SR22T to TBM: Turboprop Training, Insurer Requirements, the Cost Delta and Financing the Step-Up
For SR22T owners who fly long legs with one to four people aboard and want turbine speed and altitude, and who need to know what the training, the insurer and the lender will ask of them.
The Daher TBM is the speed-first step up from an SR22T: a six-seat, pressurized single-engine turboprop that has been in production since the TBM 700 first flew in 1988. The current TBM 960 lists a maximum cruise of 330 knots and a 31,000-foot maximum operating altitude, per Aviation Week. Most SR22T owners enter the family through a used TBM 700, 850 or 900-series airplane rather than a new one. This page covers the transition: training, insurance, the cost gap and financing the step. For the airplane you're leaving, see the SR22T model page and the SR22T cost of ownership.
Is a TBM the right step up from an SR22T?
The case for a TBM is trip time and altitude with a small group. SR22T owners who regularly fly 700 miles or more, who fight weather at 17,000 feet on oxygen, or who want the reliability and Jet-A availability of a PT6 are the typical buyers. If you often fly five or more people or need cargo room and rough-field performance, the SR22T to PC-12 step fits better. If you want to stay with Cirrus and CAPS, see SR22T to Vision Jet. The piston M-class route is covered in M350 to M700.
Keep the SR22T if most trips are under 500 miles, you fly under about 100 hours a year, or you aren't prepared to train formally every year. At low utilization a TBM's fixed costs, not its fuel, set the hourly cost.
| Item | Cirrus SR22T | Daher TBM |
|---|---|---|
| Engine | 315 hp Continental TSIO-550-K piston | Pratt & Whitney PT6 turboprop: PT6A-64 (700 shp) on the TBM 700, PT6E-66XT on the TBM 960 |
| Landing gear | Fixed | Retractable |
| Cabin | Unpressurized, oxygen at altitude | Pressurized; TBM 960 maximum operating altitude 31,000 ft |
| Maximum takeoff weight | 3,600 lb | 7,615 lb (TBM 960) |
| Fuel | 100LL | Jet-A |
| Airframe parachute | CAPS | None |
| Flight deck | Cirrus Perspective (Garmin) | Varies by year and retrofit; late models use Garmin flight decks with autothrottle and emergency Autoland |
Training: what an SR22T pilot adds for a TBM
| Requirement | Needed? | Notes |
|---|---|---|
| Instrument rating | Already held by most SR22T owners | Insurers expect it. |
| High-performance endorsement | Already held | The SR22T's 315 hp engine required it. |
| Complex endorsement | Usually new | 14 CFR 61.31(e): retractable gear, flaps and a controllable-pitch propeller. The SR22T has fixed gear. |
| High-altitude endorsement | New | 14 CFR 61.31(g): pressurized aircraft with a service ceiling or maximum operating altitude above 25,000 ft. |
| Type rating | No | Turboprop at or below 12,500 lb. |
| Formal initial course | Insurer-driven | TBM specific, often simulator-based, sometimes followed by training in your own airplane. |
| Mentor-pilot period | Often | The underwriter sets hours and conditions. |
| Annual recurrent | Expected | Carried as a fixed cost in the table below. |
| Medical | Plan on a medical certificate | BasicMed has covered aircraft up to 12,500 lb since November 2024, but it limits flights to 18,000 ft MSL and 250 knots. |
What's genuinely new for a Cirrus pilot:
- A lot of power in a light airframe. Torque and P-factor on takeoff and go-around, and much higher speeds on every leg of the pattern, are the skills training spends the most time on.
- Turbine engine management. Torque, ITT and gas-generator speed replace manifold pressure and TIT. The TBM 960's PT6E adds electronic engine and propeller control with a single power lever. On earlier TBMs, start technique matters because a hot start can mean a costly engine inspection.
- Retractable gear. New for most SR22T pilots, and the reason for the complex endorsement.
- No parachute. CAPS has been your last resort. In a TBM, engine failure means a glide to a suitable field, so engine-out drills and glide planning from the flight levels become central.
- Pressurization and the flight levels. Cabin controls, rapid-decompression procedures, oxygen use and, from FL290, RVSM airspace. Confirm the airplane's RVSM status before you buy.
- Ice protection. Boots, heated surfaces and the limits for your specific airplane.
Your Garmin habits help. Late TBMs use Garmin flight decks, so the jump in avionics is smaller than the jump in airplane. On older TBM 700s the panel depends on what previous owners installed, and that affects both training and value.
Insurance: the step that shapes the deal
Underwriters condition a TBM policy on total time, retractable time, turbine time and time in type. A first-time turbine owner should expect a required initial course, a mentor-pilot period, possible restrictions until those conditions are met, and annual recurrent training as a condition of renewal. The piston market gives context but not a TBM price. BWI reports that experienced SR22 owners with transition training often pay $3,500 to $7,500 a year, and its Q1 2026 sample of Cirrus renewals showed a median change of −25% (BWI). We have no verified 2026 TBM premium benchmark, so this page's $16,000 for a TBM 700 is an assumption. A later TBM with a hull value two or three times higher will cost more to insure. Your lender will require hull cover for at least the loan balance; see aircraft loan insurance requirements and how pilot experience affects financing.
The cost delta: SR22T vs a used TBM 700
Both columns reuse assumptions from our cost pages: the SR22T budget with 100LL at the AirNav national average of $7.24/gal (September 2026), and the TBM 700 budget. Jet-A isn't in our verified price data, and FBO prices vary widely by airport, so the table uses $6.50/gal inside a $5.50–$7.50 range; check current prices at the FBOs you use. The 55 gph block burn is a planning assumption, not a published figure.
| Line item | Cirrus SR22T | TBM 700 (assumptions) |
|---|---|---|
| Fuel per hour | $123.08 (17 gph 100LL) | $357.50 (55 gph Jet-A; $303–$413 across the range) |
| Engine reserve per hour | $37.50 ($75,000 ÷ 2,000 hr) | $190.00 (overhaul $450,000 ÷ 3,000 hr, plus a $60,000 hot section every 1,500 hr) |
| Airframe, avionics and unscheduled per hour | $36 | $145 |
| Hangar | $8,400 | $18,000 |
| Insurance | $6,500 (assumption) | $16,000 (assumption) |
| Inspections | $4,500 (annual) | $22,000 (annual and scheduled) |
| CAPS reserve | $2,200 | Not applicable |
| Recurrent training | Optional, not included | $10,000 |
| Subscriptions, oxygen and misc. | $3,000 | $5,000 |
| Total at 100 hours | $44,258 | $140,250 |
On these assumptions the TBM 700 costs about $95,992 more a year at 100 hours before any loan payment, and every $1/gal change in Jet-A moves the 100-hour fuel bill by $5,500. The engine line is the one that moves the purchase price. A TBM with its PT6 near overhaul or due a hot section, or not enrolled in an engine program, is worth materially less, so have a TBM-experienced shop review trend data, times and program status and price the gap into your offer (see SMOH vs TBO). Budget the one-time costs too: the initial course, the mentor-pilot period and a turbine pre-buy. Used TBM values vary widely by model and engine status, so verify them with Vref, Aircraft Bluebook or a turbine appraiser.
Stepping up from an SR22T to a TBM?
Jaken Aviation also arranges turboprop financing. Share both airplanes, your payoff and your experience, and a specialist will come back with down-payment and term options from lenders in our network.
Financing the step-up: SR22T equity and turbine terms
Your SR22T loan was probably written against published piston guidelines. Per AOPA, that means a minimum of 15% down for post-1960 singles and terms up to 20 years on loans of $75,000 or more, at rates quoted around 6.99%–9.99% as of September 2026. A TBM loan isn't bound by those guidelines. Lenders with turbine programs set down payment, term and rate case by case, weighing your liquidity after closing, verifiable income, the pilot plan the insurer has accepted and the airplane's engine status. A seven-figure loan also means fuller documentation (see aircraft loan requirements). We don't publish turbine rates. The figures below use the site's illustrative 7.75% so payments are comparable, and 20% and 30% down are illustrations, not lender minimums.
| SR22T resale value (illustrative) | $600,000 |
|---|---|
| Less selling costs (5%, assumption) | −$30,000 |
| Less loan payoff ($552,500 borrowed, 20 years at 7.75%, 6 years of payments made) | −$464,168 |
| Equity from the SR22T | $105,832 |
| TBM 700 price (illustrative) and 20% down payment | $1,300,000 / $260,000 |
| Cash needed beyond SR22T equity | $154,168 |
| New loan, 15 years at 7.75% | $1,040,000 at $9,789/mo |
| Current SR22T payment | $4,536/mo |
| Payment delta | +$5,254/mo |
| Scenario | Loan | Term | Monthly |
|---|---|---|---|
| SR22T today (for comparison) | $552,500 original | 20 years | $4,536 |
| TBM 700, 20% down | $1,040,000 | 15 years | $9,789 |
| TBM 700, 20% down | $1,040,000 | 10 years | $12,481 |
| TBM 700, 30% down | $910,000 | 15 years | $8,566 |
| TBM 700, paid-off SR22T's $570,000 down | $730,000 | 15 years | $6,871 |
| Later TBM at an illustrative $3,000,000, 20% down | $2,400,000 | 15 years | $22,591 |
Two things stand out. A paid-off SR22T can fund a large down payment on an older TBM, which brings the new payment within about $2,336 a month of the example SR22T payment. And the choice of TBM generation matters more to the payment than any rate difference. The last row is about $12,801 a month more than the TBM 700 at the same terms.
Sell, trade or keep? Some turbine dealers take a piston Cirrus in trade, which avoids owning two airplanes, but the allowance is usually below a patient private sale. Keeping the SR22T while you train and fly with a mentor is possible, but the lender will count both payments and you'll carry two policies. A paid-off SR22T can also back a cash-out refinance for part of the down payment (see using your airplane's equity and down payment strategies).
Closing and taxes. Expect an International Registry filing for the engine under the Cape Town Convention, in addition to FAA recording (see aircraft escrow and title). Sales or use tax depends on where the airplane is based (see aircraft sales tax by state). If qualified business use exceeds 50%, 100% bonus depreciation is permanent for eligible aircraft acquired after January 19, 2025, and the 2026 Section 179 limit is $2,560,000. Confirm the treatment with a CPA or aviation tax adviser; see aircraft depreciation after the 2025 tax law and owning an aircraft in an LLC.
A step-up sequence that avoids expensive surprises
- Get an insurance quote first, for the specific TBM model you're considering. The required course, mentor hours and any restrictions shape your first months.
- Pre-qualify for the turbine loan. Know the down payment, term and post-closing liquidity the lender wants.
- Get an SR22T valuation and a payoff letter, then decide whether to sell, trade or keep it during training.
- Pre-buy with a TBM specialist. Cover engine trend data, hot-section and overhaul status, program enrollment, damage history, pressurization and RVSM status; see the pre-buy inspection checklist.
- Book initial training to finish at or before delivery, and line up the mentor pilot your policy requires.
- Hold first-year reserves for training, mentor time, a larger hangar and the first scheduled inspection.
How this guide differs from related pages
This page covers the SR22T-to-TBM transition: training, insurance, the cost gap and financing the step. The full TBM 700 annual budget, at 50, 100 and 200 hours, is on the TBM 700 cost of ownership page. For the SR22T itself, see the SR22 buyer's guide, the SR22T model page and the SR22T annual budget. For the other steps from an SR22T, see SR22T to PC-12 and SR22T to Vision Jet, and for the jet itself the Vision SF50 buyer's guide. Unfamiliar terms are defined in the aircraft financing glossary.
Frequently asked questions
Do I need a type rating to fly a TBM?
No. Type ratings are required for turbojets and for airplanes over 12,500 lb, and every TBM is a single-engine turboprop well under that; the TBM 960 is certificated at 7,615 lb. An SR22T pilot usually adds a complex endorsement for the retractable gear and a high-altitude endorsement for the pressurized cabin. Insurers then require formal training on top.
What will an insurer require before I fly my own TBM?
Expect a formal TBM initial course, often simulator-based, and annual recurrent training. Many underwriters also require a period of flying with a qualified mentor pilot before you fly alone or carry passengers. SR22T hours help, but they are fixed-gear, unpressurized piston hours. Terms vary by underwriter, so get a written quote before you sign a purchase agreement.
How much more does a TBM cost to operate than an SR22T?
Using the assumptions on our TBM 700 and SR22T cost pages, a TBM 700 flown 100 hours costs about $140,250 a year before financing, against $44,258 for an SR22T, a gap of about $95,992. Fuel moves from about $123 an hour on 100LL to $303–$413 on Jet-A. Later TBMs cost more to buy and insure.
Can my SR22T equity cover the down payment on a TBM?
It depends on your payoff. In this page's example, a $600,000 SR22T with a $464,168 payoff nets $105,832, short of 20% on an illustrative $1,300,000 TBM 700 by $154,168. A paid-off SR22T nets $570,000, which covers more than 40% down and cuts the 15-year payment to about $6,871 a month.
Should a first-time turbine owner buy an older TBM 700 or a newer TBM?
An older TBM 700 keeps the loan and hull value smaller, which can make insurance and financing easier. Its engine time, hot-section status and avionics matter more to value and to lenders. A newer TBM adds speed, a more modern flight deck and, on the latest models, autothrottle and emergency Autoland, at a much larger loan. Price engine status into either choice.
Does the Cape Town Convention apply to a TBM?
Usually for the engine, not the airframe. Cape Town covers turbine engines rated at 550 takeoff horsepower or more, which includes every TBM engine. Airframes are covered only if certificated for eight or more persons including crew, and a TBM seats six at most. Expect an International Registry filing for the engine at closing and confirm the details with your title company.
Last reviewed September 28, 2026. Rates and rules change; see our editorial standards.