Who was doing the training

9k hrs, depending on what he flew the TBM shouldn’t be much of a issue, unless it was all 182 fair weather flying

The hornet guy is also a bit of WTF, shy of him taking a huge break from flying between the hornet and TBM

Flown the TBM, it’s not exactly complicated, but it’s much more like a turbine conversion than a clean slate built plane, so it’s got some oddities, but also probably would be more familiar to a piston pilot.

The NTSB changed it to "undetermined".

I notice the lack of specifics about the accident you are referring to, still no identifying information so one could check you assertions about it.

Don't be vague.

Mike C.

I didn't think googling it would be that hard:

https://www.baaa-acro.com/sites/default ... /N311G.pdf

"More widely available" is not true in the US. Airnav says 100LL is available in 36% more FBOs than Jet A. But it is true that Jet A is cheaper, by 7%. https://www.airnav.com/fuel/report.html
Yes, I know, CAA et al. make it cheaper still. But that's even fewer US FBOs, so even less "widely available".

FBO fees in the turbine world can be a rude surprise to those of us transitioning from pistons, especially in vacation destinations. To give you an idea, you first mentioned Orlando, and as much as we try to avoid Atlantic Aviation, they do post their fees online, so you can look up the fees for airplanes you're considering: https://gateway.atlanticaviation.com/Fees/ORL
For example, for tomorrow night they'd charge your A36 $40 (facility) + $10 (security) + $20/night (parking) = $70.
For an A36 with a turboprop, the same night would run $175 + $10 + $60 = $245. (I know, it doesn't make any sense beyond "because we can".)
Jetprop is $236 + $45 + $81 = $362,
TBM would be $276 + $45 + $94 = $415.
Citation I would be $389 + $45 + $133 = $567
Sometimes there are cheaper alternative airports, but smaller airports are less likely to have Jet A.

I find this exceptionally hard to believe unless there were some massive deficiencies with instruction, the person wasn't a 4000 hour Hornet pilot, or they hadn't touched an airplane for 20 years.

I find this exceptionally hard to believe unless there were some massive deficiencies with instruction, the person wasn't a 4000 hour Hornet pilot, or they hadn't touched an airplane for 20 years.

But CAA and other programs can be really good for turbine aircraft.

At ORL Sheltair is CAA and the fuel price and fees are greatly reduced.

But CAA and other programs can be really good for turbine aircraft.

At ORL Sheltair is CAA and the fuel price and fees are greatly reduced.

I have been a CFI for 17 years, owned a flight school for 10. Currently manage 10 aircraft with 8 pilots in our roster. I have evaluated 100s of pilots through the flight school and our management company, and have learned enough that hours alone don't tell the whole story, nor does a military or airline background.

I'm not going to name this pilot but I'm happy to discuss further if anyone wants to contact me directly.

His resume states 4,000TT, 3,000 F18, 200 as an instructor in a T-34. He retired a few years ago from the Navy but currently owns a single engine piston. We sent him to SIMCOM and I have no idea how he passed after the fact. We mentored him for 25 hours (myself and another very experienced TBM pilot). After that it was sink or swim and he sank quickly.

I can give a dozen personal examples of ex-high time military or airline pilots I've flown with that I will not let fly our fleet.

The TBM is not inherently hard to fly, but as I and other TBM pilots have discussed in crash talk it has quirks that piston twins or jets don't have. I had this theory and flew the TBM and Mustang back to back. Especially with FADEC the mustang is so much easier to physically fly. No torque effects, no rudder trim, no large span flap pitch changes. The Mustang will overspeed down low during a level off, the speed would be what makes the plane more difficult to manage, if I had to list a difficulty comparing the two.

The TBM 700 has 64 fatalities listed in the database (total bodies, not 64 fatal accidents) compared to the Mustangs 4 fatalities over 2 fatal accidents.

I've read through everyone's responses and it isn't possible to respond to each one but from what I have read, been able to research, and after talking to some experienced pilots around my airport, I've decided

1) Continue to fly the Bonanza for another 300-500 hours (1-2 more years). I intended to keep it for that amount of additional hours anyway

2) Build multitime with friends ( I have access to a Baron 55, and occasionally sit with an aerostar friend)

3) At 1000 hours, I much prefer Mike's suggestion of going into legacy jets (Specifically 500 or 501). I have a retired experienced pilot (rated in the 501) at my airport who would be more than happy to fly with me for the first 50-100 hours after achieving the type rating.

Everyone has different budgets and economic situations, but purchasing a legacy jet for $300-600k and then spending ~$150K in annual operating costs is much more feasible to me than spending $1 million on a low end turboprop and then $70-100 K in operating costs.

Since buying my Bonanza (Dec 2023) my costs have been
$6000/hangar
$10,000 insurance
$50,000 annual (extensive annual with prop overhaul, cylinder exchange, autopilot computer fixing, standby alternator ad on, etc)
$Whatever gas I have bought for my first 70 hours in it.

$100-150K operating costs seem very feasible for a jet that will cost around the same as my Bonanza . When I achieve the time goals to enter a jet that is.

[/quote]
Subscribing to CAA is essentially paid for with the 2nd fueling in a turbine. sometimes >$2 savings per gallon.[/quote]


I'm headed to Colorado Springs next week for business meetings. Savings will be >$3. In my DA62 the fuel burn will be less than 70 gallons on a 775 mile trip, so I'm not going to be buying 350 gallons like a 501 would. It's nice to be able to ride the coat tails of the turbine/jet guys with CAA pricing!

These numbers are off....1500 TIT is not peak anything on these engines, you're doing something wrong

14-15gph at 29.96/2500 is too low, you should be seeing 17gph

Corey and to reinforce your point the single person Mustang fatality was a suicide where the pilot left a note so it’s for sure. I would call that a “deliberate” not an accident.

For these requirements I would strongly consider a P210 Silver Eagle.

https://www.propjet210aviation.com/planesforsale