Ah yes What would have been the stae of affairs had Beech made a SE Be 90C some years ago? It took Pilartus to find out. O)ne very praticle aircraft and no doubt, the dream machine of many pilots looking for something that needs to be understood before it will let you fly it. Strange that the POH is an average size book while that of the TBM 850 is in two volumes Pilartus warn about moving the PCL past the stop with a still energine TBM spell it out, Doing so will cause a lot of damage to the linage to the FCU (A very costly mistake to make in both aircraft) But then it is an Aero which demads a pilot know how to fly it
The issue here is the ICAO RAC (Doc 1444) section of operations at non towered aerodromes. Aircraft A (The PA-46) and Aircraft B the filming aircraft) are a conflict because of the time between both movements. A has to advise on the ground and closing IFR flight-plan. before B can be issued a clearance. The design is to protect the controller from causing an accident and when aircraftA's N number is relayed as being sighted, then B has visually seen the conflicting aircraft A, and a clearence then can be issued. Controllers have the big picture in front of them while pilots are busy flying the glass and listening to the active area frequency. Having an RF scanner fitted to your aircraft and patched into the comm system with the surrounding frequencies being scanned. One will here what is happening within a 50 mile radius of the aerodrome and often, hearing something will put the explanation as to why you are not being issued a clearance. Area frequencies are for controllers to use as a tool to work a number of aircraft while the assigned frequency is used by a pilot to be in the controllers loop of control.
