I would appreciate some advice from Merlin pilots as this will be our first Turboprop. Erwin Klassen has been VERY generous with his time so far. I don't see Graig Hili on the forum anymore, I know he had a similar model. Anybody else?

We are looking at IIIA's with -10 engines (I understand they are noisier than 4 blades but the flip side is better speed and weight.)

https://www.controller.com/listing/for- ... ircraftThe above plane is in Lima OH, reasonably fresh engines that we will likely never fly to TBO at around 200hours a year. It is also on an engine program around $88/hr per side. I think I will keep the engine program for the first year and then discontinue it as I don't see the advantage.

Questions:
1. Will you still borescope the engines at 780 SMOH (I am thinking yes)
2. SOAP samples? (I am thinking yes as well) and see if it has been done in the past.
2. Knowledgable Merlin shops you can recommend in a ~1000 mile radius from OH.
3. Test flight later on, what Items will be on your checklist, ie see that torque and fuel flow match on both engines.

We plan on flying to OH early next week to go and have a look.

Thanks in advance.

Edited for spelling, as always.

The value in engine programs is when you resell.

That may not be worth the price ... but that's the value.

When I was investigating Merlins 15 years ago, National Flight Services outside Toledo was frequently mentioned as a respected Merlin service center. I had a prebuy on one done in Lynchburg, VA after it was recommended. Cannot recall its name.

Toledo Jet.

We went for a test flight in this plane yesterday.

My first impression:
The plane is HUGE, it really dwarfs a 421. Pictures of Merlin's that I have seen usually don't do this justice, at least if there is not another plane in the picture to provide reference too.
Love the performance, really like the range.
Beta on an icy runway is great!
Love the cabin differential….

Some negatives:
I thought the plane was exceptionally loud. I know the three-blade is louder than the 4 blade prop as it has higher RPM, but still, I was surprised. I have flown 4 hours in an MU2 with the 3 blade -10 combination and cannot remember it being that loud. Anybody else have any experience with that?
I think it was the Bose headsets that I used that were bad as I could not really hear the coms and the pilot was flying at 100% rpm for the 20minute flight. (brought my own along and I can kick myself for not taking them on the plane).

The engines are ~780 hours SMOH and on Program, but the Left is ~13000TT since new and the right ~22000TT hours since new. Not sure if that is a concern?

The Bendix autopilot is not great at least not in comparison to the STEC 3100 the we have in the 421 and the P210. From the looks of it neither Garmin not Stec/Genesys has the Merlin/Metro lined up for their autopilots.

This plane did NOT make full pressurization, only about 4.5 psi which is really disappointing. The pilot hinted that it might be the cabin door leaking, as that was replaced 5-7 years ago, and they have just accepted it like that. Why on earth you would not fix that is beyond me.

Hilgard

You need a Sherpa to make it up the stairs. You are halfway to cruise altitude.

Watch for hangar door heights.


If you use it correctly.

In advertent split beta will give you a thrill.


They are not quiet. ANR headsets for all seats is basically a must. Your headset may have been bad.


Do you want to be on program? What does that cost per hour?

The engine total time is relatively insignificant. It isn't like a piston engine beating its brains out. The bearings, turbine wheels, etc, have all been looked at during overhaul. What matter most is the time on the hot section and what is going to time or cycle out soon.


M4D? Or something else?


That's a bummer.


There is a chance it was set wrong and you didn't go high enough, but the fact the pilot suggested it was what they live with means it is a problem. This has to get fixed.

Did you try operating on only one bleed? If the pressure holds the same on one bleed, then it is a control problem with the pressurization system not actually trying to main full diff. If the pressure drops by about half, then it is a leak and the pressurization system isn't the limiting factor (at least, not yet).

The tires are very high pressure, not a turf airplane. MU2 is better for that.

Mike C.

Thanks Mike, I was hoping you would share some of your insight.



Yes it was the M4D Autopilot

Hilgard

There is a chance it was set wrong and you didn't go high enough, but the fact the pilot suggested it was what they live with means it is a problem. This has to get fixed.

Did you try operating on only one bleed? If the pressure holds the same on one bleed, then it is a control problem with the pressurization system not actually trying to main full diff. If the pressure drops by about half, then it is a leak and the pressurization system isn't the limiting factor (at least, not yet).

Mike C.

If i recall correctly, merlin's are kinda notorious for not making full diff. The "san antonio sewer tube" can handle a lot of PSI (is it 7.0?) but you gotta make all the gaskets hold it too.

That sounds like an excellent prebuy squawk as it can be crazy labor to troubleshoot all that

It depends on which program it is on. Honeywell does MSP, there are others.

$77/hour for a 5000 hour TBO cycle is $385K, which isn't terrible, but more than you'd pay on your own assuming no surprises. I suspect the figure represents a program with less than full coverage, though. I would read the fine print.

Reasonable budget numbers, assuming a -10 engine, are $50K for HSI and $250K for OH.

Mike C.

Who flies a 331 around at 100%? That’s amateur and usually indicative of a lack of understanding of the mechanical bits and a disregard for your pax.

I think most guys run their MU-2 at 100%. They run cooler at 100% than 96%

Most 3 blade fast turn (2000 prop RPM) MU2s run at 96%.

Most 4 blade slow turn (1591 prop RPM) MU2s run at 100%.

That seems to be the profile I've seen.

I ran at 96% (fast turn) which extends the life of the engines and makes the cabin quieter. It was also a bit more efficient.

Mike C.

I would have a talk with Chad or Tim at Kubick Aviation in Iron Mountain, Michigan (KIMT). They had tons of heavy experience with the long body and some short body. It's many of the employees from the company that I flew them for (including the DOM). They also maintain some of Hangen's airplanes. The 441 that I bought for a customer is the one missing parts on their home page:

https://kubickaviation.com/