I have been looking at TBM's. Dream plane would be the 850 with the G1000. Acquisition cost is probably prohibitive. Full fuel useful load in the 700A is less than 400lbs. Any after market upgrades to increase useful? I fly a G36 right now and love the G1000. The G1000 can be retrofit to the 700A and 700B.......again about 400K!! I have been told stall characteristics. On the 700A and 700B are squirrelly? Any real world numbers, performance, limitations, pitfalls etc would be deeply appreciated.

What is your mission in distance/payload? Full fuel useful load isn't relevant in isolation, particularly on turbines that have such large capacity.

That said ... http://caijets.com/
They'll know the details.

Marc Bourdon has one a loves it. I'm sure hell chime in in a few.

Charles,

Most common mission 500nm with 4 or 5 people. Trip to Montana 5 or 6 times a year. Would probably go more if I had the TBM!

How heavy are those 5 people total?

http://www.caijets.com/tbm_operating.php

Suggests a 700 will use 650lbs of fuel on a 600nm trip. Call it 1000 lbs with reserves and you still have well over 1000 lb of payload.

As Jason said, Marc will be your best source.
I do have a friend that used to fly a 700B and currently has 850. I have ridden a number of time on 550-600 nm trips with 5 or 6 on board including front seats. The TBM sounds perfect for your mission and the only detail I remember well about the 700B was that they had to watch temps really close to avoid an excedance on the engine (read $$$'s). It can still happen on the new one, but not so easily. Panel? There's always time for upgrading in the future, right?

They are a wonderful aircraft that truly represent the next step from a Bo.

Charles,

I'm the fat guy at 230. My wife about 140 (she's probably lying!), my daughter is about 110. Her friend about 150. Big old English mastiff about 200. Dog not all the time.

That's 830 lbs with the dog which leaves you 1500 lbs for fuel. Easy 1000nm with reserves per CAI spreadsheet.

Where's Marc?

Must be a Canadian holiday!

I personally don't think the temp on the engine is an issue, but never get complacent about it. Just really train well and watch it.

Just trying to get some work done the last 2 days so I can take tomorrow off for a TBM safety seminar in Groton, Ct.

No you wont do 1000 nm on 1500 ibs of fuel you need full tanks for this with IFR reserved and that is 1950 ibs. Theres your 450 ibs gross weight your missing with an A or B model.

Ive looked at a 700A at first and had an offer on one and finally walked away as most of these planes are 16-20 years old and have issues. Most have 2500-3000 hours so your looking at an overhaul in less than 1000 hours. Being in Canada I have to comply as per a TC approved Maintenance plan so I basically have to do all Socata recommended maintenance or as per part 135. So a newer aircraft with components up to date will be cheaper for me to maintain and a C2 model will retain better value for resell.
The main thing is payload and Ive crunch the numbers, to stay legal doing 800-1100 nm trips you need a C2 or 850 an that will give you between 800-850 ibs payload with full fuel.
If you fly an A or B you will fly overgross, a C2 or 850 not so much.
There is other things A or B model dont have, some dont have A/C, O2 masks, no Shadin, smaller main door.

I will say buy the newest you can afford and you wont regret it and your cost per hour will be lower over time.

Any of these turbines you can overtempt if your not careful or just plain stupid but if you fly by the numbers and not brain dead you wont. Not different than a piston engine.

Michael,
no there is no aftermarket useful load increase.
You dont need a G1000, my G600 does close to the same for about $100k.
No I dont think there is any difference in the stall characteristics on any model. They fly all the same and the lighter they are the better they fly. Its a nice flying aircraft with no bad behavior I have found in about 300 hrs.
My C2 will do 280-285 KTAS on 50-52 gph at FL270-280. An 850 will do 300 kts on probably 55-56 gph.
If you can fly them RVSM to FL310, your fuel burn will be reduced 4-5 gph.

I believe there is only 1 aircraft that was converted to a G1000.
The STC was done for the french army that operated 25-30 A & B models.

Marc,

Thank you for your response. I need to talk with the accountant. Real world numbers are appreciated!
Mike

Marc Bourdon:

Sir, on the 850, assume 2 adults, and 2 teenage kids, and luggage for 3 day trip, at 1000 MSL airport on a 35C day, what max fuel (and my real question is then what is max endurance/range) can be expected.

Also, not to completely drift the thread, but why TBM versus PC-12 ?

Thank You

A TBM 700 C2 or 850 will have a legal payload of between 800-900 ibs with full fuel.
So max fuel and endurance/ range can be used in this scenario. That is 1000-1400 nm depending on winds, altitude and power settings.

A TBM is faster on less fuel than a PC12. Also cheaper to purchase for same year/ TT.

The Pilatus holds more fuel, more range, bigger cabin, more seats and useful load.

Here is some fact sheets on the TBM 700 C2