how do hot-sections come into play? if somebody buys one of these, flying it beyond TBO as part 91, do they still have to do the HS inspection?

HSI times (and life limited parts) are mandatory under part 91. TBO is not.

If the pilot had listened to his fuel system he would not have crashed...........not having prist, unbalanced wings because of ice'd up fuel, his indicators screaming......and with 14 folks onboard..........simply unacceptable, especially if he was a paid pilot.

Indeed. A fuel imbalance should hardly ever occur. You get very, very accurate data for both wings (very easy fuel system as you touch nothing) and when there is any fuel imbalance there is normally a reason.

The only two times it has happened to me is when I suspect I was fueled without Prist.
I got an error on the fuel sensor and then a slight imbalance. Both were plain as day. PC12 has a very, very good fuel system IMHO.

interesting insight. Always liked the TBM, just grew up as a Beechcraft guy and stayed with them. Right now, six seats with limited payload won't do it, but that could change.

The limited payload thing is highly variable from year to year. It’s not a PC12 but later models have utility with 6 souls on board:

I'd prefer that you change your vernacular to people

Dave,
I've said all the below before I believe but their is some erroneous information on payloads on TBM's floating in this thread. As with many planes full fuel payload is short in some models. A/B in TBM are two. They however can with just a little lowering of fuel in tanks easily carry four with bags or with less fuel more folks over shorter distances.

MB and I have 850's. Mine is basically 840lb useful with full fuel. Full fuel with no potty or co-pilot is not usually a bladder available trip for my wife or PAX's. We did make a long range flight into winter winds with full fuel, two people, bags and three adult dogs. 962nm flight into average 35kt headwind and landed VFR with 62 gallons on board. Full fuel in mine is 282 gallons. So I landed with my minimum fuel, 1 hour, in the mountains with VFR weather at destination. 4:36 ETE. Flight home from this destination was 3:00-10.

I flight plan 302KTAS at 60GPH normally which gives a normal max cruise/climb no wind range of ~900nm and landing with ~90gallons. Which is a decent non mountain arrival IMC range max cruise. None of this following is KA type loads or speeds unless you're flying a souped up 200 or 350.

Since my normal is 1-4 people the TBM any model would be satisfactory. I don't want to go any slower though. The older models, and mine, are temp limited in summer. My max cruise can be just lower than 300kts summer and the A models are closer to 275kts vs 285-90 in winter. Again my average TAS is ~302kts. Sometimes higher or lower. I do NOT push the limits and usually have 10 degrees to spare under max TQ for the conditions. Giving up several knots year round. Call me stupid. Speed is king but so is being careful of limits.

Four people is comfortable load in the TBM, adults. 2-3 hour legs best for pax comfort. I'm guessing all the pilots on this board have done 3, 4, 5, 6, 7+ hour flights at some time. My personal max in the Mooney Ovation was 5:30. Same trip above heading east. Alone and landed with several hours fuel remaining but no more gatorade bottles.......

A friend has over 4500 hours on his 1995 A model he bought in 96' and is still flying it. Sure gets the job done. All depends on the job...

Only for "multi-engine" turboprops, not SETPs like the TBM 700. 14 CFR 91.409(e)

Thanks Chuck. I appreciate your response.

Not to take anything away from the great TBM, but a Commander 1000 will do 300kts on 60gph as well - with two engines. Garrett economy.

I flew a C2 and loved it. Solid 290 knots. We moved up to a 850. I like having the G1000 back and the 850 a little faster at about 308 knots TAS.

I flew an A model TBM about a year ago. It was light on fuel and when I put in the power it pushed me so far back into my seat foam that I could hardly reach the rudder pedals. What a gas!!

The piper style door is my only drawback to the A model. I chose a C2 because one w dual GTNs and a G600 slapped me in the face plus the extra useful load (1100 lbs full fuel) made my bride stop fussing about me limiting luggage. I would fly an A model hot rod any day.

The art is in the prebuy. They are older and can have a history.

Only for "multi-engine" turboprops, not SETPs like the TBM 700. 14 CFR 91.409(e)

Don't think that's true. METP have to follow mfr inspection (not maintenance program) SETP don't.