jtrain609
Antisocial Monster
DET is certainly in a not so nice part of town.
Piper Meridian info
- Thread starter jrh
- Start date
DET is certainly in a not so nice part of town.
Duck_Twacy
Well-Known Member
Would you mind talking to some of my captains?
That's SOP coming into LGA, but doing it going into CHO or PGV got me yelled at....
meritflyer
Well-Known Member
rd757
Well-Known Member
I was over there when Red Bull had their "base" set up a few years ago. That place was scary during the day! We rolled up in an Evo (Mistake #1) and I thought the rims were going to be gone while we stood there next to it. Definitely not in the best part of the 'D'
In the caravan, I used to rely on the prop to slow me down every night trying to keep my speed up on the way in to DPA to stay out of a lear's way. How exactly was it making me sloppy? Why would it have eventually bitten me?
OT -
You don't happen to have numbers for the scare-a-van, do you? Just curious.
-mini
Looking for the good part of Detroit is like trying to find the sweetest smelling part of the turd.
It's better than the rest of it, but it's still just a lump of crap.
-mini
WacoFan
Bigly
Much easier to transition to a Meridian than something like a Monocoupe 110 Special...of which every single copy has crashed at least once (I think...and they weren't generally flown by people without skill to begin with). So...given that the Meridians are "stupid simple" to fly, what is the key to their accident rate? Poor decision making? I'm seriously questioning this - my understanding is that turbines are much easier to operate, and much more reliable, so why wouldn't that translate into a much higher safety record than a Malibu? As a follow on, turbine Ag planes - I wonder what the safety of those vs. Piston machines are? I would think much higher - excess of power, more reliable, etc.
Inverted
mmmmmm wine
All I know about Meridians is the pilots don't like when I call them "Malibu".
I hate that. There are 2 specific planes I fly that ATC calls me something else. They call me Cherokee when I fly the Arrow, and Malibu when I fly the Meridian.
R
Roger, Roger
Guest
bksslc
Well-Known Member
boondr
Penalty Vectorer
You have to remember we need to remember eleventy-billion aircraft types and names so remember the 5000 different varieties of PA-28's Piper put out isn't exactly a pritority, especially when there are only 4 different designators for our strips/data tags (P28A, P28B, P28R, P28T). P28A alone covers the PA-28-140/150/151/160/161/180/181. And technically all are Cherokees. So I don't want to piss in your Cheerios but in all reality we don't care as much as you.
CK
Well-Known Member
I would imagine it does have a better safety record than a Malibu. Here is a breakdown of the fatal Meridian accidents.
In April of '01 a pilot who had just traded his Malibu Jetprop in on a Meridian was leaving VRB after returning to Piper for an avionics issue. He had around 15 hours in the Meridian and another 800 in the Malibu. He was a neighbor of my old boss in Spruce Creek and actually bought his Meridian after being impressed by my bosses'. He took off, said he needed to return to the field, made a tight turn, stalled, and spun in.
In late '02 a VFR only pilot in Spain lost control after flying into IMC.
In March of '03 a pilot flew into a mountain on downwind to his home airport at night night.
In late '03 another Spruce Creeker, who was VFR only, took off into a thunderstorm after numerous people told him not too.
The next accident was in '07 when a pilot deviating around thunderstorms, in ice, did not turn on the pitot heat. He ripped the airplane apart.
In early '08 a pilot with very little time in the aicraft lost control while attempting his third ILS into San Antonio.
In late '08 a pilot who was issued his instrument rating based on a military flight experience (but who had never served in the military) crashed on short final on a clear night.
The last crash was in December of last year. The pilot of that Meridian lost control on an ILS approach to AUS.
Alex.
Blackhawk
Well-Known Member
It's actually not bad. 1.99/100,000, .73 fatal. Here is the link:
http://www.aopa.org/pilot/turbine/safety0810.html
I have no proof, but my suspicion about the accident rate on the scare-a-van being higher than the PC-12 is the type of flying it is subjected to v. the PC-12.
Callador
New Member
You have to remember we need to remember eleventy-billion aircraft types and names so remember the 5000 different varieties of PA-28's Piper put out isn't exactly a pritority, especially when there are only 4 different designators for our strips/data tags (P28A, P28B, P28R, P28T). P28A alone covers the PA-28-140/150/151/160/161/180/181. And technically all are Cherokees. So I don't want to piss in your Cheerios but in all reality we don't care as much as you.
This. It is really splitting hairs when someone gets mad about ATC calling them cherokee or arrow. They way I look at it is that there is really not much difference between an arrow and say and cherokee 235 (arrow has less power and retract). Why not call it a cherokee? I could care less what ATC calls me. Right now we get called, Seaborne, Seaflight, Seabreeze, and even American Eagle (at times), DHC-6, Twin Otter, Caravan, Flying Turd... it doesn't matter as long as I know they are talking to me.
Boris Badenov
Fortis Leader
Agreed, but I'd imagine that it also has to do with the icing characteristics of each and the greater number of options available in a pressurized/significantly faster airplane vis a vis weather. I certainly do not envy the Van drivers in the winter...great airplane I'm sure but by all accounts an unforgiving beatch in the ice.
ricecakecm
Well-Known Member
I've got a couple hundred hours in the Meridian and was a Part 135 check airman in it. It's a very easy airplane to fly. Simple systems, easy handling. Very sporty.
The only thing you have to watch on descents is that the Vmo is only 188 and it's very easy to overspeed and blow right past that on a steep descent, even with fairly low power settings, so plan ahead. But it does have a Garmin 430 or 530 (at least the old ones did) so descent planning is easy.
Flew the old school Meggitt EFIS and the Avidyne. Never did get to fly the G1000. Both were good systems, but I preferred the Avidyne.
Go to simcom, maybe get an hour or two in the airplane with someone who has time in it, and you'll be fine.
It's just a straight wing airplane, not the space shuttle. You don't need to be Chuck Yeager to fly it.
The only thing you have to watch on descents is that the Vmo is only 188 and it's very easy to overspeed and blow right past that on a steep descent, even with fairly low power settings, so plan ahead. But it does have a Garmin 430 or 530 (at least the old ones did) so descent planning is easy.
Flew the old school Meggitt EFIS and the Avidyne. Never did get to fly the G1000. Both were good systems, but I preferred the Avidyne.
Go to simcom, maybe get an hour or two in the airplane with someone who has time in it, and you'll be fine.
It's just a straight wing airplane, not the space shuttle. You don't need to be Chuck Yeager to fly it.