Jetprop-Meridian Talking Points

• Jetprop conversion is a highly integrated STC-overseen by same certification office (ATL- ACO)
• Jetprop (Rocket Engineering) enjoys strong customer service reputation
• Jetprops tend to have fewer engine hours than early Meridians
• Serviceability- Jetprop has distinct edge (Battery access, engine accessories access, etc)
• Jetprop batteries tend to last longer
• Meridian significantly heavier and requires larger engine for mission (-42A v. -34 or -35)
• Jetprop has ram recovery cowling like later King Airs.
• Jetprop 5-6 minutes quicker to FL 27,0
• TAS: Jetprop 255-260.  Meridian 260 once at altitude.
• Jetprop has better fuel specifics (25 gallons on 600NM)
• -42A burns noticeably more at taxi, low altitude, holding, etc
• Jetprop typically flies 3:45 plus reserves.  Meridian 3:15 plus reserves
• Full time inertial separator robs some engine power/efficiency
• Jetprop has fwd baggage compartment to hold covers, tow bars, etc
• Forward header tank on Jetprop eliminates cold-soaked fuel concerns of Meridian (-34C)
• Early Meridians have approx same fuel/range trade-offs as Jetprops.
• VG’s on the higher Gross weight Meridians reduces TAS by 5 Knots
• Both A/C have similar Fuselage and Wing life limits (Jetprop better than later Meridians)
• Shadin Trend Monitor better than Meggitt (Piper recently switched to Shadin) No wind or Calibrated TAS on 530 interface with Meggitt.
•  -34 and -35 quite similar.  -35 has more aggressive compressor blade design like -135. Therefore, the -35 is better at altitude.  -34 has 4000 TBO.  -35 has 3600 TBO
• After Jetprop #100 went to 4 blade Hartzell Scimitar (Metal)
• Early (pre-2003) Magic 550 autopilot on Meridian more troublesome than Mirage A/P
• Meridian utilizes single power lever (like a FADEC). Has its advantages however,
• High idle speed requires more use of brakes and Beta.
• Being able to control prop (feathering to prolong glide, using prop as a speed brake)  gives a utility edge to the Jetprop