Comprehensive Guide
Contents
1. Introduction: TBM 850 Overview - P 2
2. DAHER-SOCATA:
A Proven Manufacturing & Support Company - P 6
3. Performance - P 10
4. TBM Series:
Proven History, Proven Performance - P 14
5. Technical Description - P 16
6. Insurability - P 28
7. DAHER-SOCATA Sales & Support Network - P 32
8. Direct Operating Costs - P 42
9. Competitive Comparisons: TBM 850 vs. Mustang - P 44
. TBM 850 Range Finder - P 50
. Appendix - P 58
1. Introduction:
TBM 850 Overview
The TBM 850, with a cruise speed of 320 KTAS at
FL260 and state-of-the-art avionics, gives owners and
pilots the advantages of the cruising speeds typical of
light jets, but with the economical direct operating costs
of a single-engine turboprop.
The TBM 850 can carry six adults in quiet, air-conditioned
comfort, climb to 31,000 ft in as little as 20 minutes, fly
for over 1,400 nm with NBAA IFR reserves and then slip
into a 2,100 ft strip or a mountain runway.
Comprehensive Guide I 3
Key Features of the TBM 850:
• SPEED:
. Maximum cruise speed of 320 knots at FL260 (ISA condition)
• SAFETY:
. Powered by the proven Pratt and Whitney, Canada
PT6A – one of the most reliable powerplants in aviation
. Proven airframe design – with more than 700,000 TBM
flight hours, there has never been an in-flight structural
deformation
. Proven airframe with the highest Maximum Operating
Speed (Vmo) in its class
. Proven flight display and avionics system with integrated
digital autopilot
. Ease of Insurability and proven training partner
• ECONOMICS:
. Low direct operating costs
. Straightforward, reliable systems that reduce downtime
and maintenance costs
• COMFORT:
. Spacious, luxurious, and quiet comfortable cabin for six adults
• UTILITY:
. Full fuel, NBAA IFR range of more than 1,4O0 nautical miles
. Excellent short field takeoff and landing performance
. Excellent range and load-carrying capabilities from
short runways
. Thrust reverse enhances short runway capabilities
. Seating for six people (including the pilot)
. Single-pilot capability as a result of excellent handling
characteristics and simple power management
• SUPPORT:
. Extensive, worldwide service and support network
. Fully FAA and EASA certified and available from
DAHER-SOCATA or through the TBM distributors
worldwide network.
Couple these features with the TBM’s
economy, insurability and ease of transition
as well as its time proven design and
unmatched safety record, the TBM 850
provides its owners and operators with
much more than a light jet can offer. Plus,
it is fully certified and available today
worldwide from a comprehensive network
of distributors and supported by a
worldwide network of service centers.
Comprehensive Guide I 5
2. DAHER-SOCATA:
A Proven Manufacturing
and Support Company
DAHER-SOCATA has a long
and proud history of producing
general aviation aircraft with
military and multi-mission
1913 Morane-Saulnier Type H
utility in Tarbes, France.
The origins of DAHER-SOCATA reach back to aviation
manufacturing company Morane-Saulnier, founded
in 1911. Between Morane-Saulnier and DAHER-SOCATA,
a total of 17,000 aircraft of 94 different types have been
built. Our aircraft have accomplished some significant
aviation firsts:
Almost one hundred years of general aviation experience
(including that which was gained from the construction
of the world’s first business jet, the MS 760 Paris) makes
DAHER-SOCATA one of the oldest aircraft manufacturers
in existence. This knowledge led DAHER-SOCATA to the
conclusion that a pressurized single-engine turboprop
produces the ideal combination of performance, ease of
operation, and low operating costs for private owners.
DAHER-SOCATA is headquartered in Tarbes, France, and
its North American operations are located in Pembroke
Pines, Florida.
• First air crossing of the Mediterranean Sea (1913)
• First machine-gun firing though the propeller
system (1915)
• First sliding canopy (1935)
• First business jet with the MS 760 Paris Jet (1954)
• First civilian single-engine pressurized turbo prop
to be certified with the TBM 700 (1990)
• After 15 years as the world’s fastest single-engine
turboprop, the TBM 700 is only supplanted by the
launch of the TBM 850 (2006)
MS 760 Paris Jet
Comprehensive Guide I 7
The DAHER Group
DAHER is a European integrated equipment and services
supplier. In addition to aerospace, DAHER specializes
in three other sectors: nuclear, defense and industries.
DAHER is developing in three fields of expertise:
manufacturing, services and transport, which enable it
to offer a comprehensive package.
DAHER-SOCATA is one of the world’s leading general
aviation manufacturers, with more than 17,000 aircraft
built since its creation as Morane-Saulnier in 1911.
Current products include the TBM 850 high-speed
turboprop aircraft, aerostructures for Airbus civil airliners,
the A400M military transporter, Dassault Falcon jets,
Eurocopter helicopters and Embraer jets.
DAHER-SOCATA is expanding its customer service
activities to support its growing fleet of TBMs and offer
its light aviation expertise for aircraft below 19,000
lbs (8.6 metric tons) through avionics modernization,
maintenance, repair and overall package offers.
Founded in 1863, DAHER is an independent international
group, with more than 7,000 employees and 12
international installations (four in Western Europe, three
in Eastern Europe, two in North America, two in Africa
and one in Australia).
For more information,
visit www.daher.com and www.tbm850.com
Airbus A380 Nose Lower Structure
Composites Works
Aerostructures
expertise
DAHER-SOCATA currently leverages its aircraft design
talents and skills in leading airframe technologies as a
key part of major aerospace programs in both
composite and metal airframe structures.
DAHER-SOCATA offers aerostructures design and
manufacturing solutions that span all of the family
of Airbus airliners, including the super-jumbo A380
as well as other projects for Eurocopter helicopters and
Embraer regional jets.
Dassault Falcon 7X Fuselage
In addition, major business aviation supplier, Dassault
Aviation selected DAHER-SOCATA for the Falcon 7X,
world’s first fly-by-wire business jet. Body fairings
and the entire upper fuselage section have been
designed by DAHER-SOCATA.
These aerostructure projects not only provide
DAHER-SOCATA with considerable financial stability but
have also allowed the company to develop skills in
advanced airframe structure design and manufacturing
in both metallic and composite technology that would
not be possible in a conventional general aviation
environment, regardless of scale.
The DAHER-SOCATA
aerostructures offer
Comprehensive Guide I 9
Cruise Speed
TBM 850 Range vs Runway Length
Sea level, NRAA IFR Reserves, Zero Wind, Max Cruise, Single Pilot, 3
Passengers
1,400
1,000
TBM 850 @ ISA
800
TBM 850 @ ISA * 20
600
400
200
0
2,000
TBM850 Max Cruise
ISA Conditions. Mid Cruise Weight
330
320
310
300
290
280
270
260
250
16,000
1,200
NBAA IFR Range (mm)
The TBM 850 offers the cruising speed typical of a light
jet but with the economy of a single-engine turboprop.
Maximum cruise speed at 26,000 ft in ISA conditions
is 320 KTAS and, at the TBM 850’s service ceiling of
KTAS
3. TBM 850 Performance
2,500
3,000
3,500
4,000
Runway Distance Available (ft)
21,000
26,000
31,000
Altitude (ft)
31,000 ft, it is 315 KTAS. Another key feature of the
TBM 850 is excellent performance at “mid-teen”
altitudes, offering cruise speeds exceeding 290 KTAS.
This flexibility allows the pilot a range of options to
maximize ground speed in case of strong headwind
at higher altitudes.
Takeoff Distance
The TBM 850 offers excellent short field performance
and load carrying capabilities. While FAR Part 23 only
requires Ground Roll to be used in calculating runway
length, for the purposes of the following charts, runway
distances are selected based on the distance to clear
a 50 ft obstacle to provide an enhanced safety margin.
TBM 850 Take-off Distance
Distance to clear a 50ft obstacle at MTOW
on a dry level runway at sea level
ISA
ISA+20°C
Ground Roll
2,035 ft
2,315 ft
Distance to clear
50ft obstacle
2,840 ft
3,200 ft
The TBM 850 offers excellent range and short field
capabilities and, as a result, can be used at the vast
majority of general aviation runways allowing the owner
to fly closer to his intended destination without reducing
runway safety margins while carrying a meaningful cabin
load. This must be compared to the majority of light
jets where operation out of short fields (if possible at all)
has a substantial negative impact on aircraft payload.
Approaching at only 85 KIAS or less, short runways or
short unpaved surfaces will accommodate the TBM 850.
The large Hartzell propeller can also be utilized as a
powerful aerodynamic brake, allowing landing on
extremely short strips and runways safely on less than
1,000 ft.
In addition, the availability of thrust reversal on the
TBM 850 substantially improves safety margins over
aircraft without these capabilities when flying into
shorter fields, particularly when the surface is wet.
Climb Performance
The TBM 850 can climb to 26,000 ft in a mere 15 mins
and to its certified service ceiling of 31,000 ft in only
20 mins when departing from sea level at its maximum
takeoff weight. This performance exceeds that of the
vast majority of turboprops and some light jets allowing
the operator to climb faster above weather and to fly more
trips and at higher, more fuel efficient altitudes reducing
operating costs while at the same time enhancing
passenger comfort.
Comprehensive Guide I 11
TBM 850 Time to Climb
NBAA IFR Reserves (100 nm), ISA, Zero Wind, Max Cruise,
Single Pilot + 3 pax
From Sea Level, 130Kts climb, MTOW, ISA
31,000
29,000
Altitude (feet)
27,000
Trip Distance Flight Time
(nm
(hr : mn)
25,000
23,000
21,000
Block
Fuel (gal)
Cruise
Alt (ft)
Reserve
Fuel
(gal)
200
0 : 44
54
16,000
50
17,000
400
1 : 26
83
26,000
50
15,000
600
2 : 04
118
31,000
50
800
2 : 43
154
31,000
50
1,000
3 : 20
189
31,000
50
19,000
13,000
5
15
10
20
Time from Sea Level (mins)
Characteristics
Specifications
PT6A-66D Thermodynamic Power.................... 1,825 SHP
PT6A-66D Nominal (flat-rated) Power................ 850 SHP
Fuel Efficiency
Range
The TBM 850 offers both better fuel consumption
and performance than typical turboprops, as well as
substantially better fuel consumption and equivalent
performance to typical light jets.
PC-12
C90GT
Mustang
TBM 850
Max Cruise
(Fastest speed)
267
270
342
320
Fuel Efficiency
(nm per lb of fuel)
0,54
0,44
0,41
0,72
8,000 lb,
ISA,
16,000 ft
ISA,
20,000 ft
8,000 lb,
ISA,
25,000 ft
6,300 lb,
ISA,
26,000 ft
Conditions
Characteristics
Performance
Max Cruise Flight Profiles
Time to climb to 26,000 ft/31,000 ft................. < 15 min/<20 min
The TBM 850 provides greater range and load carrying
performance than the capabilities of typical light jets
particularly allowing for the likely limited availability of
flight levels above FL310 across most of the continental
US and Western Europe to light jets that depend on
access to these “higher” flight levels to obtain their
quoted cruise range performance.
Maximum cruise speed at 26,000 ft.................. 320 KTAS
NBAA Reserve Max Cruise IFR Range with 4 Adults
on Board - 1,290 nm
Range at economy cruise (252 Kts)................... 1,585 NM (ISA – 45 min reserve)
NBAA Reserve Long Range Cruise with 4 Adults
on Board - 1,466 nm
Basic empty weight.......................................... 4,589 lbs.................................... 2,081 kg
• Power at Max Cruise as defined in the TBM 850 POH.
Economy cruise speed at 31,000 ft................... 252 KTAS
FAA Certified ceiling......................................... 31,000 ft
Take-off distance............................................. 2,840 ft (ISA – to 50 ft AGL)
Landing distance w/o reverser.......................... 2,430 ft (ISA – to 50 ft AGL)
Range at maximum cruise (320 Kts).................. 1,410 NM (ISA – 45 min reserve)
Maximum Zero Fuel Weight.............................. 6,032 lbs.................................... 2,735 kg
Maximum ramp weight (MRW).......................... 7,430 lbs.................................... 3,370 kg
TBM 850 Range vs Payload
• Takeoff Weight includes the fuel required to complete
the trip with the indicated number of passengers and
fuel reserves.
• Flight Time includes climb, cruise and descent.
1,400
NBAA IFR Reserves, ISA, Max Cruise
Maximum Takeoff Weight................................. 7,394 lbs.................................... 3,353 kg
1,200
Maximum Payload............................................ 1,443 lbs.................................... 654 kg
1,000
800
Maximum payload with maximum fuel............... 931 lbs....................................... 422 kg
600
• No allowances have been included for taxi time or
ATC procedures.
• Block Fuel includes takeoff, climb, cruise and
descent.
• Cruise Altitude represents an optimum altitude for
the distance flown. Reserve fuel is based on NBAA IFR
specifications using 100 nautical miles as the alternate
distance and assuming a climb to 20,000 ft.
12 I Comprehensive Guide
400
Maximum Landing Weight................................ 7,024 lbs.................................... 3,189 kg
200
0
600
800
1000
Range (nm)
1200
1400
The TBM 850 shows the excellent load and passenger
carrying capabilities allowing four adults to fly for over
1,200 nm at maximum cruise speed of 315 KTAS at
31,000 ft with NBAA reserves.
Maximum Usable Fuel Weight (291.6 USG)........ 1,910 lbs.................................... 867 kg
With cruise speeds up to 320 KTAS the TBM 850 offers the cruise
speeds typical of light jets but with the efficiency of a single-engine
turboprop.
4. TBM Series:
Proven History,
Proven Performance
TBM History
In 1990, DAHER-SOCATA certified with the FAA and
French DGAC (EASA) the first, fully-pressurized, singleengine, turboprop aircraft in the world, the TBM 700A.
The TBM 700 airframe design incorporated a variety of
aluminum and steel alloys, including titanium, as well as
advanced composite materials that come together in an
airframe of unmatched structural strength and durability
at the lowest possible weight at an affordable cost. Our
design engineers employed fail-safe design techniques
on the TBM airframe including the use of multiple load
paths, a crack-stopper band and a minimum number
of smaller access panels to maximize structural life
and sub-system reliability, as well as to minimize
repair-cycle times.
In 1992, to replace the obsolete Morane MS 760
Paris Jet, DAHER-SOCATA began an on-schedule and
on-budget delivery of TBM 700A model aircraft to the
French Air Force and French Army Aviation. According
to feedback from French military pilots, the TBM is,
“simple to master, a dream to fly and superior
performance characteristics across the entire flight
envelope”. The French Armed forces has accumulated
up to 600 flight hours per year per aircraft in
accomplishing a wide range of VIP-passenger and
light-cargo missions in varied operating environments,
including operations in combat zones. DAHER-SOCATA
has also delivered one TBM 700A model aircraft to the
French national flight test center (CEV) and three aircraft
to the Indonesian government for their use in calibrating
airfield navigation aids throughout their country.
masks) the service ceiling of the TBM 700B was raised
to 31,000 ft.
In 2003, the TBM 700C2 was certified with an
increased Max Take-off Weight (7394 lbs), allowing
an increased payload of 865 lbs with full fuel. This
modification included re-enforced airframe, reinforced
landing gear, crashworthy seats certified to 20 G, new
interior and new rear external luggage compartment.
The TBM 700C2 was also certified at 31,000 ft
thanks to the gaseous oxygen system.
In 2006, DAHER-SOCATA introduced the TBM 850.
Strictly identical to the airframe of the TBM 700, the
TBM 850 aircraft is also powered by the Pratt & Whitney
PT6A turboprop engine. The new PT6A-66D powerplant
produces 1825 eshp flat rated to 850 shaft horsepower
and gives the TBM 850 jet-like performance with
turboprop efficiency and economical operation.
In 2009, DAHER-SOCATA has delivered more than 500
TBM and accumulated more than 700,000 flying hours
of reliable and safe operations without a single structural
airframe failure.
DAHER-SOCATA’s TBM 850 defines a new class of
airplane, the Very Fast Turboprop (VFT), breaking new
record of speed against its predecessor, the legendary
TBM 700.
Certified in 1999, the TBM 700B model added a larger
cargo door and an optional pilot entry door. While
its commercial success was growing in the US, the
French Army Aviation took delivery of three B model
aircraft, bringing the total military aircraft to 28
TBM 700 in 2002. With the addition of a gaseous
backup oxygen system (with EROS quick donning
Comprehensive Guide I 15
5. Technical Description
Exterior
DAHER-SOCATA’s TBM 850 was designed to be a
revolutionary aircraft, and the proof is in its features.
The TBM offers impressive range, Jet like-speed,
excellent fuel efficiency, low operation costs, comfortable
cabin and remarkable high reliability.
The TBM 850 is a six-seat, single pilot certified aircraft,
powered by a single engine Pratt & Whitney Canada
PT6A-66D Turboprop with a 4 blade Hartzell
HC-E4N-3 propeller. It has low wings, a conventional
empennage with horizontal and vertical stabilizers and
a tricycle retractable landing gear. Its semi-monocoque
fuselage is predominantly built with metallic materials.
Interior
The TBM 850 cabin is 14.96 ft long from the forward
pressure bulkhead to the aft pressure bulkhead. The
constant section of the cabin provides a continuous
width of 4.0 ft. Cabin height is 4.1 ft. These dimensions
combined with new modern interior arrangements offer
a very spacious environment.
This new TBM 850 cabin was designed to surpass the
most challenging requirements in terms of comfort and
contains the most elegant and luxurious environment
that you would expect from the best European design
and craftsmanship.
The standard interior configuration of the aircraft
consists of four seats and a two-piece, rear bench seat
(four forward and two aft facing). Each seat includes a
headrest, a seat belt and a shoulder harness with inertial
reel. Accommodating six passengers, including one pilot,
ergonomic and reclining seats combined with excellent
arrangement engineering offers generous legroom and
privacy to each passenger. This guarantees excellent
comfort and pleasure of flying even on the longest trips.
Accessing the cabin is easy thanks to a large electric
door, stairs and a ramp. When you enter the TBM 850,
you not only enter the fastest aircraft in its category,
you also enter into a world of luxury and style. True
European styling is on display throughout the cabin
and supple leather and fine wood await you and your
passengers.
When one enters the interior, he will be surprised by the
size of the seven rectangular windows (11 x 13.5 inches),
the largest in their class, providing a wide overview
of landscapes during the flight. Pull down sun
shades also allow the passengers to alter the
interior luminosity to their own personal preference.
For night operations, cabin lighting consists of dome
lights, baggage compartment lights, access stair
lighting, and individual reading lights at all seats.
Two separate baggage areas are provided for a
total baggage capacity of 330 lbs (150 kg): an external
compartment in the front of the firewall with a
capacity of 110 lbs (50 kg), and an interior pressurized
baggage area located behind the rear passenger
seats with a weight limit of 220 lbs (100 kg). Whether
the passengers want to rest, work or entertain
themselves, the TBM 850 cabin offers the best
amenities: comfortable leathers seats with adjustable
backrests and folding armrest, real dual-zone
individual fresh air-conditioned or warm-air vents
with independent control knobs for both the pilots
and the passengers, individual reading lights, a
large folding executive table, 14/24V power outlets,
CD or XM satellite music or radio, and multiple
storage cabinets or an optional lavatory cabinet.
The TBM 850 offers a spacious, quiet and
comfortable cabin and environment.
Comprehensive Guide I 17
Toilet option
This option consists of a swap-out for the TBM’s
intermediate left seat with a potty seat, which can be
installed and removed within minutes. The potty seat
includes a flushing chemical toilet system that is widely
used in the marine industry, which is optimized for easy
replacement and servicing.
The potty seat perfectly matches the TBM’s interior
leather and upholstery, and was developed in partnership
with Catherineau – the Bordeaux, France-based aircraft
cabin interior specialist and long-time partner of the
TBM program. With no weight penalty, this option
is available through the TBM international sales and
support network.
designers carefully chose a variety of aluminum alloys,
high strength steel (including titanium) as well as
advanced composite materials to maximize structural
strength and durability while minimizing aircraft weight
and both acquisition and life-cycle support costs. The
majority of the TBM 850 structure is manufactured from
conventional aluminum alloys. The exceptionally strong
wing spars, flap tracks and windshield frames are
created from solid bars of aluminum.
Fail-safe Spar Design
Over the past 10 years, DAHER-SOCATA has thoroughly
validated the TBM aircraft structural design by
performing rigorous strength and durability tests – the
results of which are summarized in Table 1.
Fatigue Test Results
Pressurization Cycles.................................... 38,568
Equivalent Simulated Flying Hours................. 68,352
Equivalent Simulated Landings...................... 136,800
Airframe
Positive G-Force Limit................................... +6.1 g
Negative G-Force Limit................................. -4.1 g
The TBM 850 airframe design employs several failsafe structural design techniques, including the use
of multiple load paths and a crack-stopper band to
maximize sub-system reliability/durability and structural
life. The TBM 850 aircraft is essentially identical to
that of the TBM 700C2 model. The TBM 850 airframe
18 I Comprehensive Guide
Extreme Positive G-Force Limit...................... +9 g
Extreme Negative G-Force Limit.................... -6 g
Certified Positive Flight Load Factor Limit....... +3.8 g
Certified Negative Flight Load Factor Limit..... -1.5 g
Structural Life Limit 12,000 flights / 16,200 flying hrs
Wings and Aerodynamics
The TBM 850’s aerodynamically optimized wings
incorporate fail-safe technology and offer superior
handling qualities throughout the flight envelope.
The TBM 850 wings are built around two wing spars,
one forward and one aft, that are milled from a block
of aircraft aluminum alloy. Two milled aluminum
carry-through spars provide additional rigidity and
strength. Placement of the TBM 850 wings aft of
the pilot’s field of vision substantially improves the
ease of operation – especially during landings. The
TBM 850 has a wing-loading in excess of 38 lbs/
sq.ft (185 kg/m2) and combined with its 6.5° wing
dihedral provides a stable ride in turbulent conditions.
The airfoil was designed to optimize both high
performance speed and maneuverability. The wing
project was a development between DAHER-SOCATA
and two French research centers of excellence:
ONERA (Office National d’Etudes et de Recherche
Aeronautiques) and CEAT (Centre d’Essais
Aeronautiques de Toulouse).
After extensive testing and analyses in wind tunnel
and CAD (Computer Aided Design), the results of the
studies were the airfoil RA 1643 (relative thickness
of 16%), based on NACA 43012 profile. These
airfoils provide a performance that decrease the
drag and increase fuel savings, keeping the highspeed performance while providing fast and precise
response to commands. It has an outstanding flap
performance, offering the highest level of security
during the Takeoff and Landing.
Landing Gear
and Braking System
The tricycle landing gear system is electrically controlled
and hydraulically actuated. The main gear retracts
inboard into the wings. The nose gear retracts rearward
into the lower engine compartment and is completely
enclosed by the gear doors when retracted.
An aural (horn) warning system in the cockpit will sound
if either the power lever is reduced within half inch of
the aft stop, or if the flaps are extended to the landing
position when the gear is in the retracted position. In the
unlikely event the primary gear extension system fails, a
hand-pump linked to an emergency hydraulic reservoir
is available for the pilot to use in manually extending
the gear. Landing gear braking is provided to each main
wheel via hydraulic discs, which can be augmented with
engine thrust reverse power to enable a fully loaded
aircraft to stop in much less than 1500 feet.
Powerplant
The TBM 850 is powered by the Pratt & Whitney
Canada PT6A engine. Its simple design offers easy
maintenance, efficiency and low cost of operation. It is
covered by one of the most extensive support networks.
Variants of the PT6A are in use on more than 100
different types of aircraft. Safety proven, from years of
regional airliner and commercial aircraft operations
with over 43,000 engines in the field (spanning over
350 million flight hours), the PT6A is recognized as
one of the most reliable aircraft powerplants ever built.
Empennage
The empennage consists of a vertical stabilizer with
rudder and a 6.5° dihedral horizontal stabilizer with
elevator for superb maneuverability at high and low
speeds. Mechanical push/pull tubes assure reliable
actuation of the TBM 850’s control surfaces throughout
the flight envelope.
The PT6A-66D model used on the TBM 850 has a
thermodynamic rating of 1,825 horsepower and a
flat-rated output of 850 shaft horsepower making it the
most powerful PT6A (in terms of thermodynamic power)
built to date.
The main components of the PT6A include a multi-stage
compressor (centrifugal and axial), a combustion chamber,
Comprehensive Guide I 19
a compressor turbine with enhanced CT wheel and first
stage compressor with “single crystal’’ blades allowing
higher ITT operating limits, and an independent two-stage
turbine driving the output shaft trough a reduction
gearbox.
Accessory
Axial
Power
Compressor
Reduction
gearbox
compressor
Turbine
turbine
gearbox
Centrifugal
Inlet
Combustion
Exhaust
Propeller
compressor
screen
chamber
duct
shaft
Fuel System
The two TBM 850 fuel tanks are located in the wings
and have a total usable fuel capacity of 291.6 gallons
(1,100 liters). A capacitance-type fuel gauging system
provides accurate readings at all flight attitudes. Every
10 minutes in flight, and every 70 seconds on the ground
an electrical sequencing unit automatically switches
from one tank to the other and continuously maintains
tank balance without increasing the pilot’s workload.
The high-pressure engine-driven pump is capable of
operation alone. However, a low boost mechanical pump
is pressuring the fuel line. As a back up, a high boost
electrical pump is located behind the firewall in case of
failure of the low boost pump. The primary Fuel Control
Unit, connected to the throttle in the cockpit, provides
the engine with clean fuel at the required pressure and
flow to permit control of engine power within a range
of appropriate Air/Fuel ratio. If necessary, the pilot can
manually control fuel flow with a manual override lever,
next to the throttle, in case of an emergency. The fuel
tanks are coated to provide maximum protection against
microorganism damage.
20 I Comprehensive Guide
Pressurization and
Environmental System
The dual zone pressurization and air conditioning systems
utilize engine bleed air to pressurize, heat/cool, and
defog the cabin and cockpit windows. The pressurization
controller, conveniently located on the central panel
between the pilots, provides variable cabin altitude and an
automatic rate of change control. The system is capable of
maintaining a 9,350 ft cabin altitude at 31,000 ft and a very
confortable 6,400 ft cabin altitude at 25,000 ft. Sea level
cabin altitude can be maintained up to 14,430 ft. The cabin
temperature is automatically controlled from the cockpit
for the two zones or separately with a controller located
in the front and in the rear of the cabin. The engine-driven
compressor air conditioning system is fully automatic and
can quickly cool the aircraft on hot days as soon as the
engine is running.
Anti-Icing System
The TBM 850 anti-icing system uses a combination
of engine exhaust gas, an engine inertial separator,
electrical windshields, an electrically de-iced propeller,
electrically heated stall-warning and pitot-static and
pneumatic boots. The de-icing systems are manually
selected through switches conveniently mounted
on the left hand side of the panel. A high speed,
automatic cycling, pneumatic boot system is used
to deice the leading edges of the wings, horizontal
stabilizer and vertical stabilizer. The TBM 850 deice
boot design eliminates ice bridging on the leading
edge in flight due to its automatic cycling every
67 seconds. A wing inspection light is provided to
monitor ice buildup during night flight.
Cockpit Controls
The TBM 850 comes equipped with dual controls as
standard equipment. The control system includes
two control wheel columns, adjustable rudder pedals,
hydraulic brakes and mechanical nose gear steering.
Pushrod and cable systems are used to actuate the
22 I Comprehensive Guide
rudder, elevator, spoilers and ailerons. Primary pitch
and yaw trim are electrically powered through switches
mounted on the pilot’s control wheel, and electric aileron
trim and manual pitch trim are on the central pedestal.
The TBM 850 has an integrated all-glass cockpit for each
crew position independently fed from separate Pitot and
Static systems. The engine instruments are located on
the left side of the central large 15’’ LCD screen allowing
good visibility for both crewmembers. The crew seats
include the standard three-point restraint harness and
are fully adjustable allowing the pilot and co-pilot a high
a level of comfort on long flying days. Instrument lighting
includes cockpit floodlights, background lighting for all
panels switches, overhead LCD map lights and control
yoke map lights.
Standard Cockpit Instruments and Avionics
Classic Flightdeck
The TBM 700/850 was equipped with a state-of-the-art
avionics system that included Honeywell’s EFIS 40
Flight Displays, a 3-axis autopilot, color weather radar,
terrain avoidance system, in-flight traffic avoidance
system (TCAS), dual Global Positioning System (GPS)
and an engine health/trend monitoring system. All
components selected for the TBM 850 have proven
performance histories.
Oxygen System
The emergency oxygen system is supplied by a 50.3
cubic foot composite external bottle that can sustain four
passengers and two crew members for one hour above
15,000 feet. If cabin pressurization is lost, oxygen will be
provided to the crew with two pressure-demand masks
and with four constant-flow masks for the passengers.
Passengers masks are automatically deployed in case
of sudden depressurization with an option for manual
deployment. The oxygen system was designed for safety
and easy servicing by maintenance personnel by placing
the oxygen bottle in the right carmen allowing access to
the bottle without the need to enter the cabin area.
T y p i c a l
Visibility from the Cockpit
The TBM 850 cockpit includes four large windshield
sections that provide the pilot with over 180 degrees
of maximum visibility from both crew positions. Since
the TBM 850 wings are installed behind the cockpit,
both crew positions also have an excellent downward
visibility. Additionally, the TBM 850 has a negative
deck angle in the landing configuration with full flaps
extended which further improves forward visibility during
the landing phase.
I n s t r u m e n t s
&
A v i o n i c s
2 Tube Color EFIS (EHSI/EADI)
2 Airspeed Indicator
1 KFC 325 A/P (Auto-Pilot)
2 Vertical Speed Indicator
2 RVSM Approved Altimeters
1 Electrical Attitude Indicator
2 Garmin GNS 530 (IFR Com/Nav GPS)
1 Vacuum Stand-By Attitude Indicator
1 Radar Altimeter KRA 405B
Engine Control Gauges
1 Multi-Function Display Garmin GMX 2000 + GDL
69A XM Weather + XM Radio
Electric Pitch and Rudder Trim
Gas Generetor Tachometer
2 Transponder Garmin GTX 327/330
Shadin ETM 700 Engine Trent Monitoring System
1 Weather Radar Honeywell RDR 2000
Dual-Band ELT with Aircraft Identification
Honeywell IAHS including :
- KMH 880 (TAS Traffic Alert System & TWAS Terrain
Warning System)
- WX 500 Stormscope displayed on Garmin GMX 200
MFD
Comprehensive Guide I 23
All-Glass Integrated Flightdeck
In 2008, DAHER-SOCATA introduced the TBM’s all-glass integrated flightdeck, with the GARMIN G1000 suite, which
consists of the latest technology available today.
The TBM 850 comes standard with the GARMIN G1000 suite which includes the following:
• 2 GMA 1347 C Dual digital audio controller with
integrated marker beacon receiver, intercom and
public address capability on outer side for pilot and
co-pilot side.
• 2 GRS 77 Attitude and Heading Reference
System(AHRS).
• 2 GDU 1040A, 10.4” PFD display with three axis
flight dynamics, air speed, altitude, vertical speed,
HIS with perspective modes, turn, bank side slip, NAV/
COM frequencies indication and AP annunciation.
• 2 GDC 74B digital air-data computers w/dual probe
system.
• 1 GDU 1500 15” multi-function display with
engine(with optimum TRQ setting display), pressuriz
ation,electrical, fuel, flaps and trims indication, Crew
alerting System (CAS), checklist, aircraft synopticand
super large navigation mapping system.
• 2 GIA 63W Nav/Com/ILS/WAAS GPS.
• 2 GMU 44 tri-axial magnetometer.
• 1 GTX33 Mode S Transponder.
• 1 GCU 475 remote FMS control panel conveniently
located on the central consol.
• 1 GMC 710 autopilot mode controller located
inupper central panel.
• 4 GSA 81 torque flight servos (yaw, pitch, pitch
and trim roll).
• 1 GTA 82 adapter for yaw auto trim device.
• 2 GEA 71 Engine and airframe interface unit.
With its large screen displays and digital presentation of
data, the G1000 meets all the requirements of today’s
serious pilots and owners, for whom the very latest
technology is a must. It integrates all primary flight,
navigation, communication, terrain, traffic, weather and
engine data on two large 10.4 inch and one 15-inch
high-resolution glass displays. The G1000 delivers
at-a-glance awareness that is comprehensive and
intuitive, and allows for an easy transition from the very
popular Garmin GNS 530 NAV/COM/GPS.
Everything from air data to engine instrumentation,
traffic and terrain is displayed on the super large
24 I Comprehensive Guide
15-inch multi-function display, which is the largest
available today on any business jet.
Dual RVSM-compliant air data computers (ADCs) and
dual attitude and heading computers (AHCs) work
in concert with the three-axis digital autopilot, and
they supply complete flight management functionality
through two conveniently located control panels.
Traditional mechanical gyroscopic flight instruments
are replaced by an advanced and modern architecture,
which provides accurate digital output referencing the
aircraft position, rate, vector, and acceleration data.
This data also provides the GMC 710, which is the first
entirely new autopilot designed and certified for the 21st
century, with all data necessary to navigate, including
the ability to maintain airspeed references and optimize
performance over the entire airspeed envelope. The
GMC 710 includes an automatic yaw control system
which keeps the ball centered throughout the duration of
the flight. The G1000 suite is customized specifically to
the TBM and offers easy to use information such as Max
Cruise and Long Range optimum Torque setting display,
checklist, or systems synoptic for fuel, and electrical
systems. This new avionics provides unprecedented
situational awareness for weather, traffic and terrain,
while the complete flight management functionality
eases cockpit workload. Flight information is easier to
scan and process. Simplicity reduces the workload,
thus increasing safety to a level never reached in that
category of high performance aircraft.
The cockpit also features 3 stand-by pneumatic
instruments – the indicated airspeed indicator, the
attitude indicator and the altitude indicator, all of which
are displayed conveniently and safely just in front of the
pilot alongside a magnetic compass.
Comprehensive Guide I 25
Supportability
The TBM 850 aircraft is designed, built and tested to
operate safely and reliably throughout the world. When
servicing, inspection and/or maintenance is required,
service panels and doors are conveniently placed
to enable technicians to access all systems and
complete necessary inspection/servicing/repair actions
in minimum time using standard FAA or EASA repair
procedures.
Scheduled Inspections
Scheduled inspection requirements and intervals have
been established based on 20 years of experience with
the TBM airframe and the PT6A engine. The shortest
inspection interval is 100 flying/operating hours for
a limited number of checks only. Other items are
inspected at 300 hours, 600 hours and on an annual
(calendar) basis. As each aircraft ages, especially if it is
continually operated in harsh and humid environments,
the manufacturer’s maintenance program makes
provision for the additional inspections necessary to
ensure the continued serviceability of the aircraft. These
inspections are normally performed at the first interval
of 10 years or 6000 flight hours and, thereafter, every
5 years or 3000 flight hours. All inspection actions can
be accomplished by any certified mechanic using
DAHER-SOCATA provided inspection checklists.
to monitor and expedite component repair status,
accumulate failure and repair data for trend analysis
and to identify opportunities to improve component
performance and reliability across the TBM fleet.
DAHER-SOCATA customers have a free access to the
TBM 700/850 aircraft parts catalog online allowing
them to look up parts and verify pricing in real time.
DAHER-SOCATA was among the first to bring Internet
technology to this kind of application in General Aviation.
This is a sign of DAHER-SOCATA’s intent to use the best
of information technology and offer the highest possible
level of customer support.
Visit www.mysocata.com
Field Service
Representatives
DAHER-SOCATA Field Service Representatives regularly
visit DAHER-SOCATA’s network of distributors and
service centers to provide them with the latest technical
information, advice and assistance. Field representatives
are available 24/7. They provide direct and on-site
technical support to assist customers and operators. They
regularly visit the service centers to provide training and
proper feedback to the factory with in-the-field experience.
When a factory repair solution is needed, they will insure
proper interface with the factory for the best quality and
safety before returning an aircraft into service.
Warranty
DAHER-SOCATA offers one of the best warranties in the industry as follows based on information from B/CA and other
industry sources:
•
•
•
•
•
•
•
Airframe (excluding systems and major components) - 7 years or 3,500 hours of aircraft operation
Systems - 2 years or 1,000 hours
Engine - 5 years or 2,500 hours of aircraft operation
Hartzell propeller - 2 years or 1,000 hours of aircraft operation
Paint and interior furnishings - 2 years or 1,000 hours of aircraft operation.
Garmin Avionics - 2 years
Options to extend systems warranty coverage
Training
In the USA, all initial TBM flight training is provided through DAHER-SOCATA’s training partner Simcom International.
Simcom utilizes two Level 5 flight training device based on a real TBM cockpit which are EFIS and GNS 530 or G1000
equipped. Simcom also provides factory approved maintenance training on the TBM family.
The G1000 TBM 850 flight training device (FTD) is fully operational in Orlando.
The new training tool has a high-resolution visual system and is configured with the TBM 850’s Garmin G1000
integrated avionics suite. Its location on the U.S. south Atlantic coast centrally positions the simulator for TBM 850
operators throughout North America – which is the single largest geographic market for the very fast turboprop aircraft,
as well as for customers in Latin and Central America.
The TBM 850 FTD’s visual system uses a Redifun RASTER XT image generator with a 172-deg.-wide field of view. This
advanced 60-Hz visual system offers day/dawn/dusk/night or continuous time of day operation. It features more than
15,000 light points per channel with 2.5-arc-minute resolution and uni- and bi-directional light point lobe patterns. In
addition, the FTD integrates new functions on instructor touch screens and a new improved audio system.
Spares
With a growing fleet of TBMs operating worldwide,
DAHER-SOCATA has existing working relationships with
component vendors and/or manufacturers.
DAHER-SOCATA’s extensive parts inventory is
strategically located at multiple service centers,
ensuring absolute minimum downtime for maintenance.
When TBM aircraft components fail, DAHER-SOCATAauthorized service centers complete Technical Trouble
Reports (TTR) to allow DAHER-SOCATA and its vendors
26 I Comprehensive Guide
Comprehensive Guide I 27
6. Insurability:
Insuring your TBM in the USA
We asked Tom Chappell to answer few questions
about insurance. Tom Chappell is the President
and CEO of Chappell, Smith & Associates, Inc., the
parent company of CS&A Aviation Insurance. Tom is a
graduate of Middle Tennessee State University and has
specialized in aviation insurance for the past 35 years.
He is considered one of the aviation industry’s foremost
authorities on insurance, as well as a respected speaker
and writer on aviation insurance and risk management.
CS&A Aviation Insurance has offices in Tennessee and
in Georgia and can be contacted at 800-999-1109 or
800-761-2557.
How many full line aviation insurance
companies operate in the United States?
There are a total of ten primary aviation underwriting
facilities. Of these, one is AVEMCO, a customer direct
underwriter and the only aviation underwriting company
in the U.S. that is not represented by Chappell Smith
& Associates, Inc. The other nine have carved out
various market segments and have varying capacities
both in the amount of hull and liability insurance they
can or will underwrite. Although most underwriters look
favorably toward the TBM, some do not really know and
understand the aircraft. This causes a wide variation in
underwriting approaches and rating methods.
How does each of the underwriting facilities
treat the TBM?
One company, Aerospace Insurance Managers, can
write a maximum of $1,000,000 in hull value. Obviously,
this limited capacity eliminates this market from
consideration when insuring the TBM with minimum hull
values of at least 1.5 million dollars. London Aviation
Underwriters will write the aircraft but have a maximum
hull limit of $2,000,000. This effectively excludes the
2002 and newer models. Although not a market for the
new aircraft because of limited hull capacity, we should
not underestimate the value of this company for our
used fleet.
Global Aviation Underwriters, USAIG, and Phoenix
Aviation prefer not to participate on transitioning pilots.
Global and Phoenix will quote and can be competitive
on accounts that have skilled pleasure and business
pilots with reasonable make and model time. W. Brown
and AIG will quote a transitioning risk but prefer that
the pilot has a bit of experience. USSIC is still the most
cooperative transition market. Allianz began writing
primary general aviation placements on July 1st, 2006.
It is too early to tell what their appetite will be for the
TBM. On the casualty side, the limit of liability available
varies not only with regard for the experience of the pilot
but according to the maximum capacity of the insurance
company, as well. Some companies can offer no more
than $2,000,000 CSL including passengers. Some can
offer a maximum of $1,000,000 CSL with a passenger
seat restriction of $100,000. Of course, others have
much higher capacity if the pilot is experienced and
meets or exceeds all underwriter training requirements.
Keep in mind, the less qualified pilots may be limited to
$1 million with $100,000 per passenger seat while the
more professional pilot will find higher limits available
at a much more affordable premium.
Is excess liability available?
In many underwriting situations, excess limits of liability
are available if the primary insurance company is unable
to meet the needs of the insured. The excess underwriter
approaches a risk in much the same way as a primary
underwriter. The better the pilot and aircraft, the easier
it is to insure at a reasonable price. There is one major
exception. The higher the primary limit of liability, the
cheaper the excess limit will be. As an example, the
excess underwriter realizes that his exposure to a loss
is less if the primary limit of liability is $5,000,000 CSL
than if it is only $1,000,000. This affects the price and
availability of coverage.
Comprehensive Guide I 29
Pilot Qualifications
Since the accident rate for the TBM is low, it has a
favorable reputation with insurance underwriters. In
short, it is recognized as a very good and safe aircraft.
There is one major underwriting concern remaining,
the pilot’s qualifications. What is the pilot’s total pilot
in command time, what is his turbine time, etc? If
the pilot has over 1000 hours total PIC time and has
commercial (or private) and instrument rating, he should
be insurable. If he has time in high performance aircraft
and some turbine experience, the job gets easier and
the premiums improve. If he is transitioning from the
Malibu, Bonanza, or other high performance aircraft,
insurability is good. In short, many underwriters view
pilots transitioning from the high performance aircraft
to the TBM favorably. (Pilots with less than the 1000
hours total time can be insured if they receive acceptable
transition training.) Depending upon a pilot’s experience,
the underwriter may require dual instruction in addition
to the manufacturer’s recommended initial ground
and flight school. The pilot offering the dual would be
expected to be knowledgeable not only in turbine aircraft
but in the TBM as well.
Realizing the market potential for the transitioning pilot
to move into the high performance TBM 700 and now
the TBM 850, the DAHER-SOCATA distributors began
to develop a pre-SimCom, pre-simulator transitioning
program. The idea is to have the transitioning pilot
fully competent in the aircraft before going to school.
It is believed that a pilot’s time is much more beneficial
in school and in the simulator if he is oriented to the
aircraft in advance.
More highly skilled pilots, those with prior turbine
experience can transition with much less transition
training.
Thanks to DAHER-SOCATA, the folks at SimCom, Turbine
Solutions (TSI), Trey Hughes, as well as the sponsoring
30 I Comprehensive Guide
DAHER-SOCATA distributors, the TBM owner/operator
has one of the best initial and recurrent training programs
available for any general aviation aircraft.
By continuing to educate and communicate with the
aviation underwriting community about the TBM and
the available training, we have been able to encourage
an increasing enthusiasm among the underwriting
community.
CS&A, TSI, and SimCom have made every effort to
insure that the underwriting community understands
the TBM. I’m not talking just a brochure and a poster,
but hands on experience, some simulator time and
some right seat time with an experienced instructor.
In addition, we offer a face-to-face briefing on the
systems and emergency procedures for this aircraft and
a true feel of the ease in transitioning. Only then can an
underwriter decide for him/herself what is a good risk or
a good transitioning plan.
It is imperative that the TBM retain its good reputation.
DAHER-SOCATA, SimCom, and the DAHER-SOCATA
distributors have done their part introducing the aircraft
to the insurance industry. The rest may be up to you
in conducting safe operations. If, in the years to come,
our losses remain in check, I look forward to a great
experience with this champion There is no question, the
underwriting community is hoping for success. Keep in
mind, the ability to insure economically helps maintain
the value of the aicraft and the desire to own the TBM.
Tom Chappell
Article published at TBMOPA 2006 Convention
CS&A - http://www.aviationinsurance.com/
7. DAHER-SOCATA
Sales & Support Network
Sales & Support Network
DAHER-SOCATA has an extensive distribution network that is composed of the premium independent
aircraft distribution organizations in the world:
North America
Europe
• Subsidiary SOCATA North America
• Headquarters and Manufacturing
• Direct sales offices
• ASR (Czech Rep, France, Germany, Italy,
Netherlands, Portugal, Spain, Switzerland)
• Distributors
• ASR
• Service Centers
South America
• Distributor (Brazil)
• Service Centers/ Spare Parts Dealers (Austria,
Denmark, Germany, Finland, France, Greece,
Sweden, Switzerland, United Kingdom, Belgium,
Italy, Netherlands)
Africa
• Distributor (South Africa)
• ASR (Dominican Rep., Mexico, Puerto Rico)
Asia-Pacific
• ASR (Australia)
• Service Centers/ Spare Parts Dealers
(Australia, China)
Comprehensive Guide I 33
Sales Network
North America
North America
Canada
SOCATA North America, Inc.
Michel de Villiers
Hollywood North Perry Airport (HWO)
7501 S. Airport Road
Pembroke Pines, FL 33023
Tel. +1 (954) 893 1414
Fax +1 (954) 964 0805
m.de-villiers@socata.daher.com
USA
Florida
SOCATA North America, Inc.
Mark Diaz
Hollywood North Perry Airport (HWO)
7501 S. Airport Road
Pembroke Pines, FL 33023
Tel. +1 (954) 893 1400
Cel. +1 (954) 612 1956
Fax +1 (954) 964 0805
m.diaz@socata.daher.com
Mississippi, Alabama, Georgia,
South Carolina, Tennessee,
North Carolina
SOCATA North America, Inc
Mike Sarsfield
Peachtree Dekalb Airport (PDK)
1951 Airport Road, Suite 120
Atlanta, GA 30341
Tel. +1 (770) 458 2425
Cel. +1 (770) 335 4745
Fax +1 (678) 807 2912
m.sarsfield@socata.daher.com
Oregon, Washington, Montana, Idaho, Wyoming
Wisconsin, Illinois, Indiana, Michigan, Ohio
Northwest Aircraft Sales
Brian Jones
Aurora State Airport (UAO)
14337 Kell Rd. N.E.
Aurora, OR 97002
Tel. +1 (866) 218 7900
Tel. +1 (503) 678 6070
Fax +1 (503) 678 6071
Contact: Brian Jones (1 801 550-8444)
bjones@maslc.com
www.nwaircraft.com
Muncie Aviation
Martin Ingram
Delaware County Airport (MIE)
5201 Walnut Street
Municie, Indiana 447303
Tel. +1 (800) 289 7141
Tel. +1 (765) 289 7141
Fax +1 (765) 289 0145
Contact: Martin Ingram (765 749 2735)
martin@muncieaviation.com
www.muncieaviation.com
New Mexico, Arizona, California,
Nevada, Utah, Colorado
North Dakota, South Dakota,
Nebraska, Minnesota, Iowa
New Avex, Inc
Terry Winson
New Avex, Inc.
Camarillo Airport (CMA)
205 Durley Avenue, Suite A
Camarillo, CA 93010
Tel. +1 (800) 475 1057
Tel. +1 (805) 389 1188
Fax +1 (805) 389 3323
Contact: Terry Winson (1 805 312 5005)
terrywinson@newavex.com
www.newavex.com
Elliott Aviation
Todd Jackson
Flying Cloud Airport
13801 Pioneer Trail
Eden Prairie, MN 55347-2617
Tel. +1 (800) 541 9110
Tel. +1 (952) 944 1200
Fax +1 (952) 944 8614
Contact: Todd Jackson (1 612 382-0386)
tjackson@elliottaviation.com
www.elliottaviation.com
Kentucky, West Virginia, Virginia, Pennsylvania,
New York, Vermont, New Hampshire, Maine,
New Jersey, Massachusetts, Rhode Island,
Connecticut, Delaware, Maryland
Texas, Louisiana, Oklahoma,
Arkansas, Kansas, Missouri
Cutter Aviation, Inc
David Crockett
San Antonio International Airport, Inc. (SAT)
367 Sandau Road
San Antonio, TX 78216
Tel. +1 (210) 340 6780
Fax +1 (210) 340 8804
dcrockett@cutteraviation.com
www.cutteraviation.com
Columbia Aircraft, Inc.
Ken Dono
Groton-New London Airport (GON)
175 Tower Avenue
Groton, Connecticut 06340
Tel. +1 (800) 575 50 01
Tel. +1 (860) 449 8999
Fax +1 (860) 449 9924
Contact: Ken Dono (1 617 834-5217)
kdono@columbiaaircraftsales.com
www.columbiaairservices.com
Comprehensive Guide I 35
Latin America
Europe
Africa
Asia / Middle East
Brazil
South Africa
Australia & New Zealand
Algar Aviation
Paulo Roberto
Aeroporto de Uberlandia
Hangar Valter Garcia
CEP 38406-393 Uberlandia MG
Brazil
Tel. 55 34 3292 6655
Fax. 55 34 3212 0101
Contact: Paulo Roberto (+55 31 9956 4128)
paulo@abctaxiaereo.com.br
www.abctaxiaereo.com.br
NATIONAL AIRWAYS CORPORATION (NAC)
Martin Banner
HANGAR 104C, Gate 15
P.O Box 293, LANSERIA AIRPORT
LANSERIA 1748
Tel. 27 11 267 5000
Cel. 27 83 651 5092
Fax. 27 11 267 5054
martin.banner@nac.co.za
EXECUTIVE AIRLINES
Rob Carratello
Cnr Short St & Nomad Rd
Essendon Airport 3041
Victoria Australia
Tel. +61 (0)3 9374 1777
Cel. +61 (0)458 329 372
Fax. +61 (0)3 9379 7321
r.carratello@executiveairlines.com.au
Latin America, Except Brazil
SOCATA North America, Inc.
Rui Almeida
Hollywood North Perry Airport (HWO)
7501 S. Airport Road
Pembroke Pines, FL 33023
Tel. +1 (954) 893 9579
Cel. +1 (954) 907 3391
Fax +1 (954) 964 0805
Contact: Rui Almeida
r.almeida@socata.daher.com
France
SOCATA
Aéroport de Tarbes-Lourdes-Pyrénées
65921 Tarbes Cedex 9, France
Guillaume Montreau
Tel. +33 (0)5 62 41 76 92
Cel. +33 (0)6 07 38 05 07
Fax. +33 (0)5 62 41 73 05
g.montreau@socata.daher.com
Gerard Bodin
Tel. +33 (0)5 62 41 71 41
Cel. +33 (0)6 70 21 70 44
Fax. +33 (0)5 62 41 71 40
g.bodin@socata.daher.com
Northern Africa
SOCATA
Aéroport de Tarbes-Lourdes-Pyrénées
65921 Tarbes Cedex 9, France
Tel. +33 (0)5 62 41 73 00
Fax. +33 (0)5 62 41 73 05
info@socata.daher.com
Comprehensive Guide I 37
Support Network
DAHER-SOCATA Customer Service is a dedicated
organization on which customers are able to rely on.
Our integrated teams are based in:
Pembroke Pines, Florida, USA, to support
customers from the Americas.
Tarbes, France, to support customers from other
regions of the world.
• In-situ Field Rep assistance and regular visits from
DAHER-SOCATA.
• Special access to Technical forum and continuous
line of communication.
• Spare Parts distributor.
• Capability to ensure the technical support, with
a local contact.
• Full warranty administration.
Contacts
The next pages contain DAHER-SOCATA Worldwide
Service Center Network.
DAHER-SOCATA support network is based on:
Service Center
• Capability to work on the TBM or TB fleet range.
• Service Center for Maintenance.
Distributors
• Capability to work on the total fleet range.
• Service Center for total Maintenance, audited and
harmonised with DAHER-SOCATA Maintenance
practices.
• Assistance and visits from DAHER-SOCATA.
• Special access to Technical forum and
continuous line of communication.
• Point of contact for some technical
support assistance.
Service Centers North America
38 I Comprehensive Guide
Service Centers Europe
Comprehensive Guide I 39
Service Centers Australia
Service Centers South East Asia
Service Centers Africa
40 I Comprehensive Guide
Comprehensive Guide I 41
8. Direct Operating Costs
200 hrs
per year
Cost Category
Unit Cost
Fuel Cost (1)
60 gal per hr at $4.56 per gal
Oil
$10.00 per quart every 15
hours
General Maintenance (2)
0,75 per flight hour + parts
Prop Overhaul (3)
400 hrs
per year
600 hrs
per year
$273,60
$273,60
$273,60
$0,67
$0,67
$0,67
$105,00
$105,00
$105,00
$9,000 (3,000 hours or 6 years)
$7,50
$3,75
$3,00
Gear Maintenance (4)
$6,175
$3,09
$1,54
$1,03
Five-year items inspection (5)
$16,000 for 5 years items
$16,00
$8,00
$5,33
Hot Section Inspection (6)
$15,000 at 1,750 hours
$8,57
$8,57
$8,57
Engine Overhaul (6)
$260,000 at 3,500 hours
$74,29
$74,29
$74,29
$488,71
$475,42
$471,49
Total Direct Costs
Direct Costs
From above
$488,71
$475,42
$471,49
Insurance (7)
$30 000,00
$150,00
$75,00
$50,00
Hangar
$9 600,00
$48,00
$24,00
$16,00
Training, Charts, Etc.
$3 500,00
$17,50
$8,75
$5,83
$704,21
$583,17
$543,32
$260,00
$130,00
$86,67
$981,71
$721,92
$635,82
Total cost owner-flown
Pilot cost (8)
Total cost with pilot
$52 000,00
(1) Based on B&CA fuel survey - November 2009 - (2) Based on $100 per labor hour plus $30 Parts Cost - (3) Source Hartzell Propeller Inc.
(4) Based on Landing Gear Long Life Program (5,000 cycles) - (5) Scheduled 5 years items - (6) Average industry cost
(7) Average industry cost - 1% hull value per year - (8) Average salary - ProPilot Salary Survey - June 2009
Comprehensive Guide I 43
9. Competitive Comparisons
TBM 850 vs
Cessna Mustang
Cruise at mid-Weight, ISA, High Speed
All the data and criteria used to do the comparison
between the DAHER-SOCATA’s TBM 850 and the
Cessna’s Mustang, are based on the public information
released into the Pilot Operating Handbooks and Flight
Planning Guides of the two Aircraft.
Take-off Distances
It is known that the Turboprops have better performance
at take-off than Turbofan powered Aircraft. Thus, TBM
and Mustang follow the same rule.
TBM 850 provides better take-off distances and load
carrying capability than Cessna’s Mustang allowing
TBM 850 operators to utilize far more Airports than the
ones flying the Mustang allowing them to fly closer to
their intended destination especially at higher altitudes
and on hot days.
TBM 850
Mustang
TBM’s
advantage
SL, ISA, MOTW
2,840 ft
3,110 ft
270 ft
4000 ft, 20°C, MTOW
3 760 ft
4 320 ft
560 ft
6000 ft, 20°C, MTOW
4 235 ft
4 840 ft
605 ft
Take-off Distance
The published data used considers an obstacle of 50 ft
for the TBM 850 and 35 ft for Mustang, even though the
results show that in all cases the TBM 850 has better
performance, requiring less runway distance to take-off.
This performance advantage for the TBM increases in Hot
& High conditions. As an example at 6000 ft and 20°C,
the TBM 850 requires 605 ft less runway to take-off.
Speed and Travel Time
DAHER-SOCATA’s TBM 850 is the best in class Very
Fast Turboprop which features speed comparable to
those of Very Light Jets with similar travel time and
better fuel efficiency.
Speed
TBM 850
Speed
Mustang
Difference
FL 270
319 Knots
342 Knots
23 KTS
FL 310
315 Knots
341 Knots
26 KTS
*Ceiling FL (310/410)
315 Knots
317 Knots
< -1 %
Flight Level
Jet Aircraft require flying at high altitude in order to have
reasonable fuel economy and range. For instance, in
order to reach the advertised range data the Mustang
must fly at FL410, where its max Airspeed is reduced
by 23 KTS, cancelling almost any speed advantage
towards the TBM.
TBM’s max speed is close to those of VLJ at almost any
altitude. However, more important than the speed itself
is the travel time, which is the time needed to travel a
distance including all phases of the flight (Climb, Cruise
at Flight Level and Descent).
We have analyzed different mission profiles to compare
the real operational performance of the TBM 850 and
the Mustang. Hereunder are the results (Assuming
NBAA IFR Fuel reserve):
MTOW, Max Cruise, ISA, NBAA IFR, 4 people
on board, FL @ Ceiling, zero wind
Trip Distance
(nm)
TBM 850
Mustang
Difference
300
1:06
1:04
+2 min
600
2:03
2:01
+2 min
1 000
3:19
3:16
+3 min
1 200
3:57
4:32
35 min
(Mustang
> 1 stop)
This analysis demonstrates that the TBM 850 travel
time is at the maximum, just a few minutes longer
than the Mustang’s, with a much better fuel efficiency
advantage, as shown below.
Comprehensive Guide I 45
Fuel Consumption on the Trip
Range vs. Payload
Landing Distances
Fuel consumption has been calculated based on the
same mission profiles.
The TBM 850 offers excellent range and load carrying
capabilities, much better than that of the Mustang and
most VLJs.
The TBM 850, being lighter than the Mustang and
featuring lower approach speeds, is able to land in shorter
distances than the Mustang. For this comparison, equal
payload (4 people on board at 200 lb each) and NBAA
IFR fuel reserves are used.
MTOW, Max Cruise, ISA, NBAA IFR, 4 people
on board, FL @ Ceiling, zero wind
Max Cruise, ISA, NBAA IFR reserves, ceiling FL, no wind
Trip Distance
(nm)
TBM 850
Mustang
TBM’s
Advantage
300
73 Gal
104 Gal
30 %
Distance
(nm))
600
126 Gal
170 Gal
26 %
1 000
197 Gal
258 Gal
24 %
340 Gal
46%
(Mustang>1
stop)
1 200
232 Gal
The results show that for similar travel time, the TBM is
able to offer significant fuel savings in the range of 25%
to 30% as compared to the Mustang with both Aircraft
travelling at their maximum altitude.
When the Mustang is not able to climb directly to FL410,
for instance in the case of altitude restrictions given by
ATC, the gap between the two Aircraft is increasing
drastically.
Fuel efficiency of the Jet powered Aircraft can then be
45-55% worse than the TBM’s.
TBM 850
Mustang
TBM’s
Advantage
300
1 443
1 200
20 %
800
1 406l
1 123
25 %
1 000
1 168
828
41 %
1 200
931
Not able
The performance chart above shows that the TBM 850
has a significant advantage when considering both
Payload and Range capabilities. The TBM 850 offers
an extra 300 nm in range and between 20% to 40%
superior payload capacity.
SL, ISA, Zero Wind, dry runway, NBAA IFR
reserves, 4 people on board @ 200lb each
TBM 850
Mustang
Landing
Weight
Landing
Distance
Landing
Weight
Landing
Distance
5 757 lb
1 947 ft
6 973 lb
2 132 ft
On a typical landing, the TBM 850 requires 185 ft less
(-9%) runway than the Mustang.
• Shorter Landing distance offers greater
margins of safety
• The TBM 850 can go 30% further
carrying up to 40% more payload
• The TBM 850 delivers jet-like speeds
with greater efficiency and economics!
46 I Comprehensive Guide
Comprehensive Guide I 47
Summary Analysis
Flying – Aug 2008
Table Comparison: TBM 850 vs. Mustang
Trip Distance
(nm)
Take off Distance
Strength
Best
Performer
X
TBM 850
Block Time / Speed
X
TBM 850
Mustang
Block Fuel
X
TBM 850
Payload
X
TBM 850
Range
X
TBM 850
Landing Distance
X
TBM 850
The table above is self-explanatory. On most of the
criteria the TBM 850 delivers a veritable performance
advantage over the Mustang.
“The TBM has long been attractive for its speed,
range and good flying qualities, but when you add its
remarkable fuel efficiency at high speeds it really is the
airplane to beat in today’s world of sky-high fuel prices.
A huge flight deck that looks more like a new 737 than
a single-engine turboprop.”
AOPA – May 2008
“The ultimate personal turbine single, now with Garmin
panel power.”
B&CA – Aug 2009
TBM
The TBM 850 offers superior runway performance,
payload, range and fuel economy while proving
essentially identical trip times than the Cessna Mustang
over the complete spectrum of mission profiles.
Mission
300 nm
600 nm
Professional Pilot – Aug 2009
“DAHER-SOCATA is a management change and DAHER
appears to have pumped new energy and customer
focus into TBM. The steady rise from 4th in 2007 to 2nd
in 2009 is impressive and not eay to do. From an overall
tally of 7.49 moved up to 7.68. From an overall tally of
7.49 in 08 TBM service moved up to 7.68 for 09. This
manufacturer won 1st in the Tech Rep category with
8.56 this year as compared to 8.27 in 08. Operators
of TBM 700s and 850s scored the OEM high spares
availability with 7.67 in 09 as compared with 7.00 in 08.
Pilatus (8.37), Hawker Beechcraft (7.54), Cessna (7.18),
Piper (6.30)
48 I Comprehensive Guide
1000 nm
Variable
Cost
TBM 850
Mustang
TBM’s
Advantage
Flight Time
1h01
1h00
- 1 mn
Per-Mile
Cost
$1.59
$2.02
27%
Flight Time
1h59
1h56
- 3 mn
Per-Mile
Cost
$1.55
$1.95
25%
Flight Time
3h15
3h19
+4 mn
Per-Mile
Cost
$1.52
$2.01
32%
$468.24
$605.87
29%
TB M 850
R ANG E FIN D E R
A P P E N D I X
Appendix Content
• Mooney 301 By Trey Hughes, Single Engine Program
Manager FlightSafety, Texas. P 60
• How safe are they ? A reprint from an article by
David Esler, published in Business & Commercial Aviation,
August 1997. P 63
• Moving Up: Your First Turbine. A reprint from
an article by Thomas.A. Horne, published in AOPA Pilot,
September 1992. P 64
• Single Engine Turboprops. A reprint from an article by
David Esler published in Business & Commercial Aviation,
August 1997. P 67
• The Propeller Makes a Comeback Again. A reprint from an article
by
J.Mac McClellan, Editor-In-Chief, Flying Magazine, April 2007. P 72
• The ultimate personal turbine single, now with Garmin panel power
P 74
• TBM 850 Still Fast With Glass
P 76
• Getting Around in Style
P 80
Mooney 301
In December of 1973, just three months after buying
Mooney Aircraft, Republic Steel Corporation hired Roy
LoPresti as Vice President of Engineering. Among the
many projects developed by Mooney during the next
years, the design of a pressurized single was determined
to be necessary. In 1980, in response to the Cessna
P210 already in production, and to the pending offerings
from Beech and Piper (in development) Mooney began
design work on the M30 which was designated the
MX-1 in engineering.
The M30 was to be powered by a Lycoming TSIO-540
producing 360 horsepower. It would have a top speed of
262 knots, which was equal to 301 mph, and because
Mooney was into using speed as a name - it became
the Mooney 301.
The M30 was a completely new design for the Mooney
engineering department with no similarity to any M20
previously produced. It had high aspect ratio, natural
laminar flow wings, and large-span, Fowler type flaps
which covered 90 percent of the wings trailing edge.
Roll control was to be spoilers augmented by small
ailerons on each wing. It would have a service ceiling
of 25,000 feet and a cabin pressurized to 5 psig. This
would give a 9000-foot cabin altitude at FL250.
Since the design was so different, Mr. LoPresti brought
his own engineers in to do the design work, separating
the M20 engineers from those working on the 301.
This did not create peace and harmony within the
engineering staff!
The first flight was on April 7, 1983, and production was
scheduled to begin in 1985. In July 1984 Republic Steel
was bought by Ling-Temco-Vought (LTV Corporation) of
Dallas Texas. LTV immediately ordered Republic Steel
to dispose of Mooney Aircraft. After a short (6 week)
ownership by a group if investors from Minnesota called
the Morrison Company, Mooney was again sold. This
60 I Comprehensive Guide
time to a consortium made up of investors from France
lead by Alec Couvelaire (a Mooney dealer in Paris) and
Armand Rivard (owner of Lake Aircraft).
Production of the Mooney 301, first planned for 1985
was delayed until 1986, and then delayed indefinitely
after the purchase by the French.
The new engineers, some hired by the French, determined
that the 301 was too heavy and too slow. It would just
barely fly level with the flaps partially deployed with two
test pilots and full fuel. Because the airplane was above
projected maximum gross weight in this configuration (it
didn’t have any pressurization installed yet, which would
have made it even heavier), the determination was that
it needed a complete rework of the aerodynamics and
a bigger engine. Early wind tunnel testing proved that
the airfoil had some problems. When the flaps were
retracted during flight, the airplane stalled!
Management decided that 260 knots was too slow for
the projected market for this airplane. Mr. Couvelaire
thought that the buyers would demand something close
to 300 knots cruise speed. It was his feeling that Mooney
did not have the resources (either financial or technical)
to engineer and produce a single engine,turbine powered,
pressurized aircraft in 1985. Alec initiated a joint venture
between Mooney Aircraft in Kerrville and the SOCATA
Division of Aerospatiale in France. This joint venture was
to become the TBM700, and proposed a cruise speed
of 300 knots true, a service ceiling of 30,000 feet, and
a Pratt & Whitney Canada PT6A-64 powerplant.
The TBM700 was the first «purpose built» pressurized,
single-engine, turboprop ever designed. In 1987,
all the engineering data for the M30 was delivered
to the engineers in Tarbes France, the home of
SOCATA. In addition to the design information, the only
flying 301 prototype was disassembled and shipped to
France for examination.In July 1988 the first prototype
was shown in Tarbes.
By now the consortium had grown to be Mooney,
Aerospatiale, and a group of investors from Finland
called Valmet. Each would provide operating capitol,
although Aerospatiale was heavily funded by loans
from the French government. In addition, Mooney and
SOCATA would each build sub-assemblies and major
component structures, which would be assembled on
two parallel production lines in the U.S. and France.
In 1989, Mooney purchased from the bank, the former
Million-Air facility located on San Antonio International
Airport. This facility was to be the showcase for Mooney
Aircraft with sales; service and delivery all located in a
new, separate location from the factory. This building
was also to house the newly formed TBM North America,
Inc. which was the sales and service arm of the joint
venture in the U.S.
Also, the new facility was large enough to allow for the
assembly line for the TBM700, and keep it apart from
the regular Mooney production line in Kerrville. I suspect
this was a requirement from the French Aerospatiale
which was also building a Mooney rival - the Trinidad.
Each member of the consortium was to provide onethird of the projected $20 million development cost.
In 1989 Valmet dropped out having failed to raise the
necessary capitol from its investors. This left Mooney
(1/3) and Aerospatiale (2/3) as partners, and paved the
way for much disagreement. Although in 1989, Alec
Couvelaire and Pierre Gautier from SOCATA announced
a formal commitment to production, by the summer of
1989 Mooney had been dropped from the partnership, and
the TBM700 became completely a product of SOCATA.
Although SOCATA design utilized their own ideas for
the shape of the fuselage and wings, they did use the
engineering provided by Kerrville for the flight control
operation. This is noted by the large span, single-slot
Fowler flap with spoilers and small ailerons found on
the TBM700. The M30 (301 prototype) was returned
to Kerrville where it sat in the corner of engineering for
many years. Finally, after all of the lawsuits from the
Mooney/SOCATA brake-up were settled, it was destroyed.
Because the design had so many flaws, it was decided
that is should be scrapped, so the wings were cut-off,
and Tom Bowen gave it to an A&P school in Abilene
Texas.
Although it never made it past one flying prototype,
parts of the Mooney M30, 301 are flying today in every
TBM700. In fact, you could say that the TBM700 was
the brainchild of Alec Couvelaire and the engineers at
Mooney Aircraft. By the way, TB stands for Tarbes,
France and M is for Mooney. The 700 is the flat-rated
shaft horsepower of the PT6A-64 engine.
My thanks go to Brant Dahlfors, former VP Marketing and
Sales at Mooney and at TBM North America (currently
with Bombardier Learjet), Larry Ball and his book “Those
Remarkable Mooneys”, and Tom Bowen at MAC.
Keep your airspeed up, and “Don’t do nuthin’ dumb!”
Trey Hughes
Single Engine Program Manager FlightSafety Texas
Mooney 301 Specifications:
Cabin: 6-place, pressurized
Top speed: 301mph / 262 knots / 484kmh
Cruise, max altitude, 75% power:
270 mph / 235 knots / 435 kmh
Fuel consumption at cruise: 19.7 gph / 74.6 lph
Fuel capacity: 100 gallons / 379 liters
Range, at cruise, 45 min. reserve:
1,134 miles / 986 nm / 1,825 km
Max. certified altitude: 25,000’ (7,620 m)
Rate of climb: 1,400 fpm / 7.1 m/sec
Gross weight: 4,000 lb / 1,814 kg
Useful load: 1,600 lb / 726 kg
Wing span: 37’ 0” / 11.3 m
Length: 29’ 8” / 9.0 m
Height: 9’ 10” / 3.0 m
Comprehensive Guide I 61
How Safe
Are They?
A study of loss-of-power accidents among four categories
of aircraft from 1990 to 1994 conducted by safety
expert Robert E. Breiling revealed that single-engine
turboprop aircraft (including crop dusters) experienced
fewer crashes than reciprocating-engine singles and
twins, chalking up a safety record nearly as good as
their multiengine turboprop siblings. Breiling used NTSB
and FAA databases to reach his findings.
When assessing all causes of in-flight engine failures—fuel
starvation and pilot error as well as mechanical factors—
single-engine recipes accounted for the largest share of
accidents—30.3 percent—followed by multiengine
recipes at 28.7 percent. Turboprops single experienced
19.9 percent of accidents and multiengine turboprops,
18.5 percent. But Breiling adds a caveat, explaining that
the single-engine turboprop category “is comprised of
aircraft that operate in other-than-routine environments,
such as agricultural operations….”
In other words, the NTSB and the FAA don’t differentiate
between aircraft types, including all single-engine
turboprops in the same category; even ag planes.
If the category were confined to singles like the Cessna
Caravan, SOCATA TBM 700 and Pilatus PC 12, the
single-engine turboprop engine-out safety record would
probably appear even better, possibly eclipsing that of
the multiengine turboprops.
Likewise, when loss-of-power accidents are confined
solely mechanical causes, the single turboprops come
out ahead of single-engine and multiengine recipes, but
behind the multiengine turboprops, 10.9 versus 8.2
percent.
turboprop singles slip slightly behind the multi recipes,
0.79 versus 0.74. Single-engine recipes lead with
1.55 accidents per 100,000 hours and multiengine
turboprops trail—that is, they reflect the best safety
record—at 0.19.
Significantly, forthe 1990 to 1994 study period, all but
two of the single-engine turboprop loss-of-power
accidents involved agricultural aircraft. The non-ag
accidents were experienced by Caravans engaged
in package express duty, and in both cases, the
pilots survived (see main story). As of this spring,
these accidents represented the only in-flight engine
failures due to mechanical causes recorded for the
Pratt & Whitney Canada PT6A powered Caravan since
the aircraft entered service in 1984.
In a related study, Breiling compared the Caravan
and TBM 700 to the piston-engine Piper PA-46
Malibu for the period of 1984 to 1995. (The Caravan
and Malibu entered service at about the same time,
while the TBM 700 came on line in 1990.) During
the period, the Malibu experienced 10 powerplant
malfunctions/failures, for a power-loss accident rate
of 0.95 per 100,000 hours. The Caravan—again,
with two in-flight power failures—had a power-loss
accident rate of 0.173, while the TBM’s was zero.
Breiling’s conclusions: “Both the Cessna Caravan
and the TBM 700 accident analysis and operational
experience has proven the reliability and dependability
of single turbine powerplant-configured aircraft to be far
superior to that of reciprocating engine-powered aircraft
from a powerplant mechanical malfunction/failure
standpoint.”
David Esler,
Business and Commercial Aviation, August 1997
However, in calculating mechanically related lossof-power accident rates per 100,00 flight hours, the
62 I Comprehensive Guide
Comprehensive Guide I 63
Moving Up:
Your First
Turbine
Basics for the new left-seater
So you’ve decided to trade in your piston-engine
airplane for a turboprop. Your choice is a logical one if
you frequently fly for business, and if you are seeking
greater range, speed, reliability, comfort, and safety. As
the piston-powered fleet continues its inexorable slide
into old age, more and more pilots like yourself are
making the same decision-and finding that operating
a turboprop offers the kind of performance and
sophistication that leaves most piston singles and twins
far, far behind.
Naturally, the turboprop’s advantages come at a price.
This price, to be sure, can be measured in dollars, but
there is an educational commitment that must also be
made if you are to realize a turboprop’s full potential
in terms of safety. The learning also pays off in huge
savings on maintenance expenses.
A pilot new to turboprops has to turn some of his thinking
around. Even seemingly simple matters, such as battery
maintenance and engine starting, take on whole new
dimensions of importance. In piston-powered airplanes,
engine starts usually amount to little more than priming the
engine with fuel, engaging magnetos and start switches,
waiting for the start, and then monitoring oil pressure.
Not so with turbine-powered aircraft. This brings us to
the first major re-education topic for neophyte turbine
pilots: developing a concern for excess heat. The
turbine starting procedure is a great place to begin to
address this concern. A turbine engine-be it attached to
a propeller or generating thrust all by itself-operates by
64 I Comprehensive Guide
taking in air, compressing it, igniting a fuel/air mixture,
and then using the resultant power to turn a propeller
shaft or send its energy out the back in the form of pure
thrust. The power cycle is created through the rotation
of numerous compressor disks and turbine wheels-each
one containing a multitude of precisely machined
blades. Compared to the clatter of a piston engine’s
shafts, lifters, valves, push rods, and other moving parts,
the turbine engine runs smoother. This is one of the
main reasons why they are more long-lived and reliable.
Without an adequate amount of air flowing through the
engine, a turbine engine’s combustor (commonly called
the hot section) can become very hot indeed, especially
during an engine start-hot enough to destroy expensive
compressor wheels and turbine disks (at $20,000 per
disk) and ruin the entire engine (overhaul cost: about
$180,000 per engine).
This is the dreaded hot start, and because a hot start can
be so disastrous, the pilot must first spool the compressor
up to a given value (12-percent compressor series of
engines) before introducing fuel to the combustor. The
spool-up is initiated by engaging a start switch. Then, the
pilot turns his attention to the compressor (sometimes
called gas generator, of Ng) speed, as depicted on a
compressor speed gauge. When at least 12 percent-to
stay with the PT6 example-is reached, the pilot moves
the engine’s condition lever to the Run position.
The condition lever will be another novelty to a step-up
turbine pilot. Like the mixture lever in a piston-powered
aircraft, the condition lever is red and located at the
far right of the power quadrant. But that’s where the
similarity ends. Condition levers are really just on/off
valves for delivering fuel. There may be low-idle and highidle positions for ground operations, but condition levers
have no metering function. Leaning is not required in
turbine engines; dedicated fuel control units perform this
function automatically as the aircraft climbs or descends.
Once fuel is introduced, the combustor’s igniters (the
turbine version of spark plugs) light off the fuel/air
mixture with a pleasing from. Keep you hand on the
condition lever.
Now it’s time to focus on the interturbine temperature
(ITT) gauge. If the needle climbs rapidly toward redline
or exceeds it for any length of time, you have a hot
start-and you’d better do something about it right now.
That’s why your hand remains on the condition lever-to
be ready to immediately shut off the flow of fuel to a
dangerously hot engine.
What can cause a hot start? The most frequent cause is
an inadequate airflow. What would cause this? A tired
battery, which is another concern that new turbine pilots
must address.
Unlike piston-powered aircraft, most turboprops and
jets use nickel-cadmium (nicad) batteries. This is
because their output remains at relatively high power
levels for longer periods of time than lead-acid batteries
used in piston aircraft. Until, that is, the day the nicad
runs out of power—at which time, its voltage drops off
very suddenly.
When that happens, its ability to turn the compressor
for a nice, cool start is greatly diminished. And the risk
of a hot start goes up. That’s why it’s so important to
check the battery’s condition before every start. If its
voltage isn’t up to snuff, don’t attempt a battery start.
Just as with piston-powered aircraft, heat can be a
problem in climb and cruise, too. But with turbines,
the heat problem shows up in excessive ITTs, not
cylinder head temperatures or, in the case of certain
turbocharged piston engines, turbine inlet temperatures.
At low altitudes, the relatively dense air does a great job
of keeping a turbine’s ITTs in the green arc. But climb
into thinner air, and ITTs head for the red. Depending
on outside air temperature, you may find that by the
time you reach 18,000 or 20,000 feet, you have to
reduce power in order to maintain safe ITTs. Depending
on the engine, ITT redline may even be reached at
lower altitudes--sometimes below 10,000 feet. So at
altitude, a turbine engine is temperature-limited in its
power output. The question is just a matter of how high;
all turbines will reach their ITT limits at some altitude.
Power limitations at low altitude center on the fact
that the engine output--measured in terms of torque,
or the amount of energy applied to the propeller-can exceed torque limits. Much the same way as it s
possible to overboost a turbocharged, piston-engine
airplane on takeoff, so is it possible to overtorque
a turboprop. On take off, it’s vital to keep a close
eye on the torque meters, lest they, too, surge past
redline, and high twisting forces threaten the integrity
of the propeller gearboxes. A turbine takeoff is never
a matter of firewalling the throttles-¬er, thrust levers.
High ITTs can also be the result of a dirty engine. In
today’s high-pollution environment, a turbine engine’s
compressor blades can accumulate small but significant
amounts of particulate deposits. These deposits decrease
compressor speeds, which in turn reduces airflow
and therefore increases ITTs. To make up for the lost
compressor speed, pilots increase torque. Trouble is, this
increases fuel flow. So a dirty turbine engine will show the
following signs: higher than normal ITT, higher than
normal Ng, and higher than normal fuel flow.
The onset of these signs can be very subtle. Unless
you’ve been keeping track of them by using trend
monitoring (which graphs these values over hundreds
of hours), you might never notice the problem--until
the day you “temp out” on the takeoff run and find
that you can’t develop rated takeoff torque and power.
To prevent this, periodic compressor washes are
recommended. If you use trend monitoring, the trends
will tell you when to perform them. As a rule of thumb, a
compressor wash every 200 hours is good practice.
Comprehensive Guide I 65
For aircraft operated in relatively unpolluted air,
intervals between washes may be substantially longer.
Many turbine engines have a compressor wash ring
installed right on the engine. With these, it’s a relatively
simple matter to hook up a hose to the ring, then run a
cleaning solvent into the ring while the engine is motored
(running the starter without introducing fuel). By the way,
the sight of the black, sooty compressor effluent may be
enough to make you an instant environmentalist.
Of course, moving up to turbines is not all batteries and
engines. Your education must also include a thorough
initiation into aircraft systems that are much more
complicated and capable than the ones you’ve been
accustomed to. Electrical systems can be especially
challenging to completely understand. Three, four, or
five separate buses may be involved, and you must
learn which items are powered by which bus. In case
of a generator failure, you must learn how to shed
nonessential loads (unless you have an automatic
load-shedding system). Likewise, the workings of
inverters, transformer-rectifiers, and current limiters may
also be new to you. So will their associated emergency
procedures.
The same may be true of pressurization, ice protection,
and hydraulic systems. In addition, you’ll need to be
proficient in instrument flying and high-altitude
operations. On top of all this, it seems that each type of
turbine airplane has its own set of traps for the unwary.
So it’s important to be able to recognize and deal with
the quirks of any system.
Because a lack of knowledge or proficiency can
have serious consequences in the event of any
system failure, it’s a good idea to attend a formal
course of study before putting your newly acquired
turboprop into service. For example, FlightSafety
International’s pilot initial courses last a week and
they’re worth every bit of the $5,000-or-so tuition fee.
66 I Comprehensive Guide
Once you’ve mastered the basics, turboprop flying
can provide a great deal of satisfaction. You’ll have
the peace of mind that comes from having all-weather
capability, some of the latest in cockpit technology,
and enough reliable power to carry you and your
passengers in speed, style, and safety.
The shockers are the maintenance costs. Though
overhauls may now come at 3,500-hour instead of
1,400-hour intervals, that $360,000 price tag will still
get your attention in a hurry. So will the cost of hot
section inspections, at about $20,000 per engine and
every 1,200 hours or so. A good strategy, as with any
aircraft, is to set aside a healthy overhaul reserve as
part of your hourly cost of operation, and consider a
progressive maintenance schedule instead of one
based on annual inspections.
“Is it worth it?” I hear you ask. Given adequate business
use, mission profiles consistent with the turboprop’s
strengths, an adequate net income, and a good
accountant, yes. However, there are other measures
that transcend the pecuniary. No small amount of a
turboprop twin’s safety factor comes from the fact that,
on one engine, most can easily manage a 500-foot-perminute climb, even at maximum gross weight. Think
about that the next time you shoot a night approach to
minimums, in high terrain, in a piston-powered aircraft.
Thomas.A.Horne
AOPA Pilot, September 1992
Reprinted/mm AOPA Pilot all rigths reserved.
Single-Engine
Turboprops:
Carving Their
Own Niche
Turboprop singles are amassing an impressive safety
record and paving the way for the emerging class of singleengine jets. Pilots are conditioned to think in terms of
multiples -- engines, avionics, vacuum and fluid pumps,
generators, supporting crewmembers. If asked to name
their most essential redundancy, most business aircraft
pilots would unhesitatingly say engines. So it shouldn’t be
surprising that business aviation, specifically, corporate
flight departments and the insurance companies that
underwrite them, has traditionally cast a jaundiced eye
on single-engine airplanes, especially for the carriage of
executives and employees. What is slowly but relentlessly
chipping away at this mindset, however, is a relatively
new class of single-engine airplanes: small turboprops
developed specifically for passengers, light cargo, and
utility hauling. In slightly more than a decade of service,
these kerosene-swilling singles -- the Cessna 208
Caravan, SOCATA TBM 700 and Pilatus PC-12 -- have
accumulated safety and reliability histories exceeding
those of single-engine and multiengine recips, and
nearly comparable to turboprop twins. (See “How Safe
Are They?’’ sidebar.) The turboprop singles also are
inadvertently laying the groundwork for acceptance of
an emerging class of single-engine business jets, e.g.,
the VisionAire Vantage. With that in mind, B/CA set out
to examine the single-engine turboprops’ capabilities,
learn how and by whom they’re being used, and
determine just how safe they are.
A Marriage
Made In Heaven
It would seem that the simplicity of the single-engine
airframe and the reliability and attractive power-toweight ratio of the gas turbine engine were ultimately
destined to meet in the marketplace, but the marriage
took a long time to broker. True, some retrofit
programs were successful in mating turboprops to
existing piston-powered aircraft like the de Havilland
Beaver, A36 Bonanza, Cessna 206, Pressurized
Centurion P210 and -- most recently -- the Malibu,
but these reengining programs have tended to appeal
to limited, mostly owner-flown, markets. The aircraft
that changed this and blazed a trail for the new class
of production turboprop singles was Cessna’s widely
successful Caravan. It may be coincidental that the
Model 208 and its much newer classmates, the SOCATA
TBM 700 and Pilatus PC-12, are all powered by variants
of the same engine -- the venerable Pratt & Whitney
Canada PT6A. But availability of a mature turboprop
engine offering a range of power outputs -- especially
one with a favorable inflight safety record -- played a key
role in the operational success and market acceptance
of the Caravan and its two competitors. The other factor
was burgeoning growth of the overnight package delivery
industry. The first -- the engine -- made the concept
possible, while the second provided a rough-and-tumble
arena in which to prove it. According to Caravan regional
sales manager Todd Duhnke, Cessna’s development
of the Caravan in the early 1980s just happened to
coincide with “an explosion’’ in the overnight package
delivery industry. In conceiving the Caravan -- which at
first glance appears to be a scaled up version of the
OEM’s strut-braced high-wing piston singles -- Cessna
engineers were thinking “of a larger utility aircraft to
replace the de Havilland Otter and Twin Otter; a better
bush plane,’’ Duhnke reminisced. “But some of the
directions it ultimately took in the marketplace were
a surprise, like the package freight business.’’ At the
time the Caravan was certificated in 1984, package
Comprehensive Guide I 67
and distinguished by the absence of cabin windows, the
mini-freighter was dubbed the Cargo Master.
Love At First Flight
So smitten was FedEx with the Model 208 and its
relatively low operating cost -- the airline leased the
Caravans to contractors, many of which had been using
older twin-engine aircraft to perform the same mission
-- that it “soaked up most of the initial production,’’
Duhnke said. As of this spring, FedEx contractors were
operating 270 Caravans. The airplane is catching on
with FedEx’s competitors, as well: UPS fields 80 of
them, Airborne Express has 25 and DHL has about 15.
U.S. Postal Service contractors also use the aircraft
to transport Express Mail. With the package carriers
flogging their Caravans at least five nights a week, the
airplane matured rapidly. Duhnke claimed the fleet has
collectively logged more than 2.6-million flight hours,
with some high-time aircraft exceeding 16,000 hours.
In all this flying, only two Caravans have been lost to
inflight engine failures attributed to mechanical causes.
In both cases, successful off-airport landings were
accomplished, and though the aircraft were substantially
damaged, the pilots survived with minor injuries.
The first mishap occurred when the PT6A’s oil pump
shaft sheared due to a maintenance error. In the second
incident, NTSB investigators determined that the
Caravan’s PT6A stopped after “failure of compressor
spacers [and] gas producer turbine and power turbine
compressor blades.’’ Today, more than 875 Caravans
are flying worldwide, an estimated 90 percent of them
toiling in revenue-producing service. In addition to
small-package hauling, applications include transporting
specialized freight, such as newspapers, processed
film and perishables; supporting native communities in
remote parts of Canada and Alaska; geological surveys;
government special missions; and scheduled commuter
airline service in places like Brazil, El Salvador and Costa
Rica. The aircraft is also certificated for amphibious
floats, a popular option with bush operators and wealthy
68 I Comprehensive Guide
sportsmen. The Caravan also is finding a place, albeit in
small numbers, among corporate operators with a need
to economically transport personnel and cargo over short
stage lengths in and out of short or rough strips. For
example, a refiner in Texas uses a Caravan to support
its activities in the oil fields, carrying everything from
roughnecks to parts for drilling rigs. And a sugar producer
in Florida connects its far-flung cane fields and mills with
a Model 208 outfitted in an executive configuration. “We
didn’t envision the plane being used in the corporate
market, either,’’ Duhnke confessed. “The corporate guys
see our ads touting 99.8-percent dispatch reliability,
see Caravans getting dispatched every night in every
conceivable weather, and they begin to think in terms
of their costs in moving management and sales teams
on short-haul trips. . . We are finding companies that
want to use the airplane for close-in work as an adjunct
to their jets.’’ Compared with a twin-engine turboprop of
comparable size, Cessna makes a strong case for the
Caravan’s economies, calculating “retail operating cost’’
at $ 208 an hour, including maintenance, reserves,
and fuel and oil. “Commercial operators may pay less,
since most of them are able to buy their fuel for about
a dollar a gallon,’’ “Duhnke pointed out. In addition to
the standard short-fuselage Model 208, Cessna also
produces the stretched (by four feet) Super Cargo Master
(Model 208B) and the Grand Caravan, a 208B with cabin
windows. The Super Cargo Master was launched for
FedEx in 1986 as a replacement for the original Cargo
Master, which subsequently dropped from production.’’
“They were ‘cubing’ the fuselage before they achieved
gross weight,’’ Duhnke said. “They needed more
volume.’’ The stretch added 112 cubic feet to the cabin,
allowing an additional 750 pounds of payload to be
carried, and hiked gross weight to 8,750 pounds. Also,
the standard model’s PT6A-114 was replaced with the114A engine, increasing power from 600 to 675 shp.
B/CA equipped prices range from $ 1.230 million for
the standard Model 208 to $ 1.205 million for the Super
Cargo Master and $ 1.330 million for the Grand Caravan.
Rapid, Cost-effective
Transportation
The smaller (6,579-pound MTOW), sleek Frenchbuilt TBM 700 conforms more to the owner-flown,
executive mold -- a sort of turboprop dressed in an
Armani suit. When SOCATA was defining the TBM
700 in the mid 1980s, it was thinking primarily of the
“chairman/pilot,’’ the corporate chief “who flies his own
aircraft,’’ said Nicolas Chabbert, vice president of sales
and marketing for SOCATA Aircraft, the Aerospatiale
division’s North American subsidiary. An additional
market identified by the OEM was military liaison, and
indeed, after the aircraft was certificated in 1990,
SOCATA was successful in placing 25 TBM 700s with
the French Air Force. Altogether, 115 TBM 700s are in
operation worldwide -- 55 of them in the United States.
Outside of the military versions, which the Armee de
l’Air uses primarily as staff transports, most TBM 700s
are being operated privately or in corporate service
by small companies with a requirement for rapid,
cost-effective transportation. Additionally, a handful of
TBMs are serving in charter roles in Canada and Australia,
where single-engine, passenger-carrying, commercial
IFR operations are legal. Powered by the PT6A-64, rated
at 700 shp (hence the “700’’ moniker), the TBM can
be outfitted with either six or seven seats. Whereas the
Caravan’s forte is basic, short-haul transportation, the
TBM’s is speed and range. High-speed cruise is listed
at 300 knots (long-range cruise at 237 knots), and IFR
ferry range with 45-minute fuel reserve is claimed to
be 1,550 nm. The aircraft is especially agile in climb,
ascending fully loaded from sea level to 29,000 feet
in 30 minutes. “This allows you to climb through bad
weather quickly,’’ Chabbert said, adding that the initial
1,847-fpm ROC is a safety feature, as well, “since you
can return to the field in the event of an engine failure
on takeoff.’’ On a normal take- off from a 6,000-foot
runway, he claimed, the TBM 700 should be 1,000 feet
high as it passes over the end of the strip. This spring,
total TBM 700 fleet hours stood at 80,000 (thanks
largely to the French Air Force, which is averaging 600
hours per year on each of its TBMs), with the hightime airplane having clocked in excess of 3,000 hours.
While a few TBMs have been lost due to alleged pilot
error, Chabbert said, none have experienced inflight
engine failures thus far. SOCATA calculates the direct
operating cost for the TBM 700 at $ 218 an hour;
factoring in typical indirect costs raises total hourly
fees to $ 270 (based on 600 flight hours a year). The
TBM 700 costs the most of all three single-engine
turboprops discussed in this article. It sells for $ 2.6
million B/CA-equipped, including weather radar, EFIS and
air conditioning. A new model equipped with a larger door
allowing easier access to the rear seats or for loading
freight was to be introduced at June’s Paris Air Show.
Multi-mission Utility
An aircraft the size of a King Air 200 with one less engine
was the goal of Pilatus Aircraft, Ltd. in 1986 when it
launched development of the PC-12. The Swiss-built
airplane was envisioned as a multi-mission utility craft
with long legs, capable of operating in and out of rough
fields with a relatively large payload, Pilatus Business
Aircraft President Chris Finnoff told B/CA. By the time
the PC-12 achieved certification in 1994, its cabin had
grown six inches wider than the King Air 200’s and 0.2
feet longer, or 16.9 feet from the cockpit partition to
the aft pressure bulkhead. The cabin’s 330-cubic-foot
volume exceeds that of the King Air 200 by 23 cubic
feet. A cargo door was designed into the aft fuselage
as well as an airstair door just behind the cockpit. Not
surprisingly, the PC-12 is equipped with the largest PT6A
variant of the three single-engine aircraft reviewed here
-- the -67B, which is thermodynamically rated at 1,200
shp to ISA+36C. Long legs? Flying at its long-range
cruise speed of 200 knots, Pilatus claims the 9,920pound MTOW PC-12 can transport 1,500 pounds of
payload 2,000 nm with NBAA IFR reserves. High-speed
cruise is 270 knots, and max altitude is 30,000 feet.
“We would prefer to compare it with the King Air and
Comprehensive Guide I 69
Finnoff said. Citing the PC-12’s $ 243 an hour DOC,
he claimed the airplane can “carry more payload for
less money than any pressurized turbine in the world.
On a 1,600-nm trip, it can carry 750 pounds more
payload than a King Air 200 [1,750 pounds versus
1,000 pounds] with NBAA IFR reserves. If you go out
farther, the numbers favor the PC-12; the farther out
you go, the better the spread.’’ The PC-12 is rugged,
too -- possibly even over-designed based on the frame
spacing in the fuselage. According to a reliable, though
anonymous, source, an over-zealous pilot at-tempting a
hot-and-high takeoff in a PC-12 pulled the airplane off
the ground too soon in an attempt to avoid a low stone
wall at the end of the runway.
The PC-12, carrying an undisclosed number of
passengers in addition to the pilot, mushed along a few
feet above the runway. The nose gear barely cleared the
wall, but the strut on one of the mains hit the wall and was
driven literally through the top of the wing. Miraculously,
the PC-12 continued to fly, striking a wire fence some
distance from the wall. The pilot was able to keep the
airplane aloft, however, and flew it some 60 miles to
another airport -- dragging a section of the fence behind
it -- and made a successful landing. Unscathed, pilot and
passengers walked away; the PC-12 was repaired and
returned to service. Because the nose gear remained
extended, the prop was undamaged. In the two years
since deliveries began, Pilatus has placed 65 PC-12s in
the field, 49 of them based in the United States. Finnoff
was unable to provide fleet total time, but said the
high-time airframe, one of five operated in the Australian
outback by the Royal Flying Doctors association, had
logged some 2,000 hours. Contending with some of
the harshest conditions on the globe, including ambient
surface temperatures as high as 135F, the Flying Doctors
use the airplanes for medevac missions. Meanwhile, nearly
all of the U.S.-based PC-12s are being used for corporate
transportation. The basic aircraft is sold with a nine-seat
executive interior; however, the aft-mounted cargo
dooralso allows the PC-12 to be used in a “combi’’
70 I Comprehensive Guide
configuration, carrying freight in the back of the cabin
and passengers forward. The long cabin also
accommodates a fully enclosed flushing lav, the only one
of the three single-engine turboprops offering this option.
One entrepreneur who owns a portfolio of small
manufacturing companies uses his PC-12 to visit and
transport employees between his factories, Finnoff said.
“We’ve placed one with a heavy equipment distributor
in North Dakota who flies his customers around in it.’’
Three PC-12s are also being used in a fractional
ownership scheme by Alpha Flying, Inc., of Norwood,
Mass. According to Alpha President George Antoniadis,
the multiple owners are mostly self-employed
professionals who use the aircraft primarily for business
travel in New England. While the PC-12 would seem to
be an ideal package express feeder, a la the Caravan,
Pilatus has been unable thus far to penetrate what Finnoff
termed “the FedEx market.’’ Where the aircraft really
shines as a freighter, Finnoff pointed out, is on long,
thin route segments “where you don’t need a Boeing
727 but have a ton of payload to haul a long distance.
This, and possibly island-hopping, is where we expect
to pick up some business. It’s a niche airplane in these
applications. You could fly these missions with a 727, but
you have to consider the costs as well as the occasional
necessity to operate out of small, undeveloped fields.’’
The basic PC-12 goes out the door for $ 2.299 million
including EFIS and IFR avionics. Weather radar runs $
38,000, and the nine-seat executive interior with lav
adds $ 149,500 to the price tag. As big as the PC-12
is, it still has to meet the FAR Part 23 61-knot singleengine stall speed (as do the Caravan and TBM 700) in
order to be certificated in the United States. In and of
itself, this represents a safety factor, Finnoff claimed.
No one has had to test the theory so far, though, since
no unscheduled inflight engine failures have been
reported. Perhaps this, and the impressive safety record
racked up by the small package freighters, will sway the
FAA to adopt its proposed rule to allow single-engine
IFR passenger operations under Part 135. The comment
period for the proposed rule (Docket 96-14) ended in
early March, and the feds are expected to issue their
decision sometime this year.
Dependable Engines
The phenomenal reliability of the single-engine
turboprops featured in this report really represents “a
tripartite relationship’’ between the engine manufacturer,
airframe builders and operators, according to Pratt &
Whitney Canada PT6A program director Bill Lynam.
“We have a very good basic engine -- reliable, well proven,
and that gets you to the party. The next level is how you
operate and maintain it,’’ he said. This involves training
of both pilots and mechanics and religious adherence
to operating limitations and inspection schedules;
however, trend monitoring can play an important role, too.
P&WC offers a trend-monitoring program for the PT6A
dubbed ECTM (engine condition trend monitoring) in
which it provides operators with software enabling them
to track engine performance on their desktop computers.
(Data are entered manually and the program displays
trending curves.) In addition, P&WC has approved a
network of independent trend-analysis centers
throughout the United States and Canada that offer the
service on a subscription basis. “The operators provide
the data,’’ Lynam said, “and the centers do the analysis,
alerting the operators to negative trends.’’ P&WC also
employs more than 100 field reps worldwide who are
available to provide operators with advice and product
support, and offers a 24-hour help desk operators
can call for technical support and parts services. The
way the airframe manufacturer installs the engine is
also an important part of the three-way relationship,
Lynam said; specifically, the design of the particleseparation system. “P&WC provides a basic design
philosophy for the par-ticle-separator gaps and steps
that are adopted by the airframer and in-tegrated into
the nacelle system.’’ From that point, P&WC can provide
backup testing to validate the design. Although the
PT6A variants P&WC sells for single-engine installations
are essentially the same as those destined for twins, the
company does provide some hardware options and
recommended maintenance procedures for
single-engine applications:
-- A manual fuel control override throttle allowing the
pilot to take direct control of fuel scheduling in the event
the PT6A’s automatic fuel control system fails. “It gives
the pilot additional control over the engine,’’ Lynam said,
“enabling completion of the mission and landing. . .’’
-- A drain-valve kit for the P3 filter system. According to
Lynam, P3 is Pratt’s designation for a pneumatic line “that
provides signals to the fuel control. The filter supplies
clean air to the sensor, and the drain allows the engine
to be washed without having to remove any hardware,
thereby reducing exposure to a possible maintenance
error.’’ The penny valve-type drain is entirely automatic.
-- A fuel nozzle maintenance schedule that it
recommends initially as a base from which operators
can extend inspections with experience. Nevertheless,
Lynam said, “it has been our experience that the
prudent single-engine operators tend to pay attention
to the factory-recommended inspection schedules far
more closely, keeping them at the lower intervals.’’
Lynam said the PT6A-114 engine used by the Cessna
Caravan is accumulating 400,000 hours per year of fleet
utilization and since 1992 has experienced an inflight
shutdown rate of one per 1.6-million hours of operation.
Since the early 1960s, when P&WC launched the PT6
product line, it has produced 26,000 engines that have
logged 183-million operating hours aboard 13,000
aircraft. The high-time engine has 46,000 hours on its
Hobbs meter. Averaged over the total fleet of 26,000
engines, the inflight shutdown rate is one in 200,000 hours.
David Esler,
Business and Commercial Aviation, August 1997
Comprehensive Guide I 71
The Propeller Makes
a Comeback—Again
Just a couple of years ago they were about to
close the doors on the facility that makes the
ATR line of turboprop regional airliners. Total
orders for the ATR 42 and 72 made by the
European consortium had dropped to six, and no
new customers were on the horizon.
The regional jets (RJs) had won, and the era of the
turboprop was over, again. But a funny thing happened
on the way to the funeral for the propeller. Oil prices
skyrocketed, the financial performance of the world’s
airlines crashed, and suddenly airlines needed a more
efficient and cost-effective way to move passengers
over distances of several hundred miles.
Now, ATR has nearly 300 orders from airlines all over the
world for its high-wing turboprop twins and it is doing its
best to ramp up production. The same is true in Canada
where Bombardier builds its “Dash” series of turboprop
airliners derived from the Havilland line. The turboprop
is back. For at least 30 years aviation-both airline
and business flying – has been announcing the
end of the turboprop, but reality keeps intruding.
The first “end of the turboprop” that I remember was in
the early 1970s when Cessna introduced the original
Citation. That original Model 500 Citation cost about
the same as the leading turboprops to buy, and Cessna
guaranteed that the jet cost less per mile to operate. At
the time Beech, Piper, Aero Commander, Swearingen
and Mitsubishi were all building turboprops for business
and personal flying. The Citation wasn’t fast for a jet, but
it was faster than any of the turboprop, and it was easy
to fly. It looked like Cessna’s prediction would come true.
But the turboprops, at least the popular ones didn’t go
away. The citation was successful, but so was the
72 I Comprehensive Guide
King Air family. Instead of killing the turboprops,
Cessna joined their side with the model 441 Conquest I
introduced in 1978 and the 425 Conquest II entering the
market in 1981. The Conquest I is among the fastest
and longest-range business or personal turboprops ever
built, and remains in high demand on the used market
today. The Conquest II was among the most basic and
modest in performance of any turboprop, and it remains
very popular with many used models typically selling for
as much as or more than they did new.
If the Conquest family wasn’t proof enough that the
turboprop lives, Cessna introduced the Caravan in 1985,
and it became the best selling single-engine turboprop
ever. Caravan sales continue at a brisk pace today, and
the big, bulky single toils at all manner of tasks in every
corner of the globe. Even the most ardent jet believer
can’t find an alternative to the Caravan that doesn’t
have a propeller.
It is true that the Conquests went out of production,
perhaps because building Citations is a better business
for Cessna than out of lack of demand. The Cheyennes,
Aero Commanders, Merlins and MU-2s are also
long out of production, but that may say more about
the operations of their parent companies than about
demand for turboprops. After all, the King Airs fly on
with steady and, recently, markedly increased demand.
And, remember, the King Airs were always the most
expensive and typically the slowest and least fuel
efficient in the turboprop competition, but they clearly
deliver what pilots and passengers want—comfort,
quality, performance and the biggest cabins.
Though the production life of many turboprop models
did end, the turboprop itself still succeeds. In place of
the out of production twin turboprops there are three
successful singles—the Pilatus PC12, TBMs (700
and 850), and the Piper Meridian. All are racking up
solid sales even though all three cost more than the
advertised price of the Eclipse 500 very light jet. Eclipse
development has been delayed several times since the
original announcement, and fully operational air-planes
are not yet being delivered, so that could explain why
pilots pay nearly twice the price for a TBM 850. But the
Citation Mustang sells for a little less than the TBM, and
it’s here, fully functional, on schedule, and meets all of its
performance and payload projections. Clearly the TBM
is attracting pilots with something more than availability.
And now two companies that owe their entire existence
to propeller air-planes—Piper and Cirrus—have
announced development of single-engine jets. Is this yet
another death knell for the propeller? I don’t think so.
The reasons the propeller will endure in personal and
business aviation are the same that have caused the
resurgence in propeller driven regional airliners—costs
and flexibility.
Historically, and logically, a usable amount of power
will cost less to buy in a turboprop engine than in a
turbofan. That situation is somewhat skewed now
at the lower power end because Pratt & Whitney and
Williams, and soon the Honda/GE partnership, have all
designed modern small turbofans, while nobody has
modernized the smaller turboprop engine for many
years. The only realistic engine choice for a business or
personal turboprop is the PT6 series engines from Pratt
& Whitney, which are extremely reliable but expensive to
build. The new small turbofan engines use turbines and
compressors machined from a single piece, for example,
while the PT6 has costly wheels with individual turbine
or compressor blades fitted into them. The individual
parts count and man hours involved in building a PT6
are higher than in the small new jets. And Pratt also has
a near monopoly in the turboprop market with the PT6
while it must compete fiercely with Williams, and soon
Honda, for the small jet engine business. We all know
how those situations go.
The same is not true at the regional airline level. A
turbofan engine with enough thrust to move an RJ costs
more than a turboprop for a similar size airplane. Part
of the reason is that a propeller is more efficient at
converting horsepower into thrust at low airspeeds, such
as on takeoff, so you need less total power than with a
jet. Regional airlines need to use some shorter runways
to be successful, and the turboprop wins that game.
Another issue is that a jet must fly substantially higher
than a turboprop to operate efficiently. That means
the air-plane and its systems quickly become more
complicated in a jet. Higher altitudes mean greater
pressurization differentials, which requires stronger and
heavier structure and more complex systems. As a jet
speeds up, the loads on its airframe grow, so it must
be stronger and heavier. And the loads on the controls
increase and soon hydraulics are required to give the
pilots some power steering help. Each of those systems
costs money to buy and, more importantly, add things
that must be maintained and can fail, all of which cuts
into dispatch reliability and adds to operating expense.
Bottom line, the public has it right. Jets are more
luxurious than propeller air-planes, and luxury always
costs more. For a time, with the airlines buying RJs like
crazy, it looked like everybody could afford to ride in ajet.
But that situation didn’t last with fuel price increases and
airline costs going through the roof. I predict the same
in personal and business flying. The jets are and will
continue to be in great demand, but they will cost more
to fly than a similar size cabin and payload over the same
distance in a turboprop. The propeller has had a good
run for more than 100 years, and it has a long way to go.
J. Mac McClellan,
Editor-in-Chief, Flying Magazine, April 2007
Comprehensive Guide I 73
The ultimate personal
turbine single, now with
Garmin panel power
SOCATA’s TBM turboprop singles have undergone a
series of improvements since the airplane’s introduction
in 1989, but none as dramatic as the latest. With the
introduction of Garmin’s G1000 integrated avionics, flight
display, and control system, today’s TBM 850s promise
lower pilot workload, better situational awareness, and
an optimized flight control system. Garmin’s GFC 700
autopilot is mated to the new TBM’s G1000 avionics
suite, and has a number of new capabilities. Among
them are the ability to load airways into flight plans,
and fully automated missed approach procedure flight
guidance. At the missed approach point or decision
height, you simply push the Nav button on Garmin’s
glareshield-mounted GMC 710 autopilot mode controller
panel, and in autopilot mode the airplane will climb
and track the published missed approach procedures.
There’s also a center console-mounted FMS (flight
management system) control panel that lets you enter
mode commands and flight plan entries.
Before the GFC 700, TBM 700s, and -850s used
Honeywell/Bendix-King’s KFC325 autopilot. Although
the KFC325 is a great flight control system, the GFC
700 has an edge in that its pitch compensation allows
full flaps to be selected while coupled to an ILS glide
slope. The GFC 700 can also intercept and execute an
ILS approach at any airspeed; the KFC325 was limited
to 160 KIAS.
The G1000 isn’t the only new feature of the latest
TBM 850s. XM datalink weather and entertainment is
standard with the G1000, for example. And there’s a
newly designed, composite-construction interior with
74 I Comprehensive Guide
LED lighting; recessed side pockets; a table that stows
flush with the sidewall; iPod jacks; and het jacks located
away from the armrests. With earlier TBMs, it was too
easy for passengers’ elbows to damage the jacks. The
flush styling gives the cabin a few more inches of interior
room, as does the one-piece composite headliner.
Another bonus is the airplane’s new air conditioning
system. Gone is the old, 14,000-BTU, electrically
powered vapor-cycle system. Replacing it is a
mechanically powered 24,000-BTU compressor design
that uses R134a refrigerant, draws less power, cools the
cabin much quicker, and occupies less space. Using the
space savings, the forward baggage compartment was
enlarged, and the aft external baggage compartment
eliminated. The interior baggage area behind the
aft seats—capable of carrying up to 220 pounds of
cargo—is the same as in previous TBMs.
Passengers are sure to like the new, two-zone
temperature control system. Passengers and pilots can
each select their own temperature levels. Passenger
controls are located on the left sidewall, just aft of the
rear-facing seat behind the pilot.
Rounding out the upgrades is an 11-gallon fuel capacity
increase—from 281 to 292 gallons—made possible by
using more internal wing volume and moving the fuel
caps outboard on the wings. This provides about 15
minutes’ more flight time, SOCATA says, but the extra
74 pounds’ worth of fuel somewhat offsets the G1000’s
112-pound weight savings, and the savings from the
new cabin and compressor. In the final analysis, there
is a 50-pound gain in useful load compared to older
TBMs, SOCATA says—unless you order the optional
$89,350 pilot access door, which weighs 75 pounds.
Base price of the G1000 TBM 850 is $2.9 million;
average-equipped price is $3.082 million, excluding the
pilot door.
The G1000 brought about a thorough study of the
educational standards required for both initial and
recurrent pilot training. The first evaluations of the
G1000 installation and operating procedures took place
at the SOCATA factory in Tarbes, France last fall (see
“First Look: G1000 Training for the TBM 850,” page
77). Subsequently, SimCom—the TBMs’ designated
training center—began generating G1000 training
materials and course requirements. As of this writing,
a G1000-equipped simulator was under construction,
and it should be completed and installed at SimCom’s
Orlando training center by July.
Plans call for pilots to be evaluated for their competence
with Garmin’s GNS 430/530 Nav/Com/GPS units before
formal training begins. What follows should be a oneto three-day course devoted to G1000 operations,
depending on pilot proficiency. Then it’s on to the more
traditional components of simulator-based training:
instrument procedures, practice approaches, and study
of the airplane’s systems.
The G1000 marks yet another milestone for both
SOCATA and Garmin. For Garmin, it’s another step
forward in its march toward industry dominance. For
SOCATA, it signifies the optimization of the TBM design,
what with its already exemplary 320-knot/1,410 nm
max cruise specs. It will be interesting to see what
SOCATA’s next offering will be. The open secret is that
it will be a twinjet rivalling Cessna’s Mustang light jet.
Stay tuned, and visit the Web site (www.TBM 850.com)
for more information.
Thomas A. Horne
Comprehensive Guide I 75
TBM 850 Still Fast
With Glass
Quickest turboprop single now has three-display
G1000 avionics system as standard.
Could an airplane hit the bull’s-eye more squarely in
today’s environment than the TBM 850? I don’t see
how. The turboprop single burns about half again as
much fuel as a typical piston twin, but it flies at least
100 knots faster on that fuel. And its range easily
stretches out over 1,200 nm even with a little headwind.
And now it has the latest in avionics technology with
a three-display Garmin G1000 integrated system that
features the giant 15-inch multifunction display (MFD)
in the center.
The TBM has been popular as a rapid personal
transportation airplane for years, but with the 850’s top
cruise of 320 knots while burning 65 gallons an hour of
fuel that more and more costs $8 and up per gallon, the
airplane offers an almost unbelievable speed return for
the fuel. Pull the power back a little and you can cruise
at 280 knots or so on about 50 gallons an hour. But
around the airport it slows down to the same airspeed,
and thus same pilot demands, as a high-performance
piston single.
SOCATA introduced the 850 in 2006 when it increased
cruise shaft horsepower from 700 to 850. That extra
power added about 20 knots to top cruise speed and
made the airplane even more desirable. But it was not
possible at that point to also update the avionics to a
fully integrated glass cockpit because the technology at
the right price and size didn’t exist. Now it does, in the
form of the G1000 system.
76 I Comprehensive Guide
The 850 is actually one of the last production singleengine airplanes, piston or turboprop, to convert to a
glass cockpit, but unlike some others, the conversion is
complete with a crew advisory system (CAS).
Turbine-powered airplanes have a warning and caution
panel made up of individual annunciator lights, and
master warning and caution lights. Each light is there
to alert the pilot to a problem or to indicate the status
of airplane systems. Warning lights, in red, are reserved
for urgent information such as low oil pressure. Amber
lights indicate an abnormal condition such as pitot heat
not energized. The master warning or caution light comes
on to alert the pilot to look at the individual lights in the
annunciator panel. Each of these lights is fundamental
to the airplane certification, so an equivalent method of
alerting the pilot must be demonstrated before anything
can be changed.
Because of the complexity of the warning and caution
annunciation system, most turbine airplanes have kept
the old-fashioned lights in place when they converted to
a flat glass display for flight and engine instruments. But
not SOCATA with the TBM 850. The company spent the
many months and much money to convert the system to
a plain language CAS that shows warnings and cautions
on the flat-panel displays. This is a big deal in terms
of effective crew alerting, and also in cleaning up the
cockpit. In the new 850 the three big flat glass displays
show everything needed to fly and monitor the airplane
in plain language, leaving only the master warning and
caution lights to call attention to the messages. That’s
why the 850 glass cockpit looks so clean and modern
compared to some others that have converted from
steam gauges to glass.
The TBM also has complete redundancy in attitudeheading reference (AHRS) and air data computers,
as well as in displays. With dual AHRS and air data
computers they can monitor each other and warn of
discrepancies that would indicate a failure. If a sensor
quits, the pilot, and autopilot, can fly on by using the
operating sensor from the other side of the cockpit that
can display accurate information on both PFDs. And, of
course, an independent attitude gyro, airspeed indicator
and altimeter are located right in front of the pilot to
backup everything.
pilot baking in the sun won’t need to freeze a rear-seat
passenger who is sitting in the shade.
Following the best human factors, the TBM 850 has
its flight guidance panel mounted in the center of the
glareshield. The flight guidance panel contains the
controls to select heading, altitude and all autopilot
modes and is a place you look very frequently in busy
airspace, so you want it up where you can see it without
diverting your attention from the PFD and the view out
the windshield.
Despite its enormous capability—or more accurately
because of it—the new G1000 system saves a little
more than 100 pounds of weight in a typical 850. Some
of the weight savings comes from the consolidation of
dozens of flight and engine instruments into the three
glass displays, but much of it results from savings in
wire weight. Most of the sensors in the G1000 systems
are modules that connect to the rear of the displays. In
the previous system each sensor, whether it be for GPS/
nav/comm or attitude, had to be linked to a dedicated
display by wire bundles. In the earlier airplanes the
autopilot is a distinct system with need for wires to
connect it to all sorts of equipment including air data,
attitude, nav sources and so on. Now the GFC 700
autopilot is essentially built into the G1000 system with
need for wires to link it to only a few remote elements
such as the servos.
As with other systems in the G1000 family, the avionics
in the TBM 850 can be operated using knobs and
buttons on the edges of the displays. But the 850 also
has a remote keyboard control unit that, by pressing
buttons and turning knobs on the unit, can be used to
operate most functions of the system. I like having both
data entry methods. For some chores, such as entering
the alphanumeric characters that define a waypoint, the
keyboard is fast and handy. For other chores, such as
selecting display modes or map range, I find the knobs
work better. And in bumpy air, a knob is almost always
easier to grasp and use accurately than a keyboard.
SOCATA also used the production block point change for
the avionics to convert the air conditioning system to an
engine-driven compressor from an electrically powered
unit. The engine-driven compressor delivers dramatically
improved cold air flow immediately after engine start.
The cold air—or warm air, as required—is controlled
by separate systems for the cockpit and cabin. Now a
The newest 850 also has just over 100 pounds more fuel
capacity because of some changes around the filler port.
The landing gear has also been beefed up to handle the
twisting loads of tight turns on the ramp. There haven’t
been gear problems in previous versions of the airplane,
but ways to strengthen the gear to withstand fast, sharp
turns on the ramp without a significant weight penalty
were identified.
As I walked around the new 850 preparing for flight I was
again impressed by the obvious strength and purposeful
nature of the design. The wing is quite thick with a
nearly constant chord. But with a span of more than
41 feet the aspect ratio is high. That’s what you want
for an airplane to climb quickly to its certified ceiling
of 31,000 feet, but still deliver predictable low-speed
flying qualities and stall characteristics. The wing was
designed from scratch for a specific altitude and speed
profile and delivers with minimum compromise.
The large cabin door that was originally designed as
Comprehensive Guide I 77
a utility door offers easy access to the cabin. Seats—
even though they meet all of the latest crashworthiness
G-loading standards—can be removed by pulling a
couple of pins. Many TBM owners find it convenient
to fly without the left-side rear-facing center row seat,
making it easier to reach the pilot seats and giving rearseat passengers more room. SOCATA is building some
TBMs with a forward pilot door, which some people love
and others are happy to do without. The pilot door’s
weight chews up nearly all of the gains from the G1000
system and adds nearly $90,000 to the price. I would
happily live without it. The already comfortable interior
of the 850 has been upgraded in the new model with
excellent leathers.
SOCATA chose to use the pilot’s PFD in a composite
mode as the initial startup display. In composite mode
both engine and flight instruments are combined on a
single display just as they would be if a display failed in
flight. With this display you see the engine instruments
to monitor the start, while the AHRS is aligning. When
you turn on the avionics power, the rest of the system
comes to life. The big MFD can display system synoptic
pages so you can check the operation of the electrical
system with its multiple buses and dual generators, or
look at a detailed fuel status page. The CAS messages
tell you what’s left to do before takeoff, such as turn on
pitot and stall warning heats.
For takeoff in the new 850 it is recommended that you
still trim the rudder pretty far right to an index mark on
the scale using a rocker switch under your thumb on
the control wheel. This counteracts propeller effects on
takeoff and initial climb. However, once in flight with
the rudder trimmed a new automatic rudder trim feature
of the G1000 yaw damper takes over and keeps the
rudder trimmed for the remainder of the flight.
The TBM 850 flies like any other powerful single, except
that it has more power than most. With 130 knots
selected in the FLC (flight level change) mode the long
78 I Comprehensive Guide
nose points to the sky and keeps going up. On a standard
temperature day the airplane can get to 25,000 feet in
about 14 minutes. Pretty good for only one engine. And
all 850s are eligible for RVSM approval so they can fly
up to the certified ceiling of 31,000 feet instead of the
maximum 28,000 feet for non-RVSM airplanes.
SOCATA converted the 850’s cabin pressurization
controls to an electronic system, but for some reason
kept the mechanical dial where you set cruise altitude
and field elevation. All other pressurization information
such as cabin altitude, rate of climb and PSI are shown on
the MFD, so it’s odd that the system wasn’t completely
automated, but the workload is hard to complain about
with only one required setting.
good start on understanding the new avionics.
The TBM has long been attractive for its speed,
range and good flying qualities, but when you add its
remarkable fuel efficiency at high speeds it really is the
airplane to beat in today’s world of sky high fuel prices.
With its G1000 cockpit, the last wish I had on the list
has been checked off.
J. Mac McClellan
Editor-in-Chief, Flying Magazine, August 2008
I don’t know what to say about the operation of the
G1000 system that you haven’t read before. I watched
it fly a full RNAV approach including procedure turn,
glidepath capture and miss to a holding pattern entry.
I could look at a Jeppesen chart of the procedure, or
a map over topographical colors, or XM Weather and
all of the things we have come to expect from current
avionics systems. The 850 does not yet have Garmin’s
synthetic vision technology (SVT) but will as soon as
it is approved in Europe and then the United States. It
will be a software change to that exciting new safety
capability.
SimCom, the training provider for the TBM, will be training
pilots on the G1000 system as well as basic airplane
systems in its simulator. There is also a procedures
trainer with a functioning G1000 system so pilots can
practice using the new avionics suite in addition to the
sim. Because the 850 weighs less than 12,500 pounds
no type rating is required, but every pilot will want to
complete the G1000 training to become comfortable
with the system and to learn how to extract the most
useful of its capabilities. The previous models had
electronic attitude and HSI displays along with Garmin
GNS 530s, so pilots from those airplanes will have a
Comprehensive Guide I 79
Getting Around in Style
What to say when the owner of a twin turboprop of a
certain age gets to fly a new TBM 850? That it is a
remarkable airplane; at once familiar in its systems yet
exotic in its performance? That the glass makes the
experience, from the sounds of the turbine winding up
to the smell of jet-A, all the more intoxicating?
All this and more raced through my mind as I got to
fly not just any TBM 850, but the one actually pictured
in Mac McClellan’s accompanying article. Mike Shealy,
SOCATA’s North American sales director, picked me up
in Palm Beach, Florida, (PBI) and shepherded me on
flights to Tampa, Kissimmee and back to Palm Beach.
An active thunderstorm pattern gave a chance for the
glass to shine, so to speak.
First impressions: a huge flight deck that looks a lot
more like a new 737 than a single-engine turboprop,
the smell of a new airplane, and a long snout, at least
much longer than my Cheyenne.
Start-up was pretty normal for a turboprop: get the
compressor going, add fuel, disengage the starter and
watch the engine settle down. Once the avionics were
on, though, the show got very impressive. The MFD in
the center of the panel is huge. SOCATA says it is only
15 inches, but it looks like the 42-inch screen you’ll find
in high-end hotel rooms. There is glass, glass and more
glass.
As we taxied out with the MFD on the airport page, I
noticed the names of the FBOs dance by. Runway
incursion hot spots were marked with red circles. The
whole thing looked huge compared to the small screen
in my airplane.
Mike had filed for Flight Level 220, even though the
distance to Tampa was only 155 nautical miles, just a
80 I Comprehensive Guide
subtle reminder of this airplane’s eagerness to climb. We
were led to a short runway with a 12-knot cross/slight
tailwind. The use of beta (a kind of prop reverse) made
the need for braking minimal. As we took the runway,
Mike removed the last of the CAS lights by making sure
the pitot heats were on and the inertial separator was
stowed. (Sometimes called an “ice door,” the inertial
separator keeps bad things from finding their way into
the engine: FOD on the ground, ice in the air.)
Off we went, separator and yaw damper on, in and out of
bumpy clouds, climbing at 1,500 feet per minute at an
airspeed of 160 knots. The flight guidance panel looked
to me indistinguishable from the Boeing 737-700,
except it appeared more substantial in the turboprop,
devoid of any shuddering or vibration.
As we climbed, the Nexrad seemed to fill the cockpit
with ominous splotches of red and yellow, and as we
switched back and forth to the radar display I was once
again reminded as to how complementary the two
weather information systems are. The radar depiction
was huge and, given the weather, very helpful.
The flight guidance panel has both VS (vertical speed)
and FLC (flight level change) functions. With the former,
the rate of climb or descent can be captured; with
the latter, a steady air speed can be selected. These
functions, as well as heading, nav and approach,
operated in a manner so smooth that I felt like I was in
some sort of simulator except for jolts provided by the
convective weather. These jolts made the heftiness of
the TBM pretty obvious—she has a tank-like approach
to turbulence, leaving the pilot and passengers secure
in her structural integrity.
Our landing in Tampa reminded me that most airplanes
require a few tries before you get the hang of it. Mike
was generous, saying “You landed on the mains first
and on the center line. That is all I ask.” He did admit
that TBM landings usually take some practice and that
twin turboprop pilots like me take a while to get used
to the slow landing speeds. Piston pilots, on the other
hand, aren’t used to using beta for slowing after landing
and jump on the brakes, he said.
Off to Kissimmee, the G1000 navigation seemed just
like the little Garmin in the Cheyenne, except the data
could be entered by key as well as by rotating knobs.
We set the autopilot up for the WAAS GPS approach to
Runway 33, sat back and watched a flawless rock-solid
approach that required only approach flaps and gear
deployment by the crew. “If you deleted the altitude
preselect for the MDA,” Mike said, “You’d crash right
on the centerline!”
magnificent machines a year. He says that he and his
colleagues at SOCATA North America know almost all of
the U.S. TBM owners personally. “We keep $3 million in
parts in our facility,” he said. “We stay in touch.”
As we came in for a smooth landing in air that had been
clarified by a just departed thunderstorm, I marveled
at the fact that our approach to landing was 20 knots
slower than a twin turboprop would traditionally fly. Yet
we were settling to earth in an airplane that could outrun
a Cheyenne by 65 knots in cruise, while burning less
gas. Amazing.
Dick Karl
August 2008
On the trip back to Palm Beach, I asked Mike to fly so
I could watch a professional. He’s been with
SOCATA for 12 years and has over 700 hours in the TBM.
It showed. Climbing out of 8,000 with thunderstorms all
about and a mass of them moving out into the Atlantic at
27 knots according to our G1000, Mike was clear with
Miami Center: We weren’t going offshore. The center
got the message and we were soon cleared to cross 20
north of Pahokee at 6,000 feet. This gave Mike a chance
to show off the VNAV function and allowed us to make
the crossing restriction with a minimum of fuss. As our
radar was on a 40-mile range, I asked what the orange
arc meant just outside our range. “It means there are
intense echoes further out there,” was all Mike said.
Very impressive.
As we descended I got a sense of loss. Soon I’d be
out of the new airplane smell and back in a 28-yearold turboprop. Mike reminded me that I fit the TBM
demographics. “The glass has helped our sales,” he
said. “I think most owners were worried about resale
until we got the glass just right.” Mike personally sells an
average of five new and three or so used copies of these
Comprehensive Guide I 81
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Comprehensive Guide I 83
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