It only as 500 ibs payload with full fuel, there is no way it dose 1500 nm NBAA range with 4 passenger.

cool pirep on some of the new features of the new TBM 930 by Steve Kinevo…

[youtube]https://youtu.be/YmdH4yAPiXQ[/youtube]

Just watched his video today. His videos are awesome

Most Meridian drivers that I know of have a ME, including myself. I don't buy your theory. If you want a modern integrated avionics package in an aircraft that is slick and easy for single pilot operations, fast and efficient, there is not much there in the ME market. A KA90 would be the closest new METP to my Meridian. Costs twice as much to acquire and operate has a lower cabin pressure differential, is slower and takes a bigger hangar. Has a Proline avionics package that frankly I think is inferior to the G1000. So why would I do that?

I have an ME

What is the difference between the 900 and 930 ?

As I understand it, the 930 has the latest avionics, IIRC Garmin 3000 vs Garmin 1000

I have my ME as well. Almost bought a KA90 Blackhawk conversion. Went with the TBM. Just made more sense for my current mission. I'd love to have the 930!!

I recently purchased a TBM 700C2. Have 50 hours in it so far.

The insurance cost is half per hull value of my Mirage. Insurance required transition training and 25 mentor pilot hours. I had no turbine experience but lots of xcountry in Malibus.

We have consistently seen 290 TAS at 53 GPH 28000 at -28C late summer flying. See photo.

Full fuel 281 gal useful load with a seat removed is 1050.

Comfortable range is about 1100 no wind miles at normal cruise. A couple hundred more if you pull it back a little. Not sure of how far you would stretch it because the I like to land with 80 gallons.

I purchased it for cross country business trips. I flew Raleigh to Phoenix with 4 people and luggage with a stop in Tulsa in 7 flying hours. Back a little less because of winds. I can't do that in many birds for the same type of economy.

After 3 years flying a TBM 700 C2, I went to a Mustang in March. I agree with Paul that 1100 nm is a realistic range in the TBM.

But i find that the Mustang is pretty close, maybe 100 nm less. I do think the Mustang is easier to fly, but my TBM did not have a G1000, and the TBM was in no way difficult to fly.
Going higher with a lower cabin altitude is nice. 6000 ' cabin at FL360.

One thing that isn't mentioned about a type rating is the cost. I did mine in a leased Mustang, in 7 days, with John Azma.
All in, with Azma, plane costs, fuel, hotel, it was just under $50,000. Doing it in a SIM at Flight Safety may be cheaper, but does take 15 days. For me FSI required a ME rating prior to coming to FSI for the type rating, and I did not want to spend 4 days flying a piston twin.

So I got the ME and type rating in 7 days. I had never been in a Mustang prior to the training and I loved doing it in the plane.

This fall I will be going to FSI for a recurrent in the sim.

Very Nice Paul, seems like you have a fast C2 with a very good useful load.

NBAA 2016, Pratt, show us that new fadec engine !

https://youtu.be/2iwVxwA25Qg

I was just reading this post and thought I would throw another option in the mix. I recently bought a 1981 C425. It's got a recent interior, new paint, and a complete panel refresh and I am in it for about $750K.

- 255 KTAS @ FL280 @ 58 GPH
- Full fuel payload of 775 lbs which is good for about 5 hours of flying and an hour reserve (burns 500 PPH hour 1, 400 PPH after that)
- 44' wingspan so it fits in most large T hangars
- Much bigger cabin than a TBM and more luggage space
- Almost all have a potty and refreshment center
- In a pinch you can take 8 PAX although the last two in the back need to be smaller folks or kids

Easy to fly and although I have only had it a few months I am told they are very reliable.

I tried to attach some photos to the last post but they didn't stick. Trying again.