Août 6 2020
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Leer wiegen die Meridians knapp über 1550kg. The PA-46 line of aircraft, as of 2015, is now referred to as the Piper M-Class.
It was essentially the same airplane with a Lycoming TIO-540-AE2A of 350 HP. )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. Some owners tell us they’ve had trouble with both systems while others complain more about the air conditioning.Cabin and cockpit noise are on the low side as GA airplanes go. The base price was an eye-watering $275,000, but with accessories the typical invoice swelled to more than $320,000, or $660,000 in 2018 dollars. Initial acceleration is sluggish, although the airplane will get in and out of 3000-foot strips at sea level with relative ease. Currently, Piper offers the M350, M500, and M600 … Well, yes.
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. The new M600 is equipped with the It received its FAA certification on June 18, 2016. That’s less than an optioned-out new SR22T. )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. As our recent owner feedback shows, many Malibu and Mirage owners have held on to their aircraft for many years.With the introduction of the Mirage, some of the quirky systems were addressed. 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. The complex nosegear, which rotates 90 degrees to fit into its bay, proved delicate.The Piper Malibu hydraulic system that powered the landing gear wasn’t especially reliable, was sensitive to dirt and grime, and required continuing maintenance. Continental thus specified operating requirements for the engine that were unusual at the time, specifically lean-of-peak EGT operation.To beat down the fuel flow, Continental required pilots to lean the engine to 50 degrees lean of peak for all operations below 80 percent power, which is the maximum recommended cruise setting.
Plus, removing all of the pressurization hardware from the airframe bumps the useful load up to 1421 pounds, while fuel capacity remains the same.It’s easy to see how buyers considering a new Cirrus SR22T or Cessna TTx can be swayed by a used Matrix and its luxurious six-place cabin, club seating, airstair door and its big-airplane look and feel.You can likely pick up a 2008 Matrix for around $600,000. The turbine-powered Meridian uses the same basic airframe the Malibu pioneered but with substantial modifications. 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. Useful load worked out to be 80 pounds less than planned; not a deal breaker, but a weight equivalent to fuel for IFR reserves.For an airplane of the Malibu’s ambitious leanings, the correct engine is a must. Our most recent survey of accidents showed that 17 percent were engine-related—no change since we looked at the aircraft roughly four years ago.Maintenance is, as one owner told us, “a serious activity” for PA-46 owners, regardless of the powerplant type.
Most ADs and Service Bulletins are historical, with very few recent issues. PA-46 pilots did demonstrate some difficulties controlling the machine on rollout after landing in crosswinds—which surprised us as the wide-track gear should make for good ground handling. I’ve found the cabin to be ideal for carrying Angel Flight passengers and their families.As with most early production airplanes, mine has a relatively low empty weight and a very decent useful load of 1325 pounds. -A Piper Malibu crashed Friday, killing all five aboard, shortly after taking off from Edmonton en route to Winnipeg. There’s a lot of flexibility to trade off between fuel and passengers, especially with the low fuel consumption and 120-gallon capacity.Maintenance is a serious activity—I figure $7000 to $10,000 for an annual inspection—and only use shops that really know the airplane and maintain a lot of them. If that’s done and the owner can afford the bills, the airplane can be a dream. Fuel burn at cruise lean of peak is 13.7-14 GPH.
Its NBAA Between June 2016 and March 2018, 50 have been delivered, mostly in the U.S. and mostly are owner-flown. The -310P, with its lower fuel consumption—as much as 4 to 5 GPH when flown by the book—has nearly 25 percent better range and is only about 5 percent slower. Zu 4: Beech Bonanza 36, Piper Lance oder Saratoga. The pressurization system has been flawless.About 50 percent of my flights are under 140 miles and the rest are over 750 miles. I think that the bang for the buck is quite good in the PA-46. But we have our doubts about the fuel-guzzling Mirage matching range with the Malibu in real-world conditions. FLIGHT PROFILE-Approx. Der Verbrauch im Cruise liegt bei ca 110-120kg/h bei mind. The Malibu is not an airplane that just any shop can fix.More than a few owners have had experience with several Malibus and/or Mirages. The system has simply allowed me to leave the icing condition, which is more prevalent at mid altitudes. 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.The PA-46 nosegear is tender and the hydraulic system continues to pose problems.
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