What's ITT? I just firewall it and go.

Yes, I fly higher. Depends on the distance. My preferred altitude is 27.5 VFR direct.

You fly a PC 12 and don't know what ITT is? Perhaps you were just being facetious, but it's your internal temps. If you just firewall it and go then that explains it. Pilatus recommended my brother to keep his ITT in cruise at 740. Your probably closer to 820-830 with it firewalled.

Gerry, do you know if a PC12 typically flies with a half degree nose up attitude in level flight?

That is funny as hell. I enjoy your sarcasm and humor.

Below are some pics of a recent trip myself and my sales reps took in a Meridian. Cabin was glorious, getting into the cockpit was a bit of an exercise but very comfortable once seated, high altitude performance was fantastic (270kts @ 27K ft), range was good but not fantastic - don't want to be up much more than 3 hrs, the G1000 was awesome, especially with the IMAX sized center MFD, t-storm navigation abilities with the stormscope, radar and XM was an entirely different experience from any piston.

I was impressed with the fuel economy as well - it really wasn't that bad. I think I mathed out that we paid roughly $225 / hr for fuel on average which was quite amazing considering the cost / mile.

The UL is the biggest turnoff for me. For 3 adults overnight, 900nm or less it's very difficult to beat. For a full family trip for a week, it simply couldn't do it.

Everything has it's mission and niche. I believe that for many, it certainly has it's place.

Besides the UL, the other difficult pill for me to swallow (on a new or relatively new one) would be the $300K annual depreciation. You're paying for a nicely equipped A36 every year JUST in depreciation. Ouch...

Don,

If you are not in a hurry, find a dealer of TBM and Pilatus (might be your current salesman) and look for a Merdian coming in on trade-in. You can either go for a Merdian that is a few years old with the G1000 or get an older one and have the dealer install the Avidyne R9. When I was looking the R9 weighed less so you had a slightly better UL.

Tim

I am going to be listing informally by meridian shortly. Let me know if you want to chat.

-jason

For piston guys that haven't researched turbine depreciation, there is more to understand than what first appears. Yep, brand new out-of-the box has it's resale issues, but it goes deeper than that.

Light jets have engine and parts programs that are $300-500 an hour to create reserves for future maintenance/overhauls. That makes for a level playing field to calculate. You will rarely see a single turbine enrolled in a parts or engine program. You'd have to reserve about $110.00 for P&W alone, and with no program, that directly hits resale. There's a lot of stuff that makes turbines more expensive to operate, like the 5-6 year services. A Meridian propeller overhaul is $8,000, the fuel controller is $5500, and the oxygen masks alone are $3800, not including the 5 year bottle service. There is a reason why a single turbine prices falls with age and upcoming services from stacking hours.

Single turbine depreciation is not only brand sensitive. I know of a 2013 TBM 850 that is coming on the market for $500,000 off original sales price. There are ugly periods for each manufacturer. Buying at the bottom of the market isn't always the cheap approach either. Sometimes your out-of-pocket on something fairly new is more stable, and you have the luxury of flying better equipment.

Some manufacturers like TBM include a 5 year maintenance program that's buried in the list price. When the program period ends, your on your own.

TBM quotes $147,000.00 for total operating @ 200 hrs./yr. But...that is within the first 5 years where it is under their "free" program maintenance. I would say that program could be worth as much as another $50,000/yr. Fuel is generally 43% of direct operating (blocked at 66 GPH on a 700), and then you have the fixed costs to add in.

It's big bucks, and there's no free lunch.

That said, single turbines are generally free of the mandatory calendar based items that plague turbine twins. The maintenance regs for turbine singles are the same as a 152. The people who buy new/nearly new turbines tend to want all "mandatory" items done per the book, but as years go on a more condition-based maintenance philosophy is allowable. There is no free lunch, but you do have a choice of restaurants.

Rick is right about the depreciation. Engine time and time left before a HSI and before an overhaul is directly related to the value of the airplane. That isn't true in the newer jet world. It is kind of a different animal, and I am just learning to appreciate it. There is no ding for engine times, as long as programs are fully funded. Airframe times are important, but not the extent you would think in the piston or turboprop world.

If you are operating part 91 on the Meridian, you don't have to do the prop overhaul some of the other requirements. Some are smart to do, some are not necessary. For instance, a starter/generator overhaul is important, a prop overhaul, only if needed.

YMMV, and I have been told Pilatus tries hard to force its service centers to require such things as prop overhauls, etc on part 91 operators, but I think that varies greatly between shops.

-jason

My prop overhaul is due next year. They say it's mandatory. Not sure if that's true or not.

I can't say I know for sure. I haven't noticed it.

I don't care what the source of the devaluation is be it deferred maintenance, capital depreciation, reserves or regular mx intervals. If I bought a TBM and paid to own, fly, hangar, insure and maintain it for a year and had a $500k loss after a year, I'd throw up. It doesn't matter what you do or how much money you have, flushing $500k down the toilet hurts.

Newer meridian G1000 or older TBM 700 a or B with old gauges ?

Boy, you're hitting the tough spot. It's probably neither. The G1000 Meridian is too early in their depreciation cycle, and the old school TBM panels are of some resale concern.

I think both are overpriced right now. The market is getting ready to turn, but not until sitting gets a little more uncomfortable. There aren't enough G1000 Meridians on the market, they are early in their depreciation cycle, and the TBM C2s have stopped due to their needed panel upgrades.

A low hour '10-'11 G1000 Meridian needs to be near $1.5 million, and the '04-'05 1200 hour C2s need to be south of $1.5, especially if they still have 530s. It's not the perfect time to be in the market.

It's foolish for a C2 listing (with 530s) to be at $1,795,000 right now! Everyone is following the leader, and they sit wondering why the market isn't moving.

There are awkward eras for every model airplane.

All the TBM "B"s require paint and interiors, and the "A"s don't seem to reflect the lower capabilities.