Here is a great link comparing the models and also comparing them with the Meridian, KA, and PC-12. Enjoy

http://www.caijets.com/tbm_operating.php

This thread has been like a splash of cold water - it's woken me up. It's not just the expenses - impressive as they are. The excess thrust at idle seems a problem. Burning 35 gph while riding the brakes, even using beta, would stress me.

Does the Pilatus have the same problem concerning "idle" thrust? Their brakes are famously expensive.

Ashley -

I'm with you. When I had a chance to fly one to CO last week I enjoyed the speed and comfort and began to think about the possibility of buying one for my business. However, after looking at the acquisition and operating costs, I don't think I could stomach them even if I had money to burn.

Let's see... 10X the acquisition cost of my A36 plus 5X the operating costs for 75% more speed? The ability to climb over just about any weather in pressurized comfort is really nice, but I can be a bit flexible for weather and save a lot of dough - even if I have to charter once in a while, or - god forbid - jump on an airline. I think I'll save the money and use it for early retirement.

Is this what we're looking for?

We ask a lot of technical questions.....but aren't we (mostly) Bonanza guys wondering if the ride is better in a turbine. Should we watch out for what we wish for?

I give another take: When you fly a turbine, you're not going to be real happy during longer than normal taxi delays. You'll climb to 25,000' + (not much view up there) just to keep the burn/speed ratio tollerable, and going lower is going to cost a lot more. Then there's the reserves and all that goes with operating costs. You'll probably have an annual drop dead date for recurrent training as an insurance requirement. Most of the maintenance can't conveniently be preformed by your favorite mechanic on your field. A turbine might offer flexibility, but it doesn't sound like freedom!

I love freedom more than anything. I describe freedom as the true definition of wealth....getting up in the morning and doing whatever you want to do, and having enough money to do it. You may not necessarily need a lot of money to have your day of freedom, it just depends on the size of your dream.

I like sleeping in my own bed each night, unless there's something special planned. I usually fly and return the same day. My best memories are dropping thru friendly clouds at 3000-6000'. I can fly VFR or IFR as needed, maybe fly low over the beach....it's my choice, and I go where I want. I really don't have to worry much about my Bonanza's operating costs....they're very reasonable compared to a turbine. I remind myself how many turbines sat on the ground at my airport over this last recession, while I flew as I chose.

Many of us want to arrive with the scent of jet fuel in our hair, but isn't freedom the ultimate gift? Unless you're on an "alligator eating mission", where you have to cover the US in a single day, these Bonanzas aren't really too bad!

So true Rick,

Rick, if I agreed anymore with that post I'd probably hurt myself. Great job!

Rick as usual give a great analysis on the turbine. He has studied it greatly. In the above study, Rick is actually preaching to himself, and trying to talk himself out of buying one.

Rick as usual give a great analysis on the turbine. He has studied it greatly. In the above study, Rick is actually preaching to himself, and trying to talk himself out of buying one.

Hard to resist this face though...

http://flightaware.com/photos/view/1311 ... ate/page/5

Gee, thanks Rick for crashing my party.

I guess im gone for now and will be on the TBMOPA forum.

These guys seems happy with 35 gph idle fuel burn !

The excess taxi thrust is definitely not a problem, it's just different than we're used to. The airplane handles very nicely with little braking on the ground with the right technique (beta). And 35 gph sounds like a lot for idle, but I only burn an average of 3-4 gal from engine start to takeoff. I'm lucky to operate out of a lot rural strips and not TEB.

I have limited time in the PC-12 many years ago, but IIRC you taxi in the low idle position as opposed to high in the TBM. You still use beta as needed, but definitely not as much as the TBM.

I read thats its pretty hard to taxi and stop on icy taxiways and ramps with all that excess trust.

The excess taxi thrust is definitely not a problem, it's just different than we're used to. The airplane handles very nicely with little braking on the ground with the right technique (beta). And 35 gph sounds like a lot for idle, but I only burn an average of 3-4 gal from engine start to takeoff. I'm lucky to operate out of a lot rural strips and not TEB.

I have limited time in the PC-12 many years ago, but IIRC you taxi in the low idle position as opposed to high in the TBM. You still use beta as needed, but definitely not as much as the TBM.

Thanks again David and Nigel for sharing your experience. Ashley

Beta and reverse do a great job for controlling the TBM on landing and taxiing when braking action is poor; easier than a piston. However, if you use the standard shutdown procedure (feather first for 15 sec., then condition cut-off), you could slide forward even with the brakes applied as soon as you feather. It definitely caught my attention the first time I slid about 6 feet. If you have a lineman marshalling you in, then it could get exciting. I have since figured out a few different techniques under slick conditions to eliminate the sliding on shutdown.