I could replicate it. maybe Black Square will put out an hotfix.
Very weird… to me it feels heavy and stable… I flew it into an airport that had 30 knot gusty winds… no problem except I was too fast and floated. I have only done one flight, will report back after more.
Took mine from key west to palm beach.
Using the TDS NXi for GPS, the plane both flew and landed perfectly. Fairly strong winds, a bit of turbalnce. It held great pitch and power on to the ILS.
I love it. It’s very close to the Hotstart TBM for X-Plane imho.
Well done Just Flight.
Have you tested Takeoff without wind? On my Takeoffroll with no wind, the TBM goes left. But it is no taildragger or warbird - you have no high angle of attack for the propblades where the P-Factor comes in play. You have some forces like Prop Wash on Rudder, but they are not that big. And you have 3 wheels that generate friction and the left tendency force has a short lever only. So this gives it a lot of stability during takeoff roll. And if you would have a little right crosswind, you conteract some of the forces, so you might not need rudder at all. So please test this without wind.
And Yaw trim TO Marker is just a few degrees right, so that doesnt indicate you would need full right rudder without trim.
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I have never flown a turboprop, but I think what Stevo is talking about needing a lot of rudder for is the PT6 is well known to have serious torque and most POHs for aircraft using it indicate to set full or near full right rudder for takeoff. Even the TBM 850 if you look at the rudder trim indicator shows a TO position that is significantly right of center.
But the TBM 850 needs right rudder and/or trim, just maybe not as much as one expects.But if i dont use trim or rudder, I go left of off the runway.
And that the TO marker is not full right, indicates you most likely do not need full right rudder. And it always comes down to the particular aircraft. TBM850 is slight longer and sits lower than the Kodiak for instance. That makes maybe a difference.
Initially blown away by the quality. I have two very odd issues.
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I have a CHIP warning light on my CAS on the ground from power up to after engine start.
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I have throttle movement (throttle axis binding) but I get maybe 5% increase in TQ when I advance the lever. Prop and condition lever work just fine. Sound like some kind of odd binding somewhere?
I thought it could be some kind of simulated failure but I don’t have any active failures showing in the weather radar failure display system.
Appreciate any thoughts on these two.
RESOLVED
when I first loaded the TBM after install, the plane started on its own while cold and dark at the ramp. I solved that issue due to some wayward control bindings. Well that caused some kind of engine damage by moving the torque lever with the engine off. A no-no in the real aircraft too.
When I started the plane, I had a CHIP CAS message and no torque control.
Resolution:
Went into the failure menu in the weather radar. Noticed I had 0% engine life left. Repaired and all is good.
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This video indicates a short delay at the beginning of throttle increase due to how the beta zone is set up. That could be what you are seeing.
Yeah sounds like you blew the engine my friend 
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Thanks for the tip. I resolved and added resolution back to my post. It was an engine malfunction due to an earlier control binding issue. Fixed through the WX radar failure menu.
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Even worse, with it not even being on!
Does the GNS 530 VNAV not work? How are you supposed to handle step downs/crossings in this thing? Right now I’m just blindly setting VS with my best guess for what I need to cross the fix at the assigned altitude but my guess are not very accurate haha.
Also, and I feel stupid asking this, but can someone tell me how the cockpit lights work? lol. I can’t find any way to turn them on! Flipping the switch does nothing.
Heading and nav hold are not working… any ideas?
You must be doing something wrong. They work fine for me. I know people hate silly questions but did you actually enable the AP and not just HDG mode?
I agree but never had an issue with AP before in the game. AP is on, YD and a few others; however, HDG and and NAV won’t.
I mean yeah it needs it. Like 4 ounces of it 
Wind calm, I BARELY need to touch the rudder to stay on centerline. The 930 has more pull than the 850.
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Are you using 700 oder 850 Mode for Takeoff?
For the inquisitive minds, descent planning in general goes like this: 3:1 rule. That’s 3 miles for every 1000 feet to lose. So if you need to lose 15000 feet you divide 15000 by 1000 = 15. Now 15 multiply 3 is 45. So if you gotta lose 15000 feet you start your descent 45 miles out. But how fast do you descend? So you take your ground speed and divide by 100 (or just drop the zero) and divide by 2. So hauling at 300 knots GS that’s 30, divide by 2 so 15. Now multiply by 1000 (or just add 2 zeros). There ya go, 1500 fpm.
I’m in my TBM hauling ballz in (say 300 knots GS) and I gotta loose 15000 feet. 45 miles out I start down at 1500 fpm. Now since it’s a turboprop I can slow pretty ■■■■ fast, so add some miles on if I wanna slow up. Not sure with the TBM but I’m estimating I can slow 20 knots per mile in level flight at flight idle. So if I’m cooking at 210 indicated and wanna slow to 178 (call it 180 for easy math) that’s 30 knots, or a mile and a half to slow up. So I can add that to my descent planning.
I saw some posts about people wondering how to make crossing restrictions and descending if vnav is unavailable. Some simple mental arithmetic will get you started in the right direction. 
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Cockpit panel background and flood lights are the two rotary knobs just to the right of the AP and radio master switches. The cabin ceiling lights are controlled with the buttons on the ceiling next to the lights, as well as the “cabin” switch and “access” button to the right of the panel light knobs.
The cabin switch controls electrical power to the four cabin lights that each have their own individual buttons and climate vents. When the switch is on, you can press the buttons to toggle the lights.
The access button toggles the other four lights that are in sets of two, with one button per set and no climate vents. Pressing the button on either set will also toggle them. Note that the cabin switch does not need to be on in order for these lights to work.
Is it a big difference from the original Asobo TBM 850, exept for the instrumentation? Does it have that unique feeling, or does it feel “general” to fly, do you see any special quirks and features? Or is til more like…the Kodiak: where everthing is neat and works, like shiny new, and nothing special when it comes to that…well…“specialness” over it? =P