I didn't realize that, but the specs say it's over 95% aluminum, and the fastest turboprop in service in the world today. And after looking at a couple of other pics, yeah, it DOES look like a catfish (although not with a B-26, or A-20, whatever, wing like the other one in the pic above )

I've heard that, too. Reason for that undeserved moniker is that it is a plush aircraft, at the top of its class (and doctors like that kind of stuff). There are several posted warnings throughout the plane that caution that it is easily loaded beyond its C/G limits. The POH says that you can be 200 pounds below max gross weight, have less than full fuel and be within c/g limits on takeoff.......... and land with the C/G well aft of allowable C/G, creating a dangerous (fatally!!) out of balance condition.

But if you look at safety records, comparing the V-tail to other planes of its class built and flown within the same time frame, it has almost the best safety record of all of them. Most of the accidents in the records L read were due to either an out of balance condition, or a ground accident, specifically of the pilot retracting the gear after landing while on taxi back to the ramp. Earlier models had the flap and LG switches in opposite location from each other than later models. Pilots who flew one and then switched to another would accidentally hit the LG switch, thinking they were raising the flaps after landing. There were a few reports of damaged aircraft from airspeeds greater than the listed Vne, which caused the LE of the V tail topop rivets from overstress. This was addressed by a modification to the location of the forward spar of the V tail and a retrofit of the older a/c.

I had heard of the "killer" rep before I flew in this plane, and did a lot of reading before I climbed in my friend's plane. I wouldn't hesitate to get in his again, especially because I was very impressed with his piloting.