TBM 930 N930DH at Gloucestershire Airport, England, in January 2019. · Photo: James (Flickr), CC BY-SA 2.0, via Wikimedia Commons
Daher · Turboprop
TBM 930
Second TBM 900-series version, sold alongside the TBM 910 between the TBM 900 and TBM 940.
For about $3.3M to $3.9M, the 930 delivers 330 kt, about 1,290 nm with four adults and a modern touchscreen cockpit flown by one pilot. The trade-offs are a small cabin, about $600,000 a year with a hired pilot, and a large engine overhaul.
Buy it if
You fly yourself or hire one pilot, usually carry two to four people 300 to 1,200 nm, want to cruise at 330 kt above most weather, and prefer a newer touchscreen Garmin cockpit.
Skip it if
You need to fill all six seats with full tanks, want a standard enclosed lavatory, need room to stand up, or need autothrottle and automatic de-ice, which arrived with the TBM 940.
Biggest compromise
Cabin and payload. The cabin is 4 ft tall and just under 4 ft wide, and with full tanks an equipped 930 carries about 690 lb after a 200 lb pilot.
The numbers that matter
Purchase price
$3.44M–$3.91M
guide value (PlanePhD (March 2026))
What it costs per year
$600K
at 300 hrs · one professional pilot
How far it flies
1,730 nm
1,100–1,290 nm with passengers
How fast
330 kt
high-speed cruise
Seats
4
4 typical, 5 maximum
Pilots needed
1
Certified for one pilot; many are owner-flown, and insurers expect formal TBM training every year.
Price
What one costs to buy
Guide value
$3.44M–$3.91M
Other sites
Priced vs call
with a price / call for price
Two of four 930s for sale show asks, $3.295M and $3.399M. PlanePhD values a typical 930 near $3.44M and a 2018 model near $3.91M.
Price vs its family and alternatives
Scroll to explore · select a jet for details
TBM 930 · This aircraft
$3.44M–$3.91M guide
Guide value, not a listed asking price.
Sits between the TBM 910 and the PC-12 NG (/47E).
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, engine program and propeller reserve and trip costs rise as you fly more. One professional pilot, recurrent training, hangar, insurance and subscriptions and databases stay the same however much you fly.
Where the money goes
- One professional pilot$140,00023%
- Recurrent training$9,0002%
- Hangar$24,0004%
- Insurance$27,5005%
- Subscriptions and databases$9,0002%
- Fuel$173,19629%
- Airframe maintenance$119,70020%
- Engine program$80,10013%
- Propeller reserve and trip costs$17,5003%
Fuel is the biggest single cost at 29% of the total.
The JetGrade
71 out of 100 — Slightly above its class
Peer group: TBM 910, 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
3 of 6 sample trips are comfortable nonstops.
Sample flight times
- 1.0 hr
Carlsbad → Las Vegas
205 nm · Short hop, well within range
- 2.3 hr
Carlsbad → Aspen
625 nm · Mountain airport; summer heat and weather matter
- 2.7 hr
Santa Ana → San José del Cabo
765 nm · Nonstop with four aboard; international arrival
- 3.5 hr
Teterboro → West Palm Beach
900 nm · Nonstop with four aboard at normal cruise
- 5.1 hr
Dallas → Teterboro
1,190 nm · Nonstop only at economy cruise; winds decide
- 8.0 hr
Carlsbad → Teterboro
2,100 nm · One stop, typically mid-continent
Lineage
What came before and after
2016–2019
TBM 930
Garmin G3000 touchscreen cockpit with stability and underspeed protection.
From 2025
TBM 980
Latest version, approved in Europe in December 2025.
What changed from the TBM 900
- Garmin G3000 with three 12-inch screens replaces the TBM 900's G1000 cockpit.
- Two touchscreen controllers handle radios, flight plans and checklists.
- Electronic stability protection, emergency descent mode and angle-of-attack underspeed protection.
- New seats; 2017 models added front-seat airbags and high-power USB ports.
- 2018 models added runway-awareness alerts, a newer tablet link and heated seats.
- Engine, airframe, weights and speed carried over unchanged from the TBM 900.
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 930
- JetGrade
- 71
- Price
- $3.44M–$3.91M guide
- Cost per year
- $600K
- Range
- 1,730 nm
- Speed
- 330 kt
- Seats
- 4
- Cabin length
- 13′ 3″
- Pilots
- 1
- Years built
- 2016–2019
← 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
After →
- 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
- 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
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 910 instead: Same airframe, engine and speed, with Garmin's G1000 NXi knob-and-key cockpit for pilots who prefer buttons to touchscreens.
- TBM 940 instead: Adds autothrottle, automatic ice protection, redesigned seats, better cabin insulation and more power outlets to the same basic airplane.
- Pilatus PC-12 NG instead: Slower at about 280 kt, but a far larger cabin, a big cargo door, an enclosed lavatory option and much more payload.
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
- Flap actuator directive · 400 hr
- Engine overhaul · 3,500 hr
- Annual inspection every 12 months
Some 930s for sale are enrolled in Pratt & Whitney Canada's pay-per-hour engine plan. Without it, price the next engine overhaul into any offer.
Known issues
Engine overhaul cost exposure
Engines not on a pay-per-hour plan face a large overhaul bill around 3,500 hours; the factory price is not published.
Flap actuator wear
A 2025 directive requires flap actuator lubrication and play checks every 400 hours or 12 months until new nuts are fitted.
Oil cooler duct icing
A 2021 directive fixed oil cooler duct fins that could ice up and shut the engine down; confirm compliance.
Pre-buy checklist
0 of 10 checked
Daher supports the TBM 900 series through factory service centers, including Pompano Beach, Florida, and a network of authorized shops.
Review
The full review
Strengths
- Cruises at 330 kt (380 mph) at 28,000 ft on one engine, as fast as some small jets.
- Flies about 1,290 nm with four adults and instrument-flight fuel reserves, according to Daher.
- Garmin G3000 cockpit with three 12-inch screens and touch controllers, plus stability and underspeed protection.
Limitations
- About 690 lb of payload after a 200 lb pilot with full tanks, so a full cabin means shorter legs.
- Cabin is 4 ft tall and 3 ft 11 in wide, with no lavatory as standard.
- About $600,000 a year at 300 hours with a hired pilot, or roughly $2,000 per flight hour.
The TBM 930 is the 2016–2019 version of Daher's fast single-engine turboprop and the first TBM with Garmin's G3000 touchscreen cockpit. It shares its airframe, 850 shp Pratt & Whitney Canada PT6A-66D engine, five-blade composite propeller and winglets with the TBM 900 it replaced, and it was sold alongside the TBM 910, which kept Garmin's knob-and-key G1000 NXi. The TBM 940 took over in 2019 with autothrottle and automatic ice protection.
Pilot's take
The 930 flies like the rest of the TBM 900 series: quick to climb, stable at altitude and busy at low speed, where 850 shp on a light airframe demands attention to torque and rudder. The G3000 changes the workload more than the handling. Touch controllers take practice, but flight plans, approaches and checklists become easier to manage once they are familiar. Electronic stability protection and underspeed alerts add useful margins. Plan descents early, since the airplane holds its speed, and treat yearly recurrent training as part of the purchase price.
Who this is for
An experienced owner-pilot, or an owner with one hired pilot, who flies 150 to 400 hours a year with two to four people and wants near-jet speed with a newer glass cockpit for under $4M.
Ask about this aircraft
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