airplane capable of handling weather does not mean that its sensible to push its limitations. Whats the rush?? Is it really necessary to try and force your way through a storm front? Those gaps in a line of storms scare me worse than the ones actually active because a atorm can rapidly build in those gaps. I guess it boils down to pilots not having enough knowledge of weather in general? Seems like this is more of a common sense issue more than anything. Anyway thanks for sharing these stories. Like i said , i feel like its important to absorb all the information thats available as a pilot, regardless of ratings.

This was one of the best podcasts I have heard this particular episode because a lot of things that you covered. I have thought about how I would respond used to have a PA46 but ended up moving to a Turbo Commander 690 B but so many of the things are applicable thank you.

God is good! What a redemption story.

That point on looking at the voltage after hitting the start button is key. The starter needs a certain number of amps. That observed voltage under load is great indicator of the battery's potential to handle the load.

Thanks Joe, nice lovely topic 👍🏻

Get an extreme decathalon

The cost of one TBO would be about the cost of a nwe plane or seveal motor overhauls on a piston motor .

Thank you for always bringing the human element into aviation talk. While I have only dreamed about PA46s, this is becoming one of my all time favorite podcasts. Clay, you are an inspiration and a testimony!

What a great talk! Happy my plane is detailed by Clay! Happy also I brought Mehrdad to JSO and that he was kind to teach Clay all he knew.

I have to take a moment to thank my good friend Clay Cleaver. God truly blessed me by bringing him into my life. His faith, work ethic, and kindness are an inspiration to everyone around him. Clay, you’ve made my life better, and I’m so thankful for your friendship, brother. You’re a true inspiration!

This is a great video!

Great Joe, I learned new stuff

This was great, Joe

hmm so putting diode in series with battery, and you can short/bypass that diode (for normal operation). that would be the best solution for low battery state and starting from GPU. diode blocking charging battery and provide power if GPU is disconnect to early. diode together with proper resistor in parallel, would provide safe charge of fully depleted battery from GPU. system that in non aviation world would cost max $100.

Feathering position cannot be determined from the outside after a prop and hub have been smashed into the earth at high speed. Great video thank you

Outstanding! This needs to be promoted. There ought to be 100,000 views of these lessons. I am sending to my fellow King Air pilots.

Missed opportunity to compare engine overhaul costs when discussing operation costs

Great Podcast, I actually struggled this afternoon on canceling or going to upper Arkansas tonight from McKinney, Tx, would have been my first time in known icing at night, decided to cancel, ended up watching your new podcast, great timing!

Great podcast Joe!!! Every one of us "safe" pilots have gotten into something in our flying career that we later kicked ourselves for. Ive done it a few times in my 26 years of flying. It's therapy to hear others' stories.

Excellent information on a topic that is of great interest to me. Not a PA-46 pilot yet (Columbia 400 driver here) but looking to acquire one in the future (near future I hope). Icing is one of those things that is an absolute no-go for me at all times since I have no airfoil ice protection on my plane. The suggestion about not landing on a contaminated runway with crosswind is something I've never thought about, but is now a part of my personal minimums. Learning a lot from you helping me become a safer pilot. Hope I get to be one of your clients in the future. Keep up the great work!

Great topic Joe! I’d like to hear more about m600 weight and balance and the risks associated with being aft and forward cg. Basically what you can and can’t do in the pa-46

Kindly, I’m a cirrus pilot (G5,2014) interested in PA42 world; I’d like to know more in detail about the exact cost of operating PA42, in details … How much is the hot section, overhaul for each: dash21,34/35, meridian 42a please

Thanks for the orientation about the PT6 dash …. It was a matrix to me before 😂

I loved the interview 👍🏻👍🏻👍🏻

Thanks for the episode Joe and Deanna… the Jetprop designators come from Latin… D = 500, L= 50, X=10, so DL=550 and DLX=560… can you comment on full fuel load differences between the -21 and -34/-35?

Meridians are my fav!!

So Joe and Deanna, with my 550c Malibu I can do 205 to 210 LOP (15 gph) or 230 at ROP (22gph). On the same 2 hour flight I’m just a few mins behind the Jetprop. However, my real advantage is that I can go a lot further non-stop than either the -21 or -35 with a lot more payload. My mission is fairly regularly 850-1000nm with 5 of 6 seats full. And, I keep full volume on my front baggage bay as compared to the more limited Jetprop bay. So what is the allure to these Jetprops? I just don’t understand it. As I’ve mentioned before, my reliability over 8+ years of ownership has been just as good as the Jetprop and my overhaul costs are much lower. I’ve thought numerous times about upgrading, but each time I do, I just can’t make the numbers make sense for me.

Great advice. Thanks Joe and Deanna

I can't believe you didn't cover the difference in engine overhaul cost.

What's an oil change for the engine on the turbine and when is due? (hrs) And how many hrs flight time was the break even point between piston and turbine?

PA-28R-200 and PA-28R-201 are BOTH 200hp. Someone should not be earning a high performance endorsement in any Arrow. The -##1 in the model distinguishes that it is a taper wing. The same goes for the PA-28-151 (-161) is a Warrior I (II). Or, a PA-28-181 is an Archer. All of these are taper wing planes, versus the hershey bar Cherokee predecessors.

I would like to respectfully offer you $750 for this airplane. It would be all cash.

The T38 rotates at 160, liftoff at 180. And yes, the wing loading is INSANE. 😂. It doesn’t have wings, though, just fins. 👍

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.

Joe always like podcast.

Joe and Deanna, love the discussion and would like to own a jetprop. I have inadvertently gone into convective in my PA32. I have throttled right back to 90kt, the wing stalling, buffeting occasionally. This (reduce the wing load).....certainly works. I have lost altitude and been questioned by ATC afterwards, but felt too embarrassed to say why. Luckily my wife is an ardent flyer. Peter

A hidden gem.

Should have mentioned the MT prop, which is a great upgrade as well. And weren't these older Malibu's the ones with the better Gar-Kenyon gear?

dantdm????!!!

Another great episode!

I love the pa46 I would love to apprentice in an aircraft like this.

Really enjoyed this conversation!

Keep up the podcast! It’s great information