Of course. But it's not the extra systems/complexity that jumps out from the logbooks. Not even the engine. It's fuel pumps, gear parts, actuators, avionics failures, and other things, often being replaced within few hundred hours, either because it failed or it reached a disturbingly (at least to me) short TIS limit. It's what seems like a lot of SBs (recognize optional) and ADs getting CW. If it were just a matter of paying to maintain the extra stuff, such as the windshield, I'd have one by now. That's to be expected.

Yeah, neither would they be Beechcraft quality issues in a Baron or Bonanza, right? But yet, these items seem to fail in this plane at an early and alarming rate. Why? How many SBs and ADs on Baron gear? How many on the Malibu/Mirage? Suggest you review some logbooks for late model Mirages and then report if you think there's any "there" there.

Fair enough Kevin. Rather than talk theoretically or hypothetically, you own a Malibu. I realize it's an older model and I don't know how long you've owned it, but what's been your experience? What does the logbook history say re. "premature" parts failures, replacements, SBs and ADs? Adjusting for things like FIKI and pressurization, no worse than a Bo you've owned? I'd find that hard to believe.

For comparison, recognizing it's not apples to apples comparison given each plane's complexity, but here's the list of parts that have failed or been replaced on my Bo with less than 500 hours TIS over the 7 years and 1300 hrs I've owned and flown this plane:

I have owned several PA46's mostly new, but have been very impressed with the Piper build quality. I have had some things replaced over the years, but almost never Piper stuff. Usually boxes made by somebody else. Whether Garmin, Bendix, Pratt, or Lycoming. The airframe itself is actually amazingly reliable and mature. They are complex aircraft, and the performance is exceptional. I have had dispatch rates that rival the airlines with respect to both maintenance and weather. The things that break or wear out on the PA46 are well known, but it depends on the specific model year, engine and airframe. I don't think there are any parts in common between a 1984 Malibu and a 2018 M600. The PA46 has probably had more upgrades and modifications in its lifetime than any other small GA airframe. Almost every year Piper upgraded some aspect of the airframe, avionics and or engine. All that innovation has been associated with SB's AD's and some growing pains, but the evolution of the airframe is awesome.

Fair enough Kevin. Rather than talk theoretically or hypothetically, you own a Malibu. I realize it's an older model and I don't know how long you've owned it, but what's been your experience? What does the logbook history say re. "premature" parts failures, replacements, SBs and ADs? Adjusting for things like FIKI and pressurization, no worse than a Bo you've owned? I'd find that hard to believe.

For comparison, recognizing it's not apples to apples comparison given each plane's complexity, but here's the list of parts that have failed or been replaced on my Bo with less than 500 hours TIS over the 7 years and 1300 hrs I've owned and flown this plane:

I thought that tail number seemed familiar... I had a magneto failure while instructing a previous owner in that airplane about two years ago.