quote="Joel Davis"]
Wasn't it an attempt to climb out of icing that took out the TBM in NJ a few years back?[/quote]

I think it was the lack of an attempt to climb out. If I recall correctly it was over 20 minutes from his first report of icing to the crash without a request for a change in altitude.[/quote]

It was under 2 minutes from the time he confirmed icing to loss of control. But as Marc said, he made a few mistakes including not following the POH protocol for icing. A more experienced pilot would have had a different outcome. There were a lot of aircraft including booted aircraft flying in that area that day. Icing was severe, but if you fly in enough ice, you will encounter severe conditions. You need to recognize when it is severe and act expeditiously when you encounter it.

At 1002:17, the ZNY controller advised the pilot that he would be cleared to a higher altitude when ATC could provide it, and that light icing would be encountered at 17,000 feet. The pilot responded with, “I can confirm that light icing…” and stated that, “…light icing has been present for a little while and a higher altitude would be great.” The altitude of the airplane at that time was 16,800 feet and 101 knots ground speed.

At 1002:34, the pilot reported, “we’re getting a little rattle here can we ah get ah higher as soon as possible please.” The ZNY controller responded with “stand by” and coordinated for a higher altitude with an adjacent sector controller.

At 1002:59, the ZNY controller directed the pilot to climb and maintain FL200 and the pilot acknowledged. At 1004:08, the airplane reached an altitude of 17,800 feet before it turned about 70 degrees to the left and entered a descent. At 1004:29, while descending through 17,400 feet, and at 90 knots ground speed, the pilot transmitted, “and N731CA’s declaring…” No subsequent radio transmissions were heard from the pilot. The final radar return at 1005:17 was observed at an altitude of 2,000 feet, about 600 yards west of the main wreckage impact site. The previous return, recorded 9 seconds earlier, indicated 6,200 feet.

What makes it so high? Cost of parts, short life parts/inspections, lots of man-hours, no cheaper shops than dealers, what?

What makes it so high? Cost of parts, short life parts/inspections, lots of man-hours, no cheaper shops than dealers, what?

THIS ^^

the TBM is built like a military aircraft, with Ferrari fit and finish. We looked at the Meridian, but could not make it work (I also found it a bit tough to get in and out, and I'm 5'9 and flexible).

I can put 6 in the TBM, and still go >1000 miles at 300kts. it's difficult to load it outside of CG. it'll carry anything. and it climbs like a rocket... it is what all GA airplanes should imitate.

it'll do 305 all day long (i've seen 315). or it'll do 205 with the same fuel flow as my 340. it's an all together different airplane.

So there's a lot of scheduled, expensive, required maintenance events? Or lots of unscheduled, things breaking that are expensive to fix?

Dave,
There are lot of threads on BT that spec very well the operating costs of the TBM including info earlier in this thread. I’ve never been AOG in 7 years on the road except once, when I left the crash bar up over night and toasted my battery.

Read posts over the years by the TBMOPA owners group and you’ll find most go annual to annual without anything breaking. If I wasn’t under the weather I’d research them and share.
Fly safe,

Just curious, does any aircraft have an automatic battery/circuit "shut off" if under certain battery draws like this accessory being left on?
Steve

if one did, I wouldn't base a purchase decision on that feature. Although we've not gone through to an annual yet (we are 6 months in), I have also hear that it's common to go annual to annual with nothing breaking. in our first 100 hours, not a single gripe. when you look at how it's made, it makes sense. it's not a fragile airplane.

So there's a lot of scheduled, expensive, required maintenance events? Or lots of unscheduled, things breaking that are expensive to fix?

I get that, I'm just not clear whether the annual items are scheduled or unscheduled. There's a difference between knowing it's time for an expensive item so having a good idea how expensive the annual will be vs. only finding out during the annual which expensive items have worn beyond spec and need to be done.

I get that, I'm just not clear whether the annual items are scheduled or unscheduled. There's a difference between knowing it's time for an expensive item so having a good idea how expensive the annual will be vs. only finding out during the annual which expensive items have worn beyond spec and need to be done.

For me its been the former mostly. However, I did have a failure of part in the environmental system last year which created a pressurization emergency (detailed here on BT) with a $52,000 part and total repair cost close to $60,000. I have had a pilot door seal failure which was just a couple of thousand dollars the last time when it was fixed correctly but several thousand more for the fumbling efforts of the first service center. Then there was gear switch replacement that ran around 5 AMU's. And, unlike Chuck, I've been AOG more than once. Most recently tomorrow due to the failure of a door pressurization switch. Don't know how much that will cost yet. I've owned my plane 3 weeks short of 3 years and a bit under 600 hours of flying time.

It's a great airplane. I love mine. But you need to understand you're maintaining a multi million dollar airplane with enormous capability and complexity. There is no such thing as CSOBTBM.

Just curious, does any aircraft have an automatic battery/circuit "shut off" if under certain battery draws like this accessory being left on?
Steve

There is no such thing as CSOBTBM.[/quote]

Tony,

thanks for that, best belly laugh all day. No such frigging thing as a CSOTBN!! I love it.

Pay to play and that cost has been documented well. CET

This has been a great thread to read. Thank you to all who have contributed.