From a pilot's perspective the control runs on the Bonanza have always been about the best of what piston GA has to offer. Every Bonanza I have flown has felt like the controls moved on jeweled bearings. This was true of everything from a mid 60s Debonair through a late model B-36.

The Malibu (I have only flown the first generation airplane, so maybe the situation has changed) had controls that felt just like any garden variety Pa-28 or 32.

That said there is one major quality of construction item that favors the Piper. Imo the weakest link in quality in the Bonanza has always been the over-wing entry door latch. The door feels cheesy and if you do a SWMBO comparison between the two the Malibu will win hands down. (If your spouse has ever experienced a popped door this alone will probably push the piper way out in front.)

The ramp presence, airstair and the look and feel of cabin class will make the Malibu beat the Bonanza with a significantly lower clown-plane quotient.

All this is true for everything down through the Matrix.

It's almost impossible for an unpressurized airplane to win in comparison to a pressurized one and on the "I-want-it-scale" that feature does weigh heavily in favor of the Malibu.

Malibu has a bigger cabin and MUCH more storage space. Nose compartment easily holds two carseats and there’s a lot of room behind the seats too.

A 70dB cabin in cruise.
The ability for passenger to easily move in/out copilot seat to back in flight.
Real radar (on some)

[/quote]

Only reason to NOT leave the cabin controller on field elevation is because you are in some sort of rocket missile like a lear or Ultra that is capable of outclimbing the cabin once the controller reaches max differential. With regards to being easier on the airframe setting the controller to cruise altitude and letting the cabin altitude slowly increase, I do not believe this is gentler on anything (ears included).[/quote]

Agree.

I have flown Malibus/Mirages for the last 10 years and I also now fly a TBM. I leave pressurization at field elevation plus 1000 throughout the flight unless I am landing at a higher or lower elevation then I adjust it to that elevation plus 1000. I have played around with setting it to altitude once there and never saw a difference so I leave it alone. (note the pressurization controls in the PA46 and TBM are the same so I cannot speak to other aircraft). The instructor that taught me to do this is a 10k hour pilot and IA.

Paul,
Agreed. My mmopa instructor has also taught me that same technique.

Thanks for the feedback from everybody. Gives me good sense of what is gained, for the costs involved, in comparison to adding the TN kit to my A36.

The only reason to set it to cruise altitude (per the POH) is because you'll have still have safety in the loop. The set outflow valve, run by the controller, will be the one regulating pressure just shy of the max diff (i.e. 5.5psi) and the safety outflow valve will remain shut. If the primary fails you have a backup that will open at max diff (i.e. 5.6psi). If you set the controller to field elevation your primary outflow valve will remain shut you are relying solely on the safety outflow valve to keep the cabin from over pressurizing with no safety if it fails.

In my Conquest, if I leave the cabin on field elevation, when I hit max diff. (around 13,000’) the cabin climbs too fast for comfort. That’s why I set it to cruising altitude -500’ and then set the rate controller to a nice leisurely climb.

Agreed on turbines. It might be (guessing) that a Malibu/Mirage climbs fairly slow (relative) and needs to descend slow for shock cooling protection. So maybe running the controller that way works with slower climb/descent?

I know I have not paid attention and "caught" the controller before. Embarrassing and not fun.

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

Aarron,

I think I was about $110,000 with all new garmin panel and GFC600.

Kevin

Not a whole lot of -350p with the two blade are there?
it looks great.

And +1 to SavvyAnalysis.

I upload all my data for my TIO-540-AE2A into Savvy and since I have a wideband oxygen sensor there is some interesting correlation for LOP/ROP. I've been spending a lot of time doing airflow balancing to even out the CHTs and especially get #5 closer to 4 & 6.


Tj

Tubeless tires can be had with a Berenger brake upgrade

Really no reason to descend slowly in the Mirage. I typically dialed in 1000 fpm, 1500 if it worked better. Depending on how tight the cabin is, might need 18-20 MAP to maintain the pressurization. If you were to shock cool, if it exists, would be from pushing the mixture forward and dumping cold fuel on the cylinders. I descended LOP or lean as possible which has a lot of benefits. If you need you can throw out the speed brakes, Can use 1 notch of flaps, want to get down crazy fast can drop the gear. But 18-20 MP and 1000 fpm will keep you in the green arc.