Using TurboProp for Private/Instrument/Commercial/Time Building?

Hello and Thank You in advance for your replies.

The goal is to be Single Pilot PIC in a VLJ as its owner/operator/pilot.  No commercial interest involved with the aircraft projected or ever expected.  Private flying (only) in US and Internationally as primary mode of transportation.  I'm leaving my options open for now on platform, but it will be either the CJ4, P300 or PC-24 (if they ever reopen the order book at Pilatus).  I'm giving myself three (3) years to prepare, which means private, instrument, commercial, multi-engine and then transition to the VLJ when appropriate.  I'm no hurry.

Safety, proficiency and efficiency are of paramount importance with risk mitigation always in focus.  My question is this:  Can someone with that level of focus do their private, instrument and commercial in a turboprop such the Piper Meridian?  

I anticipate making a transition to an F90 or 400LS after approximately 1,500 hours (IFR) in the Meridian, adding another 1,500 hours (IFR) of multi-engine turboprop for a total of 3,000 hours (IFR) turboprop TT/PIC, before the final transition into the VLJ and then going after RVSM certification.

I don't believe I need the Commercial Rating.  However, I want it because of its higher standards and I want to be able to perform at least to that level.  Based on my research thus far, the Meridian seems to be the type and kind of aircraft that can be used as an initial and primary "trainer" - but also has enough performance to be used as a preparatory platform for an F90 or 400LS.  Likewise, the F90 or 400LS (at least on paper) appear to be qualified candidates as preparation for Single Pilot in a VLJ.

The Meridian would be used as both Trainer and then Primary IFR time building platform.  This would also help to keep better control over ramp-up costs - being able to use one aircraft for both Training and Initial IFR Time Building.   The F90 or 400LS would be used as Advanced Multi-Engine Turboprop Time Builder.  The goal after the Instrument Rating is to pack-on as much true turboprop IFR flying as possible and to do it within a wide variety airspace classifications, including lots of Night IFR, High Density Altitude conditions (high and hot departures and landings) and flight over water - as all of those scenarios will be part of the eventual missions in the VLJ.

I'm no totally unfamiliar with flying, but that was 30 years ago.  I still have my original logbook and it still has the original 4.5 hours of instruction given in a C172, Tiger Grumman and PA-28.  Though, I am not leaning on that experience, I have remained in touch with General Aviation over the years.  This is pretty much a homecoming, back to where I belong.  We plan to be doing a lot of travel over the next 20 years and the VLJ, combined with my love of all things aviation, seems like the right platform (there are no financial concerns relative to this goal).

I look forward to replies from CFI, CFII, MEI, MEII types, current or prior VLJ driver typs are especially encouraged to reply and Military Pilots who did their initial military training in either a Turboprop (Texan types) or Jets (Tweet, Talon or Goshawk types) are also encouraged to help out as well. 

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