28 Mar 2024, 05:22 [ UTC - 5; DST ]
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Post subject: Re: Flying the TBM 850 Posted: 09 Dec 2017, 20:14 |
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Joined: 08/10/14 Posts: 1730 Post Likes: +828 Location: Northwest Arkansas (KVBT)
Aircraft: TBM850
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Username Protected wrote: RVSM is now available for the dual G600 install and I'm taking my plane to Muncie next week to get it done. Really, being in the tops of clouds a number of times has been my only complaint and that will be largely fixed shortly. What is the service ceiling after the update?
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Post subject: Re: Flying the TBM 850 Posted: 09 Dec 2017, 20:16 |
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Joined: 09/02/09 Posts: 8415 Post Likes: +8303 Company: OAA Location: Oklahoma City - PWA/Calistoga KSTS
Aircraft: UMF3, UBF 2, P180 II
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Username Protected wrote: RVSM is now available for the dual G600 install and I'm taking my plane to Muncie next week to get it done. Really, being in the tops of clouds a number of times has been my only complaint and that will be largely fixed shortly. What is the service ceiling after the update?
31,000 feet.
_________________ Travel Air B4000, Waco UBF2,UMF3,YMF5, UPF7,YKS 6, Fairchild 24W, Cessna 120 Never enough!
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Post subject: Re: Flying the TBM 850 Posted: 09 Dec 2017, 22:52 |
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Joined: 08/16/15 Posts: 2867 Post Likes: +3575 Location: Ogden UT
Aircraft: Piper M600
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Put me in the camp of not really having jet fever. I get a pretty big Meh throwing the FADECs forward and hearing the hair dryers spool up. The sound of Beta, now that is a manly sound. What more could you want over a SETP. I love the versatility and efficiency. You can fly them like a jet, fast high and far, or like a piston low and slow. You can get into and out of pretty much any paved airport in the US whether baked in 40C sun or -20C ice Nice plane.
_________________ Chuck Ivester Piper M600 Ogden UT
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Post subject: Re: Flying the TBM 850 Posted: 10 Dec 2017, 09:37 |
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Joined: 05/23/08 Posts: 6059 Post Likes: +702 Location: CMB7, Ottawa, Canada
Aircraft: TBM - C185 - T206
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Here is another advantage for the turboprop, you can use CYTZ Toronto City Centre Airport which is jet prohibited.
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_________________ Former Baron 58 owner. Pistons engines are for tractors.
Marc Bourdon
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Post subject: Re: Flying the TBM 850 Posted: 10 Dec 2017, 11:48 |
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Joined: 09/02/09 Posts: 8415 Post Likes: +8303 Company: OAA Location: Oklahoma City - PWA/Calistoga KSTS
Aircraft: UMF3, UBF 2, P180 II
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Robert,
I think we need to define "astronomically high"? And are you just asking about the 700 A, B & C models or others?
My plane hit the 10 mark this year with gear overhauls, tail removal and a lot of systems overhaul requirements. That annual was eye watering out of context but the airframe tends to fly between annuals with little or no maintenance and the ABC annual regimen seems to provide fairly predictable maintenance costs. Marc or other longer term owners can surely provide more data, but looking back at my plane's previous maintenance history, my current experience and my shop's predicted costs for the next couple of years, it looks like maintenance expenses should roughly match the information Avex publishes on their website.
_________________ Travel Air B4000, Waco UBF2,UMF3,YMF5, UPF7,YKS 6, Fairchild 24W, Cessna 120 Never enough!
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Post subject: Re: Flying the TBM 850 Posted: 10 Dec 2017, 11:54 |
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Joined: 08/16/15 Posts: 2867 Post Likes: +3575 Location: Ogden UT
Aircraft: Piper M600
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The relative efficiency of a TP not only is easy on the pocketbook, but also allows for some great range. Compared to a comparable jet, the SETP is going to typically have better range, which opens up a lot of weather and mission flexibility. When I do my fairly common Utah to SC, GA, FL trips, I can sometimes do that on as little as $600 of Jet A traveling over 1500 nm. That beats a last minute coach fare in the smelly crowded Bus. Faster too, and sometimes I get a little crazy and carry a big bottle of aftershave onboard . Spending that much time in the plane may not be for everyone, but when traveling for business, it is a lot easier for me to brief departure and destination weather and just in a cursory fashion flight plan around any storm that the weather channel likes to name. Also when traveling on widespread weather days, weekends and nights. avoiding that intermediate stop greatly simplifies life finding a suitable fuel stop, and probably contributes quite a bit to overall safety. Attachment: 1 (5).jpg
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_________________ Chuck Ivester Piper M600 Ogden UT
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Post subject: Re: Flying the TBM 850 Posted: 10 Dec 2017, 11:59 |
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Joined: 12/29/10 Posts: 2528 Post Likes: +2186 Location: Dallas, TX (KADS & KJWY)
Aircraft: T28B,7GCBC,E90
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Username Protected wrote: Robert,
I think we need to define "astronomically high"? And are you just asking about the 700 A, B & C models or others?
My plane hit the 10 mark this year with gear overhauls, tail removal and a lot of systems overhaul requirements. That annual was eye watering out of context but the airframe tends to fly between annuals with little or no maintenance and the ABC annual regimen seems to provide fairly predictable maintenance costs. Marc or other longer term owners can surely provide more data, but looking back at my plane's previous maintenance history, my current experience and my shop's predicted costs for the next couple of years, it looks like maintenance expenses should roughly match the information Avex publishes on their website. The 700C2 is probably in the sweet spot between capital cost and functionality for me, and I haven't been able to find any first hand accounts of maintenance costs. Avex appears to show $20ish/year for the 850s which is quite reasonable, but I'd be curious if anyone has any firsthand experience on the 700's. Robert
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Post subject: Re: Flying the TBM 850 Posted: 10 Dec 2017, 12:40 |
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Joined: 09/19/10 Posts: 291 Post Likes: +128
Aircraft: TBM
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I fly a 700C2. I can’t imagine why it would be any more expensive to operate than a legacy 850 (simpler without the go-fast flap switch mechanism, a few differences on the the PT6 (higher temp limits and different bleed system...) but everything else should be the same. Obviously the 850 burns a bit more fuel, and goes faster, in go fast mode. Username Protected wrote: The 700C2 is probably in the sweet spot between capital cost and functionality for me, and I haven't been able to find any first hand accounts of maintenance costs. Avex appears to show $20ish/year for the 850s which is quite reasonable, but I'd be curious if anyone has any firsthand experience on the 700's.
Robert
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Post subject: Re: Flying the TBM 850 Posted: 10 Dec 2017, 12:45 |
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Joined: 12/29/10 Posts: 2528 Post Likes: +2186 Location: Dallas, TX (KADS & KJWY)
Aircraft: T28B,7GCBC,E90
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Username Protected wrote: I fly a 700C2. I can’t imagine why it would be any more expensive to operate than a legacy 850 Matt - Are your annual maintenance costs averaging in the $20k range? Robert
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Post subject: Re: Flying the TBM 850 Posted: 10 Dec 2017, 12:54 |
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Joined: 09/19/10 Posts: 291 Post Likes: +128
Aircraft: TBM
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No, but I’ve had to do a bit of catch-up from prior owner. I think $40k is the more realistic number.
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Post subject: Re: Flying the TBM 850 Posted: 10 Dec 2017, 17:21 |
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Joined: 05/23/08 Posts: 6059 Post Likes: +702 Location: CMB7, Ottawa, Canada
Aircraft: TBM - C185 - T206
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The only difference in mx on the 700s will be that most gear actuators are 7 years and the 850s have 10 years actuators since around 2008-2010. The electric a/c may require more mx than the engine driven units on the 850/900. Its mostly what year model and what mx is needed to play catchup to bring the mx to date. An older 700 that was never kept current might be costly to bring it back to date. Like any turbine aircraft or jet, its pay now or pay later. My previous TBM was a 700C2 that I flew 4 years and 800 hrs. It was all to date when I bought it and some components were coming due in 1-2 years. That was a good time window so I decide to sell and upgrade to a 2013 TBM 850. New aircraft dont require any components overhauls for the first 6 years so my mx is fairly low. This year im at $22000 and that includes the bigger C+ inspection and a new $3500 battery. There is no other cost to Pratt for the engine or Garmin. Also my plane is still warranty until late 2018. Next year im starting back with a A+ inspection so my mx will be lower. Im on the Canadian registry so on a mx program so cannot skip any mx like part 91 can do in the US on a SETP. My MX program follows Daher recommendation. Most new TBM owners maintain their aircraft this way also as it maintains its value for resale as the new owner will request it. Username Protected wrote: While I have done no serious research on the topic, I have heard anecdotally that the 700's have astronomically high maintenance costs.
Any truth to this?
The 700C2 is appealing, but it's a touch small (cargo space) for my current missions... I love the nose locker in the 421 and it gets used a lot!
Robert
_________________ Former Baron 58 owner. Pistons engines are for tractors.
Marc Bourdon
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