TBM Debuts the 960 at Sun N Fun

ByHank Gibson

This is a Press Release from Daher’s website, the maker of the TBM 960.

Sun ‘n Fun Aerospace Expo, Lakeland, Florida, April 5, 2022 – Daher today unveiled the latest high-end version of its TBM pressurized single turboprop aircraft family – the TBM 960 – which incorporates Pratt & Whitney Canada’s advanced PT6E-66XT engine and a fully digital e-throttle, along with a digitally-controlled cabin that incorporates an all-new environmental control system, LED ambience lighting and electrically-dimmable windows.

The TBM 960 was introduced at the Sun ‘n Fun Aerospace Expo in Lakeland, Florida, where Daher is exhibiting the first production airplane (exhibit stand #MD-22B).

“The TBM 960 is the quintessential TBM, representing the fifth evolution of our very fast turboprop aircraft family since the TBM 900-series’ introduction in 2014,” commented Nicolas Chabbert, the Senior Vice President of Daher’s Aircraft Division. “It takes the maximum advantage of today’s turboprop technology to provide digital control of the engine and the propeller.”

The TBM 960 retains the rapid speed of Daher’s TBM family while enabling lower fuel consumption. At Daher’s recommended cruise setting of 308 kts., the fuel consumption is only 57 U.S. gallons per hour, which is a 10% fuel economy compared to maximum cruise setting for more sustainability.

At the heart of this latest TBM version is the intelligent PT6E-66XT powerplant and Hartzell Propeller’s five-blade RaptorTM composite propeller, both of which are linked to the dual-channel digital Engine and Propeller Electronic Control System (EPECS).

With the EPECS, the PT6E-66XT’s startup is fully automated after a single-switch activation. The cockpit’s power lever is an e-throttle, using a single forward position from takeoff to landing – with the EPECS optimizing powerplant performance throughout the flight envelope while

Daher unveils the TBM 960 at Sun ‘n Fun Aerospace Expo

reducing pilot workload by integrating all functions and protecting the engine’s life. Analysis of engine parameters is driven by 100-plus smart data inputs.

The RaptorTM propeller is fully integrated into the propulsion system. It is specifically designed to reduce overall weight and improve the TBM 960’s takeoff distance, climb and cruise speed. Turning at 1,925 rpm during maximum power output, the Raptor contributes to limiting noise and vibration. Its sound level during takeoff is just 76.4 decibels, meeting the most stringent international noise standards.

With its G3000® integrated flight deck, the TBM 960 retains Daher’s e-copilot® concentration of technological innovation and safety systems in the TBM, which can be compared to an “electronic copilot.” This includes an icing protection system, flight envelope monitoring through the Electronic Stability and Protection (ESP) and the Under-speed Protection (USP) systems, the Emergency Descent Mode (EDM) function, as well as the game-changing HomeSafeTM emergency autoland system.

New to the TBM 960 is the Garmin GWXTM 8000 doppler weather radar with advanced surveillance features such as lightning and hail prediction, turbulence detection, zero blind range for close-in returns, and ground clutter suppression. The TBM 960 also is the first application of Garmin’s GDL® 60 next-generation data transmitter for automatic database upload and interconnection with mobile devices.

The TBM 960’s Prestige cabin extends Daher’s use of digital power inside the aircraft, featuring an all-new environmental control system, LED ambience strip lighting integrated into both sides of the overhead ceiling panel, and electronically-dimmable windows – all controlled by a PassengerComfortDisplay(PCD). Enhancementsinthecabin’sstyleandcomfortalsoinclude new ergonomically enhanced seats, USB-A and USB-C power plugs, individual cupholders and headset hangers for each occupant.

For the TBM 960, a fifth TBM paint scheme – called Sirocco, based on the creativity of French designer Alexandre Echasseriau – has been added to the aircraft’s style customization possibilities.

The TBM 960 has been certified by EASA (the European Union Aviation Safety Agency); with certification by the U.S. FAA (Federal Aviation Administration) currently underway. Deliveries will begin in the first half of 2022.

With the new aircraft’s launch, Daher’s TBM family is now offered in two versions: the TBM 960 and TBM 910.

About Daher – www.daher.com

Similar Posts

  • Removing a Hold on Foreflight Approach

    ByHank Gibson

    I’m a big fan of having my Foreflight map always match up exactly with the way I am flying. Having a Flight Stream in the airplane helps a lot with that as it always prompts me to load the new flight plan from the GPS into my Foreflight map. When I load an approach in the GPS flight plan, Foreflight will put it into my Foreflight flight plan via the Flight Stream.

    The problem I run into on Foreflight is when there is a published hold at the Initial Approach Fix (IAF), but ATC has told me to fly the straight in approach and skip the hold. Up until recently, I didn’t think there was a way to set up a straight in approach on Foreflight, so I just settled for the hold staying on there.

    Not anymore! There is a simple trick that I discovered that allows you to remove the hold from the Foreflight flight plan. Here’s how to do it.

    Load the Approach

    The first step is still to load the approach into your Foreflight flight plan on the Map page. In this scenario, we are flying from KAQO, the Llano Airport, to KHYI, the San Marcos Airport. Austin Approach has told us to expect the straight in RNAV 17 KHYI via PUKIY. So, on Foreflight, we have KAQO and KHYI in our flight plan. Then, I tap the Procedures button on the upper right hand corner of the screen. I then tap Approach, then RNAV 17 KHYI. Then I select my transition.

    The options given are either PUKIY with the hold, seen below;

    Or Vectors to Final, which lines me up inside of PUKIY. Neither of these are what I want.

    But, to get this to work, I select PUKIY, then tap add to route. Now we have our approach loaded into our flight plan.

    Removing the Hold

    The RNAV 17 is now in the Foreflight flight plan, but the hold is displayed at PUKIY. To remove the hold, the first step is to tap the approach in green and a menu pops up.

    The 7th option down is “Remove Hold in lieu of PT.” Eureka! Tap that, then the approach is displayed without the hold. Houston, we have success! It even says “NoPT” in the flight plan.

  • Cirrus G2 Vision Jet

    ByHank Gibson

    Well, that was fast.

    In January, Cirrus announced the Generation 2 SF50 Vision Jet.  After getting the Generation 1 Vision Jet certified in late 2016, Cirrus didn’t waste any time in starting in on improvements.

    The improvements are pretty sweet, making the G2 Vision Jet even easier to fly and step into for Cirrus’ target market, SR22 owners.

    Here are the improvements on the G2 Vision Jet.

    RVSM Approval

    The G2 Vision Jet has received RVSM approval, allowing the airplane to fly at 31,000 feet.  RVSM stands for Reduced Vertical Separation Minimums (read more about RVSM here).  RVSM airspace starts at 28,000 feet, the G1 Vision Jet’s ceiling.  Now that the G2 Vision Jet is RVSM certified, it can fly at 31,000 feet.

    For piston pilots, you are left scratching your head as to the advantage of this.  In a jet, the higher you go, the thinner the air, so the faster you go, and the less fuel you burn since the thin air needs less fuel to mix with.  This caps out at a certain altitude and the speed begins dropping and you start losing efficiency (even though the fuel burn is quite low).

    According to Cirrus, at 31,000 feet, the G2 Vision Jet cruises over 300 KTAS and gets a range boost to almost 1,200 nm.

    Garmin Perspective Touch+

    Cirrus & Garmin have taken the new NXi interface and paired it with the Garmin Perspective Touch to create the Touch+.  You can read about the improvements on the NXi here, all of which are included in the Touch+ in the G2 Vision Jet.

    The big improvement that is included in the Touch+ is Autothrottle capability.  An Autothrottle is integrated with the autopilot.  It automatically adjusts power settings and speeds based on the phase of flight without the pilot having to touch the throttle.  Pretty cool.

    New Cabin

    The G2 Vision Jet has a redesigned cabin as well, making it an extremely passenger friendly airplane.  The second row has been redesigned and equipped with a center console.  There is also a drop down TV screen that allows passengers to connect their mobile devices to it to watch movies or videos while traveling (no internet on board, yet.  That’ll probably be the G3 Vision Jet!).

    Cirrus also put in more noise reduction in the cabin, creating a quieter ride for passengers.  Cirrus also allows for multiple different seating configurations, depending on the needs of the owner.

    As always, Cirrus is on the leading edge of airplane technology, creating airplanes that are easy as well as fun to fly.  I’m excited to see how they continue to improve the design to both the SR22 and the Vision Jet.

  • Dallas Airspace Changes

    ByHank Gibson

    As was the case with the Class B Airspace around Houston several months ago, the Class B Dallas airspace has been overhauled as well.  These changes were implemented at the last database update on September 18th.  If you’ll be flying into any of the Dallas airspace airports IFR, make sure you have current charts and your GPS databases are updated.

    According to AOPA, 14 SIDs and STARs were deleted, a number of new procedures were added, and changes were made to most of the other remaining procedures.  The new procedures in the Dallas airspace consist mainly of RNAV procedures for turboprops and jets, so most GA aircraft won’t be affected by those.  The legacy procedures that remained in place over went changes, including new frequencies, so piston aircraft going into the Dallas airspace are still affected.

    From AOPA, departures from Dallas Love (KDAL) that file their flight plan with special equipment /G in their flight plan will automatically be given an RNAV departure procedure.  This does not appear to affect piston aircraft as all the new RNAV SIDs in the Dallas airspace are for turboprops or turbojets.

    The reason for the changes to the Dallas airspace?  Similar to the changes in Houston, these airspace changes are meant to streamline departures and arrivals in the Dallas airspace area, reduce controller workload, and give continuous descent angles for arriving high altitude traffic.

    Don’t be surprised the next time you are in the Dallas airspace area if you receive a clearance that states:  “Descend via the arrival.”  In that case, just check the chart and aim for the appropriate altitudes at the appropriate fixes.  As we move closer to the ADS-B requirement, I believe we will see more and more of these terminal procedure overhauls, so be prepared and keep those charts and databases up to date.

  • Picking Up an IFR Clearance

    ByHank Gibson

    Picking up an IFR clearance at first can seem very simple.  But, when taking off from an untowered field, especially if a pilot is based at a towered airport, it can be a little more complex.  Based at an untowered field?  The towered procedures are a little more streamlined, but still different.

    Towered Airports

    Class B or Class C

    At Class B or Class C airports, there is a dedicated frequency to get an IFR clearance and VFR departure instructions called Clearance Delivery.  It is published in the airport facilities directory as well as most approach plates.  Before you call Clearance Delivery, get the ATIS and tell the controller you have it as well as where you are located on the airport.

    CRAFT

    Class D

    Some Class D airports have a Clearance Delivery frequency (see KADS, Addison, TX), but for the most part, you’ll get your IFR clearance on the Ground frequency.  If there is a dedicated Clearance Delivery frequency, the ATIS will specify whether or not to get your clearance on it or on ground control.

    Class D towers are only part time towers, usually closing between 7pm and 10pm local time, depending on how busy the airspace is.  These airports usually have published Clearance Delivery frequencies to contact either the local approach control or center to pick up an IFR clearance on the ground.  They will be published on approach plates and in the A/FD.

    Untowered Airports

    Class E

    There are a number of Class E airports that are Class E all the way down to the surface (see KLFK, Angelina County).  At these airports, there will either be a Clearance Delivery frequency or you call on the Center or Approach frequency to get your clearance (at KLFK, you call Center as there is no Clearance Delivery frequency.  At Temple, KTPL, there is a published Clearance Delivery frequency which you would be talking to Grey Approach).

    Class G

    There are two ways to pick up an IFR clearance at a Class G airport, one typically a little safer than the other.

    The first option is to take off and maintain VFR while calling Center or Approach control.  They will give you your clearance making you IFR and allowing you to enter the clouds.  This option can be unsafe depending on the terrain surrounding the airport and how low the ceiling is.  If the ceiling is overcast at 1,000, you can legally remain VFR in Class G airspace at 500 AGL, but that isn’t the safest option and you might not be able to raise ATC at that altitude.

    The second, and safer option, is to call on the phone.  Flight Service has a nationwide Clearance Delivery phone number that every pilot should have saved in their contacts (888-766-8267).  Typically, you want to wait to call them until after you are done with your runup because they only give you a five or ten minute window to get off the ground.  With bluetooth equipped headsets, this usually isn’t a problem.

    Be prepared when calling Clearance Delivery on the phone to wait a few minutes.  Us pilots aren’t good at being patient sometimes, but the FSS has to call Center on the phone to get your clearance and release and this can take a few minutes.  Be prepared for that going in and just be patient.  Remember, this is the safer option!

    There are a handful of Class G airports around the US that have a GCO, a Ground Communications Outlet. With a GCO, you tune up the frequency, then click the mic 4 times to talk to ATC or 6 times to talk to FSS.  Each mic click must be at least one second, so if you click the mic too quickly, it won’t work.

    At certain airports that are underlying an approach control’s airspace, you can actually call the TRACON directly and get your clearance from them (5C1, the Boerne Stage Airport, for example.  San Antonio approach is the controlling agency and you can call them directly to pick up your clearance).  It’s a good practice to get the TRACON phone number and save that in your contacts as well.

  • Air Traffic Control Privatization

    ByHank Gibson

    There was a bill introduced in Congress recently to take control of Air Traffic Control away from the FAA and give it to a private, for profit, corporation.  The initial reaction of pilots is “Ahhh!  User fees!” which we are all adamantly opposed to.  There are a myriad of reasons why this is a bad idea (the “Flying” article makes a comparison to giving NASA to Richard Branson and Jeff Bezos) and we as pilots should be against it.

    Read the “Flying” Magazine full article here.

    Air Traffic Control

  • Learning From Other’s Mistakes:  An Overview of the 2024 Piper PA-46 Accidents

    ByHank Gibson

    The Piper PA-46 series, which includes models like the piston engine Piper Malibu and Piper Mirage, and the turboprops Piper Meridian, M500, and M600, is a popular choice for private pilots and business aviation. Known for its impressive speed, range, and pressurization, the PA-46 is a very capable single pilot aircraft. However, like all high-performance aircraft, it presents its own set of challenges and risks, especially when pilot error or adverse conditions come into play.

    The 2024 PMOPA (Piper M-Class Owner’s and Pilot’s Association) Convention was the first weekend in November and one of the sessions every year is the PA-46 Safety Review.  Sadly, in 2024, the accidents involving various PA-46 models pointed out several areas related to decision making that all pilots need to put be aware of. These accidents highlight critical issues in weather awareness, pilot training, and decision-making, and they provide valuable lessons for other pilots in any type of aircraft.

    Overview of the 2024 Piper PA-46 Accidents

    The Piper PA-46 is generally regarded as a reliable and capable aircraft, but the safe outcome of a flight often times depends on the pilot’s decision making.  There always can be mechanical malfunctions, but those still require good pilot decision making to be able to walk away from the accident.

    In 2024, multiple accidents occurred involving different variants of the PA-46, with many of the accidents occurring during critical phases of flight like takeoff or landing. Some of the key factors contributing to these accidents included:

    1. Weather Challenges: In several cases, adverse weather conditions, such as low visibility, thunderstorms, or high winds, contributed to accidents. Despite most PA-46’s being equipped with NexRad and weather radar, pilots sometimes underestimated or misjudged the weather risks.
    2. Pilot Decision-Making: A recurring theme in these accidents was pilot error—specifically, poor decision-making when faced with challenging conditions. In some cases, pilots continued flights despite deteriorating weather or failed to react appropriately to emergency situations.
    3. Mechanical Failures: As with every airplane, systems fail on a Piper PA-46.  Several accidents were due to engine power loss.  Proper training teaches pilots how to have the right mindset and skills to handle those engine power loss situations, taking a bad situation and having the best possible outcome due to good decision making and gliding skills.

    Three Key Lessons for Pilots

    The Piper PA-46 accidents of 2024 serve as valuable reminders about the importance of pilot preparation, decision-making, and risk management. Here are three critical lessons pilots can take away from these accidents:

    1. Prioritize Pre-Flight Weather Planning

    Poor weather conditions were a significant factor in some of the crashes in 2024. Pilots of high-performance aircraft must place a strong emphasis on weather pre-flight planning, especially when flying into regions prone to rapidly changing weather or severe conditions and across frontal systems. Pilots should:

    • Stay up-to-date with weather briefings before and during the flight, including calls to Flight Service Station if there is serious weather along the route.
    • Be proactive in altering flight plans or delaying departures when weather conditions become unfavorable.
    • Utilize onboard weather radar and other tools to monitor changing conditions in real time and avoid nasty looking weather systems.  ADS-B and XM Weather are delayed information.  They are not meant to be used to find holes through storm systems.
    • Finally, don’t try to shoot through holes!  They are called sucker holes for a reason.

    2. Master Emergency Procedures

    Pilots of all aircraft, not just PA-46 models, need to practice engine-out procedures multiple times a year with an instructor, not just at recurrent training.  The goal is to make emergency procedures second nature which creates the right mindset to handle the emergency, creating a much better outcome. Training should focus on:

    • Engine-out procedures immediately after takeoff, climbing out at low altitude, and at cruise.
    • Performance with the propeller feathered and unfeathered, recognizing how the feathered prop increases glide range.
    • Practicing forced landings and other emergency scenarios regularly to build confidence and competence.

    3. Always Plan for an Emergency Landing

    It is very important to know your options in the event of an emergency. When flying over mountainous or remote areas, pilots should always have a contingency plan for where to land if something goes wrong.  An emergency engine out brief should be a part of every pre-takeoff briefing to put the pilot in the right mindset. Pilots should:

    • Brief an engine failure on the runway, low altitude, and at an altitude that allows for a safe return to the airport in the event of an engine failure as part of every pre-takeoff briefing.
    • Study the flight route in detail and identify suitable emergency landing sites along the way, especially when flying in areas with limited options.
    • Consider the terrain, weather conditions, and available options in the event of an engine failure or other emergency.
    • Use terrain awareness and other onboard tools to help identify suitable landing areas in real-time, including the ForeFlight Glide Advisor.

    Conclusion

    The Piper PA-46 series, while a capable and reliable aircraft, demands a high level of skill and preparation from its pilots. The accidents in 2024 serve as a sobering reminder of the critical importance of weather awareness, emergency training, and proper flight planning. By learning from these accidents, pilots can make better decisions, have the right mindset, and reduce the risk of similar accidents in the future.

    By prioritizing weather awareness, mastering emergency procedures, and always having a contingency plan for forced landings, pilots of the Piper PA-46 can improve their ability to handle the challenges posed by these high-performance aircraft. These lessons are not just for PA-46 pilots, but for all pilots striving to fly safely and confidently.

Leave a Reply

Your email address will not be published. Required fields are marked *