I’m probably being dense here, but the cruise speeds listed in the Aircraft Selection page seem way faster than what happens in flight. It’s like Marketing department numbers vs. reality.
For instance, the TMB 930 is listed as 330 Knotts TAS. with everything dialed in my cruise speed seems to be around 80-100 knots or so less.
I pushed the TBM in a hard descent and basically disintegrated well short of that airspeed. Perhaps I should have just feathered the prop?
The 930 can easily do 320+ KTS indicated in straightline with the plant maxed. It all depends on height, wind, temperature, attitude. You’ll often see TAS or GS speeds higher than that.
Cruise is typically 80 percent of max speed. Unless you’re on a very short enroute and you don’t care about fuel burn.
Unfortunately I do not know what your level of aviation knowledge is so my apologies in advance if this is insulting your knowledge:
When you say your cruising speed is 80-100 kts down, are you not perhaps looking at indicated air speed rather than true air speed? Are you familiar with the differences between indicated an true air speed and also ground speed?
I’m really confused then! I pushed my VS descent down because I was well short of 330 and had a structural failure.
Most of my cruise was on the flight was lower 200 knots but ground speed was closer to 300.
Normally I fly slower airplanes and usually only see 10 to 20 knots difference.
Don’t worry about insulting! I did study aerospace engineering many years ago but I know enough to know I know nothing, lol.
I obviously don’t know enough about TAS vs IAS, GAS is kind of obvious.
It’s not you being dense, it’s the air around your plane 
@Michail71 The airspeed ind is a combination of pitot pressure & static pressure.
Ignoring the static pressure for a bit. The pitot pressure pushed the IAS ind up. As you climb, the air gets less dense, therefore not as much pressure so less speed is indicated. The TAS indicator basically indicates what the IAS would read if you were at ground level. There is more to it than that but is a simplified explanation of why the ASI reads low at high levels. You may notice that most performance figuresquote TAS not IAS for the reason above.
The TBM 930 POH says Vmo (Maximum operating speed) is 266 KIAS, which appears to be accurately reflected in the sim’s G3000.
No its not, airspeed is a combination of static and dynamic pressure which is called the total pressure (Pitot pressure). Indicated airspeed (IAS) is the total pressure - static pressure = dynamic pressure which theoretically is a pressure and not a speed. IAS is an indication of kinetic energy and since kinetic energy = 1/2 x M x V2 it is depending on the mass of air, in other words the density of the air. True airspeed (TAS) is the real speed in relation to the air. IAS = TAS only at sea level and in standard atmosphere.
Your right in what you say, I was trying to keep the explanation simple, so that @Michail71 & others could understang why the ASI reads lower the higher you go. If you reread my post I did say that it was a simplified expanation, ignoring static pressure (boundry layer pressure)i.e static pressure at the altitude). I did state that there were other factors involved. One could dwell on Static pressures, ISA std days etc. but for the purpose of the post I tried to explain why the ASI does not indicate the True airspeed at altitude.
Understood. Still airspeed is not a “combination” of pitot and static pressure.
Thanks all, it’s clear now!
I had been wondering why ground airspeed wasn’t matching with the wind.
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