Six-seat pressurized turboprop with autothrottle and Autoland · Single-engine turboprops · production 2019–2021 · See its reach on the 3D globe
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A Daher TBM 940 costs approximately $3.97m (€3.68m) to $4.75m (€4.4m) to buy at 2021 market values, and about $195k (€180k) a year to own flying 80 hours, roughly $2,435 (€2,255) per flight hour all-in. It seats 6, cruises at 330 kt (380 mph) and has a published range of 1,730 nm (3,204 km), needing about 2,382 ft (726 m) of runway. Figures are indicative planning estimates compiled 2026-07, not a quote for any specific airframe.
The TBM 940 added autothrottle and Garmin's Autoland to the TBM formula, making one of the fastest owner-flown turboprops also one of the easiest to manage single-handed at high workload. Owners buy it to cover long legs quickly with airline-like dispatch. The trade is running cost: at those speeds the PT6 drinks fuel, and premium maintenance plus a short production run before the FADEC 960 mean it is uneconomic at low utilisation. It suits high-time owner-pilots who fly enough to amortise the speed.
The TBM 940 is a fast, pressurised single-engine turboprop in the TBM 700 certification family. The current FAA type-certificate sheet supports its certified weight, usable fuel, ceiling and engine identity; it does not support every performance figure repeated in secondary summaries, which is why this review keeps the mission case separate from unsourced payload or landing claims.
Engine and propeller programme status, recurrent training, pressurisation, de-ice systems, avionics support and insurance conditions determine the ownership burden. High cruise performance compresses decision time, so an owner-flown plan needs current instrument proficiency and a disciplined weather and automation policy as well as financial reserves.
A highly current owner-pilot flying frequent regional sectors can benefit from the combination of turbine reliability, pressurisation and speed when qualified TBM support is available.
Low-time or low-utilisation buyers, and operators whose policy requires two engines, should use a slower step-up aircraft, a twin or managed transport instead of forcing the TBM into the wrong operating model.
First-party reference values for this model. They are shown separately from PlaneFit planning estimates and do not enter Finder or cross-model rankings until each field is normalised across the catalogue.
| Maximum takeoff weight | 3,354 kg |
|---|---|
| Usable fuel | 1,105 L |
| Certified ceiling | 31,000 ft |
| Engine | Pratt & Whitney Canada PT6A-66D turboprop |
Indicative planning data, compiled 2026-07. Verify against the AFM and records.
| Seats | 6 |
| Realistic payload with mission fuel | 606 lb (275 kg) |
| Published planning range | 1,730 nm (3,204 km) |
| Practical planning radius (4 people) | 1,159 nm (2,146 km) |
| Cruise speed | 330 kt (380 mph) |
| Runway need | ~2,382 ft (726 m) |
| Landing gear | Retractable tricycle |
| Pressurised | Yes |
| Fuel | Jet A-1 |
| Fixed annual base | $119k (€110k) |
| Direct cost per flight hour | $950 (€880) |
Very fast and technologically advanced, but high-speed fuel flow and premium maintenance make short annual utilization uneconomic.
Indicative cash costs at 2021 market values, before financing, depreciation and tax. The fixed base is the same whether the aircraft flies or not, so the effective hourly cost falls as utilisation rises.
| Annual use | Annual cash cost | Effective cost / h | Five-year cash outlay |
|---|---|---|---|
| 40 h / year | $157k (€145k) | $3,920 (€3,630) | $5.1m (€4.72m) |
| 80 h / year | $195k (€180k) | $2,435 (€2,255) | $5.29m (€4.9m) |
| 120 h / year | $233k (€216k) | $1,940 (€1,797) | $5.48m (€5.07m) |
| 180 h / year | $290k (€268k) | $1,610 (€1,491) | $5.77m (€5.34m) |
Every figure above is built from a $119k (€110k) fixed annual base, covering hangarage, insurance, scheduled maintenance reserves and recurring airworthiness costs, plus $950 (€880) per hour flown for fuel, reserves and consumables. It is a planning model for comparing aircraft and testing utilisation, not a maintenance programme quote, insurance quote or pre-buy assessment.
Older examples add calendar-driven maintenance: a 2011-built airframe is estimated at $219k (€203k) per year at 80 hours. Airframe and engine time, maintenance and damage history, avionics, equipment, geography and tax treatment move a real transaction further than the model year does, so price the aircraft in front of you, not the model. A cheaper example carrying deferred maintenance can be the more expensive aircraft once the first annual inspection is complete.
Daher TBM 940 cost guide answers the same figures as standalone purchase and ownership questions, and the ownership cost calculator lets you replace these assumptions with your own hours and fixed costs.
On top of a pilot certificate, this aircraft obliges the person flying it to hold the following. Each one is time and money before the first trip, and insurers usually attach their own minimums on top.
US requirements under 14 CFR 61.31, stated for orientation and not as advice. PlaneFit is not an aviation authority or a training organisation. Other authorities set different rules, and the current regulation and your instructor are what govern.
An indicative 2021 market price for a Daher TBM 940 is $3.97m (€3.68m) to $4.75m (€4.4m). This is a planning estimate normalised across the market, not a quote for a specific airframe. Condition, engine time remaining, avionics and damage history move the real number more than the model year does.
Flying 80 hours a year, a Daher TBM 940 works out at roughly $195k (€180k) annually, which is about $2,435 (€2,255) per flight hour all-in once fixed costs are spread across those hours. The direct cost per hour alone, covering fuel, reserves and consumables, is about $950 (€880).
Published range is 1,730 nm (3,204 km). With 4 people aboard and realistic reserves, plan on a practical radius of about 1159 nm rather than the brochure figure.
Beyond a pilot certificate, a Daher TBM 940 requires type rating, complex airplane endorsement and high-altitude training. 14 CFR 61.31(a) requires a type rating for any airplane above 12,500 lb maximum takeoff weight. Most owner-flown turboprops sit below it and the cabin-class types sit above, so this is the line that separates a checkout from a formal type course. PlaneFit does not store maximum takeoff weight, so check this type's certificated weight rather than assuming either way. These are US requirements and are stated for orientation; confirm them against the current regulation and an instructor.
Plan on approximately 2,382 ft (726 m) for take-off. Check this against the actual runway, surface, slope, temperature and loading, all of which extend the requirement.