That’s changing. With highly regarded, fast and sophisticated turboprop singles from Piper, with its M600, and Epic, with its E1000, both with smaller price tags, that is no longer the case. Which is not to say that the TBM isn’t still the market leader; it clearly is. And the things that have earned that place its reputation, support and cachet take time for any brand to build, and the TBM has been at it since the first example, the TBM 700, was delivered to a customer in 1990. Since that time, well, it’s handed over 1,000 TBMs to pilots around the world.

And Daher is hardly standing still. Over time, the company, under a few different owners, has continuously improved the model. Today’s TBM 940 is at least 30 knots faster than the original TBM, and it is an extremely sophisticated aircraft in terms of both avionics and safety systems.

And with the purchase of Quest Aircraft last year, Daher has grown, making it, it says, the seventh-largest manufacturer of private turbine airplanes in the world. And the TBM 940 now has Garmin Autoland, which Daher brands “HomeSafe.”

Sophistication Articulated

The TBM 940 is quite a package. Thanks to the capabilities of the G3000 flight deck, Daher has developed an engineering system that can integrate the options developed by the Garmin suite into its aircraft. Now, when pilots fly a TBM 940, they learn how to manage systems that make their lives easier and reduce their workload. With the opportunities offered by the G3000, the 900 series (910/930/940) marks a technological break with the previous TBM 700 series (700 shp) and the 850 series (850 shp equipped with the Garmin 1000). Daher calls the integrated collection of capabilities “TBM e-copilot,” to drive home the point of the system’s effect of reducing pilot workload while simultaneously enhancing comfort and safety.

Among these features are an angle of attack (AOA) indicator and single-engine indicator (to ease the start process by creating a dedicated space on the display). There’s also torque (TRQ), gas generator rpm (NG), interstage turbine temperature (ITT) and propeller (PROP) rpm. Also part of the package is Garmin’s Enhanced Stability and Protection (a form of envelope protection), which includes underspeed protection systems (including a smart stick shaker that warns you if fly outside the flight envelope), the level button to bring the plane back to level flight quickly, and an Emergency Descent Mode that’s connected to the autopilot. There’s automatic anti-ice protection and automatic pressurization.

Perhaps the biggest addition to the 940 with HomeSafe is the autothrottle. The first plane in this class with autothrottle was the Piper M600, and like the 940, its inclusion was in part because it is a necessary part, for obvious reasons, of the autoland utility.  But the addition of the autothrottle brings a whole new level of workload reduction to the pilot during much of the flight, and not only in that rare instance when autoland might be called upon to save the day. The autothrottle can be used from takeoff to approach to landing, down to 200 feet, in fact, which is the most common decision altitude for precision approaches. And as integrated into the G3000, the systems can be managed by using two touchpads located above the central console.

And speaking of improved quality of life, the pilot can now access the cockpit through the side door, something that didn’t exist in most earlier TBMs. As for amenities and customization, six color choices are available for seat coverings and side panels. There are more wood trims and three new floor carpet colors. An extended palette is available with 40 additional colors, headset stowage hooks incorporated on clothes hangers behind the rear seats, additional rear-seat cup holders, a side-mounted cup holder and a tablet device holder located on the side of the central console for the pilot, and an optional quick-change storage unit, the extended large storage cabinet.

Autolanding

Jean-Marie Urlacher had the chance to evaluate the HomeSafe system on board a TBM 940 with Daher’s chief test pilot, Stéphane Jacques. Stéphane has completed 200 automatic landings and developed the test flight protocols for HomeSafe on the TBM. “We created a virtual airport at an altitude of 6,000 feet,” he said, “where we performed hundreds of approaches to calibrate the gain of the autopilot servo actuators in all wind configurations, developed the systems and defined the safest possible flight envelope to make the aircraft fully autonomous.”

“Once we are cruising, it is the perfect time to try the HomeSafe feature. Stéphane presses the button for two seconds. The aircraft then follows the rule ’aviate, navigate, communicate.”

We decided to try it for ourselves. Inside the airplane, a new orange button has been added atop the TBM’s cockpit instrument panel: “HomeSafe, Press and Hold.” If the pilot becomes medically incapacitated, it is not for non-emergency use, the pilot or a passenger can hold this button for two seconds. If it is done mistakenly, they have 15 seconds to deactivate it by pressing the autopilot button. Otherwise, the aircraft becomes completely autonomous. In less than 20 seconds, the TBM 940 analyzes the weather parameters of the nearest airfields and takes into account the length, width and orientation of the runways and the airspace. It also automatically sends distress and position messages over the right frequency, squawks 7700 and gives instructions to passengers on the glass cockpit screens, with classical music playing in the background to relax the atmosphere. The aircraft plans its approach, manages its speed, lowers its landing gear and flaps, lands on the most suitable runway, stops and then shuts off the turbine.

At least that’s what they said. In the airplane, lined up on Tarbes’ Runway 2, we are ready to go. I push the throttle control forward until the autothrottle engages and assumes full control of the torque. Magic. No more risk of over-torquing. At 85 knots rotation, we accelerate to 120 knots.

The climb is impressive, even by the TBM’s already-high standards. The reason: The 940’s air intake is 40% wider than that of the TBM 850. This results in a savings of 80 shp and a 20% decrease in takeoff distance. This air intake is well placed in the propeller blast, which increases intake pressure and power without increasing fuel consumption. Reaching FL310 takes about 19 minutes.

Max cruise speed is reached at FL280, with 330 knots true airspeed in optimal conditions, which provides a range of 1,435 nautical miles. For the best range, which you get at 252 KTAS, we can travel at 1,730 nm with a full fuel tank. Fabulous. The TBM 940 is just a few knots away from jet speed, but with far lower operating costs. In addition, in an overcrowded airspace, jets can’t always get to their optimum cruising altitude, so they need to fly at lower and, hence, far less fuel-efficient altitudes. At those same altitudes, turboprops are at their best.

The Landing You Will Probably Never See

Once we are cruising, it is the perfect time to try the HomeSafe feature. Stéphane presses the button for two seconds. The aircraft then follows the rule “aviate, navigate, communicate.” First, it stabilizes its flight path (LVL function: e-copilot level), and it takes its best-range speed, 180 kt. Using its Jeppesen database, the system calculates which airfield is most suitable, collects weather information, calculates its remaining autonomy, takes NOTAMs and the topography into account, and more. It sends automatic radio messages over the right frequencies to inform the control tower, sets the transponder code to 7700, and plays a series of visual and auditory messages for passengers from the cockpit: “HomeSafe has taken control of the aircraft, stay calm, make sure everyone is wearing a headset, fasten your seat belts, store items in the cabin, do not interfere with the aircraft controls.”

It adds, “If you want to talk to a controller, adjust your headset’s microphone and hold down the icon with your finger; release the icon to hear the controller’s response.” These screens also inform passengers of the time remaining before landing and the choice of the alternate airport, as well as encouraging them to prepare for landing. The aim is, of course, to keep their minds occupied, so they do not panic, but also to reassure them and inform them of the next steps, so that they are not surprised when the plane turns, lowers the landing gear or begins its descent. Instructions are given up until the engine stops, and the directions even explain how to open the aircraft door. The pilot can configure the language before the flight based on the language of the passengers.

From a flight management point of view, the TBM 940 selects the approach and manages its flight path. In our case, the plane selects a racetrack pattern to lose altitude before settling into a long final for the GPS to runway 20 back at Tarbes. The TBM makes a dogleg to line up, and, while crabbing to counteract the crosswind, it then begins its descent on the final approach path. It establishes a speed of 120 knots and lowers the flaps and landing gear, though somewhat unsettlingly, the controls in the cockpit are not moving. There is just a small red illuminated panel under the landing gear controls that says “gear unsafe” to warn of the incorrect control position, were that the case.

The aircraft slows and maintains a speed of 95 knots on short final, 10 kt more than the standard speed to ensure an added margin of safety. The controller gives the final wind reading: 90 degrees at 10 knots. Then comes the flare, which is perhaps the biggest challenge for auto landing systems, so we are looking forward to seeing how it is performed. Making use of its radio altimeter (another Autoland-required system), the system triggers the power reduction at 35 feet above the runway, and the aircraft assumes its landing attitude, which it keeps until touchdown. The TBM lands very smoothly.

Rolling out, the crosswind moves us 5 or 6 feet to the left of the centerline, but the aircraft remains tracking straight ahead on the runway. It then stops by using its auto brakes (which are another necessary autoland feature). The aircraft comes to a standstill, the propeller continues turning slowly, and the turbine shuts off as the prop comes to a stop.

What we experienced was nothing short of extraordinary. A landing that normally no pilot will see.

Debriefing

Like everyone else, we have a hard time not imagining the possibilities of HomeSafe. If you can land an airplane automatically, you can also make it take off automatically. You could even imagine that future pilots will simply have to click the approach they want, and the plane will take over until landing or even taxiing.

But that’s not what HomeSafe is about. Nicolas Chabbert, senior vice-president, Daher Aircraft Division, explained it like this: “HomeSafe is an electronic parachute. It is a system that should only be used in the event of a medical emergency or physical incapacity, and not if the pilot loses control or when they are behind their machine.” In addition, there could be serious consequences if the HomeSafe system is used without justification.

The advantage, compared to a ballistic parachute, is that the airplane can be used again. Statistically, a pilot being unable to complete a flight occurs exceedingly rarely, but HomeSafe is still an impressive sales argument: “This button is for their family,” said Daher’s Philippe de Segovia, director of product marketing (aviation). It is a safety argument that reassures the pilot and, of course, their loved ones as well.

“What we experienced was nothing short of extraordinary. A landing that normally no pilot will see.”

Kodiak Makes Two

In some ways, it seems that the Kodiak was fated to be part of the Daher family. Daher acquired Quest, the Sandpoint, Idaho-based company that built the Kodiak, last year. Quest’s workforce of 250 strong joined Daher’s, which numbered 300.

The acquisition surprised a lot of people while also making perfect sense.

It’s not that they’re a close match. They are not. The TBM is fast, luxurious, streamlined and finely honed. The Kodiak is very different. It is steady, rugged and versatile. And it has great potential for improvement. The two airplanes do, however, share a common core: They are single-engine turboprops made of riveted metal, and both come from a background of excellence, each in their respective fields. Daher’s decision-makers understood this well. While Cessna has sold more than 2,700 Caravans since 1982, Kodiak has built 278 aircraft in 12 years. Of those Kodiaks in the field, 46% are based in the United States, the rest split mostly between Asia and Africa.

In addition to industrial reasons, there was also an aeronautical reason behind the purchase. Kodiak and TBM target hands-on pilots, who often own their planes, and both aircraft have complementary performance and similar handling. Will some pilots buy one of each? Daher sure hopes so. After all, what could be better for a TBM owner who zooms across the United States at 330 knots for an important client meeting to be able to do than meet up with their family on the ranch for weekends with their Kodiak at 175 kt and a huge cargo load? Moreover, the Kodiak will also be of interest to other customers, such as parachute operators, medevac companies, cargo haulers, surveillance organizations and more. The Kodiak can be outfitted with floats, set up for VIPs or even used for military purposes. And it can change layouts pretty quickly, says Daher.

So, what will the Kodiak’s new ownership mean to the development of the plane? Will it be, as some have quipped, “TBM-ized?” Worse things could happen. And it’s probably safe to expect that the Kodiak will at some point get safety, convenience and ease-of-operation systems that are expensive to develop and install. And Daher is in a position to do that. As far as the basic airframe is concerned, the Kodiak gets raves already, though Daher might find things to improve upon there, as well.

Few manufacturers offer two markedly different aircraft such as these: a rough and ready backcountry hauler and a high-speed personal transportation platform. Both airplanes, by the way, are available on Microsoft Flight Simulator 2020, and for a lot less than their real-world price tags of $4.5 million for the TBM 940 and around $2.45 million for the Kodiak. There’s no law that says you can’t have it all. 

The post Flying The Daher TBM 940 appeared first on Plane & Pilot Magazine.

In some ways, the year 2019 was a remarkable one in aviation, but when it came to new plane introductions, it was, well, a continuation of a familiar trend. In the Part 23 world, there were no newly certificated planes, though at least one looks like an outside shot at getting approved by the end of the calendar year. Other emerging designs look as though they won’t make it. Some are being pushed out to 2020 and beyond, which is the way things are in the brave new world of airplane manufacturing.

The days are gone when each year brought a handful of clean-sheet airplane designs, high-flying models launched at Paris or Oshkosh (or Wichita or Vero Beach). Almost every new plane these days is a derivative of a former successful model. With the cost of designing, certifying and then producing a clean-sheet design being so astronomically expensive, while simultaneously the market for those designs has shrunk, it should surprise no one that companies overwhelmingly choose to rework existing designs instead of starting from scratch. This path not only cuts the risk of unpleasant surprises of the aerodynamic kind, but it also helps ensure a market for the new model—if the older version was a hit, then the new, improved one should make an even bigger splash. It often works exactly like that. And, to their credit, many of these updated models feature spectacular new capabilities, often as a result of incorporating a new safety system or powerplant upgrade.

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Our first plane of the year, the Cirrus SF50, is a recent clean-sheet design. When it garnered FAA approval, it became the only certificated single-engine jet in the world and brought with that accolade a remarkably spacious cabin with out-of-this-world visibility and design, and flying manners so user friendly that it made good on the claim to be the jet that SR22 high-performance piston-single pilots could realistically and safely step up to.

The changes in the Generation 2 edition are far from cosmetic upgrades. The latest Cirrus jet features autothrottles, a higher ceiling (up to 31,000 and, hence, RVSM approval), an increase in range up to 1,200 nm, and an attendant boost in useful load of 150 nm on shorter trips. On top of that, the SF50 is faster, too.  

Our other Plane of the Year winner is as far from a clean-sheet design as imaginable, or very nearly so. The Piper 100 and 100i are based on the classic Piper PA-28 design, which the company has spun off repeatedly over the last six decades. The Piper is different, though, than any previous iteration in the way it’s outfitted. It isn’t the first PA-28 to sport a Continental engine, the Continental Prime IO-370-DA3A, which puts out, you guessed it, 180 hp, the same as the Lycoming IO-360 in the Archer model it essentially updates. The 100 and 100i (the “i” adds a back seat position and instrument capability) also boast the Garmin G3X Touch Certified, a development of Garmin’s award-winning flat-panel avionics for amateur-built and LSA aircraft, along with the company’s newly announced GNX 375 navigator and GFC 500 digital autopilot. The combination of the remarkably capable but less-expensive avionics and the new Continental engine allowed Piper to offer the 100 and the 100i for the retail prices of $259,000 and $285,000, respectively, which make them around $100,000 less expensive than the Archer they complement in Piper’s successful training lineup. That could translate to more trainers and more happy, successful new pilots. And who doesn’t like the sound of that?

Congratulations to our Plane of the Year winners!

Click the “Next” button below to see contenders for next year.

The post 2019 Planes Of The Year: Cirrus SF50 Vision Jet G2 And Piper 100 appeared first on Plane & Pilot Magazine.

If you’re determined to fly fast in today’s market, you have a number of options to consider. Those with an unlimited budget can simply buy a Citation 10 for $24 million and fly confidently, knowing they’re operating the fastest civil airplane in the sky.

More realistically, however, budget-conscious buyers tend to lean more toward the Embraer Phenom 100 ($4.1M), Cessna Mustang ($3.5M) or Eclipse 550 ($3.2M). The HondaJet 420 is another possibility at about $4.8M, but that may be outside the province of entry-level jet buyers.

For at least the last quarter century, there have been a variety of single-engine turboprops that have offered economical alternatives to the small jets, traveling at near-jet speeds at a lower purchase price and with more economical operating costs.

By far, the fastest of these are the DAHER TBM models known as the 700, 850 and 900. I flew one of the first TBM 700s back in 1991 when I co-hosted the ABC-TV show, ABC’s Wide World of Flying, and I’ve been in love with the type ever since.

Recently, I flew the newest and best of the TBMs, the TBM 900, flying with Danielle Quinn and John Hobkirk of AVEX in Camarillo, Calif. AVEX (www.newavex.com) is the world’s largest TBM dealer, and it typically delivers about 10 new TBMs a year, plus another 20 or so pre-owned DAHER turboprops.

AVEX co-founder Terry Winston has been responsible for DAHER sales of the French turboprop in the Southwestern U.S. for the last decade. He arranged for me to fly a new TBM 900 with demo pilot Hobkirk riding shotgun and Quinn along to answer questions about the new model.

The TBM 900 project was initiated shortly after DAHER acquired TBM in 2009. To that end, the new owner canvased existing TBM customers to analyze their wish lists. The preceding TBM 850 was no slouch. It had sold some 180 units in the first four years of production, but DAHER knew it could do better.

As a result, the company initiated a 40-million-Euro program of research and development to improve the TBM line. DAHER used computational fluid dynamics on what was known internally as the “Century” project.

Development of the 900 was undertaken in the strictest secrecy, and hardly anyone outside the Tarbes, France, manufacturer knew of the project. In fact, even Terry Winston of AVEX wasn’t aware of the new model until he went to France to inspect the first of his 2014 models.

Externally, the 850 and 900 appear fairly similar, except for the winglets. Take those away, and pilots unfamiliar with the type would be hard-pressed to tell the difference between the 850 and 900, though there are some major improvements. Danielle Quinn and I walked around the airplane during the preflight, and she pointed out the upgrades.

All TBMs, from 1991 to 2015, are precision machines. Quality control is nothing short of excellent. The airplanes levitate behind a chronograph of an engine, the near-legendary Canadian Pratt & Whitney PT6A-66D. The TBM series flies like it should have Breitling instruments and Northrup controls. This dedication to quality and precision carries through to the new TBM 900.

The TBM900 can manage 330 knots at FL280, only 10 knots less than the Cessna Mustang.

Approach any of the TBM turbine models from the rear, and you can’t help but notice the airplane’s huge flaps. Collectively, they cover 78% of the wing trailing edge. That’s because the French military was one of the launch customers back in 1991, and it insisted the airplane have a stall speed of no more than 53 knots flying light and dirty. That’s a phenomenal stall for such a high-performance machine. The only realistic way to comply with that requirement was to install a pair of Fowler flaps that occupied most of the aft trailing edge of both wings.

This didn’t leave much room for ailerons, so DAHER added spoilers that would improve roll rate and maintain reasonable control harmony.

The result was a TBM with the widest operating envelope of any airplane with a propeller. Red line is 266 knots and dirty stall is 53 knots, so the TBM 900 enjoys a performance ratio of five to one. “That becomes especially important when we’re transitioning new owners out of Mooneys, Bonanzas and Malibus,” said Quinn. “Eighty-five knots isn’t out of line for the big piston singles, and it also works well for the TBM.”

DAHER mounted a pair of the aforementioned two-foot tall blended winglets on the wingtips of the TBM 900, primarily to improve low-speed handling at high angles of attack. The company tried a variety of winglet configurations, but the swept, precisely sculpted shape of the final design complimented the airplane’s swept lines. In combination with aerodynamic rethinking of the ailerons, vertical stabilizer and inner gear doors, the net profit is about three knots.

One of the major changes to the new airplane is the standard crew door that allows a pilot to arrange his passengers in back, make certain they’re all properly strapped in, then close the aft door and enter the cockpit through his own entrance, rather than having to make his way forward in the aisle. The cabin is 48 inches wide by 47 inches tall, so all but great apes in back should be comfortable, but the crew door makes ingress/egress notably easier. The small, left-front door does add 45 pounds to empty weight and another seal to inflate, but virtually all owners generally love it.

The original TBM 700 was limited to 700 shp for takeoff. Now, the TBM 900 unleashes the full 850 shp of the P&W PT6A-66D turbine, not only for takeoff, but also for climb and cruise as high as FL280. Max thermodynamic horsepower is 1,825 shp flat-rated to 850 shp. Both the 850 and 900 use the same engine, but the 900 benefits from efficiency improvements in both the induction and exhaust system that allow it to use 850 shp under all conditions.

Left: (Prop from rear): A major change on the TBM900 was the paddle shaped, five bladed, Hartzell prop. Center: Gear is of standard oleo construction with full enclosure. Right: SOCATA’s main cabin door opens up and steps fold down.

During the power analysis, DAHER’s engineers discovered that the exhaust stacks were causing turbulent flow and power loss. The angle on the stacks was too sharp. Accordingly, DAHER rounded the exhaust stack to even the flow. One peripheral benefit was less soot on the side of the airplane.

Under the hood, the starter/generator has been pumped up to 300 amps and the standby alternator has been boosted to 100 amps. Access to the engine is now through a lightweight, carbon-fiber door on the left side.

Panel: TBM900 features an enhanced version of the popular Garmin G1000 flat panel display.

One curious idiosyncrasy is a small strake mounted on the belly near the left wing root leading edge. Aerodynamic testing revealed turbulent flow at that position, and the strake was installed to smooth the airflow and improve low-speed handling.

Out on the pointy end, the 900 mounts an impressive, five-blade, Hartzell semi-scimitar prop to translate power to thrust. The prop’s contour is custom designed for the TBM 900 and features curved, swept blades that are contoured in chord and width. There’s not a flat section to be found anywhere on the new prop. “Hartzell owns and operates two TBMs,” Quinn explained, “so the project was especially meaningful for them.”

Another change is that the prop is mounted with no more than an inch clearance from the air intake. This increases ram pressure, and again, improves power, especially at high altitude.

Interior: The airplane’s cabin measures 48 inches across by 47 inches tall.

The TBM 900 uses pneumatic deice boots that actually create the wing leading edge. The real leading edge is flat, mounted about five inches behind the boots. This leaves a cavity between the forward wing and boots for running electrical and pneumatic lines. The boots are overlaid on the wing to form the actual leading edge.

Also, deice boots are installed in three segments on each wing, so that a bird strike or other anomaly won’t necessitate removal and replacement of the entire leading edge.

Fuel is characteristically contained in the wings—291.6 gallons (1,954 pounds) in total. At a typical high cruise burn rate of 60 gallons/hour, you could plan easy four-hour legs, five hours at reduced power settings. Under most conditions, fuel management is unnecessary, as the fuel selector will automatically cycle between tanks every five minutes.

Single Lever Power Control: SOCATA incorporates prop, condition and thrust levers in a single control.

Beneath the wings, the TBM benefits from a simplified two-door gear enclosure. The original model 700 had a three-door system, with one door inboard and the other two outboard. This led to an occasional gear-sequencing problem, and DAHER redesigned the system to eliminate the inboard door and still fully enclose the wheels.

Not surprisingly, the new design was more aerodynamically efficient. DAHER estimated the underwing cleanup was worth five knots of additional cruise.

Inside the airplane, the biggest change is the switch to a single, fist-grip power lever. Gone are the prop control and the condition lever present on other turboprops. The prop is now automatically regulated at a constant 2,000 rpm by an on-board computer. The condition lever’s function is incorporated into the single control.

A fringe benefit of the single power lever is that the center power console is now narrower, making it easier to climb into the crew seats.

The avionics package remains the popular Garmin G1000, three-screen PFD/MFD, plus the proven G700 autopilot. The demonstrator aircraft also was fitted with Garmin SVT (Synthetic Vision Technology) that introduces Garmin’s version of virtual reality. This ignores weather and presents a constant moving image of the terrain ahead, right down to the center stripes on the runway. The refresh rate is about seven times a second, so the image seems almost motion picture quality.

We boarded the demonstrator on a warm day in Camarillo with an IFR flight plan filed for FL280. The load was three souls and full fuel. Some manufacturers shy away from full fuel on press demo flights, as flying lighter always improves the numbers, but AVEX was so confident of the airplane’s ability that it had filled the tanks.

Start is fairly automatic in the TBM 900. Starter and igniters turn off at 50%, and the airplane settles into a high idle. Release the brakes, and you’ll start to move forward almost immediately. Check pilot Hobkirk suggested I use the prop’s beta range for speed control rather than brakes. It’s easier on the airplane and minimizes the characteristic, high-pitched scream of a turboprop.

Pre-takeoff checks (door closed, engine running) complete, the TBM 900 is ready to fly. Release the brakes, advance the thrust and the airplane begins to devour asphalt faster than you’d believe. Acceleration comes on like a light switch if you hurry the thrust lever, not a surprise considering that power loading is only 8.7 lbs./hp. You’re virtually guaranteed a quick dash to rotation. Point the nose uphill, and the TBM 900 climbs as if something bigger is chasing it.

The prop’s contour is custom designed for the TBM 900 and features curved, swept blades that are contoured in chord and width. !Another change is that the prop is mounted with no more than an inch clearance from the air intake. This increases ram pressure, and again, improves power, especially at high altitude.

Lifted off and pointed up, I saw an easy 2,000 fpm initially, though LA Center didn’t allow us to ascend directly to our planned altitude of FL280. We step climbed through 4,000, 12,000, 18,000, 23,000 feet and finally topped off at FL280. DAHER suggests the airplane can manage a direct climb to FL280 in 16 minutes, and in view of our uphill performance at lower altitude, I believe it.

Leveling at cruise, we watched the TAS readout on the G1000 count up through 315 knots, then slowly increase to a final 320 knots. To no one’s surprise, in the middle of a Southern California summer, outside air temperature at altitude was ISA +10 degrees C. Correcting for the warm conditions, the TBM 900 would have been managing 331 knots.

All the new TBMs are RVSM certified, and if we’d bothered to climb to the airplane’s max certified altitude of FL310, we would have seen 326 knots at a reduced fuel burn. Long-range cruise is just greater than 250 knots at 31,000 feet, burning 45 gph.

Pressurization is automatic on the TBM 900, and the 6.2 psi differential allows a sea-level cabin at 14,500 feet. Climb on up to 31,000 feet, and the cabin will level to just less than 10,000 feet.

If the stage length is a long one, you can plan on ranging as far as 1,730 nm (NBAA reserve) in the TBM 900. Virtually any of the jets will need a stop.

Once we had our cruise numbers on tape, we dropped down to 16,000 feet for some slow-speed maneuvering and stall checks. Stalls haven’t changed on the 900. The onset of stall is easily predictable with plenty of aerodynamic burble. Hold the yoke full back at the break, and the airplane will pitch straight ahead, with little tendency to drop a wing. The airplane is basically as stable as a table and happiest in straight and level, high-speed cruise.

Back in the pattern to check landing manners, there are, once again, no surprises. If you’re sneaking into a 3,000-foot strip, you can approach at 90 knots or less without concern. The TBM 900 doesn’t tend to float in the flare, and it’s easy to gauge your height above the runway. Should you need to plunk it on and stop it short, full reverse and hard braking will ground the TBM 900 in 1,500 feet or less. Remember, however, not to maintain reverse thrust below about 30 knots on turf or dirt runways, or you could blow debris out ahead of the airplane and suck it back into the intake. Pratt & Whitney’s inertial separator guards against engine damage, but as with any turbine, the best rule is “don’t” if you have any doubts.

Inevitably, any value analysis of the TBM 900 devolves to price. A fully equipped DAHER TBM 900 runs about $3.8M, roughly the same as a Cessna Mustang and slightly more than an Eclipse 550. Pretty obviously, both of those jets are 10 to 30 knots faster than the TBM 900, but neither have the TBM’s range. The Mustang and Eclipse also are certified for flight at FL410. Conversely, both the jets must support two engines rather than one.

Such buying decisions rely as much on emotion as logic. Personally, I’d love to buy a jet with my next big lotto win, but the almost mythical reliability of that beautiful Pratt & Whitney engine and the striking asymmetry of the five-blade prop would probably answer all the questions for me.

The Perfect Travel Tool

By Bill Cox

One of the TBM 900’s most impressive talents is its ability to outperform virtually every other turboprop on the market, do it with better economy and even keep up with some light jets in cruise.

George Schaeffer of Schaeffer Industries in California is one example of a TBM 900 owner who uses his airplane to maximum advantage. Schaeffer operates a series of steel processing facilities in Linden, Utah, and Mira Loma and Stockton, Calif. His company services clients all along the West Coast, and Schaffer is a hands-on kind of owner. “This is my second TBM. I traded a TBM 850 for this airplane and flew a Mooney Bravo before that.”

Schaeffer was building an Epic until that company went bankrupt “and things got pretty murky,” he said. “I looked at both the Eclipse and the Phenom, but both cabins were too small for my needs.”

Schaeffer picked up his new TBM in November 2014 and flies at least three times a week on legs of 300 to 800 nm. “It’s a nearly perfect tool for my travel needs,” said Schaeffer. “I’m usually flying fairly light, so I consistently see climb that’s better than book.”

The steel executive usually flies as high as possible, sometimes at the airplane’s maximum altitude of FL310, “though I’d love to see TBM extend that to FL340,” he commented. “There’ve been several instances when I was just barely clipping the tops of the clouds at 31,000 feet, and another 2,000 to 3,000 feet would have been ideal.”

Schaffer feels the TBM 900 is an excellent combination of speed, comfort and efficiency. “I generally see about 320 to 325 knots on 55 to 60 gph, and I’ve witnessed the promised 330 knots several times. Most every number in the POH is realistic. If it’s in the book, the TBM will do it.”

The owner bought both his TBMs from AVEX in Camarillo, Calif., and he credits AVEX owner Terry Winston as an outstanding dealer. “If TBM comes out with a model 1000, Terry can probably plan to see me again.”

For more information, visit www.newavex.com.

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Daher TMB 900
SPECIFICATIONS
Engine(s) make/model:	P&W PT6A-66D
Shaft Hp:	850
Fuel type:	Jet A
Landing gear type:	Tri/Retr
Max TO weight (lbs.):	7394
Empty weight (lbs.):	4629
Max Payload (lbs.):	1403
Max Zero Fuel Weight (lbs.):	6032
Max Landing Weight (lbs.):	7024
Useful load–std (lbs.):	2765
Usable fuel–std (gal/lbs.):	291.6/1910
Payload–full std fuel (lbs.):	891
Payload w 220 gal (lbs.):	1307
Wingspan:	42 ft. 1 in.
Overall length:	35 ft. 2 in.
Height:	14 ft. 1 in.
Wing area (sq. ft.):	197
Wing loading (lbs./sq. ft.):	37.5
Power loading (lbs./hp):	8.7
Seating capacity:	6
Cabin doors:	2
Cabin width (in.):	48
Cabin height (in.):	47
PERFORMANCE
Max Cruise Speed (kts.–max-ISA):	330
Max Cruise At 31,000 Ft (kts.):	326
Max Cruise Fuel Burn (gph/lbs):	60/402
Best Rate Of Climb, SL (fpm):	2050
Range At Max Cruise (nm):	1440
Range At Economy Cruise (nm):	1730
Time To FL280 (min) 16
Max Altitude (ft.):	31,000
Stall (Vso — kts.):	53/65
Takeoff Over 50 ft. (ft.):	2380
Landing Over 50 ft., w/o reverse (ft.):	2430

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The airport at Palatka (28J), a sleepy farming community in Northeast Florida, lies a scant 26 nm from historic St. Augustine’s KSGJ. So the consternation in the briefer’s voice, audible over the speaker phone as he read back our flight plan to 28J, was understandable: “TBM 900 Alpha Zulu—requesting flight level Two Eight Zero?”

With a range of more than 1,700 nm and a top speed of 330 knots—putting Aspen, the Hudson Bay and Bogota all within our reach from SGJ—a flight to Palatka in the TBM 900, the new, improved member of Daher-Socata’s TBM single-engine turboprop family, might seem a wasted opportunity. But we were focused on the everyday business, rather than the glamorous pleasure side, of the TBM’s mission capabilities. Introduced to North America barely a week before, this TBM had a full schedule of commitments and places it had to be—doubtless like the busy buyers of these airplanes. No time for the magical getaway an airplane like this makes possible. We weren’t exactly going directly to Palatka, either.

Wayman Luy, demonstration pilot for Socata North America, headquartered in Hollywood, Fla., was filing a trapezoidal VOR-to-VOR route aimed at getting us cleared expeditiously up to FL280, the 900’s optimum operating altitude, where we’d measure performance and explore handling characteristics.

TBM 900’s American debut took place at Fantasy of Flight, Kermit Weeks’ aviation museum cum theme park outside of Lakeland, an appropriate venue given the fantasies TBMs have sparked among pilots over the years. They’ve been considered the high-end luxury sports cars of the single-turboprop world since the introduction of the TBM 700 in 1990. The TBM 850, introduced in 2006, continued the tradition, but downplayed the sportiness of the brand for a slightly more businesslike demeanor. With the TBM 900, Daher-Socata has not only upgraded some 25% of the aircraft’s systems and improved its performance, but also reclaimed the TBM’s sports car mystique.

Daher-Socata has upgraded some 25% of the aircraft’s systems, improved its performance and reclaimed the TBM’s sports car mystique.

The 900’s most obvious exterior changes from legacy TBMs—the five-blade prop and winglets—are as eye-grabbing as they are functional. “We wanted the aesthetics to look good,” Philippe de Segovia, Daher-Socata’s director of marketing, said during the walkaround on the ramp at SGJ, pointing out the winglets as an example. “We developed some winglets that were efficient, but we didn’t like the way they looked,” so the company continued development until they had a set whose appearance matched their performance. Up front, the predatory five-blade Hartzell composite prop drives air into the redesigned air inlet, acting like a turbocharger.

The composite five-blade Hartzell prop boosts performance—and appearance.

During the two-year upgrade project, the entire airframe was carefully examined using computational fluid dynamics to identify areas that generated turbulence—the main gear doors, tailcone and exhaust stacks among them—and engineers redesigned accordingly to reduce drag. Meanwhile, to emphasize the racing-car side of the TBM’s personality, the company engaged French designer Hubert de Malherbe, known for his work with the LVMH luxury goods group, to “sportify” the interior, evident for example in the hand-stitching on the seats’ fine leather and their race team-like TBM 900 logos. The seating/cargo space is completely reconfigurable. Any or all of the four cabin seats can be quickly removed as needed, or arranged in either club or the all-forward-facing commuter configuration. Fine wood trim remains a standard option, but the company is promoting a new carbon-fiber interior, available in eight standard shades, with 40 additional colors available as options.

The Pratt & Whitney PT6A-66D is the same engine that powers the 850 Elite, but the airplane is redesigned firewall forward. The new cowl is composite, the spinner is redesigned and the exhaust stacks rounded, together reducing drag and weight. Inside, the engine’s plenum has been changed to improve air flow, and the electrical system completely redesigned, with power increased to 300 amps, providing plenty of juice for future avionics and electronic devices.

A significant percentage of TBM buyers fall into the 500 to 1,000 total-flight-hour range, according to John Warnk, instructor and program manager for TBM training at Simcom, an FAA-approved initial and recurrent training provider for TBM series aircraft (see sidebar). Many such owners transition directly from high-performance piston aircraft without any turboprop experience, and the 900 should be an easier adjustment than earlier TBMs. “A great thing in the 900 is that we have a semi-automatic start procedure,” Luy said from the right seat in the cockpit.

Here in the front office, the TBM 900 has a restyled panel surrounding the three Garmin G1000 display screens, and a revamped center pedestal that incorporates a single-control throttle and a new torque limiter, which allows use of all 850 hp at takeoff, shortening the takeoff roll and improving climb rates over previous TBMs.

The G1000 had finished its self-test, the flight plan and weight and balance information entered through the FMS, and switches were positioned for the engine start. Hit the starter, counted to three. By then Ng, or percent of torque, reached 13%, starting the propeller spinning. Moved the pedestal-mounted control level forward to low idle. At 50% Ng, the starter automatically disengaged, a chore performed manually on previous TBMs. The control lever would then be moved laterally into a track on the left, where it operates as a normal throttle.

TBMs have a brawny, over-built heft, a solid feeling reinforced while taxiing, as the nose wheel tracks straight ahead without any rudder dancing, taxi speed controlled by the throttle in Beta. For takeoff, throttle up to 50% Ng before releasing the brakes, then advance the throttle to desired power. Acceleration is brisk to exhilarating, quickly reaching rotation speed, about 85 knots. We climbed out at 130 knots, then lowered the nose for a cruise climb speed of 170, yielding about 1,500 fpm, and engaged the command bars on the PFD for hand-flying guidance. “My preference is to climb as quickly as possible to altitude,” Luy said, so we dialed 124 knots, or Vy, into the autopilot, and our ascent increased to between 2,100 and 2,200 fpm.

Landing lights have moved to the wingtip, and inner gear doors reduce drag on the TBM 900.

Handed off to Jacksonville Departure, we were greeted with the same reaction the briefer on the telephone had. “TBM 900 Alpha Zulu—are you sure you want to go to flight level Two Eight Zero?” Luy explained our flight-test mission, and our willingness to go in any direction ATC needed to keep us out of harm’s way, which led to a succession of course and altitude changes until we were finally turned eastbound over the ocean and cleared from FL250 to FL280.

Once at altitude, Luy let the autopilot pitch the nose down and build up airspeed until the TAS settled at 325 knots. ISA temperature was plus 10, and we weighed about 6,600 pounds, some 800 below gross. Luy pulled out the POH and checked the numbers. “We’re beating the book,” he said, pointing to factory figures that indicated an expected 320 knots and a 60.2 gph burn for our conditions. (We were burning 62 gph.) “Let me take a picture so I can show people,” he said, pointing his iPhone at his PDF. “People don’t believe me.”

We didn’t time the climb, given all the intermediate stops and changes of direction, but the company says the TBM 900 can reach its 31,000-foot service ceiling in under 19 minutes. With the airspeed performance verified, Luy wanted to show off the TBM’s maneuverability at altitude, so we disengaged the autopilot and hand-flew, banking and turning as much as we could on an IFR flight plan. FL280 is the highest altitude an aircraft can be legally hand-flown. Above this, RVSM rules apply, and the autopilot must be engaged. Rudder and aileron authority remained crisp, with no mushiness to the inputs.

“It’s like a six-place P-51,” de Segovia said from the back seat. I was wearing a headset though he wasn’t, yet I still heard him, bringing home another improvement in the 900. Noise levels in the cabin and outside have been reduced significantly.

Acceleration is brisk to exhilarating, quickly reaching rotation speed, about 85 knots.

We hadn’t been eastbound long, but by the time we asked for lower and turned around for a direct to 28J, the coast of Florida appeared far in the distance. Rather than the typical 1,500- to 2,000- foot descent rate, we went for a more extreme angle. Pushing the nose over and triggering a maximum speed alert at 260 knots indicated, our descent was some 4,000 fpm. Next, we pulled the power to idle and pushed the nose down to about 15 degrees, and our sink rate registered some 6,000 fpm. Had we wanted to get down faster, we could have dumped the gear. Gear extension speed is 178 knots indicated, as is the first notch of flaps.

Having seen the TBM 900’s high-speed performance, once cleared from 10,000 feet to 5,000 feet, we cancelled IFR and did power-on and power-off stalls. An aural alert, “Airspeed, airspeed,” preceded the stall horn’s whine. With the radar pod adding weight and drag to the left wing, the TBM breaks left on the stall. Though more pronounced than in a typical GA aircraft, there’s nothing unusual about the recovery, and holding full right aileron into the stall, which deploys the spoilerons, can almost keep the nose falling straight ahead. Luy, who has some 4,500 hours of TBM time, reports that the winglets add a little more stability at low airspeeds, making approaches and landings that much safer.

A thin, scattered deck extended over the area as we approached Palatka, so we descended to about 2,000 feet and entered the pattern with an overhead entry at 1,500 feet. Luy had already briefed me on the landing. Use about 20% torque on final, looking for about 90 knots over the fence. “Let it get into ground effect,” he said over the numbers, “then put the nose at the end of the runway, power back to idle, and let it float a little. When you have that instinct to pull back and flare, just let it settle.” Suddenly, we were planted firmly on the runway. “Beautiful. Let the nose drop. Pull the trigger, and put it in reverse.”

We did a 180 to back taxi, and here again, the TBM illustrated its maneuverability. Holding the left brake and taking advantage of the engine’s torque, the aircraft did a smooth 180 pivot. The 900 can not only take off and land in less than 2,500 feet at gross weight, it can maneuver around a tight ramp, too.

We did a second circuit at Palatka before making the 26 nm flight back to SGJ. We didn’t request FL280 this time, but given what I had seen of the TBM 900’s performance, with a good headwind, we probably could have made it up and back down within the distance.

Getting Checked Out In The TBM SimCom Offers Approved Training
SimCom (www.simulator.com), headquartered in Orlando, Fla., provides FAA-approved training for TBM series aircraft, as well as about 30 other models, from piston singles to jets. The company is now completing construction of its TBM 900 training program. “We’re right now refining the checklist,” said John Warnk, instructor and program manager for TBM training. SimCom provides trainees with manuals, checklists, a written exam on V speeds and emergencies, and other materials to study prior to training. All TBM trainees are advised to arrive with a fresh instrument proficiency check to ensure they can devote their attention to learning the aircraft rather than relearning how to fly instruments. “Once they’re in the door, we start with the general aircraft and work through all the systems,” Warnk said. SimCom takes a maximum of two trainees per course, which are adapted to the basic skill and experience level of the pilot. Those with 500 to 1,000 flight hours with no type ratings or turboprop experience undergo a six-day course of classroom instruction and simulator training followed by 20 hours in the airplane. Those with more experience undergo the same classroom/sim time, but require fewer hours in the airplane. For classes with one trainee, the typical school day consists of four hours of ground school and two hours in the simulator. For a two-person class, sim time is doubled. “The person in the right seat (of the simulator) actually learns a little more—they can process the information. The person in the left seat is usually too busy doing things to sit back and absorb it,” Warnk adds. For students who need a little more help than the average trainee, SimCom provides extra time in the sim and the airplane as needed at no charge, Warnk said. “The most important things is that when you leave us, we feel comfortable enough with your abilities to put our families in the back of your airplane.”

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TBM 900
Price, Standard Equipped:	$3.71 million
Powerplant Type:	P&W Canada PT6A-66D turboprop
Thermodynamic Power (hp):	1,825
Nominal Power (shp):	850
Usable Fuel Capacity (gals):	291
Wingspan (ft.):	42.10
Height (ft.):	14.29
Length (ft.):	35.22
Wheel Base (ft.):	9.56
Tailplane Span (ft.):	16.36
Maximum Cabin Width:	3 ft. 11.64 in.
Maximum Cabin Length:	13 ft. 3.45 in.
Maximum Cabin Height (ft.):	4
Maximum Volume In Cabin (cu. ft.):	123
Basic Empty Weight (lbs.):	4,629
Maximum Ramp Weight (MRW, lbs.):	7,430
Maximum Takeoff Weight (lbs.):	7,394
Maximum Zero Fuel Weight (lbs.):	6,032
Maximum Payload (lbs.):	1,410
Maximum Payload With Full Fuel (lbs.):	891
Maximum Luggage In Storage Areas (4 seats, lbs.):	507
Maximum Luggage In Storage Areas (6 seats, lbs.):	330
Maximum Luggage Volume (large net, cu. ft.):	30.25
PERFORMANCE
(ISA conditions, MTOW, no wind) Maximum Cruise Speed At Long-Range Settings (KTAS):	252
Maximum Cruise Speed At 28,000 ft. (KTAS):	330
Time-To Climb To 31,000 ft. (mins., secs.):	18:45
Certified Ceiling (ft.):	31,000
(ISA conditions, MTOW, no wind, 50-ft. obstacle clearance) Takeoff (ft.):	2,380
Landing (ft.):	2,430
Maximum range with maximum fuel (ISA conditions, MTOW, no wind, one pilot, 45 min fuel reserve) @31,000 ft. 252 KTAS Cruise Speed (nm):	1,730
290 KTAS Cruise Speed (nm):	1,585
326 KTAS Cruise Speed (nm):	1,440

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They may have roads and utilities, homes and happy families, but residential airparks are far from your typical American community—unlike, say, a Muncie, Ind., celebrated and studied by social scientists for its averageness.

We were enjoying the enviable differences in the airpark lifestyle during our visit to Big South Fork Airpark (BSFA) in Oneida, Tenn., where we had come to evaluate candidates for Best Residential Airpark Airplane (RAA) honors. Not that BSFA is a typical residential airpark.

Adjacent to the Cumberland Plateau’s spectacular Big South Fork National Recreational Area and enjoying through-the-fence access to Scott County Municipal Airport (KSCX), the 450-acre property, now in its first phase of development, is above average in every way.

Its thickly wooded lots, fine Paso Finos at the equestrian facility and the residents’ camaraderie help set it apart. Here, amidst natural beauty and among like-minded souls, minutes from one’s airplane, is the life many pilots dream of. But most of us are stuck in our own Muncies.

An Ideal RAA
An aircraft that could bridge these two worlds, providing commercial-grade anywhere/anytime capability for business missions, combined with outstanding high/hot and short-field performance for getting in and out of the homeport (most airparks aren’t blessed with SCX’s 5,500 feet of asphalt) could surely make a claim for the top RAA spot.

The TBM 850 Elite, latest model of Daher-Socata’s six-place single-engine turboprop, is on the short list for this job. With a 320-knot maximum cruise speed, range of more than 1,400 nm and a rugged nimbleness suitable for unimproved backcountry airstrips, on paper, the TBM has more than enough performance to meet the challenge. Mike Sarsfield, Socata’s Sales and Support representative for the Southeast U.S., agreed to bring a new 850 Elite to BSFA for a field evaluation.

It turns out the TBM is no stranger to residential airpark living. “Just in the Southeast, I’ve got 10 or 12 TBM owners who live in a residential airpark or have a second home in one,” Sarsfield said, as we approached N850XX on the ramp at SCX, the sun burning off the last of the morning’s fog.

Mission To Muncie
Sarsfield had arrived the previous evening after a full day of work at his office in Atlanta as isolated thunderstorms began popping up in our area, a warm-up demonstration of the TBM’s RAA creds.

Two 10.4-inch primary flight displays flank the center 15-inch multi-function display on the instrument panel. The Garmin G1000 avionics system has been standard on the TBM since 2008.

As lightning pierced the night outside the manorial Welcome Center, the heart of BSFA’s community life, we planned today’s flight, selecting a destination at once symbolic and pragmatic: Muncie, Ind., 230 nm north. Ordinary to some, the city’s airport (KMIE) is home to Muncie Aviation, the world’s oldest Piper dealership, and is one of the first TBM sales and service centers in the U.S. We had an appointment to tour their facility and have a business lunch.

On the ramp, the TBM is sleek and muscular, its elongated snout of a cowl and nosebowl air intake suggesting an apex avian predator. Externally, there’s little to distinguish the 850 Elite from the first TBM, the 700A, introduced in 1990. (“TB” is for Tarbes, site of Socata’s headquarters in France, and “M” is for Mooney, Socata’s erstwhile partner until leaving the program in 1991.)

The 850 model, introduced in 2006, replaced the 700 series’ 700 shp Pratt & Whitney PT6A-64 with the 850 shp PT6A-66D, offering improved climb and cruise performance. (The extra 150 shp isn’t available during takeoff or go-arounds while landing, as we’ll say more about that later.)

The 850 Elite, unveiled at Sun ‘n Fun 2012, features a reconfigurable cabin that allows removal and reorientation of cabin seats for expanded cargo space, and seating options that can be accomplished in about 30 minutes. Optional carbon-fiber interior edging and global Satcom also are available in the Elite.

Interior And Exterior
The widened passenger/cargo door, introduced with the 700B in 1999, is one of the few noticeable changes to the TBM’s original airframe. Electrically operated, the door opens upward while foldout airstairs swing down from the cabin floor.

Even with all the seats in, the TBM has ample hauling capacity. Both back seats fold forward for easy access to the netted 220-pound baggage area at the rear of the cabin. “You can carry saddles,” Sarsfield said helpfully, a definite plus for some of the BSFA crew. The nose baggage locker can hold an additional 110 pounds. There’s much else to impress on the walkaround.

The aircraft’s clean sheet wing was designed to optimize both speed and maneuverability, developed by Socata in partnership with a pair of French research centers.

To simplify maintenance, the de-icing boots are on removable panels, three on each wing, facilitating repairs or swap-outs if a boot needs replacement or a leading edge gets dinged. The already beefy landing gear were bulked up for the introduction of the 700C2 in 2003.

The FAA and EASA allowed Socata to raise the TBM’s stall speed from 60 to 65 knots and its gross weight to 7,430 pounds in exchange for enhanced crashworthiness, which included the installation of 20G seats.

You can be underway quickly with just one fuel tank on each side to sump, and a fuel filter bypass under the nose to check, a built-in mirror and light simplifying its preflight inspection.

The split cowl provides access to visually check the engine and fluid levels, and to be impressed by the thick engine mounts and titanium firewall. A four-blade Hartzell HC-E4N-3 propeller is out front.

Inside, the cabin has all the amenities a light business jet passenger would expect: foldout table, leather seats with stowable armrests, individual lights and air vents, Bluetooth capability and ample legroom as a bonus. The relatively large windows (seven today from the original six) add to its spacious feeling.

The cabin area also has its own environmental control, thanks to a dual evaporator system, allowing passengers to set their own cabin temperature. But this is primarily an owner-flown aircraft, and most buyers will be sitting in the front left seat.

Both cockpit seats are fully adjustable, and the flight deck feels calm and uncluttered, the panel framing the three monitors of its Garmin G1000 avionics suite (two 10.4-inch PFDs flanking the center-mounted 15-inch MFD), standard in the TBM since 2008. “Ninety percent of the people I put in an airplane know more about the G1000 than I do,” Sarsfield said.

Fully integrated with the aircraft, the G1000 monitors and/or commands all aspects of the TBM’s operation, from the avionics and engine to pressurization system and the optional Iridium Satcom transceiver that provides worldwide voice telephony and datalink. The Satphone could ensure that pilots at airparks with spotty cell coverage can reach the Flight Service’s dedicated nationwide cell phone Clearance Delivery Line at (888)766-8267 to pick up a clearance at non-towered airports.

Getting Underway
With a machine this sophisticated, you start the airplane, not just the engine. Sarsfield uses a flow pattern on the instrument and overhead panels to ensure switches are in proper position.

Next, engage the start button and monitor torque and temperature on the display screen, and work the condition lever as the turbine comes up to 50%, which is its “started” state.

The TBM 850 features pilot doors and a separate passenger/cargo door that’s electrically operated and swings open upward with fold-out airstairs that swing down.

Use the flow pattern again to bring systems off- and online as required or desired, the latter including the inertial separator, keeping FOD (foreign object debris) out of the engine and the air-conditioner.

Typically, you’ll be going up to the high teens or flight levels in this airplane, and the G1000 simplifies flight management, ensuring loading is within weight and balance limits, and tracking range and fuel while en route. Data can be entered via the bezel-mounted controls or keyboard.

For taxiing, speed is controlled by using the prop’s beta range, which can also back the aircraft in or out of a tight spot on the ramp. Brakes are needed only if making a sharp turn. For takeoff, use right rudder trim and right aileron deflection, hold the brakes, bring power to 40% and confirm systems are stabilized, release the brakes and advance to 100%.

Acceleration is impressive. Rotate at 85 knots, and once the gear is up, turn on the yaw damper. The TBM needs a lot of rudder to keep the ball centered in its various configurations, and the damper takes over all rudder inputs, easing pilot workload.

En Route
We made a couple of low passes down the runway for ground-to-air photos before contacting Indy Center and picking up our clearance, our 140-knot ascent yielding about a 1,900 fpm climb rate.

The PT6A-66D, unlike the Dash 64 powering the 700, isn’t torque limited; the pilot can boost the power beyond the 100% thrust the Dash 64 allows, but only when the flaps are retracted, and power must be monitored to ensure it remains within operating limitations. (The same handle that deploys the flaps activates “850 mode” when advanced from the retracted flap position.)

Thus, the extra power isn’t available during takeoff or for a go-around when landing. We advanced into the 850 mode at about 7,000 feet. “Now we’re the torque limiter,” Sarsfield said.

At 115% torque (the G1000 identified 121.4% torque as our redline) our climb rate increased to about 2,300 fpm, consistent with book performance numbers, while we hand-flew under the guidance of the autopilot’s flight director.

The 230 nm to Muncie was a walk around the block for the TBM 850 Elite, but plenty of time and distance to showcase its strengths. It can climb to 26,000 feet, where it delivers its max cruise speed of 320 knots, in about 15 minutes.

We cruised at altitudes between FL270 and FL290 on our round trip, and at FL270 with an OAT of -28C, saw 307 knots TAS with a fuel burn of 50 gph. Moreover, the TBM felt as solid and responsive near its 31,000-foot service ceiling as it did while maneuvering around SCX after departure.

For fuel management, the Range Ring function on the MFD displays range overlaid on a map based on fuel onboard, winds at altitude and power setting, and is continuously updated.

Change the power setting and you’ll immediately see the effect that it has on your range. The automatic fuel swapper, when engaged, switches tanks every 11 minutes, further simplifying fuel management for the pilot.

You can also get down in a hurry. Sarsfield was eager to showcase how the GMC 710 autopilot—an entirely new digital system—handled emergency descents, incorporating an overspeed protection that ensures the airplane won’t inadvertently exceed its certificated IAS limit of 266 knots.

Cleared by ATC for the emergency descent training ops, we returned to 700 mode, reduced rpm from 2,000 to 1,850, and at 178 knots put in a notch of flaps. Engaging the autopilot, we entered 264 knots as our speed, 4,000 fpm as our descent rate, and 8,000 feet as our desired altitude, resetting the pressurization system.

Our airspeed maxed before reaching our target descent rate, so the GMC 710 simply held the rate at about 3,450 fpm. Pull the power back and the TBM can descend at rates as high as 12,000 fpm without exceeding its maximum operating speed, Sarsfield said.

“That’s the beauty of this airplane, the multimillion dollar difference—the real high airspeed available for descent,” Sarsfield said, contrasting the TBM with competitor single-engine turboprops.

Muncie was reporting an 800-foot ceiling and we were cleared for the ILS 32 approach, our position soon displayed on the georeferenced chart. If needed, the TBM has an electric windshield, hot prop, pneumatic boots and the inertial separator to handle ice.

Speeds for deploying the landing gear and first notch of flaps are both a hefty 178 knots indicated, and full flaps can be lowered at 122 knots. Once the aircraft is configured and stabilized, the approach is flown at about 30% torque. Hold the nose off as power comes to idle in the flare and, as with taxiing, stay off the brakes and use the beta range to slow the landing roll.

Getting Down To Business
Jerry Nancarrow, who has been working in sales for Muncie Aviation for more than 35 years, served as our host, showing us around the maintenance hangars, parts department, avionics shop and other facilities of what’s now a 100% employee-owned company.

How does he rate the TBM 850 Elite as an RAA? “The TBM would be a great choice for that, because it’ll carry a big load in and out of a short field,” Nancarrow said. “That’s no problem.”

Socata also emphasizes the assistance it provides for pilots transitioning from piston to turbine. Sarsfield estimates 30% of his new customers are graduating from Cirruses, followed by Piper Malibu and Meridian owners.

“If they’ve got 500 hours in a Cirrus, it’s an easy 10- to 20-hour transition,” said Sarsfield. Purchase price includes intensive primary and recurrent training.

“We had our business meeting, and now we’re going back to go horseback riding,” Sarsfield said as we headed to the airplane. Indeed, the Elite proved it could be the magical bridge between the residential airpark lifestyle we imagine and the everyday world we inhabit. Back at BSFA I solicited more opinions from the resident experts.

Living The Dream
“Oh, my gosh, you’re making me start to drool now,” said Lamar Parker, an ob-gyn who currently flies a Twin Cessna 414A with his wife Marilyn between their home in Winston-Salem and their place here at BSFA. “You get the speed and dependability of a turboprop, you get a great payload, and they are gorgeous,” he said of the TBM.

“If you had a business where you could work out of your home and you needed an aircraft for it, the TBM would be perfect,” said Keith Petrie, who commutes from Sioux City, Iowa, where he owns a fast-food franchise, to BSFA in an A-36 Bonanza. “It is an awesome airplane. If I won the lottery, I would own a TBM.”

But if a TBM is out of your price range, remember that the other part of this magical lifestyle—a home on a residential airpark—is eminently affordable. You don’t have to wait for the ideal RAA to start living the dream.

The post Turning Airpark Dreams Into Lifestyle Realities appeared first on Plane & Pilot Magazine.

TBM 850 Elite
Basic Price:	$3,205,087
Price (typically equipped):	$3.37 million
Powerplant:	PT6A-66D
Propeller:	Four-blade Hartzell HC-E4N-3
Wing Span:	41 ft. 7 in.
Length:	34 ft. 11 in.
Wingspan:	38 ft. 4 in.
Length:	26 ft.
Seating capacity:	Six
Max Gross Takeoff Weight (lbs.):	7394
Empty Weight (lbs.):	4589
Fuel Capacity (gals.):	291.6
Standard Useful Load (lbs.):	2632
Payload, Full Std. Fuel (lbs.):	849
PERFORMANCE
Rate Of Climb, Sea Level (fpm):	2005
Service Ceiling (ft.):	31,000
Max Cruise Speed (kts.):	320
Economy Cruise (kts.):	252
Range At Max Cruise With IFR Reserves (nm):	1,410
Range At Economy Cruise With IFR Reserves (nm):	1,585
Max Operating Speed (kts.): 2	266
Stall Speed, Clean (kts.):	81
Stall Speed, Landing Configuration (kts.):	65
Takeoff Distance (ft.):	2035
Takeoff Distance Over 50-Foot Obstacle (ft.):	2840
Landing Distance Over 50-foot obstacle Without Reversers (ft.):	2430
Landing Distance Ground Roll Without Reversers (ft.):	1143

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The very first of the luxury single-engine propjets was EADS Socata’s TBM 700, introduced in 1991. Though the French aircraft would be followed by the Pilatus PC-12 and the more recent Piper Meridian, Czech Ae 270 Ibis and Extra 500, Socata’s single-engine entry has remained the preeminent turbine single among corporate airplanes.

The follow-on to the TBM 700 is the TBM 850, introduced two years ago. As the model designation implies, the most significant improvement was an increase in the flat rating from 700 to 850 shp. The extra power is accessible in cruise and translates directly to a 15- to 20-knot speed improvement at altitude, especially in hot and high conditions.

The state-of-the-art Garmin G1000/ GFC 700 flight deck consists of two 10.4-inch PFDs and one 15-inch MFD.

To call the new airplane’s reception spectacular is an understatement. EADS Socata has sold 150 of the type in just over two years, most of them here in the States. Now, in an attempt to make its best seller even more popular, Socata has taken another step in adapting its single-engine turboprop to the coming age of VLJs.

In keeping with the industry’s trend toward flat-panel-display avionics, the company has fitted the new TBM 850 with Garmin’s G1000/GFC 700 flight deck. In the case of the newest TBM, the Garmin system consists of one 15-inch MFD in the center panel and twin 10.4-inch PFDs. All engine information is seamlessly displayed on the large MFD, including output from two of practically everything: dual airborne heading-attitude reference systems (AHARS), digital audio controllers, air data computers, magnetometers and NAV/COM/GPS units. Additionally, the Garmin system incorporates weather radar, the GFC 700 automatic flight control system, terrain avoidance, TCAS and a Chart View feature. In short, the TBM 850 has virtually every capability normally consigned to airliners.

Yes, before you ask, if you haven’t flown flat-panel before, it will take some time to get your brain up to speed on the avionics, but it’s far simpler if you’re basically familiar with Garmin’s 430/530 system. Most operating functions work roughly the same. If you’ve flown flat-panel before, you’ll quickly become comfortable with the TBM 850’s G1000 setup. If you haven’t, there will be a transition period, but the system is fairly intuitive, and Socata will train new buyers to proficiency. (One fringe benefit of the G1000 system is that pilots who fly a variety of airplanes may be more comfortable transitioning from one type to another.)

Pages on the MFD include electrical system data (top) and weather radar (middle). A remote data-entry keypad is accessible on the center console (bottom).

Training for the TBM 850 is through SimCom (www.simulator.com); the Orlando, Fla.–based instruction center teaches not only the G1000, but also every aspect of operating the TBM 850 in a dedicated motion-based simulator. Instructor Jerry Chipman says the standard transition course requires seven full days of training, with the final day spent in the customer’s airplane.

“It’s about 56 hours of training, with most of the simulator work accomplished in a fixed-base simulator or a desktop training device,” explains Chipman. “We train the customer in aircraft systems, operating procedures and also in the Garmin G1000 flat-panel display. That’s generally enough to bring pilots to proficiency in the airplane.”

Another improvement on the new-generation TBM 850 was delightfully unexpected. It’s a fact that most airplanes, from Cubs to Boeings, gain weight as they age, not unlike the vast majority of people. Research popular aircraft models from the last 50 years, and you’ll often find that a given model with the same engine and features somehow manages to fatten up with successive iterations. Manufacturers sometimes deal with the problem by increasing the gross weight, but Socata decided to take more decisive action. Accordingly, the company launched a major streamlining program to find and eliminate any unnecessary weight from its aircraft.

When they were done, the TBM 850 had lost 130 pounds of empty weight. Because gross weight didn’t change, the reduced weight translated directly into additional useful load, and Socata elected to turn some of the increase into fuel. In this case, the company added 11 gallons of usable fuel, leaving the other 64 pounds for extra cabin payload. At max economy power settings, the additional 11 gallons could translate to as much as an extra 100 nm of range, the most common requirement of corporate aircraft.

The airplane I flew sported a 4,560-pound empty weight against a 7,394-pound gross weight. As with most turbine aircraft, you can rarely carry full tanks and full seats, but the TBM 850 approaches that ideal. After subtracting 1,910 pounds of fuel, you’re left with about 920 actual paying pounds for people and cargo. The airplane’s payload is only 100 pounds shy of six, full-size folks.

Many people insist on traveling in what can only be called the lap of luxury. The TBM’s interior has always been about as plush and comfortable as is possible to build into an airplane. No word on whether the interior was styled after a Rolls-Royce or Bentley, but there’s certainly no question that it’s a comfortable place for travelers.

Launch the TBM 850, and you’ll definitely feel launched. Turning loose the full 700 shp, with only 7,400 pounds to lift, results in a power loading of just over 10 pounds per hp, and power loading is a major defining factor in takeoff and climb performance. Initial climb will touch 2,000 fpm if you need it to, but the important number is how long the airplane requires to reach cruise altitude.

In this case, the TBM 850 can high-jump to 26,000 feet from sea level in about 15 minutes, and the service ceiling of 31,000 feet comes up in only 20 minutes. Another benefit of strong climb is the airplane’s adaptability to high-altitude airports. Leadville, Colo., (elevation 9,927 feet) in the summer need not be of any major concern, and you certainly don’t have to worry about more normal departures from Albuquerque, Denver, Cheyenne, Telluride or other airports where the elevation is below 8,000 feet, even on the hottest days of summer.

One big question concerns cruise performance, and check pilot Jacques Raissiguier, who ferries the airplanes across the Atlantic on a regular basis, showed me logs of recent deliveries that suggested true airspeeds at cruise of 311 to 315 knots, depending, as usual, on temperature.

Comparing 310 knots to a typical 330- to 340-knot VLJ might seem to give away too much, but in the real world, it gives away practically nothing. Do the math and the difference is insignificant. On a 650 nm business trip, you’d arrive only about 10 minutes behind the jet and save about 30% to 40% of the jet’s fuel burn.

Passengers in the TBM 850 travel in a luxurious cabin rivaling the interior of any Rolls-Royce or Bentley. The amenities include passenger- adjustable cabin temps and fan speeds.

Of course, if the mission demands longer legs, you might leave virtually all the short-range VLJs behind with the TBM 850’s excellent range capability. With 291 gallons available and a burn of 60 gph, you have an easy four hours of endurance plus reserve at max cruise. Even at only 300 knots with four folks aboard, that’s 1,200 nm, a number hardly any VLJs will match (remember, that’s at max cruise). In optimum ISA conditions, plan on 1,400 nm at max cruise or nearly 1,600 nm at economy setting.

Raissiguier says range is one comfortable aspect of his job delivering TBM 850s westbound across the northern pond, where the wind is nearly always in your face. “Even if you’re faced with a 50- to 75-knot headwind,” says the TBM pilot, “you have plenty of endurance for the 650 to 700 nm legs between Scotland, Iceland, Greenland and Canada. Range just isn’t much of a concern in this airplane.”

When it’s time to descend, turboprops have an advantage over jets—the big lever on the left does it all. Jets often employ speed brakes to help them descend, but the TBM 850’s huge, paddle-blade prop serves as an excellent speed brake, allowing the airplane to drop out of the sky at 2,000 fpm without pushing IAS past the barber pole.

Patterns work well at any speed between 120 and 90 knots, and the TBM 850’s runway requirements are minimal. The aircraft can use any unobstructed runway of 2,500 feet or more without reverse. If you do throw in a little reverse thrust, you can get down and stopped in much less space than is required to get back off.

Socata sees the market for the new TBM 850 as a head-to-head battle with the lower-order VLJs, specifically the Diamond D-JET, the upcoming PiperJet, “the-jet” from Cirrus and the possible entry of the Eclipse ECJ. Perhaps ironically, the TBM 850 is more expensive than any of the above, though it probably offers a larger cabin, equal or better climb and better operating specifics.

The airplane I flew for this article was a ferry-time-only 2008 model that listed at $2.98 million. With that price tag, it’s more costly than any of the proposed true VLJs, and even a few dollars more than a Cessna Citation Mustang.

No one can guess the reception of the VLJs when there’s more than one of them on the market, but the TBM is here and has been for nearly two decades. It offers nearly the same speed, better range and much of the same performance for a significantly lower hourly operating cost. Even for those who don’t need to ask how much, that says a lot.

To learn more about EADS Socata, log on to www.socata.eads.net.

SPECS: EADS Socata TBM 850

The post VLJ With One Prop appeared first on Plane & Pilot Magazine.

Socata 1999 Trinidad TC
Engine make/model:	TIO-540-AB1AD
Horsepower:	250
TBO hrs.:	2000
Propeller:	Const. spd.
Landing gear type:	Tri/Retr.
Gross weight (lbs.):	3086
Empty weight, std. (lbs.):	1860
Useful load, std. (lbs.):	1226
Fuel (gals.):	86
Wingspan:	32 ft. 1 in.
Overall length:	25 ft. 7 in.
Height:	9 ft. 4 in.
Wing area (sq. ft.):	128
Seating capacity:	4-5
Cabin width (in.):	50
Cabin height (in.):	44
Baggage capacity (lbs.):	143
PERFORMANCE
Cruise speed (kts.):
75% power:	187
65% power:	169
Max range (w/ reserve) (nm):
75% power:	890
65% power:	1030
Fuel consumption (gph):
75% power:	16.4
65% power:	12.4
Estimated endurance (65% power with 1-hr. reserve):	6 hrs.
Stall speed (gear, flaps down) (knots):	59
Best rate of climb (fpm):	1126
Service ceiling (ft.):	25,000
Takeoff ground roll (ft.):	1217
Landing ground roll (ft.):	755

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