I think the FIKI TKS option on a TN A36 is $$ well spent (yes $60K is a LOT of $$ to spend on a single option). However, I personally wouldn't spend that $$ unless I had a TN or planned to do TN as well. You've just eliminated one of your 'outs' if you cannot effectively climb above icing conditions. You need lots of 'out' options for icing and excess power and the ability to climb is one very good 'out'. Of the (3) options you have (TKS equip your A36, Baron and 1/3 TBM), I wouldn't even consider the existing NA A36 to be a viable option.

If you're really in love with the A36 and wanted to stick with it, a better plan would be to sell yours and wait for a FIKI TKS TN A36 to come on the market. There aren't tons of them but they do show up.

After this weeks trip, 60k seems like a completely appropriate price for FIKI TKS

And then there are a couple of minutes where 100k would seem a good price.



On a 5 year timeframe, your most economical solution is going to be to trade up to a plane with FIKI TKS and turbo.

Our home airport is an authorized Piper dealership. Would it make sense to put our collective 1.2-1.5 mil into a late model Meridian as opposed to a TBM? Maybe not as fast but just an idea to have on field service?

Guy, what airport do you fly into when goimg to Buffalo?

When I was looking a few months ago I analyzed a 1.25 million Piper against a 1.25 million TBM and considered every cost associated with ownership including market deprecation and capital cost on an after tax basis. There was a 10% spread in favor of the Piper. When I did the calculations based on no income tax deductions it was a wash. YMMV. It sounds like you're not buying this plane for business so I don't think you save anything by going to the Piper but you do get a less capable, less comfortable airplane.

Having a plane maintained away from home base is a PITA however.

I bought an MU2 when I had zero multi time and 1k total time. Insurance was 8k for year one. I got my multi and flew with friends for a few months to get to 100hours multi (MU2 sFAR requirement). I got all my mentor pilot time done in a week while doing the MU2 initial. 200 hours in, the plane is costing me 445 an hour to run. That is the sum of every dollar I have paid this far divided by hours flown. I am not counting engine reserves as I have very long time to go. Nice MU2 can be had for 400k or so. Planes performance is roughly the same as a tbm850.

Akron 9G3 if I need an instrument approach
Lancaster 9G0 if I don't
KIAG if I need an alternate

The truth is a TBM or Meridian is really not likely to need much service. Pretty much tires and turbine oil between annuals. I guess it would be nice to have a SC there, but in the 900 hours we have flown the Meridian, there has been only one unscheduled service that I can remember. Not a Piper issue, but a bad ignitor lead on the Pratt. Was field replaced on a Sunday in SC. Still made the flight back to Utah that evening. So still at this time I have ha 100% weather and maintenance dispatch reliability.

The truth is a TBM or Meridian is really not likely to need much service. Pretty much tires and turbine oil between annuals. I guess it would be nice to have a SC there, but in the 900 hours we have flown the Meridian, there has been only one unscheduled service that I can remember. Not a Piper issue, but a bad ignitor lead on the Pratt. Was field replaced on a Sunday in SC. Still made the flight back to Utah that evening. So still at this time I have ha 100% weather and maintenance dispatch reliability.