Erwin, I don't doubt the book says that, but I don't believe it. My POH says mine will do 330, I'm not buying that either. Then again, after my engine OHs, I'm beating book...

Craig - care to share how much the overhaul on the TPE's were?

Sure thing. I went to Standard Aero; pricier, but high quality shop. It was either them or EAM. 300 + low change, but with the parts they used and a letter to the FSDO it's a 3500 hour hot and a 7000 hour OH.

Nice. I'm assuming that's each. In any case, good value as long as you can spring it. That's on par price wise with any high end piston engine overhaul. And I sure know what I'd rather be flying behind…

Craig, my speeds are better than book in all regimes/conditions so I believe it will do what it says. I also believe that yours will do the 329 at that condition, if you ever find it. Not sure where you would have to go to find ISA -20, I find myself most often at ISA +18.

-20 ISA is -5C on the ground. That's 23F; it will be that cold in Green Bay by late December. The warmest place I go for work (>95% of my flying) is Raleigh, maybe 10* warmer than that.

We have no trouble finding cold up here.

BTW, I've been blown away by the -10s, great motors. I can't really wrap my head around 330, even if that's what the book says. I'll have to see it to believe it.

ISA -20 at FL200 is a lot harder to find consistently over 500-1000 nm.

When it is that cold on the ground ISA is usually + at altitude.

Cold air is denser and pushes the warm air aloft. Up North it is normal to see + ISA in winter.

When it is that cold on the ground ISA is usually + at altitude.

Cold air is denser and pushes the warm air aloft. Up North it is normal to see + ISA in winter.

I've never flown a KA but I don't think that the Merlin is all that more difficult to fly, just different. Nose wheel steering has to be turned on and activated for use and there is a stick pusher to keep from stalling and add stability at slower speeds. The shorter wing yields faster speeds on takeoff/landing but you get used to all of it. Mx is no big issue once you get aligned with the right people.

On these older, highly complex discontinued airframes and models, especially a transport category type aircraft like this Merlin, going for bottom of the barrel is nice for day-dreaming, but a recipe for a nightmare in real life. The cash that will be coming out of your pocket to maintain the beast will be frightening.

With respect, I disagree Alex.

I've got two airplanes, a 1978 and a 1979, both complex, one twin turbine. I bet I can get parts just as fast if not faster than a man with, let's say, a new jet. My parts are also a hell of a lot cheaper.

The guy down in TX has tons of knowledge and tons of parts for Merlins and parts are still manufactured, albeit spendy and time consuming that route. Japan is still making parts for the Mitsubishis. Not the same class, but Jim Christy and friends out there in God's country are still making Aerostar parts.

Personally, I don't have the patience or risk tolerance to buy a flying shitheap and set to trying to make something good out of it, but if you start off with a good airplane keeping them tip-top isn't a big deal.

Erwin,

Thanks for setting me straight. I had heard they were tough to fly but I'm not sure what that means. Sometimes that just means they need to go faster or are harder to slow down - what else could it mean? When it really comes down to it, flying an airplane isn't that tough, avionics are what makes/break it for me.

Curious, how big is the cockpit? Would a 6'5" pilot fit very well??






I've never flown a KA but I don't think that the Merlin is all that more difficult to fly, just different. Nose wheel steering has to be turned on and activated for use and there is a stick pusher to keep from stalling and add stability at slower speeds. The shorter wing yields faster speeds on takeoff/landing but you get used to all of it. Mx is no big issue once you get aligned with the right people.

Craig - I'm not saying a Merlin is a bad choice - it can be great value. What you say at the end is the key to happy ownership and you won't find this by fixating on the cheapest airframe money can buy.

On that point, Alex, you and I are congruent. It still blows my mind when I see guys poking around for a "deal" in the dumpster. If you get a little to comfortable compromising on quality, you just got WAY too comfortable on safety, not to mention reliability.