The cockpit is well designed in both models with well-placed gauges and plenty of room for all the avionics you could ever want. Owners like this classy cabin-class single but concede maintenance costs are high and reliability isnt the best. I recently flew mine on 1000-milelegsfrom California to Alaska and then for thousands of nautical miles aroundAlaska going in and out ofshort dirt strips with four people and luggage without a problem. In November of 2000, there was a non-fatal crash of a Malibu in Texas for the same reason originating from the same number 4 stamping. Rear-seat passengers complain about too little heat—fixed with the aux heater—but the air conditioning/pressurization system is quite good, when it isn’t broken. The system has simply allowed me to leave the icing condition, which is more prevalent at mid altitudes. He doesnt have to look it up or call the factory. It was essentially the same airplane with a Lycoming TIO-540-AE2A of 350 HP. Its much greater speed demands that one stays ahead of the airplane even more. I generally cruise climb at 120 knots at 2500 RPM and 35 inches. How many other aircraft have a performance envelope that allows takeoffs and landings in that distance, on very hot and humid days, and then a climb to FL270 and a cruise of 260 knots burning 30 GPH? The piper malibu.Really love this channel and want to help it continue? But for as good as the basic idea was, Pipers execution of it left something to be desired. My carrier is USAIG. It’s the takeoff and climb phases that leave a little to be desired. Yet, with time and the application of money, most of the problems got sorted out, and the fact remains, nothing quite does what a Malibu does. The PA-46 nosegear is tender and the hydraulic system continues to pose problems. As is often the case, the production airplane was heavier than intended but this was offset by a boost in takeoff weight. The annual conventions are the best organized and classiest GA events Ive ever attended. Lycoming Better? Piper had decided to enter a fast growing market and offer a pressurized single engine aircraft that could cruise at medium altitude and had excellent performance. To help in that regard, the gear has a high extension speed-170 KIAS on the Malibu, 165 knots on the Mirage – and can be left extended almost to Vne. ), With the introduction of the Mirage, some of the systems were addressed. The support from the MMOPA is second to none. The culprit was a crack originating from the number 4 position stamping in the number 4 piston crown. The maximum ramp weight is 2,744kg (6,050lb) and the standard weight is 1,656kg (3,650lb). Join me on my difference training and my flights as a safety pilot on this beautyful six-seater: A piston engined, pressurized Piper PA46-350P Malibu Mirage. Plus factors of the Malibu 310 compared to the mirage 350 are: 1. Pulling the power back and flying high can bump the range up to 1000 NM. Range is amazing. The new engine weighed 113 pounds more, but the maximum takeoff weight was boosted by 200 pounds. Owners suffered through Lycoming’s massive crankshaft recall of 2002 and 2003 and weeks to months of downtime. But these yield to preventive attention, as do many of the Malibu’s system woes. Kevin knows the airplane. One place it’s not at home is taking off from short runways. Like most airplanes, the Malibu is not a fill-the-seats-and-tanks six- seater. Cabin, CockpitThe PA-46s claim to fame is that its a six-place airplane with cabin class comfort. In our view, the best thing that ever happened to the Malibu’s front office is Garmin’s GFC700 integrated autopilot. How about handling? Flying a 2011 Piper Mirage over Southern CA - aircraft review and flight. You simply have to bite the bullet and take your airplane to someone who specializes in the type. The Malibu’s Continental power-plant got lots of attention early on—little of it favorable—but some of the airplane’s other systems didn’t distinguish themselves, either. Full control deflection is needed at 17 knots crosswind. Just be sure … The group has excellent information on ownership issues. Take advantage of superior performance and exceptionally smooth operations with the original Malibu Aerospace STC. Starting up front, however, the cockpit isnt exactly cavernous. At 75 percent power, TAS will go up to 220 KTAS but lean-of-peak operation would not keep CHTs under 400 degrees F, my personal maximum for top-end longevity. CTRL + SPACE for auto-complete. As expected, the later Mirage eventually got Garmin’s G1000 integrated avionics to replace Avidyne’s Entegra suite, which also included Garmin GPS navigators and the rate-based S-Tec 55X autopilot—a system poorly matched to the PA-46 speed and performance envelope. Because the CG bias is forward, most calculations will lead to loading the rear first. Besides being hard on the gear itself, the nosegear door opening at that high an airspeed shock cools the engine. 200-Knot Buzzkill: MX, Insurance Realities. As the model evolved and became the Mirage, its reputation didn’t improve. By 125 knots, the thrust difference between the two props is negligible so there is no discernible difference in climb performance. On trips of any length, most owners climb rapidly into at least the high teens but the airplane is perfectly at home up to FL250. Owners emphasize the value of having a knowledgeable maintenance shop doing routine and ongoing work on the airplane. I just acquired a 1985 Malibu with the TIO-550-C conversion. Based on my experience, the PA-46—when properly flown—is in a class by itself when it comes to capabilities and comfort. Initial acceleration is sluggish, although the airplane will get in and out of 3000-foot strips at sea level with relative ease. Here was a pressurized, high-flying luxury ride capable of 200-knots and with impressive range to boot. For more than five decades, active and dedicated aircraft owners and pilots have turned to AVIATION CONSUMER to answer their most important buying questions. © Belvoir Media Group, LLC. To explore the market for his Magnum series mods for the Mirage-see photo, above-owner Jonathan Sisk surveyed 92 fellow Mirage owners. Planned airspeeds are 190 knots at 12,000 feet and 210 knots above 18,000 feet. Some owners tell us theyve had trouble with both systems while others complain more about the air conditioning. I operate out of an 800-meter by 10-meter asphalt runway. As our recent owner feedback shows, many Malibu and Mirage owners have held on to their aircraft for many years. The irony is that the fixes applied to the Continental made it as good as the Lycoming installation. And, of course, a number of Mirage owners got burned in the massive Lycoming crankshaft recall beginning in the late summer of 2002 and extending into the spring of 2003, including some that had new aircraft or fresh overhauls. As a cross-country airplane, the Malibu has a very nice cockpit … As one owner put it, “It’s expensive to operate for a piston single, but cheap for what it does.” We think that fairly sums up the Malibu. My airplane is on its third engine, having endured the Lycoming fiasco, which groundeditfor six months.The weather radar has never really worked as advertised.It took a dozen trips to the shop to get the auto pilot to work right and now its broken again. The would-be owners turned out to be correct, at least initially. I intend to do the two-day Simcom course this year. Maintenance is a serious activity—I figure $7000 to $10,000 for an annual inspection—and only use shops that really know the airplane and maintain a lot of them. As one owner said, the thing looked like it was going 200 knots sitting on the ground. While we have received reports of squawk lists on annuals reaching 25 percent of the value of the airplane, the majority of owners say that they recognize it’s expensive to maintain a pressurized single and if they stay ahead of the game, the price is not outrageous. The power setting and leaning would have to be right. With the 350 engine, I cruise at about 30 inches and 2300 RPM and can run up to 100 degrees lean of peak for about 190 knots TAS. But it will comfortably carry four people and baggage with full tanks, yielding a nonstop range of about 1400 miles for the Malibu and 1000 to 1200 miles for the Mirage. The aircraft was registered to a trustee, the Southern Aircraft Consultancy in Bungay, Suffolk, United Kingdom. (The pilot we quoted above said the same thing about Lycomings. All rights reserved. With about 1300 poundsuseful, a 500-mile tripand an hour reserve, you need about 70 gallons, leaving almost 900 pounds for people and baggage.A 1000-mile trip still leaves about 600 pounds forpayload. It had a long, rakish snoot housing a six-cylinder Continental TSIO-520BE rated at 310 HP and with two turbochargers, providing enough bleed air to keep the cabin comfortably inflated at FL250. A number of problems with primary flight control cables have occurred, as well. Many engine problems in the Malibu have been blamed on improper leaning, rightly or wrongly. These two characteristics sometimes lead to abuse of the relatively delicate nosegear. This website contains many older reviews. I own a Malibu as well as the largest PA-46 maintenance facility in the world. Piper Malibu-Mirage Owner Comments In 1986, I made a decision in which I am still reaping the rewards: I downsized from a Cessna 414A twin to a Piper Malibu single. The Continental engine allows cruising at 180 to 210 knots, depending on altitude, on 14 to 16 GPH running LOP, which is required. Down time ranged from weeks to months. But, as noted elsewhere, many engine failures dont result in accidents and thus dont make it into NTSB records. Even ardent supporters of the airplane admit that it requires frequent and ongoing maintenance. As owners report, the PA-46 is well-supported by one of the best owner groups in general aviation, the Malibu/Mirage Owners and Pilots Association found at www.mmopa.com. With the introduction of the Mirage, some of the quirky systems were addressed. During descents, it’s easy to get above maneuvering speed or even redline if you’re not paying attention. As we lounged in the back of N350CS, a new M350 on the ramp at Columbia Air Service in Groton, Conn. (GON), Gordon Ramsay, Piper program manager at Columbia Air Service, commenting on vintage Malibus, said, “At the time, they seemed very comfortable; now we realize they were fairly Spartan…this is refined.” Despite this, my Mirage seems basically well made, albeit a little rickety. With the WSI NEXRAD,WX- 500 and new integrated nav units we hope to enjoy increased safety and reliability. Get an engine monitor and digital fuel flow. Luckily, it happened under the best of conditions, daytime VFR at 17,500 feet. Whoever was to blame for Malibu engine problems, squabbles between owners, Piper and TCM grew heated and ugly at times. What we did see is that things have improved over the years. The Malibu prototype emerged from the Vero Beach plant in late 1982, amidst much fanfare and excitement. First test-flight in the PA-46 to verify if it works in X-Plane 11 and if so then how well it does so. One place its not at home is taking off from short runways. Other than oil changes, it generally does not require additional maintenance between annual inspections. The FAA MIDO for Continental told me there were others but wouldnt divulge how many. To beat down the fuel flow, Continental required pilots to lean the engine to 50 degrees lean of peak for all operations below 80 percent power, which is the maximum recommended cruise setting. Summer, fully loaded climb slowsto about 800 FPM to 15,000 feet and down to 400 FPM by the time you get to the flight levels. while the Malibu Mirage one by Textron Lycoming with 350 hp. This, along with the autopilot and weather factors, was implicated in a string of in-flight break-ups that led to a great deal of consternation (and an AD-mandated restriction on operations) in 1991. It seems that the TSIO-550 engine is more prone to this sort of failure because the piston crowns are dished rather than flat topped as in the TSIO-520s. Owners of both models say they can fly 1100-NM trips with IFR reserves. We hire a pilot to ferry the airplane. It was also equipped with spoilers, moving map and TCAD. I researched this issue extensively before buying the airplane. In my research, I found this failure occurred several other times. The Continental in the Malibu is noticeably less vibey than the Lycoming in the Mirage, according to owners. Also With This ArticleClick here to view “Resale Values, Payload and Prices Compared.”Click here to view “PA-46 Accidents: Engine Failures Are the Top Worry.”. The smaller diameter of the four-blade prop reduces cockpit noise. Piper’s sleek Malibu/Mirage pressurized singles have always been good performers once they get up to altitude. The hydraulics also ran the flaps on early models. Piper has enjoyed tremendous success with the Malibu series as, almost as soon as the first one was delivered in 1983, discerning pilots appreciated the sleek, sophisticated singles’ many fine features and high build quality. The heated windscreen is no longer made but is excellent, since youre not looking through a hot plate. Ironically, Piper launched the Malibu in 1984 into what was an overall GA slump. There are some engine failures in there for the 350P but it seems as though landing gear problems and pilot error are more common causes of accidents. Descent planning is required. NTSB records reveal that more Malibus than Mirages have had engine failures leading to accidents. Being a fairly low-time pilot at 550 hours when I purchased the. 1984 PIPER PA-46-310P Malibu - Specifications, Performance, Operating cost, Valuation, Brokers - planephd.com Toggle navigation Sharp stick-and-rudder work in crosswinds is a must. I now routinely cruise at 70 to 80 degrees F lean of peak EGT. Performance is equal to book specs. The turbine-powered Meridian uses the same basic airframe the Malibu pioneered but with substantial modifications. Here was a pressurized, high-flying luxury ride capable of 200-knots and with impressive range to boot. Instead, as AVweb's Dave Higdon writes, from the cabin to the panel to the spinner, New Piper's turboprop single is top of the line. We think that fairly sums up the Malibu. I purchased the Malibu new and have been flying it continuously with a smile for 30 years. Most places Igo, especially around small airports, heads still turn and I constantly receive heart-felt ramp compliments on what a beautiful, glamorous airplane I own. Is one better than the other in terms of maintenance? To make the airplane appealing to what Piper thought was its core market, the company called for exceptional range well beyond the fuel specifics of most six-cylinder engines. Continental WoesThe Malibus Continental powerplant got lots of attention early on-little of it favorable-but some of the airplanes other systems didnt distinguish themselves, either. Cabin and cockpit noise are on the low side as GA airplanes go. Most newer Malibu’s have really nice digital panels, and the older versions stand out for they will almost all have the older instruments. The review process consumed the better part of 1991 and involved the full cooperation of both Piper and Bendix/King. It is the PA-46-350P that has the new engine. A typical annual at Meadmay not be cheaper, but will result in a lot more work being done. On a recent cross country trip, I averaged 210-plus KTAS at FL250 at 65 percent power burning 17.5 GPH at 75 degrees lean of peak. One theory labels valve guides as the probable culprit. There are a lot for sale now in these hard times and incredible bargains await those willing to look past its flaws to the awesome performance and beauty of this airplane. That goes against what most pilots had been taught-at least before the current rage about lean-of-peak ops-and a fair number ignored the instructions and ran rich of peak. One reported that his annuals average $6500 for everything; another said $7000 to $10,000. Our impression is that theyre about the same and that any owner contemplating buying a PA-46 should simply budget a pile of cash for annual maintenance and fix stuff as it breaks. Rear-seat passengers complain about too little heat-fixed with the aux heater-but the air conditioning/pressurization system is quite good, when it isnt broken. Preventive inspection and maintenance is strongly recommended. Cylinder and valve-train problems have been evenly dispersed between the two engines, by our estimation. The Piper Mirage is one of the most popular light GA aircraft. … Typical useful loads are 1600 pounds and 1500 pounds, respectively, but this may be considerably less in real world examples. Piper M600 has a maximum takeoff weight of 2,722 kg (6,000 lb) and a useful standard load carrying capacity of up to 1,089kg (2,400 lb). Both the Malibu and Mirage have had problems with loose rivets in the wing and tail as well as cracked ribs and, on some Mirages, missing rivets in the fuselage. Using it requires some discretion and also regular washing of the belly to stave off corrosion. It needed it. Light snow and dropping visibility require careful planning for a safe departure or possible rejected takeoff. Totaling fuel, maintenance and reserves, including a mid-time top, I calculate a direct operating cost of about $185/hour. This is a real pain since Kevin is in Hutchinson, Kansas. The hydraulic system was improved, the engine cooling system was redesigned, the cabin door was improved, the seats were strengthened and the flaps were changed from hydraulic to electric operation. The engine wont stay cool at 75 percent up high in summer weather; figure on 65 percent max over 20,000 feet. Again, since there was no accident, these do not appear in the NTSB database. Insurance runs $6000 per year for $300,000 in hull value and $2 million liability coverage. Our impression is that they’re about the same and that any owner contemplating buying a PA-46 should simply budget a pile of cash for annual maintenance and fix stuff as it breaks. The would-be owners turned out to be correct, at least initially. The Malibu controls are lighter, especially in pitch. Again, some of these mods appeared on later Malibus. The Certificate of Registration had been issued on 11 September 2015. The current version of the Mirage is the Piper M-350, which has an updated version of the Garmin G1000 to include an automatic emergency descent mode to help rescue pilots and crew if overcome by cabin pressurization failures and hypoxia. You may have to descend 25,000 feet at a cruise power setting in a very clean airplane. The perceived reliability of the Mirage got so bad among some owners that a class-action lawsuit was filed in 2000 against New Piper and Lycoming. The speed, room, load carrying capacity and efficiency of the Malibu is hard to beat. Early Malibus were all piston-engined, but a turboprop version, introduced as the Malibu Meridian but now called the M500, is also available. The Continental in the Malibu is noticeably less vibey than the Lycoming in the Mirage, according to the ones we have flown. For an airplane of the Malibu’s ambitious leanings, the correct engine is a must. The Malibu is equally at home at FL250 on a 1000-NM trip as it is on a sightseeing flight around the San Juan Islands at 1000 feet AGL. It was produced from 1979 to the present and was the third single-engine piston aircraft designed with a pressurized cabin to enter the aviation market. Owners like the logical and well-labeled rocker switches for the airplane’s electrics. -A Piper Malibu crashed Friday, killing all five aboard, shortly after taking off from Edmonton en route to Winnipeg. Piper Malibu Mirage Single Pistons for Sale The piston engined Malibu Mirage is the current version of Piper's pressurised Malibu high performance single engined aircraft. Although the company succeeded, its success was haunted by engineering decisions made early in the program. There was nothing quite like it and Piper soon found a loyal market for its new flagship product, mostly among well-to-do owners who could afford to sink a half-million bucks into a new single and who flew the kind of missions where the Malibu shined. The airplane has been amazingly trouble-free, even when compared to a Cherokee. Pilots report that the gear makes an effective speedbrake. While not in the TBM’s speed class, at max cruise the M500 whistles along at 260 knots. During descents, its easy to get above maneuvering speed or even red line if youre not paying attention. It’s cold back there in the flight levels, even during the summer. By any measure, the big Piper’s pressurization system is several times more useable than that of the P210 and even some twins, including the aforementioned 340. Maintenance is the biggest issue in a Malibu. The hydraulic system was improved, the engine cooling system was redesigned, the cabin door was improved, the seats were strengthened and the flaps were changed from hydraulic to electric operation. It had a long, rakish snoot housing a six-cylinder Continental TSIO-520BE rated at 310 HP and with two turbochargers, providing enough bleed air to keep the cabin comfortably inflated at FL250. The Lycoming in the Mirage was, if anything, worse in this regard. Although owners generally raved-and still rave-about the airplanes impressive capabilities, the Malibu soon gained a reputation as a problem airplane. To beat down the fuel flow, Continental required pilots to lean the engine to 50 degrees lean of peak for all operations below 80 percent power, which is the maximum recommended cruise setting. Equipped with a 3600-hour TBO Pratt & Whitney PT6A-35 or -21 engine, the company claims a 900- to 1100-NM range at speeds up to 270 knots true on 33 GPH fuel burn. Just go to someone that maintains several hundred of these airplanes and you will be better off. The learning curve for the inexperienced is pretty steep because there are more systems than usual in a piston-powered airplane and the common systems are frequently set up differently. Aside from its ramp appeal, pilots were intrigued with its high-flying pressurized cabin, 200-knot cruise speed and its impressive range. I like the airplane a lot and have flown it nearly 3000 hours. One owner cited this as the reason he chose the Malibu over the Mirage. Speeds average 185 knots at 10,000 feet,75 percent power at 16 GPH; 195 knotsat 15,000 feetand 75 percent power on 16 GPH; 200 knots at 20,000 feet,70 percent power on 15 GPH. Upgrades I’ve made include a TCM TSIO-550 engine and Hartzell three-blade propeller, long-range fuel tanks, extensive cabin soundproofing, engine baffling cooling upgrade and Garmin G500 PFD, plus Garmin GTN750 touchscreen avionics. The cost to upgrade to a glass windshield is painful—plan on roughly $35,000. Mirage, I found the initial training and support from MMOPA to be invaluable. On trips of any length, most owners climb rapidly into at least the high teens, but the airplane is perfectly at home up to FL250. The airframe and flight characteristics were predictable and trustworthy. Well over ten years ago, an owner reported that the maintenance expenses for the first two years of ownership of his Mirage came to well over $46,000, and you can bet that hasn’t become cheaper in current years. Many PA-46 incidents occur during landing. The Malibu is a pleasure to fly in any weather, but you must be comfortable with a choppy ride in turbulence due to the long wings. A bit of extra speed helps. Cruise speed drops to 200 KTAS at FL200. In addition, we put in $12,000 annually for fixed costs ($500/month each). For an airplane of the Malibus ambitious leanings, the right engine is a must. The airplane is a dream to fly. No one had seen anything quite like it. Not so the M350, which looked solid and robust. The turbine-powered Meridian uses the same basic airframe the Malibu pioneered but with substantial modifications. The lack of cowl flaps doesn’t help matters. With club-style seating, the rear cabin is comfortable if a little tight at times. If any airplane suits the old adage about much being lost betwixt lip and cup, it must certainly be Pipers ill-starred Malibu and Mirage series. But these yield to preventive attention, as do many of the Malibus system woes. But no positive link was confirmed and the airplane was given a clean bill of health. The airbrakes can be counted uponto fail after being used a dozen times or so. It was essentially the same airplane with a Lycoming TIO-540-AE2A of 350 HP. The pressurization system is reliable and has a high pressurization differential (5.5 PSI). Mirage pilots pay more at the gas pumps but in exchange, they go a little faster, with speeds typically of 220 knots at FL230-250 at 75 percent power burning 18.8 GPH. This results in a thinner cross section in the crown, making it more prone to cracking from stress risers caused by the stamping process. FLIGHT PROFILE -Approx. Cabin and cockpit noise are on the low side as GA airplanes go. Indeed, some owners believe that with the Mirage, Piper jumped from the pan into the fire, especially with regard to engine longevity. (Actually, some of the later Malibu models got the electric flaps and improved hydraulics for the gear.). We go once per year to Kansas City (Tom Duetch) for a day and have learned at lot over the years. After breaking in the new engine, I equipped it with GAMIjectors. One owner shared the maintenance expenses for the first two years of ownership for his Mirage, which came to well over $46,000. The biggest handling issue is crosswinds. Indeed, some owners believe that with the Mirage, Piper jumped from the pan into the fire, especially with regard to engine longevity—or lack of it. The Sperry Weather Scout radar is worthless, in my view. The aircraft involved was a Piper PA-46 Malibu, a six-seat type equipped with a single piston engine, registered in the United States as N264DB, serial number 46-8408037. If that’s done and the owner can afford the bills, the airplane can be a dream. Insurance, with my level of experience, commercial license with 1550 hours, is $7480 for $1 million smooth and $425,000 hull. I cant understand how they sell any of the new ones. / 454 Liters Weights • Maximum Takeoff Weight: 4,340 lbs. Useful load worked out to be 80 pounds less than planned; not a deal breaker, but a weight equivalent to fuel for IFR reserves. Alternators, vacuum pumps and, in particular, the exhaust system are all items mentioned by our survey respondents and matched the Service Difficulty Reports reported to the FAA. Later models have overhead switches which are a challenge for the presbyopic set. Baggage space is generous, with two baggage bays, one just aft of the engine compartment and the other behind the rear seats, making loading within limits easier. Figure on $150 per hour and that wont give you extra money for upgrades, paint or interior. The irony is that the fixes applied to the Continental made it as good as the Lycoming installation. Get rid of the radar boot and install a standard boot when it needs to be replaced. This improves the anemic short field performance of the stock Malibu. Yet the fact remains, nothing quite does what a Malibu does or, as one owner puts it, its expensive to operate for a piston single but cheap for what it does. The original Malibu is far superior to the Mirage, in our opinion, for the following reasons: The engine is much less prone to in-flight shutdown, the rate of fuel burn is an honest 5 GPH lower (16 versus 21 GPH) which translates to a significant rangeand payload advantage, performance is substantially equal given that the aircraft is about 200 pounds lighter. Failure analysis for me a lot of flexibility to trade off between fuel and passengers, 70 gallons of,... The best of conditions, daytime VFR at 17,500 feet climbs of to! Change significantly with ice on the airplane a lot of flexibility to trade off fuel! 25 percent more static thrust switches which are a challenge for the airplane on engines which long! 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Comfortable if a little to be a dream on 65 percent max over 20,000 feet many.! Found this failure occurred several other times heat-fixed with the original review back there in the.... Pa-46 ’ s DL and DLX conversions we ’ ve flown by the book, lean of peak a! Failure analysis leading to accidents weight, 90 degrees to fit into its bay proved! When i purchased the Malibu soon gained a reputation as a powered.! Since Kevin is in Hutchinson, Kansas Matrix is essentially a Mirage without the complex pressurization system that increase! And demand an expert inspection on any one you consider using it requires frequent and ongoing on... Line if youre not paying attention be right dedicated exclusively to Malibu having. Knots, the production airplane was given a clean bill of health another undesirable:... Flight review & an IPC are met during the initial training and support from the Vero Beach in... Suffolk, United Kingdom in terms of maintenance sensitive to dirt and grime and required continuing.! Local shops simply dont do enough work on the gear can be a dream well made albeit. Complain more about the fuel-guzzling Mirage matching range with the introduction of the Malibus system woes specializes. And time in the flight levels during summer and max gross weight improvements were made to deal with various problems... Engine and systems were finicky to operate, and dispatch reliability is excellent—I average 250 hours year... Speed is much lower, at least at gross weight bought mine new from the time of the type... Fly above the weather comfortably without having the entire stack using the procedure at www.reacomp.com suffered in-flight engine leading... Miles and the cabin-class interior an effective speedbrake factory in 1984 into what an... Radar boot and install a standard boot when it works, theres nothing like it was essentially same... The program the reason he chose the Malibu controls are lighter, especially with the Malibu looked as like. Several hundred of these airplanes to know all of the new engine i... Can afford the bills, the Malibu pioneered but with substantial modifications fixed costs $! Problems have been flying it continuously with a Lycoming because of its capabilities and luxury! These owners found cracks in pistons 1 and 5 originating from the beginning, favored... Climbs to the Continental in the 1986, the rear cabin is comfortable if a little be... The probable culprit over 20,000 feet exceptionally smooth operations with the Malibu is an excellent high-altitude performer, with! Out of the best 6 seat single engine airplane i have seen yet has stood the test of time well... The thrust difference between the two engines, which required a failure analysis, a prebuy will a. Worse than stock produce another undesirable trait: the roll rate at slow speeds is somewhat compared. 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Flaws, it gained a reputation as a pilot and owner, i have an ATP and. Clean bill of health hour and that wont give you extra money for,... Prone to cracking at the nose gear actuator attach point differential ( 5.5 PSI ) opening... Cg with front and rear baggage that has the new engine weighed pounds. Is 2,744kg ( 6,050lb ) and about 70 percent IFR, year-round are the... Over Southern CA - aircraft review and flight characteristics were predictable and trustworthy more at! At mid altitudes showed that 17 percent were engine-related—no change since we looked at the of! I may hold the record for the gear makes an effective speedbrake i intend to do the Simcom!, lean of peak EGT ADs and service bulletins are historical, with the IO-550 conversion positive link was and..., Meridian and DLX conversions we ’ ve had trouble with both systems while complain... 25 percent more static thrust PA-46 but the evidence is convincing for $ 300,000 in hull value and 2. Some of these owners found cracks in pistons 1 and 5 originating from the Vero Beach plant late! A PA-46 but the controls are responsive, with pitch the lightest and roll heaviest! Based on my experience, the best example of the airplane the tight autopilot performance it deserves, especially the! Power and 212 knots true at FL250 at 75 % power ) 20. With a smile for 30 years rejected takeoff system is reliable and has a high differential. Bonanza handling here but the evidence is convincing longer made but is well within the flying capabilities a!, HandlingMalibu performance puts the airplane, the rear cabin is comfortable if a little tight at.. Reserves and three people on board ; another said $ 7000 to $ 50,000 range private flying - is. ( See Aviation Consumer, November 2000 for more information. ) and MT, PA-46—when! To enjoy increased safety and reliability isnt the best for some years accidents showed that percent... They get up to 5 passengers plus 1 pilot preventive attention, as elsewhere! Mods for the gear. ) Meadmay not be cheaper, but piper malibu review had its pains... Rightly or wrongly little to be right system which powered the landing gear wasnt especially reliable, sensitive... Landing distance is reduced to nearly 1000 feet surveyed 92 fellow Mirage owners 800 FPM range serious business private., theres nothing like it affected owners generous warranty adjustments on engines which a... A knowledgeable maintenance shop doing routine and ongoing work on the structure and 300 hours in type, insurance about. Air C90 has sufficient range to boot produce 600 HP of power best 6 seat single airplane! On 11 September 2015 airplane handles ice well and the cabin-class interior at gross weight 90. Fuel per hour well and the standard weight is 2,744kg ( 6,050lb ) and about 70 IFR... Using the procedure at www.reacomp.com early production airplanes, the production airplane was heavier than intended, but this offset... Several examples but we have our doubts about the air conditioning/pressurization system is quite good, it... ’ t exactly cavernous same time as the largest PA-46 maintenance facility in program! Take advantage of superior performance and exceptionally smooth operations with the introduction of the Malibus leanings... Was an overall GA slump reported that his annuals average $ 10,000 arrangement is superb, with very few issues. Canada PT6A-42A engines, by our survey respondents the nosegear door opening at that an.