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 Post subject: real numbers from flying a Malibu last year
PostPosted: 03 Jan 2015, 09:51 
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Was reconciling all our plane accounts over the holidays and figured others might be interested in EXACTLY what it cost me to run my 1986 Malibu (with 550) for 2014. As I pay for everything via company check or credit card, these numbers should be exact with the exception of pilot supplies - that GL code had some strange things in it that don't seem to be related to the plane so I guessed on what my expenses actually were for subscriptions, etc.

The repair item was a one time SB repair of some small cracks in the wing skin. Known issue when I purchased the plane, it just took me a while to get it scheduled and fixed. While doing that, I had some paint touchup work done on the cowling too.

Maintenance includes annual (one jug replaced due to a leaky valve), a tire blowout at a distant airport (not cheap) and a few misc squawks. Have not missed a single flight due to maintenance.

Insurance is for 1mm smooth with a 300k hull value, no deductible.

Recurrent training is required and I did it in the plane with an insurance approved CFI.

I do not track my engine reserve costs, but figure about $30/hour so add that to the totals below. As I will probably sell the plane before I have to overhaul, I don't track those costs. Same for prop costs.

While not cheap, these planes are incredible tools. Almost every business trip I took in it could not have been done via airlines on a similar schedule. Gets pretty darn close to a buck a mile all in when you take out my one time SB repair bill. Not bad for pressurized, 200 knot travel.


189.4 hours flown 2014

$15,378.00 fuel/oil/fbo costs
$230.00 cleaning
$6,000.00 hanger
$5,763.00 insurance
$7,314.97 maintance
$1,200.00 pilot supplies
$8,882.73 repairs
$750.00 recurrent training


$30,140.70 total fixed
$15,378.00 variable

$45,518.70 total cash cost

184.6 avg groundspeed
34963.24 miles flown
$1.30 cash cost per mile


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 Post subject: Re: real numbers from flying a Malibu last year
PostPosted: 03 Jan 2015, 10:11 
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Company: On the wagon
Location: Overland Park, KS (KLXT)
Aircraft: 1978 Baron 58
Thanks!

Many here don't like thinking about what they really spend, but I don't understand that.

The maintenance and repair seems higher than I'd have expected. What was there other than that jug and tire?

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 Post subject: Re: real numbers from flying a Malibu last year
PostPosted: 03 Jan 2015, 10:29 
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Location: Cambridge, MA (KLWM)
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Anthony, thanks so much for sharing hard data. It's helpful and informative. I wish I had records anywhere near good enough to share, but since it's all personal expenses, the money just washes around from many different accounts....
Username Protected wrote:
The maintenance and repair seems higher than I'd have expected. What was there other than that jug and tire?
Here I was thinking that $9K all-in wasn't too bad on a P-single for a year with a three non-routine maintenance events.

Edit: Nevermind. I see that it's $16K all-in. That seems about right to me, assuming the plane is in an expensive part of the country.


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 Post subject: Re: real numbers from flying a Malibu last year
PostPosted: 03 Jan 2015, 10:45 
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Location: KTOL - Toledo, OH
Aircraft: 2004 SR22 G2
Malibus are the one airplane that I find the most widely varying estimates for cost of mx and annuals. I can never get a consistent figure when asking 10 or 20 guys their experiences. Yours are some of the lowest costs I've heard. One owner sent me his spreadsheet for all-in costs after (3) years of ownership and it averaged out to $800/hr. Ouch.

One of my hangarmates with a Malibu claims $10K / yr for all in mx costs including annual. Another pilot I spoke to said it can be as high as $50K (not including engine O/H). That's some serious variability.

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 Post subject: Re: real numbers from flying a Malibu last year
PostPosted: 03 Jan 2015, 11:05 
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Username Protected wrote:
Thanks!

Many here don't like thinking about what they really spend, but I don't understand that.

The maintenance and repair seems higher than I'd have expected. What was there other than that jug and tire?


I had a leaky wing fuel drain that was expensive to fix (piper only part) and I replaced the brushes on my prop deice. The maintaince costs include oil changes about 35 hours too.


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 Post subject: Re: real numbers from flying a Malibu last year
PostPosted: 03 Jan 2015, 11:08 
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Joined: 11/22/10
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Company: Rushing Media
Location: Houma, LA
Aircraft: PA32-300
Username Protected wrote:
Malibus are the one airplane that I find the most widely varying estimates for cost of mx and annuals. I can never get a consistent figure when asking 10 or 20 guys their experiences. Yours are some of the lowest costs I've heard. One owner sent me his spreadsheet for all-in costs after (3) years of ownership and it averaged out to $800/hr. Ouch.

One of my hangarmates with a Malibu claims $10K / yr for all in mx costs including annual. Another pilot I spoke to said it can be as high as $50K (not including engine O/H). That's some serious variability.


$50k for a piston single (even a Malibu)? I think that may be more mechanic variability rather than airframe variability.

Remember when JC said that his A36 was costing way more than $300/hr?
Of course it did! He was maintaining it at a Beech Factory service center.


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 Post subject: Re: real numbers from flying a Malibu last year
PostPosted: 03 Jan 2015, 11:12 
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Username Protected wrote:
Malibus are the one airplane that I find the most widely varying estimates for cost of mx and annuals. I can never get a consistent figure when asking 10 or 20 guys their experiences. Yours are some of the lowest costs I've heard. One owner sent me his spreadsheet for all-in costs after (3) years of ownership and it averaged out to $800/hr. Ouch.

One of my hangarmates with a Malibu claims $10K / yr for all in mx costs including annual. Another pilot I spoke to said it can be as high as $50K (not including engine O/H). That's some serious variability.


I have heard similar. Never understood that. Systems are no different than a pbaron, with 6 less cylinders. Same engine as a turbo cirrus. Deice and pressurization systems not that complicated. If you are unlucky and have to replace a windshield that can set you back 30k which would not be fun.


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 Post subject: Re: real numbers from flying a Malibu last year
PostPosted: 03 Jan 2015, 18:35 
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Aircraft: B55
Pressurized, 200kt aircraft with 1000nm range in the FLs for $240/hr. Not bad!


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 Post subject: Re: real numbers from flying a Malibu last year
PostPosted: 03 Jan 2015, 18:43 
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Aircraft: 1961 Cessna 172
Username Protected wrote:
$50k for a piston single (even a Malibu)? I think that may be more mechanic variability rather than airframe variability.


$50K isn't hard to do if you need a new windshield. It's a $20K part and $10K of labor to install it. Top overhaul at $10K or $10K of exhaust work isn't hard to do. $4K for the annual, $2K for getting it to and from the specialist shop.

Things that make owning a PA46 expensive.
- a number of proprietary parts. The P-baron benefits both from airframe commonality with the regular Barons and just being part of a much larger (and older) fleet with a lot of 3rd party parts sources. Ask me about my $2K heated stall warning switch. Or my $6K hydraulic pump.

- Engine/turbos/exhaust worked harder, often flown higher (Malibu 5.5 PSI cabin a lot flight level friendlier than the 3.5ish P-Baron). Engine is packed tighter too.


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 Post subject: Re: real numbers from flying a Malibu last year
PostPosted: 03 Jan 2015, 18:45 
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Interesting data, thanks Anthony. What year do you have, is it avidyne or garmin? Also what was the initial purchase price if you don't mind sharing.

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 Post subject: Re: real numbers from flying a Malibu last year
PostPosted: 03 Jan 2015, 18:55 
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Username Protected wrote:
Interesting data, thanks Anthony. What year do you have, is it avidyne or garmin? Also what was the initial purchase price if you don't mind sharing.


Looks like he has an '86. They're mostly original steam gauge (KI256/KFC150) or G500. Prices run from low 200's for airworthy, no-show stopper planes to high 300's for low time, all-glass, new cosmetics.


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 Post subject: Re: real numbers from flying a Malibu last year
PostPosted: 03 Jan 2015, 22:17 
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Username Protected wrote:
Interesting data, thanks Anthony. What year do you have, is it avidyne or garmin? Also what was the initial purchase price if you don't mind sharing.

Panel pic attached.
It is a mid 86 which has Electric flaps and a different gear system than earlier models which is purportedly more reliable and less Maintainance heavy. Also has heated glass windshield, spoilers, 140gal fuel and a 1346lb useful load.

i want to put in a glass cockpit but the gns750 is enough until garmin upgrades the g500 to be more like the G3 touch.


Please login or Register for a free account via the link in the red bar above to download files.


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 Post subject: Re: real numbers from flying a Malibu last year
PostPosted: 03 Jan 2015, 22:23 
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Nice! 25k ft burning 16 GPH and 210 knots true! Love the big round TIT gauge! Is that an indicator for both turbos or does it only monitor one?

I have to quit looking at these threads. My poor Glasair isn't even out of the avionics shop!

I agree with you on the G500/600. It is long in the tooth already. The G3X touch is SO much better. Makes me sick you can't have it in a certified aircraft. My entire autopilot that is as capable as the 700 cost a total of $2500.

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 Post subject: Re: real numbers from flying a Malibu last year
PostPosted: 03 Jan 2015, 22:28 
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Username Protected wrote:
Nice! 25k ft burning 16 GPH and 210 knots true! Love the big round TIT gauge! Is that an indicator for both turbos or does it only monitor one?
.


The TIT can be wired to read both turbos. It's a snap to lean with the big gauge. 50 LOP on the TIT and you're set. At FL250 you also have the option of 14gph/200KTAS or 12/190.


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 Post subject: Re: real numbers from flying a Malibu last year
PostPosted: 03 Jan 2015, 22:35 
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Username Protected wrote:
Nice! 25k ft burning 16 GPH and 210 knots true! Love the big round TIT gauge! Is that an indicator for both turbos or does it only monitor one?
.


The TIT can be wired to read both turbos. It's a snap to lean with the big gauge. 50 LOP on the TIT and you're set. At FL250 you also have the option of 14gph/200KTAS or 12/190.


12 GPH and 190 knots in a pressurized airplane with 4 people and bags 1000 NM? That is just downright incredible.

Alright Glasair going for sale. Can't take it anymore. :doh: :pullhair: :ahhh:
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