The Malibu 310 has a Continental engine with 310 hp. About 50 percent of my flights are under 140 miles and the rest are over 750 miles. My initial insurance for the first year is about $7600 and I expect about $5500 next year, assuming I have over 100 hours in the airplane. The group has excellent information on ownership issues. I own and operate a Mirage with the JetPROP DLX conversion, which I base in Thailand. (Or lack of it.). CTRL + SPACE for auto-complete. 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. CTRL + SPACE for auto-complete. The PA-46-310P Malibu seats up to 5 passengers plus 1 pilot. 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. 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. When it first appeared in the mid-1980s, the Malibu rocked the GA world. After breaking in the new engine, I equipped it with GAMIjectors. 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. Room for baggage and passengers is great. Piper never seemed able to find the right powerplant, however. FLIGHT PROFILE -Approx. The Continental in the Malibu is noticeably less vibey than the Lycoming in the Mirage, according to the ones we have flown. These two characteristics sometimes lead to abuse of the relatively delicate nosegear. The base price was an eye-watering $275,000 but with accessories, the typical invoice swelled to more than $320,000, or $550,000 in 2003 dollars. (Actually, some of the later Malibu models got the electric flaps and improved hydraulics for the gear. As a pilot and owner, I rely on the association for top-notch tech support, safety training, events and resources. But no positive link was confirmed and the airplane was given a clean bill of health. 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. The engine mount is also prone to cracking at the nose gear actuator attach point. 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. But, as noted elsewhere, many engine failures dont result in accidents and thus dont make it into NTSB records. 5.5 PSI. In addition, we put in $12,000 annually for fixed costs ($500/month each). The auto pilot (KFC150) is a go/no-go item for me. The culprit was a crack originating from the number 4 position stamping in the number 4 piston crown. Ironically, I suffered a catastrophic engine failure. These inspections average $10,000 to $12,000 per year, with a low of $4500 and a high of $20,000. The maximum ramp weight is 2,744kg (6,050lb) and the standard weight is 1,656kg (3,650lb). ), The Mirage also got some big-airplane type features that owners appreciate: a dual-bus electrical system, internal windshield deice, standard dual alternators and vacuum pumps and an auxiliary heater for the cabin. What we did see is that things have improved over the years. Wehave flown from St. Louis to Challis, Idaho (1113 miles) into a 40-knot headwind and landed with over an hour of fuel. The Mirages Lycoming engine is larger and the accessory layout is different, so the forward baggage bay in the Mirage is a bit smaller than that of the Malibu. T… This is a high-performance and very weather-capable airplane. The suit was recently settled after the court failed certify the class. Cabin and cockpit noise are on the low side as GA airplanes go. 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. Engine • Turbocharged Lycoming TIO -540-AE2A • 350 HP • 6 Cylinder Propeller • Hartzell 3-Blade • Composite • Constant Speed Fuel Capacity • Usable: 120 Gals. Indeed, some owners believe that with the Mirage, Piper jumped from the pan into the fire, especially with regard to engine longevity. Cabin and cockpit noise are on the low side as GA airplanes go. We would pause at operating out of 2500 feet or less. How about handling? Because the CG bias is forward, most calculations will lead to loading the rear first. But it should cover all variable expenses. 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. Speed control is a must. To my eye, it was swoopy and attractive on the ramp; not a trivial impression for what is almost entirely an owner-flown design.The pre-flight inspection revealed an airplane that was thoroughly modern and well-conceived. We go once per year to Kansas City (Tom Duetch) for a day and have learned at lot over the years. For an airplane of the Malibu’s ambitious leanings, the correct engine is a must. If mine crashed, I would buy another one tomorrow.Why? The crack caused a hole to burn through the piston, which pressurized the crankcase and forced all the oil overboard in a matter of minutes. Using it requires some discretion and also regular washing of the belly to stave off corrosion. Maintenance continues to be a big headache for PA-46 owners, regardless of the powerplant type. The company is based in Spokane, Washington. While not in the TBM’s speed class, at max cruise the M500 whistles along at 260 knots. Piper Malibu Mirage Performance and Specifications . The Mirage also got some big-airplane type features that owners appreciate, including a dual-bus electrical system, internal windshield deice, standard dual alternators and vacuum pumps and an auxiliary heater for the cabin. One of these owners found cracks in pistons 1 and 5 originating from the position stamps in those piston crowns at a subsequent annual. Spoilers are a worthwhile addition to this slippery airframe. From the beginning, buyers favored a Lycoming because of a perceived reputation for reliability and robustness. 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. But for as good as the basic idea was, Pipers execution of it left something to be desired. Well, yes. 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. Other than smoke in the cabin related to a burnt resistor, I have not experienced any inflight emergencies. The Sperry Weather Scout radar is worthless, in my view. The Malibu M-Class Owners & Pilots Association (MMOPA) is a not-for-profit organization dedicated to the interests and safety of owners and pilots worldwide who fly PA46 derivative (Malibu, Mirage, Meridian, M-Class, JetPROP and Matrix) aircraft. The company also does avionics upgrades to older models. 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. The system has simply allowed me to leave the icing condition, which is more prevalent at mid altitudes. Again, some of these mods appeared on later Malibus. Owners of both models say they can fly 1100-NM trips with IFR reserves. The Malibu prototype emerged from the Vero Beach plant in late 1982, amidst much fanfare and excitement. Owners suffered through Lycoming’s massive crankshaft recall of 2002 and 2003 and weeks to months of downtime. I can give you the punch line already—if maintained by an experienced PA-46 shop, the service record is very positive. Performance is equal to book specs. Although owners generally raved—and still rave—about the Malibu’s impressive capabilities, it gained a reputation as a problem airplane. Sharp stick-and-rudder work in crosswinds is a must. You simply have to bite the bullet and take your airplane to someone who specializes in the type. With a 170-knot landing-gear extension speed, it’s easy to slow down, merge and descend from the flight levels. / 1,969 kg. Although the company succeeded, its success was haunted by engineering decisions made early in the program. Unlike Lycoming, which issues service bulletins regarding safety related problems, Continental is remaining silent. Its 350-horsepower Lycoming TIO-540 engine lets you cruise at altitudes up to … Owners like this classy cabin-class single but concede maintenance costs are high and reliability isnt the best. I own a Malibu as well as the largest PA-46 maintenance facility in the world. A delight to fly, high or low, says one owner. All rights reserved. As one owner said, the thing looked like it was going 200 knots sitting on the ground. The irony is that the fixes applied to the Continental made it as good as the Lycoming installation. Lycoming operators also have experienced higher-than-normal oil consumption that has proven difficult to remedy. They are quietly giving affected owners generous warranty adjustments on engines which are long out of the original warranty. A bit of extra speed helps. A variety of other improvements were made to deal with various system problems as well. Unless otherwise noted, these reviews carry product pricing from the time of the original review. Pressurization allows flying above most of the weather comfortably without having the entire family wearing oxygen. Most ADs and Service Bulletins are historical, with very few recent issues. 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. 25,000 ft operating altitude. The Mirage’s Lycoming engine is larger and the accessory layout is different, so the forward baggage bay in the Mirage is a bit smaller than that of the Malibu. Is one better than the other in terms of maintenance? 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. Add some bumps and its a handful. In our view, you’ll play it safe by figuring you’ll fly away paying closer to $10,000 for a thorough inspection, while addressing minor routine squawks. Occasionally a pilot will purchase a PA-46 thinking it is just a little more expensive to operate than his/her previous aircraft, only to find out that some of the systems installed on the plane are quite costly to maintain. If that’s done and the owner can afford the bills, the airplane can be a dream. 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. Texas Top Aviation’s insurance approved, 2 Day Piper PA46 Recurrent Training Course provides a systems overview, avionics review, and emergency procedures review during the first morning of ground school. The same run to 25,000 feet (gross weight, 90 degrees) will take half an hour, plus. Yet Piper prospered with the Malibu because of its unique capabilities and unusual luxury. 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. Although the company succeeded, its success was haunted by engineering decisions made early in the program. Although the gear can be extended at up to 170 KIAS, I cringe at the thought of doing so. It will also float much longer if approach speeds are too high. 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. The engine and systems were finicky to operate, and dispatch reliability ranged from barely acceptable to just awful for some years. I cant understand how they sell any of the new ones. The Piper PA-46 Malibu and Matrix are a family of American light aircraft manufactured by Piper Aircraft of Vero Beach, Florida.The aircraft is powered by a single engine and has the capacity for one pilot and five passengers. Kevin knows the airplane. The FAA MIDO for Continental told me there were others but wouldnt divulge how many. The Lycoming in the Mirage was, if anything, worse in this regard. Piper’s execution left something to be desired. Figure on $150 per hour and that wont give you extra money for upgrades, paint or interior. It was essentially the same airplane with a Lycoming TIO-540-AE2A of 350 HP. The Matrix is essentially a Mirage without the complex pressurization system that might increase workload to newer pilots. -A Piper Malibu crashed Friday, killing all five aboard, shortly after taking off from Edmonton en route to Winnipeg. The cockpit is well designed in both models with well-placed gauges and plenty of room for all the avionics you could ever want. The Certificate of Registration had been issued on 11 September 2015. This engine will go to TBO if you watch it-we got 2100 hours on the first and have 1400 hours on the second. Both are sensitive to proper operating technique. The 550 engine is hard on cylinders, the four-blade prop is high maintenance, speed brakes are not needed, the three-blade prop is nice but costs $20,000. The aircraft was registered to a trustee, the Southern Aircraft Consultancy in Bungay, Suffolk, United Kingdom. The aviation press dutifully reported the news: The Malibu and Mirage, as well as their autopilots, were in full compliance with certification rules. With a Hartzell or MT four-blade reversing propeller, landing distance is reduced to nearly 1000 feet. The Piper Malibu Mirage is as close as you can come to a "no excuses" piston single. 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. 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. Descent planning is required. The Matrix is an unpressurized Mirage. The hydraulics also ran the flaps on early models. My main reason for moving up to the Malibu was the pressurization and the cabin-class interior. 200-Knot Buzzkill: MX, Insurance Realities. The engine wont stay cool at 75 percent up high in summer weather; figure on 65 percent max over 20,000 feet. Plus factors of the Malibu 310 compared to the mirage 350 are: 1. 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. This results in a thinner cross section in the crown, making it more prone to cracking from stress risers caused by the stamping process. He doesnt have to look it up or call the factory. Here was a pressurized, high-flying luxury ride capable of 200-knots and with impressive range to boot. Pilots who are wide of girth and long of leg will be cramped up front; the seats don’t slide back as far as they do in a Mooney or a Cessna. Early Malibus were all piston-engined, but a turboprop version, introduced as the Malibu Meridian but now called the M500, is also available. More than a few owners have had experience with several Malibus and/or Mirages. Either upgrade will increase your costs by about a factor of four. It is the PA-46-350P that has the new engine. Piper M600 Engine Piper M600 is powered by the Pratt and Whitney Canada PT6A-42A engines, which produce 600 hp of power. Although it is approved for flight into known icing, flight characteristics change significantly with ice on the structure. 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 suit was settled after the court failed to certify the class. Cruise speed drops to 200 KTAS at FL200. My biggest dislike about this aircraft is that it came from the factory with a plexiglass windshield, which interferes with visibility and the heating element. Owners of both models say they can fly 1100-NM trips with IFR reserves. In our view, the best thing that ever happened to the Malibu’s front office is Garmin’s GFC700 integrated autopilot. The base price was an eye-watering $275,000, but with accessories the typical invoice swelled to more than $320,000, or $550,000 in 2003 dollars. The payback is an excellent glide rate. 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. Yet Piper prospered with the Malibu because of its capabilities and luxury. On the flip side, there is no other aircraft that can do what the PA-46 does as efficiently and inexpensively. Pilots report that the gear makes an effective speed brake. Malibu pilots report cruise speeds of 208 knots TAS at FL220 at 67 percent power and 212 knots true at FL250 at 75 percent. The handling characteristics of the PA-46 are indeed excellent, although they lack the rocklike stability that many instrument pilots prefer. As for making the transition to flying a Malibu, having experience in complex airplanes is mandatory if you want a good safety record. The inclusion of an access panel in the firewall is a good tradeoff, since it makes it much easier to get at the backside of the powerplant. The Continental package evolved into such a nightmare-piston pins and crankshaft bearings in particular-that in 1987, Piper asked owners to ground their airplanes voluntarily until the problems could be worked out. On the average, a prebuy will generate a squawk list in the $40,000 to $50,000 range. 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. That’s not a criticism of the Meridian—the turboprop conversions of the Cessna 206, 207 and 210, Beech Bonanza and Piper Malibu/Mirage wrestle with the same problem. We hire a pilot to ferry the airplane. Dispatch reliability is excellent—I average 250 hours per year. The hydraulics also ran the flaps on early models. I fly 50 degrees on the lean side of peak, burning 17 GPH and very occasionally go to the rich side of peak if the engine demands it at high altitude. This is the best 6 seat single engine airplane i have seen yet! I have an ATP rating and have logged 9000 hours of flight time. The pressurization system has been flawless. It is important to get a prebuy from a competent shop. Were not talking Bonanza handling here but the controls are responsive, with pitch the lightest and roll the heaviest. This website contains many older reviews. Cylinder and valve-train problems have been evenly dispersed between the two engines, by our estimation. Because the CG bias is forward, most calculations will lead to loading the rear first. But it will comfortably carry four people and baggage with full tanks, yielding a non-stop range of about 1400 miles for the Malibu and 1000 to 1200 miles for the Mirage. The hydraulic system that powered the landing gear wasn’t especially reliable, was sensitive to dirt and grime, and required continuing maintenance. The Piper PA-46 Malibu is designed by Piper Aircraft as a single-engine light aircraft that can carry one pilot and up to five passengers. With its 43-foot wingspan, the Malibu looked as much like a glider as a powered aircraft. Typical 50-degrees lean-of-peak cruise gives me about 15 GPH while climb at 35.5 inches and 2500 RPM yields about 35 GPH at 130 knots TAS. Retraction speed is much lower, at 130 knots (Malibu) and 126 knots (Mirage) KIAS. Just go to someone that maintains several hundred of these airplanes and you will be better off. After researching the various models available, we concluded that a 1986 or later model was the best example of the type. It was well worth the cost of membership. For those willing to deal with oxygen nose hoses, rather than cabin pressurization, the savings in maintenance costs, operational simplicity and perhaps lower insurance premiums gives the Matrix appeal. For $60,000, you can have a nicer stack than a new Mirage. 10 mins, 1080P, 60fps Figure on about 12 minutes-two passengers, 70 gallons of fuel, cool weather-to 15,000 feet from a 500-foot field elevation. ), With the introduction of the Mirage, some of the systems were addressed. Still, these are complex aircraft and two of the three annuals were in the $8000 range. 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. Later models have overhead switches which are a challenge for the presbyopic set. Insurance runs $6000 per year for $300,000 in hull value and $2 million liability coverage. The support from the MMOPA is second to none. Something on the panel seems to break every 20 hours.This has afforded me the opportunityof beingon afirst name basis with the managers of more airplane repair facilities thanI would have thought possible.I have come to accept this and just keep flying in between trips tovariousrepair facilities.I rationalize this by comparing the costs of these headaches with the cost of owning a small jet.That doesntchange anything and it doesnt even excuse anything, but italways makes me feel better. It needed it. While this total might be seen as unusual, spending $20,000 on a Malibu or Mirage for a years worth of wrenching is not unusual. Retraction speed is much lower, at 130 knots (Malibu) and 126 knots (Mirage) KIAS. The annual conventions are the best organized and classiest GA events Ive ever attended. A used Mirage has an Aircraft Bluebook suggested list price of $705,000. Pulling the power back and flying high can bump the range up to 1000 NM. 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. Finally, on December 5, 1991, the review was published. The reward of my downsize includes dispatch reliability just below 99 percent. We had Kevin Mead do our pre-buy and all subsequent annuals. Consumtion (at 75 % power) minus 20%. A number of problems with primary flight control cables have occurred, as well. Other than oil changes, it generally does not require additional maintenance between annual inspections. It was essentially the same airplane with a Lycoming TIO-540-AE2A of 350 HP. For an airplane of the Malibus ambitious leanings, the right engine is a must. Again, since there was no accident, these do not appear in the NTSB database. We believe safety is greatly enhanced and could site several examples but we dont want to disparage anyone. The Malibu’s pressurization differential is 5.5 psi, so we’d climb on up to 25,000 feet while the cabin leveled at 8000 feet. Through the Malibu/Mirage Owners and Pilots Association, I found two other owners who experienced identical failures and had to make emergency landings. For more than five decades, active and dedicated aircraft owners and pilots have turned to AVIATION CONSUMER to answer their most important buying questions. I generally cruise climb at 120 knots at 2500 RPM and 35 inches. As with most early production airplanes, mine has a relatively low empty weight and a very decent useful load of 1325 pounds. The biggest handling issue is crosswinds. The new engine weighed 113 pounds more, but the maximum takeoff weight was boosted by 200 pounds. Piper never seemed able to find the right powerplant, however. Absolutely. Starting up front, however, the cockpit isn’t exactly cavernous. Useful load worked out to be 80 pounds less than planned; not a deal breaker but a weight equivalent to fuel for IFR reserves. This is worth it no matter what the effort. My Malibu is maintained by the book at a shop dedicated exclusively to Malibu, Mirage, Meridian and DLX JetPROP conversions. Besides being hard on the gear itself, the nosegear door opening at that high an airspeed shock cools the engine. The airstair door is a plus, making for relatively easy entry and egress. But we have our doubts about the fuel-guzzling Mirage matching range with the Malibu in real-world conditions. One theory labels valve guides as the probable culprit. 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). Pressurizing a single isn’t easy—Mooney’s Mustang was a bust. This, along with the autopilot and weather factors, was implicated in a string of inflight breakups that led to a great deal of consternation (and an AD-mandated restriction on operations) in 1991. Full control deflection is needed at 17 knots crosswind. I spent an extensive amount of effort and time in the forums before I decided to buy. 600 HP of power in this regard AirE90 or a TBM 700 120 knots at 2500 RPM and inches... Problems with primary flight control cables have occurred, as noted elsewhere many! Gear itself, the rear cabin is comfortable if a little to be invaluable owners... 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