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The following pages are for illustration purposesonly. They are not final layouts and may nothave captions, final proofreading or even finalselections of images. In fact, the entire layoutcould change from what you see here, althoughthe core elements will remain. You get to seethis work in progress at this point so you havean idea of what we will be covering on thistopic. This layout is not for public release.

30 PLANE & PILOT planeandpilotmag.com

TURNING

INTOAirparkDreams

LifestyleRealities

hey may have roads and utili-ties, homes and happy families,but residential airparks are farfrom your typicalAmerican com-

munity—unlike, say, a Muncie, Ind., cel-ebrated and studied by social scientistsfor its average-ness.

We were enjoying the enviable dif-ferences in the airpark lifestyle duringour visit to Big South ForkAirpark (BSFA)in Oneida,Tenn., where we had come toevaluate candidates for Best ResidentialAirpark Airplane (RAA) honors. Not thatBSFA is a typical residential airpark.

Adjacent to the Cumberland Plateau’sspectacular Big South Fork NationalRecreational Area and enjoying through-the-fence access to Scott County Munic-ipalAirport (KSCX), the 450-acre property,now in its first phase of development,is above average in every way.

Its thickly wooded lots, fine Paso Finosat the equestrian facility and the residents’camaraderie help set it apart. Here, amidstnatural beauty and among like-mindedsouls, minutes from one’s airplane, isthe life many pilots dream of. But mostof us are stuck in our own Muncies.

T

planeandpilotmag.com JULY 2013 31

PILOT REPORT T B M 8 5 0 E L I T E

THE DAHER-SOCATA TBM 850 ELITEB Y J A M E S W Y N B R A N D T

P H O T O S B Y J I M K O E P N I C K

S P E C I F I C AT I O N S

Base Price: $3,205,087Price (typically equipped): $3.37 million

Powerplant: PT6A-66DPropeller: Four-blade Hartzell HC-E4N-3

WingSpan: 41 ft. 7 in.Length: 34 ft. 11 in.

Seating capacity:SixMaxGross TakeoffWeight (lbs.): 7394

EmptyWeight (lbs.): 4589Fuel Capacity (gals.): 291.6

StandardUseful Load (lbs.): 2632Payload, Full Std. Fuel (lbs.): 849

P E R F O R M A N C E

Rate Of Climb, Sea Level (fpm): 2005Service Ceiling (ft.): 31,000Max Cruise Speed (kts.): 320EconomyCruise (kts.): 252

RangeAtMaxCruiseWith IFRReserves (nm): 1,410

RangeAt EconomyCruiseWith IFRReserves (nm): 1,585

MaxOperating Speed (kts.): 266Stall Speed, Clean (kts.): 81

Stall Speed, Landing Configuration (kts.): 65Takeoff Distance (ft.): 2035Takeoff DistanceOver

50-Foot Obstacle (ft.): 2840LandingDistanceOver 50-foot obstacle

Without Reversers ( ft.): 2430LandingDistanceGround RollWithout

Reversers (ft.): 1143

Southeast, I’ve got 10 or 12 TBM own-ers who live in a residential airpark orhave a second home in one,” Sarsfieldsaid, as we approached N850XX on theramp at SCX, the sun burning off thelast of the morning’s fog.

Mission To MuncieSarsfield had arrived the previous eveningafter a full day of work at his office inAtlanta as isolated thunderstorms beganpopping up in our area, a warm-updemonstration of theTBM’s RAA creds.

As lightning pierced the night out-side the manorial Welcome Center, theheart of BSFA’s community life, weplanned today’s flight, selecting a des-tination at once symbolic and pragmatic:Muncie, Ind., 230 nm north. Ordinary tosome, the city’s airport (KMIE) is hometo Muncie Aviation, the world’s oldestPiper dealership, and is one of the firstTBM sales and service centers in theU.S.We had an appointment to tour theirfacility and have a business lunch.

On the ramp, the TBM is sleek andmuscular, its elongated snout of a cowland nose-bowl air intake suggesting anapex avian predator. Externally, there’slittle to distinguish the 850 Elite fromthe first TBM, the 700A, introduced in1990. (“TB” is forTarbes, site of Socata’sheadquarters in France, and “M” is forMooney, Socata’s erstwhile partner untilleaving the program in 1991.)

The 850 model, introduced in 2006,replaced the 700 series’ 700 shp Pratt &Whitney PT6A-64 with the 850 shp PT6A-66D, offering improved climb and cruiseperformance. (The extra 150 shp isn’tavailable during takeoff or go-aroundswhile landing, as we’ll say more aboutthat later.)

The 850 Elite, unveiled at Sun ‘n Fun2012, features a reconfigurable cabin thatallows removal and reorientation of cabinseats for expanded cargo space, andseating options that can be accomplishedin about 30 minutes. Optional carbon-fiber interior edging and global Satcomalso are available in the Elite.

Interior And ExteriorThe widened passenger/cargo door,introduced with the 700B in 1999, is oneof the few noticeable changes to theTBM’s original airframe. Electrically oper-ated, the door opens upward whilefold-out airstairs swing down from thecabin floor.

Even with all the seats in, the TBMhas ample hauling capacity. Both backseats fold forward for easy access to thenetted 220-pound baggage area at therear of the cabin. “You can carry sad-dles,” Sarsfield said helpfully, a definiteplus for some of the BSFA crew. Thenose baggage locker can hold an addi-tional 110 pounds. There’s much else toimpress on the walkaround.

The aircraft’s clean sheet wing wasdesigned to optimize both speed andmaneuverability, developed by Socatain partnership with a pair of Frenchresearch centers.

To simplify maintenance, the de-icingboots are on removable panels, threeon each wing, facilitating repairs or swap-outs if a boot needs replacement or aleading edge gets dinged. The alreadybeefy landing gear were bulked up forthe introduction of the 700C2 in 2003.

The FAA and EASA allowed Socatato raise the TBM’s stall speed from 60to 65 knots and its gross weight to 7,430pounds in exchange for enhanced crash-worthiness, which included the installa-tion of 20G seats.

You can be underway quickly withjust one fuel tank on each side to sump,and a fuel filter bypass under the nose

to check, a built-in mirror and light sim-plifying its preflight inspection.

The split cowl provides access tovisually check the engine and fluid lev-els, and to be impressed by the thickengine mounts and titanium firewall. Afour-blade Hartzell HC-E4N-3 propelleris out front.

Inside, the cabin has all the ameni-ties a light business jet passenger wouldexpect: foldout table, leather seats withstowable armrests, individual lights andair vents, Bluetooth capability and amplelegroom as a bonus.The relatively largewindows (seven today from the origi-nal six) add to its spacious feeling.

The cabin area also has its own envi-ronmental control, thanks to a dual evap-orator system, allowing passengers toset their own cabin temperature. But thisis primarily an owner-flown aircraft, and

planeandpilotmag.com JULY 2013 33

An Ideal RAAAn aircraft that could bridge these twoworlds, providing commercial-grade any-where/anytime capability for businessmissions, combined with outstandinghigh/hot and short-field performance forgetting in and out of the homeport (mostairparks aren’t blessed with SCX’s 5,500feet of asphalt) could surely make a claimfor the top RAA spot.

The TBM 850 Elite, latest model ofDaher-Socata’s six-place single-engineturboprop, is on the short list for thisjob. With a 320-knot maximum cruisespeed, range of more than 1,400 nm anda rugged nimbleness suitable for unim-proved backcountry airstrips, on paper,the TBM has more than enough per-formance to meet the challenge. MikeSarsfield, Socata’s Sales and Supportrepresentative for the Southeast U.S.,agreed to bring a new 850 Elite to BSFAfor a field evaluation.

It turns out theTBM is no stranger toresidential airpark living. “Just in the

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PILOT REPORT T B M 8 5 0 E L I T E

Two 10.4-inch primary flightdisplays flank the center 15-inch multi-function display onthe instrument panel. TheGarmin G1000 avionics systemhas been standard on the TBMsince 2008.

The TBM 850 features pilot doors and a separate passenger/cargo door that’s electricallyoperated and swings open upward with fold-out airstairs that swing down.

inadvertently exceed its certificated IASlimit of 266 knots.

Cleared by ATC for the emergencydescent training ops, we returned to 700mode, reduced rpm from 2,000 to 1,850,and at 178 knots put in a notch of flaps.Engaging the autopilot, we entered 264knots as our speed, 4,000 fpm as ourdescent rate, and 8,000 feet as ourdesired altitude, resetting the pressur-ization system.

Our airspeed maxed before reachingour target descent rate, so the GMC 710simply held the rate at about 3,450 fpm.Pull the power back and the TBM candescend at rates as high as 12,000 fpmwithout exceeding its maximum oper-ating speed, Sarsfield said.

“That’s the beauty of this airplane,the multimillion dollar difference—thereal high airspeed available for descent,”Sarsfield said, contrasting theTBM withcompetitor single-engine turboprops.

Muncie was reporting an 800-footceiling and we were cleared for the ILS32 approach, our position soon displayedon the georeferenced chart. If needed,theTBM has an electric windshield, hotprop, pneumatic boots and the inertialseparator to handle ice.

Speeds for deploying the landing gearand first notch of flaps are both a hefty178 knots indicated, and full flaps can

be lowered at 122 knots. Once the air-craft is configured and stabilized, theapproach is flown at about 30% torque.Hold the nose off as power comes toidle in the flare and, as with taxiing, stayoff the brakes and use the beta rangeto slow the landing roll.

Getting Down To BusinessJerry Nancarrow, who has been work-ing in sales for Muncie Aviation for morethan 35 years, served as our host, show-ing us around the maintenance hangars,parts department, avionics shop andother facilities of what’s now a 100%employee-owned company.

How does he rate the TBM 850 Eliteas an RAA? “TheTBM would be a greatchoice for that, because it’ll carry a bigload in and out of a short field,” Nan-carrow said. “That’s no problem.”

Socata also emphasizes the assis-tance it provides for pilots transitioningfrom piston to turbine. Sarsfield esti-mates 30% of his new customers aregraduating from Cirruses, followed byPiper Malibu and Meridian owners.

“If they’ve got 500 hours in a Cirrus,it’s an easy 10- to 20-hour transition,”said Sarsfield. Purchase price includesintensive primary and recurrent training.

“We had our business meeting, andnow we’re going back to go horseback

riding,” Sarsfield said as we headed tothe airplane. Indeed, the Elite proved itcould be the magical bridge betweenthe residential airpark lifestyle we imag-ine and the everyday world we inhabit.Back at BSFA I solicited more opinionsfrom the resident experts.

Living The Dream“Oh, my gosh, you’re making me startto drool now,” said Lamar Parker, an ob-gyn who currently flies a Twin Cessna414A with his wife Marilyn between theirhome in Winston-Salem and their placehere at BSFA. “You get the speed anddependability of a turboprop, you get agreat payload, and they are gorgeous,”he said of the TBM.

“If you had a business where youcould work out of your home and youneeded an aircraft for it, theTBM wouldbe perfect,” said Keith Petrie, who com-mutes from Sioux City, Iowa, where heowns a fast-food franchise, to BSFA inan A-36 Bonanza. “It is an awesome air-plane. If I won the lottery, I would owna TBM.”

But if aTBM is out of your price range,remember that the other part of thismagical lifestyle—a home on a residentialairpark—is eminently affordable. Youdon’t have to wait for the ideal RAA tostart living the dream. P&P

planeandpilotmag.com JULY 2013 35

most buyers will be sitting in the frontleft seat.

Both cockpit seats are fully adjustable,and the flight deck feels calm and unclut-tered, the panel framing the three mon-itors of its Garmin G1000 avionics suite(two 10.4-inch PFDs flanking the center-mounted 15-inch MFD), standard in theTBM since 2008. “Ninety percent of thepeople I put in an airplane know moreabout the G1000 than I do,” Sarsfield said.

Fully integrated with the aircraft, theG1000 monitors and/or commands allaspects of theTBM’s operation, from theavionics and engine to pressurizationsystem and the optional Iridium Satcomtransceiver that provides worldwidevoice telephony and datalink. The Sat-phone could ensure that pilots at air-parks with spotty cell coverage can reachthe Flight Service’s dedicated nation-wide cell phone Clearance Delivery Lineat (888)766-8267 to pick up a clearanceat non-towered airports.

Getting UnderwayWith a machine this sophisticated, youstart the airplane, not just the engine.Sarsfield uses a flow pattern on theinstrument and overhead panels toensure switches are in proper position.

Next, engage the start button andmonitor torque and temperature onthe display screen, and work the condi-tion lever as the turbine comes up to50%, which is its “started” state.

Use the flow pattern again to bringsystems off- and online as required ordesired, the latter including the iner-tial separator, keeping FOD (foreignobject debris) out of the engine andthe air-conditioner.

Typically, you’ll be going up to thehigh teens or flight levels in this air-plane, and the G1000 simplifies flightmanagement, ensuring loading is withinweight and balance limits, and trackingrange and fuel while en route. Data canbe entered via the bezel-mounted con-trols or keyboard.

For taxiing, speed is controlled byusing the prop’s beta range, which canalso back the aircraft in or out of a tightspot on the ramp. Brakes are needed onlyif making a sharp turn. For takeoff, useright rudder trim and right aileron deflec-tion, hold the brakes, bring power to 40%and confirm systems are stabilized, releasethe brakes and advance to 100%.

Acceleration is impressive. Rotate at85 knots, and once the gear is up, turnon the yaw damper. The TBM needs alot of rudder to keep the ball centeredin its various configurations, and thedamper takes over all rudder inputs, eas-ing pilot workload.

En RouteWe made a couple of low passes downthe runway for ground-to-air photosbefore contacting Indy Center and pick-ing up our clearance, our 140-knot ascentyielding about a 1,900 fpm climb rate.

The PT6A-66D, unlike the Dash 64powering the 700, isn’t torque limited;the pilot can boost the power beyondthe 100% thrust the Dash 64 allows, butonly when the flaps are retracted, andpower must be monitored to ensure itremains within operating limitations.(The same handle that deploys the flapsactivates “850 mode” when advancedfrom the retracted flap position.)

Thus, the extra power isn’t availableduring takeoff or for a go-around whenlanding.We advanced into the 850 modeat about 7,000 feet.“Now we’re the torquelimiter,” Sarsfield said.

At 115% torque (the G1000 identified121.4% torque as our redline) our climbrate increased to about 2,300 fpm, con-sistent with book performance numbers,while we hand-flew under the guidanceof the autopilot’s flight director.

The 230 nm to Muncie was a walkaround the block for the TBM 850 Elite,

but plenty of time and distance to show-case its strengths. It can climb to 26,000feet, where it delivers its max cruisespeed of 320 knots, in about 15 minutes.

We cruised at altitudes between FL270and FL290 on our round trip, and atFL270 with an OAT of -28C, saw 307knots TAS with a fuel burn of 50 gph.Moreover, the TBM felt as solid andresponsive near its 31,000-foot serviceceiling as it did while maneuveringaround SCX after departure.

For fuel management, the Range Ringfunction on the MFD displays range over-laid on a map based on fuel onboard,winds at altitude and power setting, andis continuously updated.

Change the power setting and you’llimmediately see the effect that it has onyour range.The automatic fuel swapper,when engaged, switches tanks every 11minutes, further simplifying fuel man-agement for the pilot.

You can also get down in a hurry.Sarsfield was eager to showcase howthe GMC 710 autopilot—an entirely newdigital system—handled emergencydescents, incorporating an overspeedprotection that ensures the airplane won’t

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PILOT REPORT T B M 8 5 0 E L I T E