Is that the most expensive single-person "Ooops" in history? That is a very short accident chain.

I started talking with the broker for this plane, a 2001 Meridian with 2700 hours and a nice panel for $900k. No, its not a 501, but it sure checks almost every box for me and can still take the gross weight increase I believe.

https://www.controller.com/listing/for- ... p-aircraft

GWI Increase is available as an STC. ~80k last time I checked (2 years ago). Great plane, it's a solid entry into the world of turbines.

Thanks Grant.

This thread talks about running the legacy citation engines well past TBO with just HSIs. Is that commonplace or possible on part 91 for the The PT 46 in a meridian?

1411 lbs useful load, 170 gallons usable, means 272 lbs full fuel payload.

The GWI STC seems like a requirement to make the plane useful. How much do you get?

Mike C.

GWI gets you to around 500# full fuel payload. Been a while since I was looking at Meridians so those numbers may be off slightly.

As for the Part 91 question, Meridians are generally owner operator low utilization planes so that question hasn’t really come up. Or at least not as much as with KAs and legacy planes. I’m sure like many things it elicits lots of strong opinions.

Both! To be fair, I don't know if it's common with Meridians, but it's reasonably common with PT-6 operators on other pt 91 aircraft.

Nice looking airplane. In addition to the gross weight issue, how about the c.g. with fuel and 2 pax? A friend was looking at them and was not happy that the aircraft was out of the forward c.g. limits with that configuration.

Nice plane and a nice price. Our 2001 also does NOT have the GWI and while I wish it did, its not worth the $80K for me today. My wife and I are 270 lbs combined so not an issue for us. With our new Garmin panel, our full fuel payload is 305. The GWI gets you another 242 lbs.

I was just talking to my biz partner yesterday about payloads: in the last 10 months, I've had 4 adults in the plane once (Las Vegas to Scottsdale), 3 adults 4 times, 2 adults about 10 times and just me, 30 times. The aircraft is more than capable to cover some distance without full fuel.

We bought ours with 2700 hours on it but had a HSI about 300 hours before that. Part 91, HSI and keep on going.

Hope this Meridian works out for you.

Thanks,
Patrick

Wow, you'd think that STC was for a jet at that price.

Is the STC just paperwork? No actual change to the airplane? Just changing some numbers?

Wink, wink, say no more.

Mike C.

HSI every 1800 hours. OH not required under part 91. But…that doesn’t mean you can just keep going and going with $25k hot sections. Things can “go wrong” between inspections leading to major dollars. Cracks in combustion liners and CT blade issues being common. Compressor side usually just goes and goes if no FOD. Hot side needs attention.

It is possible to “poor boy” a PT6, but IMHO there is no free lunch. Someone pays eventually…

Said another way, it is doubtful to get past 5,000 hrs without spending well over $100k.

Also, when you go past TBO and then decide to overhaul, you get charged a “tax” by P&W. Currently $35k on top of the overhaul. IIRC, flat rate overhaul on a -42 (not -42A), is right at $400k.

How does that work? They just tack on a penalty fee for no actual reason?

Aren't there shops besides P&W which can do overhauls?

When you fly past TBO, you also have to watch out for life limits on parts. You may have to break an engine open just for that. I recently saw a Citation where they did HSI and not OH, but had impellers that were going to cycle out in 500 landings. Hmm, not good.


3500 hours at $400K plus ~$50K HSI is $130/hour. That seems kind of high for a small block PT6.

Mike C.

Wow, you'd think that STC was for a jet at that price.

I don't think the -42 falls in the small block category. Considered a medium size block I believe.

Jason,
That 2001 Meridian is likely on it's first run engine. If so, those life limited parts will not be a factor as they are in the 20,000 cycle range.

I owned a Bonanza for 17 years, a Cirrus for 12 years and a PA46 turbine (Jetprop) for the past 5 years. Family members often turned down opportunities to make trips in the Bonanza and Cirrus, though I loved both planes. My 86 year old Mother prefers the Jetprop over any other transportation choice. I have over 1500 hours in 90 series, 200, and 350. If you can live with the payload, you will far exceed -21 or -28 PT-6A performance in the 90 series King Airs.

My advice, is that if you are willing to spend $900k on a plane and can get a single engine turbine, for that amount, then get the turbine and don't worry about time on a first run Meridian engine. I am active in the Malibu/M Class Owners and Pilots Association and know of no one that has been through a turbine engine overhaul. I know of a King Air that had over 9000 hours on it, in 135 air ambulance operations with no overhaul, on a condition-based maintenance program. Yes, the insurance cost will shock you, though other operating costs are not bad, so long as you join CAA and maybe World Fuel discount fuel programs. You will have little to no maintenance between annuals. Pressurization is a game changer, that you will not fully appreciate until you have experienced it in your own plane.