Start studying RotW: Quiz 1. Learn vocabulary, terms, and more with flashcards, games, and other study tools. WorldVedicHeritage Book1 Text - Free ebook download as PDF File (.pdf), Text File (.txt) or read book online for free. It's time for the second installment of a new feature here at Dangerously Irrelevant, one that I've oh-so-creatively titled Report of the Week (ROTW).This week's report is from the Campaign for.
TBM910: 3.99M, TBM930: US$4.19M (2017) The SOCATA TBM 700 (also marketed as the TBM 850, Daher TBM 900, Daher TBM 910 and Daher TBM 930) is a high performance single-engine light business and utility manufactured. It was originally collaboratively developed between the American and French light aircraft manufacturer SOCATA.
The design of the TBM family originates from the, a comparatively low-powered and smaller prototype Mooney developed in the early 1980s. Following Mooney's acquisition by French owners, Mooney and SOCATA held a series of in-depth discussions on the potential for co-developing a new enlarged turboprop design derived from the earlier 301; these resulted in the formation of a for the purpose of developing and manufacturing the envisioned aircraft, which was designated as the TBM 700. From the onset, emphasis was placed upon the design's speed, altitude, and reliability. Upon its entry onto the market in 1990, it held the distinction of being the first high-performance single-engine passenger/cargo aircraft to enter production. Shortly after launch, the TBM 700 was a market success, which quickly led to the production of multiple variants and improved models, often incorporating more powerful engines and new avionics, amongst other features. The TBM 850 is the production name assigned to the TBM 700N, an improved version of the aircraft powered by a single Pratt & Whitney PT6A-66D.
In March 2014, an aerodynamically refined version of the TBM 700N, marketed as the TBM 900, was made available. Contents. Design and development Origins In the early 1980s, the of, designed a six-seat light aircraft, powered by a single 360 hp (268 kW) piston engine, which they designated the. On 7 April 1983, the prototype 301 conducted its. During 1985, the Mooney Aircraft Company was acquired by new French owners, who promptly took an interest in the further development of the fledgling 301. Coinciding with the company's acquisition, French light aircraft manufacturer, who had identified a vacant market position for a purpose-built optimised single-engine aircraft capable of fast personal transport and light cargo duties, identified the piston-powered 301 as a potential starting point to satisfy this niche. Accordingly, talks soon commenced between Mooney and SOCATA on the subject of producing a -powered derivative of the 301.
The product that emerged from these discussions was a new design, referred to as the TBM 700, which was considerably heavier than the original 301 while provisioned with more than twice the available power. The prefix of the designation, TBM, originated from the initials 'TB', which stands for, the French city in which SOCATA is located, while the 'M' stands for Mooney. At the time of its conception, while several aviation companies had studied or were otherwise considering the development of such an aircraft, the envisioned TBM 700 was the first high-performance single-engine passenger/cargo aircraft to enter production. From the onset, key performance criteria were established for the design, demanding a high level of reliability while also being capable of an unequalled speed/altitude combination amongst the TBM 700 other single-engined peers. A TBM 700 Consequently, during June 1987, a, named TBM International, was established with the aim of completing development of the TBM 700 design and to perform the manufacture of the new aircraft; the ownership of the joint venture was divided between Mooney and SOCATA's parent company.
A pair of separate production lines for the TBM 700 were planned, one located at Mooney's facility in Kerrville, Texas, which was intended to cater to the American market, and the other based at SOCATA's factory in Tarbes, which was set to produce aircraft for customers throughout the rest of the world. However, during the late 1980s and early 1990s, Mooney was afflicted by persistent fiscal shortfalls; consequently, in May 1991, Mooney chose to withdraw from participation in the joint venture, leaving SOCATA as the primary company involved in the programme. On 14 July 1988, the first TBM 700 prototype conducted the type's.
Flight testing proved that virtually all of the established goals of the design had been achieved, leading to quick progress towards production. On 31 January 1990, was received from French authorities; it was followed by the awarding of US (FAA) certification on 28 August 1990. During early 1990, the first delivery of a TBM 700 occurred; the first production batch of 50 aircraft were sold out almost instantly. Early feedback received from operators and pilots was typically positive about the capabilities of the new aircraft, often praising its speed and generous power margins amongst other attributes. Further development According to aerospace publication, while the TBM 700 had rapidly proved popular on the market and a good aircraft on its own merits, the services and support facilities SOCATA provided for the aircraft were an initial point of weakness.
Early on, customers were often faced with lengthy delays in acquiring spare parts and other services; negative feedback on the after sales support for the TBM 700 has been attributed as the cause of a downturn in sales during the 1990s. SOCATA, recognising the critical importance of an effective support infrastructure, decided to invest heavily in improving worldwide support for the type; instead of being solely reliant upon third parties and partnership arrangements with other companies, the firm developed their own facilities. SOCATA opened its own service center in, as well as establishing a network of capable of both sales and services for the TBM 700. Consequently, during the late 1990s, sales of the type within the market rose dramatically. Early on, the TBM 700 was available in several different configurations and models.
The introduction of the TBM 700C2, which increased the maximum takeoff weight from 6,578 to 7,394 lb (2,984 to 3,354 kg), enabled operators to fly with both fully laden fuel tanks and maximum cabin occupancy instead of comprising between the two due to weight restrictions. The modifications made upon this model included the addition of a baggage compartment aft of the rear pressure bulkhead, the strengthening of the wing and, and seat certification for up to 20 to accommodate for an elevated speed at higher weights. Around the same time, SOCATA decided to re-design the interior of the aircraft, both in terms of the fittings and finish, along with the adoption of a new integrated, to improve passenger comfort levels. A TBM 850 prior to landing.
Note the deployed landing configuration The TBM 850 is the production name for the TBM 700N, an improved version of the aircraft powered by a single Pratt & Whitney PT6A-66D engine, which is at 850 shp (634 kW). The TBM 850 is limited to 700 shp (522 kW) for takeoff and landing; however, during cruise flight, the engine power can be increased to 850 shp (634 kW); this extra power provides the aircraft with a higher cruising speed than the TBM 700 models, especially at high altitudes (due to the flat-rating). The outside appearance of the TBM 850 has remained similar as that of the standard TBM 700. The TBM 850 has a typical range of 1,520 nautical miles (2,820 km). Beginning with the 2008 model, the TBM 850 has been equipped with the integrated flight deck as standard equipment. In 2014, an improved version of the aircraft, marketed as the TBM 900 was introduced, featuring 26 individual modifications, including the adoption of in-house-designed, a redesigned air intake and the fitting of a five-blade -built, orientated around delivering improved aerodynamics and performance.
The adoption of a sharp, located forward and beneath the of the left wing, also provides for improved stall characteristics over the earlier TBM variants. According to aircraft publication, various subtle exterior changes were made for drag reduction purposes, including the addition of inner main landing gear doors, the re-contouring of the tail cone and of the engine.
In comparison with the TBM 850, the TBM 900 is around 14 kn (26 km/h) faster in cruise flight, uses less fuel, requires less runway length, climbs faster, and produces noticeably less interior and exterior noise alike. This is partially due to the elimination of the 700 shp (522 kW) limitation for takeoff present on previous TBM models; all 850 shp (634 kW) of the PT6A-66D engine is normally available. In combination with a more efficient air inlet, which boosted the available torque and ram recovery, and reshaped exhaust stacks, which increased thrust output, makes the plane faster. According to Aviation Week, due to its greater speed, the TBM 900 can more effectively compete against light jets. They observed that it is faster on a 600 nmi (1,100 km) mission, and burns 26 per cent less fuel than the.
At the June 2018, an configuration with underwing and electrical connections for sensors and was offered for defense, security, and transport missions. Competing with heavier aircraft and, it benefits from its short field performance and speed, offers six hours of surveillance and can be reconfigured for other duties. It was validated with a 110-pound (50-kg) camera and a multi-sensor retractable turret, /ground radar, system, and secure transmission with a quick-change console for tactical. A TBM 900 just prior to landing, November 2015 The SOCATA TBM is a single-engined turboprop-powered low-wing, capable of seating a maximum of seven people. It is composed mainly of aluminium and steel construction, but with the tail surfaces built of honeycomb. The wing features a very effective, comprising 80 per cent of the 's span, for the purpose of lowering the aircraft's stall speed.
The TBM 700 is outfitted with a retractable arrangement, newer models feature stronger main landing gear wheels and tougher. The TBM 900 model features automatic torque limiting for “set and forget” power management, which is of particularly use during takeoffs; according to Aviation Week, while this function does reduce the high workload associated with managing the PT6A engine, it is not as capable as a full arrangement. The cockpit design of the TBM strives to be user-friendly and as uncomplicated to operate as possible. For pilot convenience, an automatic fuel selector automatically switches between fuel tanks periodically to effortlessly maintain fuel balance throughout flight; manual selection of fuel tanks is also possible, which remains overseen by a low fuel warning system.
The is as automated as possible, the windshield being electrically heated, the air inlet being kept warm by engine exhaust and the de-ice boots automatically cycling once activated. The electrically actuated flaps are monitored by a sophisticated split-flap protection system to prevent asymmetric deployment. An onboard calculates various values to support the pilot, such as the aircraft's true air speed, wind, and power advisory notices based upon current external temperature and altitude.
The engine, providing up to 700 (522 kW). According to Flying Magazine, the PT6A-64 engine is 'the secret to the TBM 700's performance.
At sea level, the engine is capable of generating a maximum 1,583 shp (1,180 kW), which is intentionally limited to 700 shp (522 kW) on early TBM models; the limit allows the aircraft to maintain 700 shp (522 kW) up to 25,000 ft (7,620 m) on a typical day. Engine reliability and expected lifespan are also enhanced by the limitation. While the typical engine overhaul life is set as 3,000 flight hours between overhauls, on-condition servicing can also be performed due to various engine parameters being automatically recorded by the engine trend monitoring (ETM) system.
Data from the ETM can be reviewed by the engine manufacturer to determine the level of wear and therefore the need for inspection or overhaul. The ETM, which is connected to the aircraft's air data computer, also provides information to enable easy power management by the pilot.
The cockpit of a TBM 850. Note the presence of the The cockpit of the TBM seats a pair of flying crew. According to Flying Magazine, even in the standard configuration, the cockpit is provided with a generous suite of avionics and equipment. It features an (EFIS), (TCAS), (TAWS), dual / systems, dual, dual, and full cockpit instrumentation for both positions.
Pilots can enter the cockpit either from the main cabin or via a small pilot's door on the left hand side, forward of the wing; in a cargo configuration, the pilot's door eliminates the need to clamber over the cargo payload. The pilot's door is an optional extra, and is not installed upon all aircraft. From the TBM 700B onwards, an enlarged cabin entry door was introduced, which later became standard upon subsequent models. The TBM 900 model features several ergonomic improvements within the cockpit, increasing both simplicity and automation. A new single power lever integrates the power, propeller and condition lever controls. Various switches and controls, such as some formerly present upon the overhead panel, have been eliminated.
The electrical system is powered by a single main, which is supplemented by a belt-driven. On the TBM 900, electrical load distribution changes enable the Garmin G1000 to power up in sync with the switch-on of the battery with little battery drain. The G1000 also has upgraded displays, including an ISA temperature deviation indication, integrated weather radar and MFD map, and automatic landing field elevation inputs to the pressurization controller. In a passenger configuration, the cabin of the TBM is typically fitted with highly finished interiors, often featuring luxury materials such as high quality.
The seats are certified for their for up to 20. From the TBM 850 onwards, a combined / was integrated into the cabin, being simpler and requiring less adjustment than the prior arrangement.
At cruise altitudes, the cabin of the TBM 900 is noticeably quieter than its predecessors; the reduction is due to the adoption of a new five-bladed propeller and the reduction of vibration levels via greater isolation between the engine and the airframe. Later built models are equipped with, which were developed by SOCATA primarily to reduce drag when flown at high angles of attack, such as during takeoffs, as well as to enhance the aircraft's aesthetics. The TBM 900 saw the adoption of a new five-bladed propeller, specially optimised by Hartzell based upon airflow simulations conducted of the TBM's forward section. According to SOCATA, Hartzell's selection over a similar advanced counterpart from MT-Propeller was made due to the former raising the cruise speed by around 3 to 5 kts (5.5 to 9 km/h).
In October 2017 Daher advertised that the design had a 60 US gal (230 l) fuel burn and 213—228 maintenance cost per flight hour. Variants. Cabin of a TBM 850 in 6-seat configuration TBM 700A Initial production version with one Pratt & Whitney Canada PT6A-64 turboprop engine.
Rotw And The 700
TBM 700B Variant with wide entrance door, increased maximum zero fuel weight and other improvements. TBM 700C1 Improved version with rear unpressurised cargo compartment, reinforced structure, new air conditioning system and other improvements. TBM 700C2 C1 with increased maximum takeoff weight.
TBM 700N Initial production name of the TBM 850. TBM 850 Higher-performance version fitted with a Pratt & Whitney Canada PT6A-66D engine, rated at 850 hp in flight (700 hp at take-off). TBM 850 G1000 TBM 850 with a G1000 Integrated Flight Deck and a fuel tank extension modification. TBM 850 Elite Updated version of the TBM 850, including four cabin seats in a forward-facing configuration, allowing for an increased cargo area aft of the cabin. A TBM 900 with a five-blade propeller Improved version of the TBM 850 with various aerodynamic refinements, including winglets and a redesigned induction system. Maximum cruise speed increased to 330 (611 km/h) at FL310. Range of 1,730 (3,204 km)—with 45-minute standard IFR reserves—at 252 kn (466.7 km/h) and 37 gph (140 l/h), or 1,585 nmi (2,935.42 km) at 290 kn (537 km/h).
The previously optional Hartzell five-blade carbon fiber propeller is now standard, increasing performance and decreasing cabin noise. TBM 910 New version introduced in April 2017, with the upgraded avionics suite. TBM 930 New version introduced in April 2016, with upgraded interior and avionics, including the touchscreen avionics suite. The TBM 930 is offered alongside the 900 and has not replaced it in the line-up. Production By June 2018, the TBM fleet had logged a combined 1.6 million flight hours. By July 2018, 900 aircraft had been delivered. Production (, as of 31 December 2017):.
TBM 700 – 324 built between 1990 and 2005. TBM 850 – 338 built between 2006 and 2013. TBM 900/910/930 – 217 built:. TBM 900 – 114 built between 2014 and 2016. TBM 910 – 29 built since 2017.
TBM 930 – 74 built since 2016. Operators. A French Air Force TBM 700. Note the small door aft of the wing Since its introduction, around 30 have served in and in October 2018, 17 were still used for the role in 10 companies, mostly in the USA, among a global fleet of 900. In 2017, 57 units were shipped. Daher claims direct operating costs are $2.48 per nautical mile. The aircraft is used by both private individuals, corporations and charter and hire companies.
Military operators France. – 15 in service (2016). (ALAT) – 8 in service (2016). Accidents and incidents On 5 September 2014, a TBM 900 (registered N900KN) was found flying with an apparently unconscious pilot over South Carolina in the eastern United States. Pilots of fighter aircraft that to trail the TBM 900 observed that the windows were frosted over.
The aircraft reportedly crashed in the sea 14 miles northeast of, Jamaica, on the country's northeast coast. Specifications (TBM 900). Interior view of a TBM cabin Data from TBM General characteristics. Crew: one or two pilots. Capacity: four to six occupants, including pilots.: 636 kg (1,403 lb) (max). Length: 10.736 m (35.22 ft).: 12.833 m (42.10 ft).
Height: 4.355 m (14.29 ft). Wing area: 18 m² (193.75 sq ft ).: 2,097 kg (4,629 lb).: 3,353 kg (7,394 lb). Usable fuel: 291 US gal. / 1,100 liters.: 1 × A-66D, 634 kW (850 hp) Performance.: 611 km/h (330 knots) FL280.: 467 km/h (252 knots) Long Range Cruise FL310.: 3,304 km (1,730 nmi) Long Range Cruise FL310.: 9,450 m (31,000 ft).: 208 l/h (55.0 USG/h), 164 kg/h at 320 kn (590 km/h) TAS, FL310, normal cruise, 6300 lbs (2858 kg). Time-to climb to 31,000 ft.: 18 min.
45 sec See also Related development. Aircraft of comparable role, configuration and era.
References Citations. ^ (Press release). July 23, 2018.
Business & Commercial Aviation. Aviation Week Network. ^ McClellan April 2003, p. Durden, Rick (12 March 2014). Retrieved 15 March 2014. ^ Simpson, Rob.
'TBM 850: EADS Socata challenges the Very Light Jets'., February 2006, Vol 70 No 2, pp. 28–31. McClellan April 2003, pp. ^ McClellan April 2003, p. ^ Taylor 1988, p.
McClellan April 2003, pp. ^ McClellan April 2003, p. (Press release). 17 January 2008. Archived from on 2 April 2016. Retrieved 9 March 2008.
^ (PDF) (Press release). 12 March 2014. Archived from (PDF) on 16 March 2014. ^ George, Fred., 22 May 2014. ^ (Press release). June 11, 2018. McClellan April 2003, pp.
^ Jackson 2003, p. ^ McClellan April 2003, p. Sarsfield, Kate (23 April 2012).
London: Reed Business Information. Retrieved 23 April 2012. Mac McClellan (June 2014). Sport Aviation: 76. Bertorelli, Paul (4 April 2016). Retrieved 5 April 2017. Grady, Mary (6 April 2016).
Retrieved 7 April 2016. Grady, Mary (7 April 2016).
Retrieved 8 April 2016. Kate Sarsfield (16 Oct 2018).
^ Craig Hoyle (2016). Botelho, Greg. Retrieved 8 September 2014. Whitefield, Mimi; Charles, Jacqueline. The Miami Herald. Retrieved 8 September 2014. Aircraft owners and pilots association.
January 2012. January 15, 2017. Bibliography.
Hello All,I already sought help for this issue on the Mac forum, but no luck. I've been told that a Mac flier from the ROTW group participates here, so I thought I'd see if he (or anyone else) might be able to help me through this.I'm trying to load up the TBM700 Socata for Mac, but whenever I select the aircraft I receive the error message 'Subsytem is not registered (tbmf)' and Fly2 quits. I've checked that I have the correct (Mac) version, have unstuffed all parts correctly, and placed the Dll's where they're supposed to go (at least according to other Mac users who have succesfully gotten this plane running). I even downloaded the file again to make sure my original wasn't corrupted somehow. I run a dual processor Power Mac 876, OS10.2.2 Any advice to help me get up and flying this plane would be appreciated, thanks!Best,Joel.
Joel,I had the same problem and error message you had with my first installation of the Socata. I found the solution, and just to confirm, I've been able to reproduce the problem with identical results 'Subsystem not registered'.The 3 dll's are compressed.
You need to use Stuffit Expander to uncompress them and move them into your Modules/Mac folder. Make sure to remove all the compressed dll's from that folder after unstuffing them.
Rich@KLEWBeige G3 233 MHz DT rev.1 G4 400 MHz NewerTech upgrade OS 9.2.2 /Jaguar384 MB RAM ATI Radeon Mac (PCI) Thrustmaster FCS/WCS.