Six-seat FADEC pressurized high-speed turboprop · Single-engine turboprops · production 2022–2025 · See its reach on the 3D globe
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A Daher TBM 960 costs approximately $4.34m (€4.02m) to $5.19m (€4.8m) to buy at 2023 market values, and about $210k (€194k) a year to own flying 80 hours, roughly $2,624 (€2,430) 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 960 brought FADEC single-lever power management to the line, smoothing the one remaining rough edge of flying a high-performance turboprop yourself. It is blisteringly fast for a single and superbly equipped. It was also superseded quickly by the TBM 980, and it remains an expensive aircraft to own, so used pricing turns heavily on the engine's remaining hot-section life and the completeness of its programmes. For the owner who wants the simplest possible turbine power management with TBM pace, it is a strong choice.
The TBM 960 is Daher’s current pressurised single-engine turboprop, integrating the PT6E powerplant, automated power management and a modern Garmin flight deck into a fast owner-flown transport. Daher publishes the model's performance and configuration. Its value is time saved across frequent regional sectors, but high cruise speed also compresses planning and decision time and demands disciplined recurrent training.
Engine and propeller programme choices, pressurisation, ice protection, avionics subscriptions, insurance and recurrent training create the standing cost. The planning model cannot see an individual aircraft's programme status or upcoming inspections. High-altitude operation and fast descents also make automation management, weather judgement and currency operational requirements rather than qualities inferred from the aircraft's certification.
Wealthy, highly proficient owner-pilots who want jet-like cross-country speed with the efficiency of a single turboprop.
Low-time pilots, or anyone easily overloaded by rapid avionics management. The high-speed, high-altitude environment leaves little room for error.
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 | 3,454 kg |
|---|---|
| Maximum payload | 656 kg |
| Usable fuel | 1,106 L |
| Landing distance | 741 m |
| Certified ceiling | 31,000 ft |
| Engine | Pratt & Whitney Canada PT6E-66XT with five-blade Hartzell Raptor propeller |
Indicative planning data, compiled 2026-07. Verify against the AFM and records.
| Seats | 6 |
| Realistic payload with mission fuel | 600 lb (272 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 | $130k (€120k) |
| Direct cost per flight hour | $1,004 (€930) |
One of the fastest owner-flown turboprops with simple power management, but it is costly and was superseded quickly by the TBM 980.
Indicative cash costs at 2023 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 | $170k (€157k) | $4,244 (€3,930) | $5.56m (€5.15m) |
| 80 h / year | $210k (€194k) | $2,624 (€2,430) | $5.76m (€5.34m) |
| 120 h / year | $250k (€232k) | $2,084 (€1,930) | $5.96m (€5.52m) |
| 180 h / year | $310k (€287k) | $1,724 (€1,597) | $6.27m (€5.8m) |
Every figure above is built from a $130k (€120k) fixed annual base, covering hangarage, insurance, scheduled maintenance reserves and recurring airworthiness costs, plus $1,004 (€930) 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 $234k (€217k) 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 960 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 2023 market price for a Daher TBM 960 is $4.34m (€4.02m) to $5.19m (€4.8m). 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 960 works out at roughly $210k (€194k) annually, which is about $2,624 (€2,430) 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 $1,004 (€930).
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 960 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.
Direct comparisons against the models buyers most often weigh against this one.