Jason, do you see the temp limiters as a worthwhile safegaurd in the Merlin/Metro fleet?

These aircraft see a lot of pilots and a lot of new pilots. The engines on these airframes are setup close to max thermodynamic hp and as such you will run into temp limiting conditions.

MU2 is so far down on the potential hp of the engine that it is likely never temp limited so the benifit there is not as obvious.

I don't have SRL, that is only Solitaire and Marquise.

My plane had a temp torque limiter based on ITT. This has now been downgraded to just a torque limiter with the -10 conversion. I don't enable it.

Mike C.

We do get temp limited sometimes, but at 665 or 715 HP, we do have some margin.

A Merlin will get limited a lot because you engines are not derated very much, 900 HP/side. You need that much power to get that much bulk of an airplane going.

The only time I have been temp limited on takeoff is a very hot day in Denver. Even then, I got 90% torque, so not much of a factor. The Merlin would have been significantly temp limited, 67% torque, assuming equal -10 engines.

Mike C.

30* C at KAPA with bleeds off I am at 74%, and load the aircraft accordingly.

Would have been nice if the Merlin was offered with -14 engines and RVSM.

Until you have to pay the fuel bill and the overhaul costs.

-14 is easily twice the cost of the smaller engines.

Mike C.

30C at KAPA and I am 100%.

The Merlin is relatively underpowered for its size/weight.

Mike C.

30C at KAPA and I am 100%.

The Merlin is relatively underpowered for its size/weight.

Mike C.

It depends on the pilot(s). If it's only flown by one or two careful pilots, I could go either way. However, we operated them in a 135 cargo operation with many pilots and I feel that it was a benefit.

I rarely seen it as it didn't bypass until 650 (fake) degrees, which I rarely ever attempted to exceed other than when demonstrating what would occur during training.

Jason

30C at KAPA and I am 100%.

The Merlin is relatively underpowered for its size/weight.

Mike C.

The answer to your question is yes. Both.

The AFM has a power assurance chart. But it was for the -6 engine. With -10, I obviously meet that chart with room to spare.

I also have experience with KAPA and 30C days. Made 100% power.

We can "cheat" and use the Marquise power assurance chart since it has a -10 engine. It says the Marquise will make 94% torque (672 HP) at KAPA on a 30C day. That is 101% of my torque (100% is 665 HP).

It should also be noted the power assurance chart is for zero airspeed. Once you get moving, the ram air effect gives you more power. This means at liftoff, even the Marquise is easily making 100% torque even if it was limited to 94% on a static runup. The ram air effect is why the normal procedure is to set power at 90% at the start of the takeoff roll. It will be at 100% by liftoff.

Mike C.

Good luck with your 441. I am looking forward to learning of the path that you take with regard to getting her all set up.

I have had my C441 25 months and think the world of her. RVSM was important to me for topping weather, more so than increasing range, and I am glad that i have the flexibility to fly high.

I think the world of Bruce Rayner and his team.

Enjoy the plane and feel free to email any questions that you think i could answer.

Best,
Michael

Michael,
Pretty sure he opted to part it out a few pages ago.

Thanks for the support but I did throw in the towel.

This thread has been all over the place in the past 50 days.

Sorry. Missed it.