In Response to David Miller’s “Irrational Behavior” (December)

I just read your piece in the December edition of Twin & Turbine. I learned to fly at age 11 in 1969 and have owned two Bonanzas and four new Barons over the course of my flying career. We took our two teenage sons all over the lower 48 in the Barons. Now they are married and we have six grandchildren – funny how that happens so fast!

Two years ago, I decided to go the turbine route and the Cessna Mustang was our first choice. We physically looked at three and made an offer on one which was rejected. In addition to the Mustang, I ran a parallel search for King Air C90GT’s. After a lot of thought, it became clear that the versatility and lower operating costs of the King Air moved it to the top of the list.

So, in January, 2018 I made an offer on a 2006 C90GT, 1,750 hours TT with fresh hots, fresh phase 1-4 and an impeccable history. Fortunately, the offer was accepted and we have now flown the aircraft for over 300 hours!

Since purchasing it, I replaced the Garmin 400W with a 625/725 combo, the TDR 94’s with a GTX345 and 335, and the RDR 2100 radar with a new GWX 75. The props were due for overhaul so I replaced them with the new Raisbeck swept blade props, which really improve the takeoff performance.

What we have is an honest 265 KTAS, FL250, ISA +15 aircraft that I can fill the tanks and put 1,000 pounds of people and bags in. Original paint and interior look like new.

The aircraft has been very reliable and parts have been unexpectedly reasonable. One of the Mustangs we looked at had a wing deicing boot replaced and the owner showed me a bill of close to $20,000 for the work. When we returned home from looking at that aircraft, I called Stevens in Dayton, Ohio and asked them what it would cost to replace all of the boots on a C90GT – $18,000! That helped seal the deal for me.

I can’t say enough good things about the King Air and would be happy to share more of my experiences with you over the phone. Hope to talk to you soon. Thanks for writing in T &T, it’s the first piece I read every month!

Tim Tate


Sounds and looks from the photos like you found a great King Air. I assume your C90A “recovery and rehab program” will be the subject of next month’s column. Many MU-2 owners have installed G600’s but I don’t believe anyone has installed a G1000, so you made a great choice. 

I considered the G600 ten years ago when Greg Mink updated a “K” model and later a Marquise, but asked myself, “How many trips have I not completed that I could have completed if I had a G600?” Because the answer was “zero,” I gave myself a Stearman as a 65th birthday present and have no regrets. Sticking with steam gauges also makes it easier to transition between the two airplanes. (That’s my story and I’m sticking to it).

Roy M. Kinsey


In Response to Joe Casey’s “Top Turboprop: JetPROP and Meridian” (December)

I really appreciated your article in the recent issue of Twin & Turbine. I have been an SR22 owner/pilot and am considering upgrading. Based on your article, I’d say I am a new 2020 Corvette guy and, therefore, more likely align with a Meridian (the Cirrus Perspective – G1000 is a fully integrated model and probably more my taste).

My priority has been to focus on looking at aircraft that have reached the bottom of the depreciation curve. My 2008 Cirrus will list for 10 percent more than I paid for it since it is a desirable model and sits at the bottom of its depreciation curve. When considering Meridians, do you have a viewpoint as to which vintage models have reached near their floor price?

Finally, I’ve also been thinking about a TBM 700C, which when equipped with an upgraded flight deck, appears to be fully depreciated and an exceptional platform. Do you have any views on the comparison of the two? I look forward to learning from any thoughts you are willing to share!

David Novelli


Just read your article in Twin & Turbine on JetProp vs. Meridian. Really nice.

I especially liked your Corvette analogy. Self-reflecting, and as the owner of a (standard transmission) 2001 M5 and a (standard) 2011 911S, very apt comparison!


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