Daher TBM 900

SOCATA developed the TBM line in partnership with Mooney in the late 1980s. The original TBM 700 entered service in 1990 with a PT6A-64 at 700 shp (hence the model number). Production refinements led to the TBM 850 in 2005 with a PT6A-66D thermodynamically rated at 850 shp but flat-rated for hot-and-high operations. The 850 became the volume aircraft and built the type's reputation as the speed leader among owner-flown turboprops.

Daher acquired SOCATA in 2009 and rebranded the airplane as the Daher TBM. The TBM 900 launched in 2014 with the new 5-blade composite Hartzell prop and the airframe refinements. The 900 was an aerodynamic-and-prop update rather than a powerplant change. The PT6A-66D from the 850 stayed. Production ran for about 18 months before Daher succeeded it with the TBM 930 (G3000 avionics) in 2016 and the TBM 910 (G1000 NXi avionics) shortly after.

The 900 remains in fleet operation because the aerodynamic and prop changes hold up well against newer variants. Daher continues to support all TBM variants through Pratt & Whitney's ESP program and through the global Daher service center network. Annual TBM owner-pilot conferences (organized by TBMOPA) provide type-club support and direct manufacturer access.

The TBM 900 cruises at 330 KTAS at FL280 burning about 64 gph total fuel. Long-range cruise drops to 290 KTAS on 50 gph. The TBM 900 is the fastest single-engine turboprop in the category, beating the PC-12 NG by about 60 knots on similar fuel and the M600 by about 50 knots. Service ceiling is FL310. Time-to-climb from sea level to FL280 is about 18 minutes at maximum gross weight.

The cabin is the TBM's compromise. Useful load is about 1,500 pounds, meaningfully less than the PC-12's 3,200 pounds. Full fuel (290 gallons usable, 1,950 lbs) leaves about 350 pounds for people and bags. The TBM seats six in club configuration but the cabin width is 4 feet narrower than a PC-12. Two adults plus overnight luggage is comfortable. Four adults plus weekend gear requires offloading fuel. Range with reserves is about 1,650 nm at long-range cruise.

The Pratt & Whitney Canada PT6A-66D is the engine on the TBM 900. It's a free-turbine turboprop thermodynamically rated at 1,825 shp but flat-rated by Daher to 850 shp for the airframe. The flat-rating gives the airplane consistent power output across temperature and altitude until the engine runs out of thermodynamic margin, which is well above what most owners ever encounter. Pratt's published TBO is 3,600 hours with a hot section inspection at 1,800 hours.

Real-world reliability tracks the rest of the PT6A family. Free-turbine architecture, easy borescope access, deep parts network through Pratt & Whitney Canada. Most TBM 900s are enrolled in Pratt's Eagle Service Plan (ESP) and the maintenance economics work through that lens. Off-program ownership exists but is rare and usually associated with commercial-utility operations rather than personal owners.

Off-program engine overhauls run $350,000 to $550,000 depending on findings. The lower end is for engines that have been run by-the-book through ESP-equivalent maintenance practices. The high end is for engines with significant findings or older airframe operating histories. Most personal owners never see this bill directly because ESP converts it to a per-hour expense.

Plan on $700 to $950 per flight hour at 200 hours a year of utilization, all-in. The TBM 900's cost structure is dominated by fuel and ESP. Fuel runs $355 to $450 per hour at 64 gph and $5.50 to $7 for Jet A. ESP runs $180 to $300 per hour at typical utilization tiers. Annual fixed costs (hangar, insurance, annual inspection, training) add another $80 to $145 per hour at 200 hours a year of utilization.

Insurance is the wildcard, same as on the PC-12. First-time turboprop owners with no comparable-type background pay $28,000 to $50,000 a year for first-year coverage. Established TBM owners with 300-plus hours in type pay $11,000 to $20,000. TBMOPA recurrent training and SimCom or FlightSafety initial training are typically required by underwriters.

Acquisition cost in mid-2026: TBM 900 aircraft (2014-2016) trade $2.4 to $3.2 million depending on year, hours, and avionics upgrades. Some TBM 900s have been aftermarket-upgraded to G1000 NXi or G3000 panels, which adds $50,000 to $150,000 to comparable airplanes with original Primus 2 panels. The TBM 900 is the most price-accessible variant in the 5-blade-prop TBM family.

Daher service network is built around authorized Daher service centers. North American coverage is reasonable but less dense than the PC-12 or King Air networks. Plan on flying or trucking the airplane to an authorized facility for major service events. Daher has been investing in North American service capacity through Skytech and other dealer partnerships.