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How to Buy a Socata TBM 700 / 850 / Daher TBM 900 Series: Buyer's Guide
A fast, pressurized single-engine turboprop that carries real loads at near-jet speeds, with a price range that runs from older 700s to new-generation 960s.
Updated October 2026 · Market data from 42 live fyiAero listings, the FAA registry and NTSB records
Overview
The TBM began as a Socata design and is now built by Daher. It has been in production since the early 1990s and set the template for the single-engine pressurized turboprop. Every version is a low-wing, retractable-gear airplane with a Pratt & Whitney Canada PT6A (or, on the newest model, a PT6E). The cabin is pressurized and seats the pilot plus up to five, and the airplane cruises fast enough to embarrass some light jets. The basic airframe has stayed recognizable for three decades. Engines, avionics, props and aerodynamics have changed enough that a 1991 TBM 700 and a 2022 TBM 960 are very different machines to own and fly.
There are 969 TBMs on the FAA registry, and fyiAero listings currently show 42 for sale. Model years run from 1991 to 2022. Asking prices range from $895,000 to $4,925,000, with a median of $1,960,000 and median airframe time of 2,350 hours. The TBM 850 is the most common model on the market, followed by the 700B, the 960 and the 700C2. So most buyers will be comparing mid-2000s airplanes rather than brand-new ones.
This guide covers how the generations differ, what moves price, what to look at hard during a pre-buy, and what it realistically costs to keep one flying.
Who it's for. The TBM fits an owner-pilot who regularly flies trips of several hundred to over a thousand miles with family or business passengers and wants to get over the weather in pressurized comfort. It is also a common step up from a piston single like a Cirrus SR22 or a Piper Malibu/Mirage. It is a single-pilot airplane, but a demanding one: it is fast, powerful and high-flying, and it gives little margin for sloppy energy management or icing decisions. Insurers know this. Expect them to require a recognized initial type course, often with recurrent training every year. Low-time pilots, or those without turbine or pressurized experience, may also have to fly with a mentor pilot for a set period. Get an insurance quote before you make an offer, because it can change whether the deal works.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| TBM 700 (700A) | 1990-1998 | The original airplane, with a PT6A-64, a smaller cargo door and analog or early-generation avionics. These are the lowest-priced entry into the type. Value depends heavily on engine time, avionics upgrades and corrosion history. |
| TBM 700B | 1999-2003 | Added a larger pilot-side entry door and cabin and systems refinements that make loading easier. Prices on fyiAero for 1999-2001 airplanes sit roughly in the low-to-mid $1 million range, depending on time and equipment. |
| TBM 700C1 / C2 | 2003-2005 | Brought structural and systems changes. The C2 adds a higher gross weight that meaningfully improves useful load. C2s draw a premium over earlier 700s because payload is the TBM 700's biggest limitation. |
| TBM 850 | 2006-2014 | Uses the PT6A-66D, which delivers more power in cruise for a significant speed gain, and Garmin G1000 became standard on later airplanes. It is the most-listed TBM on fyiAero and the core of the used market. G1000-equipped, later 850s (including Elite models) command the higher prices. |
| TBM 900 / 910 / 930 | 2014-2019 | Redesigned cowling and inlet, a five-blade composite prop, winglets and other aerodynamic cleanups improved speed, climb and cabin noise. The 910 uses Garmin G1000 NXi and the 930 uses touchscreen-controlled G3000, which creates a price gap between otherwise similar airframes. |
| TBM 940 / 960 | 2019-present | The 940 added automation such as autothrottle and automatic de-ice, and later airplanes offer Garmin emergency autoland. The 960 moves to the PT6E with electronic engine control and a new prop. These are the top of the market, with the newest listing on fyiAero asking $4,925,000. |
What a Socata TBM 700 / 850 / Daher TBM 900 Series costs to buy
20 priced listings on fyiAero right now ask between $895,000 and $4,925,000, with a median of $1,960,000 and a median of 2,350 hours total time. Against fyiEstimate, 10 are priced below estimate, 0 within range and 7 above.
- Airframe hours drive price more than any other single factor in fyiAero listings. The median ask is $3,400,000 under 1,000 hours, $2,949,500 at 1,000-2,000 hours, $1,995,000 at 2,000-3,000 hours, $1,650,000 at 3,000-5,000 hours and $1,207,500 past 5,000 hours.
- Do not lean too hard on year-by-year averages. Most model years have only one or two listings, so a single well-equipped or tired airplane skews the number. Mid-2000s airplanes on fyiAero range from about $1.6 million to $2.4 million.
- Price the engine separately. Time since overhaul, hot section status and enrollment in a Pratt & Whitney engine program can swing value by a large amount. An airplane on a program, with transferable coverage, is easier to sell later.
- The TBM 850 is the most-listed model, with 13 of the 42 airplanes for sale, so you have real comparables there. Compare several 850s by engine time, avionics package and damage history before settling on price.
- Avionics generation matters a lot. A 700 with original-style panels trades well below one upgraded to modern Garmin glass with a digital autopilot. Among newer airplanes, G1000 NXi versus G3000 also affects price.
- Budget for the pre-buy to find something. On a turbine, a borescope finding, a corrosion repair or a prop or gear item can easily run five or six figures, and that should be part of the price negotiation.
Average asking price by model year
Median asking price by airframe time
| 0–1,000 hrs | $3,400,000 | 3 listings |
| 1,000–2,000 hrs | $2,949,500 | 2 listings |
| 2,000–3,000 hrs | $1,995,000 | 7 listings |
| 3,000–5,000 hrs | $1,650,000 | 3 listings |
| 5,000+ hrs | $1,207,500 | 4 listings |
Pre-buy inspection checklist
Have a shop that knows the type do the pre-buy, and ask them to research every applicable AD and service bulletin. Pay particular attention to:
- Engine borescope, trend data and hot section history. The PT6 is the most expensive single component. Hot section condition, compressor wash records and engine trend monitoring data tell you whether overhaul is near or there is a hidden problem. Have a PT6-experienced shop do the borescope.
- Engine program status and logbook continuity. Confirm whether the engine is enrolled in a manufacturer or third-party program, what it covers, and whether it transfers. Gaps in records or unexplained component changes are a red flag on a turbine.
- Propeller overhaul status and blade condition. Hartzell props carry both hour and calendar overhaul limits. Composite blades need erosion and damage inspection, and an overdue overhaul is a significant cost.
- Landing gear, actuators and hydraulic system. The TBM uses hydraulically actuated gear with trailing-link mains, and these see hard use on short or rough fields. Check for leaks, actuator and pump condition, gear door rigging and any history of gear-up or hard landing events.
- Pressurization system and door seals. Run a cabin leak-down check and look at the outflow and safety valves, door seals and cabin structure. A tired system can mean expensive troubleshooting and can limit the airplane at altitude.
- Corrosion inspection of wing structure, flap tracks and belly. Older airframes, especially ones based near the coast, can have corrosion in the wing, flap mechanisms and lower fuselage. Have the shop open panels rather than just look at the paint.
- Ice protection: boots, prop heat and windshield heat. The TBM is certified for flight into known icing, and much of its usefulness depends on that system working. Check pneumatic boot condition, prop de-ice, and windshield heat and laminate for delamination or cracking.
- Fuel system and gauging. Check wing tank sealing, fuel quantity accuracy and the automatic tank-selection logic on airplanes so equipped. Fuel imbalance and leaks are known maintenance items.
- Damage history and AD/SB compliance research. Have the shop pull the full damage history and research all applicable ADs and service bulletins for the specific model and serial number. Compliance on flight controls, gear and engine items varies by airplane.
- Avionics, autopilot and environmental system function. Fly the airplane through a full autopilot workout, including coupled approaches. Also check that the air conditioning, bleed air and environmental controls work. Repairs to older avionics and autopilot components can be slow and costly.
Popular upgrades
- Garmin glass panel and digital autopilot retrofit (older 700s). Modern Garmin integrated panel and autopilot upgrades are the biggest value lever on early TBM 700s. They improve reliability and parts support and usually recover a good share of their cost at resale.
- Composite five-blade propeller conversion. Aftermarket five-blade composite props for earlier TBMs reduce noise and vibration and can help takeoff and climb. Buyers see it as a plus, especially when it comes with a fresh prop overhaul clock.
- Engine program enrollment or buy-in. Putting the engine on a program improves both financial predictability and marketability. Airplanes with transferable program coverage often sell faster and closer to the asking price.
- ADS-B, WAAS and datalink updates. These are now baseline expectations. Missing or outdated equipment becomes a negotiation point rather than a value-add.
- Interior and paint refurbishment. A fresh interior and paint help an older TBM show well and sell. Buyers still pay mainly for engine time, airframe time and avionics, so don't expect cosmetics to be recovered dollar for dollar.
Ownership costs
A TBM is a turbine airplane with turbine costs. Based on fyiAero's operating cost estimate, variable cost runs about $1,350 per flight hour. Fuel burn is about 75 gallons per hour, typical cruise is around 285 knots, and range is about 1,350 nm, which works out to about $4.29 per nautical mile. Flying 325 hours a year, a realistic all-in annual budget comes to about $644,258. Fixed costs alone, at the low end, run about $205,508 a year before you fly at all. That covers insurance, hangar, recurrent training, inspections, avionics subscriptions and financing or capital costs on an average pre-owned airplane priced around $2,250,874. The biggest swing factors are engine reserves or program fees, prop and gear overhauls, and your insurance rate, which depends heavily on your experience and training.
Safety record
NTSB records show 18 TBM accidents in the last 10 years, 6 of them fatal and 7 with the airplane destroyed. Against a registered fleet of 969, that is about 18.6 accidents and 6.2 fatal accidents per 1,000 aircraft over the decade. That is not alarming for a high-performance single flown mostly by owner-pilots in all weather, but the patterns are worth knowing. The recurring risk areas are loss of control at low speed, especially on go-arounds and balked landings, where a large power application produces strong torque and pitch-up. Others are icing encounters beyond what the system or the pilot can manage, and high-altitude, high-workload single-pilot operations where automation errors or poor energy management catch up with the pilot. Recognized initial training, annual recurrent training, disciplined automation use and conservative personal minimums are the best risk reducers. Most insurers will require them anyway.
Alternatives to consider
- Pilatus PC-12. Much bigger cabin, larger cargo door and better short- and rough-field manners, but slower, thirstier and considerably more expensive to buy.
- Piper M500 / M600 (PA-46 turbine). Lower purchase and operating costs with a similar cabin size, but noticeably slower and with less range and payload than comparable TBMs.
- Cirrus SF50 Vision Jet. Single-engine jet with a roomy cabin, a whole-airplane parachute and strong owner support, but shorter range and lower cruise altitudes than a TBM on most missions.
- Epic LT / E1000. Composite airframe with a big cabin and speed that competes with late TBMs, but a smaller fleet and a less established resale and service network.
- Beechcraft King Air C90. Twin-engine redundancy and a larger cabin, but slower, more expensive to maintain with two engines, and often harder to insure single-pilot.
Frequently asked questions
How much does a used TBM cost?
fyiAero listings currently show TBMs asking from $895,000 to $4,925,000, with a median of $1,960,000. Airframe hours drive price most: under 1,000 hours the median is $3,400,000, while past 5,000 hours it drops to $1,207,500.
What does it cost per hour to operate a TBM?
fyiAero's operating cost estimate puts variable cost at about $1,350 per hour, with fuel burn around 75 gallons per hour. At 325 hours a year, an all-in annual budget runs about $644,258.
How fast and how far does a TBM fly?
fyiAero's estimate uses a cruise speed of about 285 knots and a range of about 1,350 nm with up to five passengers. Actual numbers vary by model, with the newer 900-series and 960 being faster than early 700s.
What's the difference between a TBM 700 and a TBM 850?
The 850 uses a more powerful PT6A-66D that allows higher cruise power, so it is noticeably faster, and later 850s came with Garmin G1000. The 850 is also the most-listed TBM on fyiAero right now, so it is the easiest model to find comparables for.
Can a low-time pilot get insured in a TBM?
Often yes, but expect requirements such as a formal initial type course, recurrent training every year, and possibly time flying with a mentor pilot before going solo. Premiums drop as you build TBM time and turbine experience, so get a quote before you commit.
Is the TBM safe?
NTSB records show 18 accidents, 6 of them fatal, over the last 10 years against a U.S. fleet of 969, or about 18.6 accidents per 1,000 aircraft. Most serious accidents involve loss of control, icing or high-workload situations, and those risks are greatly reduced by structured training and conservative decision-making.
Socata TBM 700 / 850 / Daher TBM 900 Series for sale
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Prices, fleet and safety figures update automatically from fyiAero listings, the FAA aircraft registry and NTSB data. The editorial was written by fyiAero with AI assistance from that data and general type knowledge. It is not a substitute for a pre-buy inspection, title search or professional advice.
