That's way too high for a TBM, esp maintained at a non-service center.

Post your numbers (including amortized overhaul costs, RVSM ICA's, SB compliance, etc.). For a guru type shop, not ACME A&P on the field. Who are the TBM guru shops? Last time I did a deep dive on this I wasn't finding anyone claiming to achieve the above for under $60K and that was a couple years ago, several admitted it to be approaching $100K. I would have quoted my $30K all in Meridian number as $25K a couple years ago. Sure, we all get the occassional cheap annual without many squawks and no overhauls, but that's not what I'm comparing to, I'm looking for a 10-year average.

Chip,

With the way the PC-12 market is (and to lesser extent other SETP), are you seeing more people skipping SETP and going straight to light jets? What I am gathering reading this thread is; it really isn't much more or possibly cost neutral to jump to a light jet if you don't need the load carrying capacity.

Jumping ahead seems to bring a better ride, flying over instead of into weather, and simpler operation when stuff is going right.

What would be the path to: for example an M2, if your just an SR22 driver? How much more onerous is it vs. going M600, TBM or PC-12?

Carl,
I used Muncie Aviation at KMIE in Indiana and Rice Lake, KRPD, in WI to maintain my TBM.

Most of the time that was RPD. Rice Lake is not a dealer but has been maintaining a large percentage of the US fleet since the mid 1990's. Guru.

Muncie good people and they are a dealer for Piper and TBM. Used to be Mooney's too. They have avionics shop too.

Not sure where you are located.

So, you average let's say $55K for phase inspections. Props are probably $30K every 6 years, so $5K more annually for those. How much is the gear overhaul and frequency? FCU's every 6 years? Generators every 6 years? How often do the windshields last? What do they cost? Wing bolt inspections every 5 years? ICA's for common items like RVSM, etc. and recurring Service Bulletins must add at least $5K, right? I don't know, that's why I'm asking, but I'm thinking there must be another $30K in amortized overhaul costs, big ticket consumables like windshields, and ICA's/SB's, no?

Carl,
I used Muncie Aviation at KMIE in Indiana and Rice Lake, KRPD, in WI to maintain my TBM.

Most of the time that was RPD. Rice Lake is not a dealer but has been maintaining a large percentage of the US fleet since the mid 1990's. Guru.

Muncie good people and they are a dealer for Piper and TBM. Used to be Mooney's too. They have avionics shop too.

Not sure where you are located.

Carl,
I had annuals, which were everything I spent on mx, that ran ~$20,000. Then I had one with gear OH which adds as others have mentioned earlier. I remember delaying my gear OH a couple of years. Zero issues. Brakes are expensive so use them gently grasshopper, mostly for turning when slow.

I'll leave out my experience with P&W. That's a long conversation I prefer not rehashing, bad for health, and this is a B200/Pilatus thread so off I go. TBM is built stout and if it's useful, seats, speed work for someone's mission it is truly sweet. Wish I still had one, often, but I tamp that yearning down.

Hey Leif! We do see this, it's more along the lines of once a client is given good data they make a decision that might be different than what they were planning. We have had several clients over the last 8 years who hired us thinking King Air or TBM or whatever and they ended up buying a light jet instead. The operating cost is only part of the equation. It's primarily mission driven, but if your mission fits and you don't mind the type rating, light jets like the Mustang and M2 are really hard to beat!

So, you average let's say $55K for phase inspections. Props are probably $30K every 6 years, so $5K more annually for those. How much is the gear overhaul and frequency? FCU's every 6 years? Generators every 6 years? How often do the windshields last? What do they cost? Wing bolt inspections every 5 years? ICA's for common items like RVSM, etc. and recurring Service Bulletins must add at least $5K, right? I don't know, that's why I'm asking, but I'm thinking there must be another $30K in amortized overhaul costs, big ticket consumables like windshields, and ICA's/SB's, no?

You're being quoted Stevens numbers, these aren't what I would guide against- Chip even mentioned that a few posts above

Stevens will flat out tell you the Phase 1/2 inspection cost will be $8-9k, but they want you to budget $30-40k

I'm at about an average of $35K/year over 10 years. Assuming 125hrs/year. Likely higher depending on shop.

This doesn't include engine reserves, but does include all the other O/H items like generators, prop govs, fcu, gear actuators, etc. Almost all of these are by hour not calendar time (gear actuators are calendar time or landings, most folks will hit the 10 year time well before the 5000 landing time). Also doesn't include gear o/h, which is 5000 landings, with no hour or calendar time limit.

RVSM ICA is just a visual inspection of the static ports and the actual altimetery checks are less data points than a non-RVSM piston plane. No other ICAs that are going to add any appreciable cost.

I'm not Chip but I did what you are proposing. Was flying an SR22 through a club and wanted more seats (8 - 4 adults and 4 kids). I did a ton of research. Initially thought 421C, then TP (441 or MU-2 with an experienced friend pushing me towards a PC-12), eventually settled on a light jet. I burn more fuel than a PC-12 but my acquisition costs were 1/3 of a PC-12 ($600k vs $1.8M) and I have better avionics I can buy a lot of Jet-A for that price difference. I don't actually track any of my costs because I don't really want to know (do the same with my boat). But there is a knowledgeable A&P on field that takes care of other Citations and I help out with all of the maintenance. He is also fine with me sourcing yellow tag parts so I feel that my cost of ownership is pretty low vs using a service center or even specialty shop. I do have a specialist engine shop down in Dallas (RBR) that can come to me if I need anything engine-wise.

The plane is stupidly simple to fly. Levers forward to go, levers back to stop. G1000 in the SR22 to G600/GTN750 was very easy. IFR is IFR. Speeds in the terminal area are higher obviously and I am often assigned STARs and DPs whereas in the SR22 I was typically vectored onto final. But the GTN takes care of all of it except the speed restrictions. I'm in the high 90's over the threshold so not a huge jump in landing speeds though I do sometimes still try to flare my landings.... There are a few extra systems but pretty straightforward once you get the hang of it (I'm a nerd and love reading/studying so spent many an evening sitting by the pool with a beer and the Operations Manual). Don't get me wrong, the curve was steep but with a good mentor pilot it's totally doable. Note that the first time I flew the 501 I had 282 hours TT and had completed my instrument rating 5 months previous.

I was fortunate that one of the instructors at the Cirrus club was also a Citation pilot, ex-USAF (Viper pilot), and ex-SWA (took an early out package as COVID hit and started instructing to keep himself occupied). Flew with him as a mentor pilot for 3 months then did my type rating. Kept flying with him until I had amassed ~75 hours in type.

Overall I am thrilled with my decision and I feel that I made the safest choice for my family.

Whaaaat?? Is this story written up somewhere? 600K citation?

Whaaaat?? Is this story written up somewhere? 600K citation?

Whaaaat?? Is this story written up somewhere? 600K citation?