TBM 910 2-TBMI, delivered in 2017, at Gloucestershire Airport, England, in July 2017. · Photo: James, CC BY-SA 2.0, via Flickr
Daher · Turboprop
TBM 910
The G1000 NXi member of the TBM 900 series, sold 2017–2023 alongside the touchscreen TBM 930 and 940.
The TBM 910 flies like a TBM 940 for about $1 million less at today's asking prices. You give up autothrottle and emergency autoland, not speed. Four passengers can go about 1,300 nm, but the cabin is small and has no standard toilet.
Buy it if
You fly yourself or hire one pilot, carry two to four people 300 to 1,200 nm at a time, want jet-like speed for less than a jet costs to run, and prefer Garmin's knob-and-button cockpit to touchscreens.
Skip it if
You regularly fill all six seats with bags, need a proper enclosed toilet or room to stand, or want the autothrottle and emergency autoland that later TBMs offer. A Pilatus PC-12 or TBM 940 fits those needs better.
Biggest compromise
Payload and cabin. With full tanks a typical 910 carries about 700 to 890 lb including the pilot, so long trips mean fewer people or less fuel.
The numbers that matter
Purchase price
$3.3M–$3.5M
guide value (AeroGurus and AircraftCostCalculator)
What it costs per year
$576K
at 300 hrs · one professional pilot
How far it flies
1,730 nm
1,100–1,300 nm with passengers
How fast
330 kt
high-speed cruise
Seats
4
4 typical, 5 maximum
Pilots needed
1
Certified for one pilot; insurers expect type-specific initial and yearly recurrent training.
Price
What one costs to buy
Guide value
$3.3M–$3.5M
Other sites
Priced vs call
with a price / call for price
Two of four 910s listed in September 2026 show prices: $3.3M for a 2018 with 1,625 hours and $3.4M for a one-owner 2019.
Price vs its family and alternatives
Scroll to explore · select a jet for details
TBM 910 · This aircraft
$3.3M–$3.5M guide
Guide value, not a listed asking price.
Sits between the TBM 900 and the TBM 930.
For sale now
None listed right now
Cost to own
What it costs per year to run
300hours / year
Per year
Per flight hour
Estimate — your operator will quote actual numbers.
Fuel, airframe maintenance and engine hourly program rise as you fly more. One professional pilot, recurrent training, hangar, insurance and maintenance tracking software stay the same however much you fly.
Where the money goes
Partial estimate- One professional pilot$158,52528%
- Recurrent training$9,0752%
- Hangar$24,2004%
- Insurance$19,2983%
- Maintenance tracking software$8,5251%
- Fuel$156,48927%
- Airframe maintenance$119,70021%
- Engine hourly program$80,10014%
One professional pilot is the biggest single cost at 28% of the total.
The JetGrade
72 out of 100 — Slightly above its class
Peer group: TBM 930, TBM 940, Pilatus PC-12 NG, Piper M600, Epic E1000
Seven categories at a glance
- - - 70 = typical— This aircraft
Strongest on speed & trip time, weakest on cabin & passenger comfort.
Grades are editorial opinions about the model, not any specific aircraft. Sponsors and affiliates have no input. Reviewed 2026-09-30.
Where it flies
Sample trips and reach
Typical trips on a map
Nonstop
Depends on weight or weather
Fuel stop likely
4 of 6 sample trips are comfortable nonstops.
Sample flight times
- 1.1 hr
Carlsbad → Las Vegas
205 nm · Short hop, well within range
- 2.5 hr
Carlsbad → Aspen
625 nm · Mountain airport; plan for weather and terrain
- 3.0 hr
Santa Ana → San José del Cabo
765 nm · Comfortably nonstop with four aboard
- 3.5 hr
Teterboro → West Palm Beach
900 nm · Nonstop with four aboard and reserves
- 4.9 hr
Dallas → Teterboro
1,190 nm · Nonstop at economy cruise; strong headwinds add a stop
- 7.7 hr
Carlsbad → Teterboro
2,100 nm · One stop, typically mid-continent
Lineage
What came before and after
2017–2023
TBM 910
Same airframe with the Garmin G1000 NXi key-and-knob cockpit.
From 2026
TBM 980
Newest TBM, listed at $5.82 million in 2026.
What changed from the TBM 900
- Garmin G1000 NXi replaces the G1000: faster processors, sharper screens and a moving map in the heading display.
- Wireless database loading and support for Garmin's Flight Stream link to tablets.
- Stick shaker with underspeed protection added for the 2017 model year.
- Redesigned seats, more USB charging ports and an optional privacy toilet compartment.
- From the 2020 model year, automatic icing detection switches on the ice protection.
- Same 850 shp engine, airframe and propeller, so speed and range are unchanged.
Size and cabin
How big it is, inside and out
Outside
Silhouette · scaled to length
Length
Wingspan
Height
Inside the cabin
Cabin length
Width
Height
Compare
How it stacks up
This aircraft
TBM 910
- JetGrade
- 72
- Price
- $3.3M–$3.5M guide
- Cost per year
- $576K
- Range
- 1,730 nm
- Speed
- 330 kt
- Seats
- 4
- Cabin length
- 13′ 3″
- Pilots
- 1
- Years built
- 2017–2023
← Before
- JetGrade
- 74
- Price
- $3.04M–$3.12M guide
- Cost per year
- $542K
- Range
- 1,730 nm
- Speed
- 330 kt
- Seats
- 4
- Cabin length
- 13′ 3″
- Pilots
- 1
- Years built
- 2014–2016
Alternative
- JetGrade
- 71
- Cost per year
- $574K
- Range
- 1,730 nm
- Speed
- 330 kt
- Seats
- 4
- Cabin length
- 13′ 3″
- Pilots
- 1
- Years built
- 2019–2022
Alternative
- JetGrade
- 79
- Price
- $4.42M
- Cost per year
- $524K
- Range
- 1,830 nm
- Speed
- 280 kt
- Seats
- 6
- Cabin length
- 16′ 11″
- Pilots
- 1
- Years built
- 2008–2020
- TBM 940 instead: Same airframe and speed with a G3000 touchscreen cockpit, autothrottle and automatic de-icing, plus emergency autoland from 2020; asks run about $4.2M to $4.4M.
- TBM 900 instead: The same airframe and 330 knots, built 2014 to 2016, for about $3.0M; many have been upgraded to the same G1000 NXi cockpit.
- Pilatus PC-12 NG instead: Slower at about 280 knots, but a far bigger cabin with an enclosed toilet, a cargo door and seats for up to nine passengers.
Gold marks the best figure in each row.
Owning one
What to know before you buy
Engines & inspections
1 × Pratt & Whitney Canada PT6A-66D · 850 shp each
No APUEngine hours until overhaul
- 200-hour or annual inspection · 200 hr
- Flap actuator directive checks · 400 hr
- Engine hot section inspection · 1,750 hr
- Engine overhaul · 3,500 hr
- Propeller overhaul · 3,600 hr
- Ten-year inspection every 120 months
Pratt & Whitney Canada's pay-per-hour plan and JSSI both cover this engine. None of the 910s listed in September 2026 advertised enrollment, so ask before you offer.
Known issues
Engine overhaul cost exposure
Without a pay-per-hour plan, the 3,500-hour overhaul is a large bill; none of the September 2026 listings advertised enrollment.
Flap actuator wear
A 2025 directive requires flap actuator lubrication and play checks every 400 hours or 12 months until new drive nuts are fitted.
Landing gear barrel cracks
A September 2026 European proposal targets cracks in certain main landing gear barrels; check the barrel serial numbers.
Pre-buy checklist
0 of 10 checked
Daher and about 70 authorized service centers support the TBM worldwide, and Pro Pilot's 2026 survey ranked TBM first for turboprop product support. Garmin supports the G1000 NXi cockpit.
Review
The full review
Strengths
- Up to 330 knots at 28,000 ft, as fast as the TBM 930 and 940 that cost more.
- Flies up to 1,730 nm with one pilot aboard, or about 1,300 nm with four passengers and reserves.
- Clears a 50 ft obstacle in 2,380 ft at full weight and is approved for grass runways.
Limitations
- No autothrottle or emergency autoland; Daher offers those only on touchscreen TBMs such as the 940 and 960.
- Cabin only 4 ft tall and 3 ft 11 in wide, with no standard toilet.
- Full tanks leave roughly 700 to 890 lb for people and bags, pilot included.
The TBM 910 is Daher's knob-and-button version of its fast single-engine turboprop. Launched in April 2017, it shares its airframe, 850 shp Pratt & Whitney Canada PT6A-66D engine, five-blade Hartzell propeller and winglets with the TBM 900 it replaced, but swaps the original Garmin G1000 for the faster G1000 NXi. Daher sold it beside the touchscreen TBM 930 and later the TBM 940 as the lower-priced choice. Industry shipment reports count about 73 built, most in 2017 and 2018, with the last delivered in early 2023.
Pilot's take
Pilots describe the 910 as a TBM 900 with a better Garmin panel. The single power lever, automatic engine start and automatic pressurization keep workload manageable for one pilot, and some pilots prefer the G1000 NXi's physical keys and knobs to touchscreens, especially in turbulence. The aircraft demands respect at low speed: adding power quickly produces a strong roll to the left, which is why training standards stress go-arounds. Underspeed protection and the stick shaker help, but there is no autothrottle to manage power for you. Plan fuel carefully on long legs with a full cabin.
Who this is for
Owner-pilots with 1,000 or more hours, and owners with one hired pilot, who fly 150 to 400 hours a year on 300 to 1,200 nm trips with two to four passengers and a budget near $3.5 million.
Ask about this aircraft
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