Daher-Socata TBM 900 Ing) and Boost Range to 1,730 Cockpit Upgrades Propeller Controls and the Con- Specifications and Performance Nm (With 45-Minute Reserve)

The differences between the TBM 850 and 900 aren’t hard N900VF S/N 1007 - $3,711,848 to spot, and the most apparent The TBM 900 flown for this report is equipped with Daher-Socata’s Premi- are the five-blade Hartzell com- um Edition Fittings, Enhanced Operational Package and 2014 Elite Package. posite propeller, which replaces Premium includes leather cabin seats in club-four or all-forward-fac- a four-blade all-metal Hartzell ing configuration or a four-seat (total) layout allowing space for more bag- (some TBMs have been modi- gage. Other Premium features include adjustable rudder pedals, three-axis fied with a five-blade wood-core pilot/copilot seats, ship-powered headset jacks at each seat, baggage com- MT propeller) and the new two- partment with straps and net and engine-driven air-conditioning. foot-high winglets, also compos- Enhanced Package ite. While the cowl doesn’t look The includes RVSM, second mode-S transpon- much different on the 900, it is der, radar altimeter, Taws-B, GTS 820 traffic advisory system, electric pitch now made of carbon composites and rudder trim on copilot’s yoke, WX 500 Stormscope and Garmin’s digi- and features a slightly twisted, tal GWX 70 radar. banana-shaped air-intake ple- The Elite Package includes Garmin’s GDL 69A Sirius XM WX datalink, num and new exhaust stacks said synthetic vision, GSR 56 Iridium satcom and the pilot access door. –M.T. to improve intake and exhaust DAHER-SOCATA flow efficiency greatly. of the left wing during a stall were made with computational Nearly 700 of Daher-Socata’s TBM series have been delivered, and orders for the new and improved TBM 900 continue to grow. More subtle is the new com- caused by vortices that flow fluid dynamics (CFD) tools that posite dorsal fin, which blends over the left wing root, accord- didn’t exist when the TBM 700 of new business development for Stormscope clear buttons. The the fuselage to the vertical ing to Dono. The strake’s posi- was designed in the mid-1980s. Astronics Advanced Electronic center of each yoke is designed fin more smoothly than the tion was decided initially in the The new dorsal fin and a Systems. “Those were some of to accommodate an iPad sim- sharply angled transition on lab and then refined in flight- new torque limiter on the PT6A the driving factors for its develop- ply, and to power portable devic- the TBM 850. Even more sub- testing during more than 2,200 allow takeoffs at the engine’s ment.” EPS makes management es the panel is equipped with two tle is a six-inch strake mounted stall tests. A sharp-eyed TBM fully flat-rated 850 shp instead of the electrical system much USB ports and a 12-volt charger on the left lower forward fuse- fan might also notice the inner of the 700 shp limitation in simpler for the pilot and it low- socket. Adjustable rudder pedals lage about two feet in front door covering almost 90 percent the earlier TBMs. All of these ers maintenance costs. For exam- and three-axis adjustable seats of the wing leading edge. The of the landing-gear leg, which improvements and the five-blade ple, if the starter-generator fails, simplify the process of fitting the strake helps prevent what was reduces drag as much as would Hartzell propeller reduce stan- the EPS automatically reconfig- airplane to the pilot. a common characteristic of a door covering the entire land- dard-day sea-level takeoff dis- ures itself to use the backup gen- The biggest change that the TBM series, a slight drop ing gear. All of these changes tance by more than 20 percent, erator, and if that fails it taps the TBM 850/700 pilots will notice improve climb rates (18 minutes main ship battery. is the single-lever power control, to the 31,000-foot certified ceil- which replaces the throttle and Daher-Socata TBM 900 ing) and boost range to 1,730 Cockpit Upgrades propeller controls and the con- Specifications and Performance nm (with 45-minute reserve). Climbing into the cockpit– dition lever. “It takes about five All external lights are now this airplane had the Elite pack- minutes to get used to,” Dono Price (with Premium Edition and Elite Package) $3.71 million LEDs, but that isn’t the only age, which includes the optional said. While it might look com- change to the electrical system. pilot door–reveals more improve- plicated at first, the only time DAHER-SOCATAby Matt Thurber TBM 900 Pratt & Whitney Canada PT6A-66D, Engine A new 300-amp starter-genera- ments: a redesigned landing-gear pilots have to worry about what 1,825 shp flat-rated to 850 shp tor accelerates the start sequence, control panel, slimmer curved to do with the throttle is dur- From the standpoint of aerody- In the case of the newest edi- hours of research and develop- however. While buyers have wel- is a Daher-Socata TBM and Seats (typical) 1 crew + 5 pax and the starter now switches off console between the seats and an ing the start sequence and when namics, there aren’t many ways to Range tion–the TBM 900–the team did ment and 200 flight-test hours comed all the improvements, the Piper distributor for the North- 1,730 nm automatically at 50 percent Ng. uptilted subpanel, including the shutting down the engine. Oth- (economy cruise, 45-minute reserve) make a modern airplane a lot better the redesign without a hint to went into the TBM 900 program. new TBM climbs more quickly, east U.S. (and TBM in eastern This feature is a benefit of Garmin GCU 475 FMS control erwise, it’s simple and allows the aviation world, revealing the The results are more per- flies faster and moves the air- Canada). The Air Services side High-speed cruise 326 ktas the new consolidated electronic panel, to make more room for the the pilot to pay more attention in a single bound, but as computers result only when it was ready to formance, comfort and util- craft further into the light-jet of the business at Groton is a Long-range cruise speed 252 ktas power system (EPS) designed by pilot’s legs. Dono said that it was to flying. “It’s a lot easier than gain power smart designers can accept orders from eager buyers ity, derived from aerodynamic performance arena. The main TBM, Piaggio and Piper autho- Astronics. Located on the ceil- easy for legs to hit the throttle in it looks,” he said. Fuel capacity 1,950 lbs for nearly immediate delivery of changes to the nose and cowl- difference between the TBM 900 rized service center and has ing of the unpressurized for- the earlier TBMs. The yokes are The throttle, as Daher-Socata eke out subtle gains and combine a certified airplane. The TBM ing airflow, landing-gear doors, and light jets is the number of extensive experience maintain- Max payload w/full fuel 891 lbs ward baggage compartment, the new and include seven switch- calls the power control, operates them to extract more performance, 900 program, launched more wings and empennage, a new engines and maximum altitude. ing the Pratt & Whitney Can- Ceiling (certified) 31,000 ft EPS in one unit provides control es instead of four. In addition to in what looks like a manual gear- which is what the engineering team than three years ago, culminated Hartzell propeller with five dra- Otherwise, in many respects– ada PT6 that powers the TBM, Cabin altitude at ceiling 9,350 ft of the starter-generator, backup the TBM 850’s rudder and eleva- shift lever pattern, an “h” where in not only the announcement of matically shaped composite price, fuel efficiency and pay- Avanti and Meridian. generator and primary power tor trim, control-wheel steering the left side is the thrust mode at Daher-Socata has done with the Empty weight as tested 4,750 lbs the new model on March 12 but blades, a simplified single-lever load–the TBM outperforms bus. “It combines the functions and autopilot/trim disconnect for taxi and flight and the right already successful TBM single- also the news that the upgrades power control, systems upgrades many of its competitors. Subtle Differences Max takeoff weight 7,394 lbs of at least three separate boxes switches, the new yokes add tran- side is condition mode for start Takeoff distance over 50-foot obstacle engine turboprop line. it introduced were already and improvements in the cabin. TBM distributor Columbia Although a gusty wind 2,380 ft and is smaller, lighter and costs sponder ident, frequency change and cutoff. In condition mode, approved. More than 160,000 Performance is everything, Aircraft Sales, based in Groton, churned the air down low, demo (sea level, standard) less,” said Christine Ellis, director on Com 1, timer control and including during engine start, Conn., made a new TBM 900 pilot and TBM sales manager Landing distance without reverse 2,430 ft the propeller is always feathered. available for AIN to fly in mid- Ken Dono and I lucked out oth- Length 35.22 ft Most of the TBM 900’s sys- May. Columbia Aircraft Sales is erwise and were able to put the tems are the same as the 850’s, Wingspan 42.1 ft part of Columbia Air Services, speedy single through its paces except that the pressurization itself a member of the Columbia without having to deal with Height 14.29 ft system is now fully automatic, Aviation Companies network of weather. We were able to climb Volume 123 cu ft something that is becoming com- aircraft sales, maintenance and directly to FL280, followed by a Cabin Width 3.97 ft mon in airplanes equipped with FBO providers. The company’s descent to below FL180, where Garmin G1000 through G5000 Height 4.0 ft Groton-New London Airport we did some airwork. We did only flight decks. As on earlier TBMs, Columbia Aircraft Sales facility one landing at Groton because Length (including baggage area) 13.29 ft the fuel system remains extremely the airport’s main runway (5/23) Baggage capacity simple to operate because it auto- 507 lbs was closed for repairs, and the (forward and aft, four-seat configuration) matically cycles the fuel selector strong wind was blowing directly between each wing every five min- across Runway 15/33. FAR Part 23 through Amendment utes. It’s a little strange to see the Daher-Socata kept the FAA certification 44 with additional modification fuel selector moving on its own at TBM 900 under such a tight approvals for latest upgrades. the rear end of the console, but lid that even Dono, a highly Number delivered (through May 31, 2014): there is an important reason that experienced TBM pilot who 334 TBM 700s the selector handle remains con- has sold many TBMs, wasn’t 338 TBM 850s nected mechanically and follows told about it until January, dur- the automatic movement of the The new sturdier yokes and single-lever power control 15 TBM 900s THURBER MATT are just some of many improvements in the TBM 900. ing a visit to the TBM factory in Sharp-eyed TBM fans will spot the smoother composite dorsal fin, new gear leg doors selector valve. If the automatic Source: Daher-Socata © 2014 AIN Publications. All Rights Reserved. For Reprints go to www.ainonline.com © 2014 AIN Publications. All Rights Reserved. For Reprints go to www.ainonline.com PHOTOS: DAHER-SOCATA Tarbes, France. and winglets. The 900’s five-blade Hartzell prop can be retrofitted to earlier TBMs. u

TBM 900 TBM Continues on next page

42 Aviation International News • July 2014 • www.ainonline.com www.ainonline.com • July 2014 • Aviation International News 43 new Citation X+, I couldn’t help wondering why Daher-Socata elected to stick with the GCU DAHER-SOCATA 475 and its alphanumerically TBM 900 ordered keyboard. Garmin wouldn’t provide any informa- tion about the cost of the GCU uContinued from preceding page compared to the touchscreen sequencer system were to fail, the controller, but even if the costs pilot can still manipulate the fuel are similar, the cost and time selector, Dono pointed out. needed for certifying the touch- Daher-Socata switched the screen controller in the TBM 900 TBM 850 to the Garmin G1000 would have been prohibitive and flight deck in 2008, and a key dif- would have made it too expen- The club-seating layout leaves plenty of space for passengers in the TBM 900.

ference between G1000 instal- sive to add all the other improve- DAHER-SOCATA lations in smaller aircraft is the ments. The GCU works fine, but GCU 475 remote FMS control the touchscreen controller is far Ng, then the throttle is moved clocking more than 2,000 fpm Worcester, Mass., we swung panel (which is also on Cess- easier to use, and hopefully a into the flight idle position on through 15,000 feet. At 20,000 east over Boston then began na’s Mustang very light jet). The switch to the more modern sys- the thrust mode side of the “h” feet, the TBM 900 was climb- descending as we headed Garmin system, with a huge tem is on Daher-Socata’s draw- gate. From this position, it took ing at nearly 1,700 fpm. Before toward Rhode Island. We didn’t 15-inch multifunction display ing boards or cad/cam screens. little throttle to get the TBM we began to level off at FL280, try a rapid descent, but Dono (MFD) in the center flanked by 900 moving at our weight of the climb rate was still better said the TBM can descend at two 10-inch primary flight dis- Simple Starting 7,090 pounds, but once moving than 1,500 fpm, and it took us 8,000 to 10,000 fpm at Vmo plays (PFDs), fits perfectly in The easy engine start I had to pull back the throttle fewer than 17 minutes for the if necessary. “It’s built like a the TBM, nearly filling the entire requires just a short push and into beta occasionally to mod- climb to FL280. tank,” he said. We settled for panel but leaving room above hold of the starter button then erate our taxi speed. We were Conditions at FL280 were a more sedate 4,000 fpm down the pilot’s PFD for an L-3 Tril- watching for at least 13 percent carrying full fuel, 291 gal- ISA +11 degrees C, and after to 16,000 feet. The PT6 burns ogy ESI-2000 backup instrument Ng and ITT below 150 degrees lons/1,950 pounds, and were a few minutes I pushed the about 10 more gph at that alti- with integral backup battery. C, both occurring before 20 sec- about 300 pounds under the torque up to 92 percent for tude, moving along at a more Now that Garmin cockpits onds, then moving the throttle 7,394-pound maximum take- maximum cruise, which shot sedate 286 ktas. with touchscreen controllers (in the condition mode) from off weight. us along at 323 ktas burning are growing increasingly popu- cutoff to low idle. Once all Once lined up on Gro- 61 gph, about five knots faster TBM Airwork lar in airplanes ranging from the parameters are in the green and ton’s 4,000-foot Runway 15, I than the AFM number. I did some steep turns at 8,500 Cessna TTx piston single to the the engine reaches 52 percent advanced the throttle to about At this altitude I could feet, and they were made much 50-percent torque before releas- throttle back and fly at 246 ktas easier by laying the G1000’s ing the brakes, then brought burning less than 40 gph and handy flight-path marker onto the power to 100 percent as we stay aloft for another six hours the horizon line. The TBM accelerated then rotated at just for a no-wind range of 1,500 needs a decent amount of trim under 90 knots to a 10-degree nm. With power set to maxi- to stay level in the turn with- nose-up attitude a little more mum cruise, four hours would out having to haul on the yoke, than halfway along the run- take us 1,200 nm. With a full- but it was solid and comfort- way. We accelerated quickly fuel payload of 891 pounds, the able all the way around, with to about five knots faster than TBM 900 is enormously flex- crisp entries and exits that made the recommended 124-knot ible, and especially so because maneuvering a pleasure. initial climb speed, which ini- the typical business flight rarely As we slowed to prepare tially gave us more than 2,000 carries enough people to fill for a stall, the TBM’s spoilers fpm in the climb. Once cleared all six seats. “It’s a get-there and improved aileron author- to go higher, we climbed at the machine,” said Dono. ity (attributable to the winglets) recommended 170 ktas, still After flying north toward made slow-flying handling solid “It’s a get-there machine,” said demo pilot and precise. The nose pitches up and Columbia Air salesman Ken Dono. with extension of the flaps, but Dono had warned me about it and I was ready to trim it out. I held the nose into a wings- level gear- and flaps-extended stall for a few seconds and there was no strong stall break, just a gentle mushing. The TBM descended about 200 feet during the recovery, which was easily accomplished by adding power and unloading the wing with a little forward yoke. The nose didn’t drop to the left at all. The gusty 90-degree, 15-knot crosswind at Groton bounced the TBM around a bit during final approach, but keeping the nose pointed straight down the runway was not a problem. Over the fence at about 90 knots, the TBM landed about a third of the way down the runway, and a touch of reverse had us plenty slow enough to take the second taxiway back to the Columbia DAHER-SOCATA THURBER MATT Air Services ramp. o © 2014 AIN Publications. All Rights Reserved. For Reprints go to www.ainonline.com

44 Aviation International News • July 2014 • www.ainonline.com