Beautiful plane. Maybe I missed it ...but what is UL?

I wonder that maybe wings might not have "the step" but an aircraft can. Lotta draggy stuff flapping in the breeze at high AOA that isn't related to wing aerodynamics.

Scott,
Generally the Mirages have 1230lbs +/- UL. Earlier model Malibus (1984-1988) had about 100lbs more UL. My 1984 has a UL of 1417lbs after an extensive panel upgrade.

Kevin

Are the annuals more expensive? I mean how much more. I can understand a pressurized cabin is going to add to the annual. I have a friend who keeps saying that I am buying his Malibu in two years when he is done flying. They do look like a great traveling machine.

I met a Malibu owner this weekend while waiting for better weather. We were talking all about his plane, performance, maintenance, etc.

He said that often he'll not use max. diff pressurization because doing so is "harder on the plane." In other words, instead of an 8000' cabin, he might dial up a 10,000' cabin at a comparable cruising altitude.

I knew pressurization was adjustable, but never heard that running the lowest cabin possible would potentially add wear/tear and expense. Do most operators consider that?

I don't think so.

I don't think there is any benefit to the practice of using less than full diff. Whatever life limits the cabin may have, or AD comes out to deal with cracking or fatigue issues, that will be based on max diff usage on every flight, so any owner babying the system will see no real advantage.

The real benefit of pressurized cabins is the PILOT being less fatigued. Overall, that's the better strategy.

Mike C.

Three years ago I sold my 1989 IO550 Bellanca Viking for my 1988 TSIO550 Malibu. I wanted a Cont. powered PA46 for numerous reasons, so I bought one of the last ones built.

For reference annuals on my Viking ran $5k-$10k as I never deferred any maintenance and I felt I had one of the best Vikings flying. Keeping along the same lines I haven't deferred a penny on my two PA46 annuals. IIRC my two annuals ran $18k and $14k, I expect next year to run about $8k-12k. Trying to remember big expenses: New aileron balance cable, new pilot side window (~4k) first year. This year was bunch of little things (new brake discs, repair erosion on wing root covers, all 8yr hyd hoses have been replaced). I think I have one of the few PA46 Malibus that has had 100% of SB's done to it, so I'm keeping that trend going. That said, I do take it half way across the US to Midwest Malibu for annuals.

Everything on a PA46 definitely costs more and to top it off there's usually two of them. For example, I replaced a vacuum pump at 800hrs and its a 442CW and an OH'd one is about $600. The plane has two of them (IIRC the Viking vacuum pump was like $300 new). DeIce system has some expense in cleaning valves and if you need new boots (list on a single wing boot is $10k prior to installation). That said I have the original wing boots and there's only one patch on them. I also dumped a bit into getting the AC working nearly perfectly and purchased enough R12 to keep it going for centuries. The cheapest system on the plane has been the pressurization. I honestly don't think I've put a cent into it (unless you count the vacuum pump as vacuum is used to regulate the outflow valves).

Unless you self-insure, you will need an insurance approved course and annual recurrent training. Annually this is about a $2k and two days somewhere.

As for not running at max press. diff... Well I run it 500' high to keep it off the emergency outflow valve, but it's not any harder on it to run it at 5.5psi vs 4.5psi. I run SL to 14,000 (Chuck what is your M600 cabin at 14,000 ) There's a sonic nozzle taking choked flow off the intake manifold as such it won't affect the back-pressure on the turbo compressors.

There are A LOT of bad PA46s out there, so be careful and hire someone who knows them for a pre-purchase. Some Malibus require a six figure annuals to get them back in shape.

Now all that said, I wouldn't give up my Malibu. Now maybe I would for Chuck's next castoff...

Never heard of that strategy. I use the 5.5 psi every chance I get. Maybe the guy does reduced power takeoffs to baby the engine too...

My plane is fat... my useful load is 1153lbs. I plan on removing a couple more items to get a slimmer figure.

Val,

I gained about 80lbs UL on the panel upgrade. I did remove the one cabinet behind the pilots seat that was 21lbs. The panel was an expensive way to get UL, about $1000 a pound
Kevin

I’m a big fan of the Continental 84-88s. LOP at 20,000’ burning 15gph is awesome. I realize pressurization is something a lot of folks can’t live without. To me, once you have a turbo that’s what I can’t live without.

I’d say 50% Malibu vs A36 premium per year on your flying budget. It’s everything that you spend money on. Hangar, insurance, “service fees”, engine fund, etc. I’d never disagree with someone that feels the premium is worth it. From the A36 where else are you going to go? From the Malibu your next step is really expensive.

I would advise that you not allow your wife to ride in one until you are ready to write the checks. My wife approved the increased budget and I didn’t even tell her how much it would be.

I have a previous post detailing costs but the summary is
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

The repair was known when I purchased the plane. Take that out and I don’t know how a turbocharged bonanza is half the cost, they burn the same fuel and the Malibu was a smidge ffaster.

Conti powered Malibu is such a great plane. Per mile it is tough to beat and pressurization is the bees knees if you are really traveling in the plane.

Never heard of that strategy. I use the 5.5 psi every chance I get. Maybe the guy does reduced power takeoffs to baby the engine too...

Val,
I am wondering if the main reason you went with the Malibu was pressurization? Seems like everything else except deice (eg speed, UL, A/C, turbo) would have been comparable to a TN A36 option. Just trying to get your sense of the cost/ benefit of moving from an A36 to something like a Malibu... ie what do you get for the increased costs.

Val,
I am wondering if the main reason you went with the Malibu was pressurization? Seems like everything else except deice (eg speed, UL, A/C, turbo) would have been comparable to a TN A36 option. Just trying to get your sense of the cost/ benefit of moving from an A36 to something like a Malibu... ie what do you get for the increased costs.