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 Post subject: Re: Flying the TBM 850
PostPosted: 11 Dec 2017, 00:16 
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Joined: 06/23/09
Posts: 2299
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Location: KIKK......Kankakee, Illinois
Aircraft: TBM 850
I can't say enough good things about my 850. Only thing I'd want different under the Xmas tree would be a 930!

Doubt that's gonna happen....more like a nice piece of coal this year!


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 Post subject: Re: Flying the TBM 850
PostPosted: 11 Dec 2017, 08:13 
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Joined: 10/05/11
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Company: Power/mation
Location: Milwaukee, WI (KMKE)
Aircraft: 1963 Debonair B33
Subscribed!

I'm angling and scheming for a business case on a TP by 2022.

A guy can dream, no?

:)

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 Post subject: Re: Flying the TBM 850
PostPosted: 11 Dec 2017, 10:22 
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Joined: 12/19/11
Posts: 3302
Post Likes: +1424
Company: Bottom Line Experts
Location: KTOL - Toledo, OH
Aircraft: 2004 SR22 G2
Username Protected wrote:
I have the dual G600 and dual 750 install in my legacy TBM. I had a G1000 Perspective in my Cirrus (which I believe is the best G1000 installation of any airframe from what I've seen) and I prefer the G600/750 combo. I didn't think that I would and thought I was taking a step backwards but I have changed my mind. 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.


Tony, if given the choice ($$ aside), you would now choose the G600/750 over a G1000 bird??

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Don Coburn
Corporate Expense Reduction Specialist
2004 SR22 G2


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 Post subject: Re: Flying the TBM 850
PostPosted: 11 Dec 2017, 14:52 
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Joined: 11/06/13
Posts: 403
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Location: KFTW-Fort Worth Meacham
Aircraft: C208B, AL18-115
What structural changes did Socata make to raise the max gross weight from the 700B up to the 700C2? Did they beef up the airframe or pencil whip it?


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 Post subject: Re: Flying the TBM 850
PostPosted: 11 Dec 2017, 16:46 
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Joined: 05/23/08
Posts: 6059
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Location: CMB7, Ottawa, Canada
Aircraft: TBM - C185 - T206
Upgraded the gears, mostly tires and wheels, more crash resistant seats, better seat belts I believe.



Username Protected wrote:
What structural changes did Socata make to raise the max gross weight from the 700B up to the 700C2? Did they beef up the airframe or pencil whip it?

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Former Baron 58 owner.
Pistons engines are for tractors.

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 Post subject: Re: Flying the TBM 850
PostPosted: 11 Dec 2017, 17:06 
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Joined: 12/27/08
Posts: 6066
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Location: St Louis, MO
Aircraft: Out of airplane biz
:popcorn:

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There's no difference between those that refuse to learn and those that can't learn!


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 Post subject: Re: Flying the TBM 850
PostPosted: 11 Dec 2017, 21:56 
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Joined: 10/11/13
Posts: 889
Post Likes: +697
Location: Raleigh, NC
Aircraft: Malibu,Husky,TBM7C2
I have 350 hours in my C2 which I purchased w 2200 hours. Not expensive on maintenance but I bought mine just after a c+ inspection and new boots. Right after buying I did have to replace the AC (electric Honeywell) That was $23K.

In 350 hours I have replaced a couple of circuit boards that I think fried when the AC died ($2k), a shimmy damper (non socata $1k) tires ($1K). The only other expense was a $5k annual. Oh yeah a couple of turbine washes at $500 total, $400 for a full detail and $50 bucks for O2. I re-died and repainted the seats myself because I could. I wash the plane myself.

I have intentionally deferred maintenance on the Shadin trend recorder and have gone to manual mainly because its not that complicated and repair would be $5+k. My cup holder needs a new clip installed. (it's from a toyota celica, go figure) So far it has been cheaper to fly per mile than my Mirage was.

My useful load is about 1100 full fuel which lets my bride bring anything she wants on trips. How they got to 1100 is PFM to me. Of course now she packs light :D


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 Post subject: Re: Flying the TBM 850
PostPosted: 11 Dec 2017, 22:22 
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Joined: 12/19/11
Posts: 3302
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Company: Bottom Line Experts
Location: KTOL - Toledo, OH
Aircraft: 2004 SR22 G2
Somewhere between Paul’s $5k annual and those who speak of a nightmarish $100k+ annual lies reality.

Hearing the wide ranging tails of mx costs of TBMs reminds me of my experience of talking to owners and shops about 421s. There doesn’t seem to be any consistency of the actual costs of ownership but it sure does sound pricey.

I still want one...

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Don Coburn
Corporate Expense Reduction Specialist
2004 SR22 G2


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 Post subject: Re: Flying the TBM 850
PostPosted: 11 Dec 2017, 22:42 
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Joined: 09/02/09
Posts: 8415
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Company: OAA
Location: Oklahoma City - PWA/Calistoga KSTS
Aircraft: UMF3, UBF 2, P180 II
Username Protected wrote:
I have the dual G600 and dual 750 install in my legacy TBM. I had a G1000 Perspective in my Cirrus (which I believe is the best G1000 installation of any airframe from what I've seen) and I prefer the G600/750 combo. I didn't think that I would and thought I was taking a step backwards but I have changed my mind. 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.


Tony, if given the choice ($$ aside), you would now choose the G600/750 over a G1000 bird??


What I miss from the G1000 is the Garmin AP. It's superior to the Bendix King by a lot.

I'm pretty happy with the avionics I have. Were I to upgrade I wouldn't do it unless going to the 930.
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Travel Air B4000, Waco UBF2,UMF3,YMF5, UPF7,YKS 6, Fairchild 24W, Cessna 120
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 Post subject: Re: Flying the TBM 850
PostPosted: 11 Dec 2017, 23:25 
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Joined: 06/23/09
Posts: 2299
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Location: KIKK......Kankakee, Illinois
Aircraft: TBM 850
Tony...... had the 600/750 combo in my C2 as well. Yea.....actually really liked the set up.
No doubt the 700 autopilot is much better. My Hendrix king really had a mind of its own.


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 Post subject: Re: Flying the TBM 850
PostPosted: 11 Dec 2017, 23:58 
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Joined: 09/02/09
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Company: OAA
Location: Oklahoma City - PWA/Calistoga KSTS
Aircraft: UMF3, UBF 2, P180 II
Username Protected wrote:
Somewhere between Paul’s $5k annual and those who speak of a nightmarish $100k+ annual lies reality.



I think a 5k annual is not common but the $100k annual isn't either. There is an annual cycle that spreads out the inspections pretty well. But I can tell you that the 10 year mark is pretty expensive and to either be avoided or priced into the deal. The gear OH involves a lot more than actuators and is expensive and there is also the tail removal and a variety of component OH's due. That's all expensive but, as you do with a KA and its 6 year items you need to understand its coming and plan for it. Sometimes, if you don't keep a plane a long time you may not be the one to write the check but you pay for it just like with engine expense.

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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
PostPosted: 12 Dec 2017, 01:54 
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Joined: 11/22/12
Posts: 2572
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Company: Retired
Location: Lynnwood, WA (KPAE)
Aircraft: 1993 Bonanza A36TN
Username Protected wrote:
Upgraded the gears, mostly tires and wheels, more crash resistant seats, better seat belts I believe.
The seat upgrades were to get an equivalent level of safety waiver allowing a stall speed, 65 kts., higher than the 61 kt. limit for single engine airplanes. From a FlyingMag review of the then-new 850:
"In late 2002 the TBM engineers demonstrated to the FAA that new 20G crashworthy seats and other modifications delivered the equivalent level of safety as the 61-knot stall speed limit at a 65-knot stall at maximum takeoff weight. The FAA approved the new stall speed, which allowed an 816-pound takeoff weight increase in the 700C2 model that carries over to the new 850. As soon as fuel burns off, the TBM maximum stall speed will decrease and be below 61 knots for most of a typical flight, so the equivalent safety finding covers only a small worst-case corner of the envelope."


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 Post subject: Re: Flying the TBM 850
PostPosted: 12 Dec 2017, 07:26 
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Joined: 08/07/08
Posts: 5522
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Location: Fort Worth, TX (KFTW)
Aircraft: B200, ex 58P
Tell us about baggage.

How many normal sized suitcases can you fit? How difficult to load with and without large door? How do ramp and hangar fees differ from, say, a King Air?


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 Post subject: Re: Flying the TBM 850
PostPosted: 12 Dec 2017, 07:28 
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Joined: 06/08/12
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Company: Mayo Clinic
Location: Rochester, MN
Aircraft: Planeless in RST
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Nice, definitely my dream plane.


And mine!

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 Post subject: Re: Flying the TBM 850
PostPosted: 12 Dec 2017, 07:32 
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Joined: 04/20/09
Posts: 673
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Location: KMMU / Morristown, NJ
Aircraft: Cheyenne (58P prior)
Username Protected wrote:
Tell us about baggage.

How many normal sized suitcases can you fit? How difficult to load with and without large door? How do ramp and hangar fees differ from, say, a King Air?

Greg took the words out of my mouth! Where do you put bags if you have 2 or 3 people in the back seats? Most importantly, where can I put my golf clubs?


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