Looking for an airplane with more seats, more useful load, and good speed? Look no further than the PA-46-310P Piper Malibu. It feels like a corporate airplane, but this turbo charged piston single is good owner/pilot airplane for taking the family on vacation or using on business trips.
The original Piper Malibu, which was manufactured between 1984-1988, is a great next step airplane for Cirrus owners, Saratoga or Lance owners, and Mooney owners looking to move up to a pressurized, 6 seat piston. The pressurization has got to be one of the best parts of the Piper Malibu. The ability to climb up to the low flight levels (the service ceiling is FL250, but the airplane performs great between 16,000 and FL190) to catch better winds and get a better true airspeed (the airplane gains about 2.5 KTAS for every thousand feet) without having to wear oxygen makes the ride much more enjoyable.
Equipped with six seats and a 4,100 pound gross weight, the Piper Malibu allows for a lot more carrying ability than a Cirrus or even a Saratoga. Now, like most piston airplanes, you can’t take 6 average adults, bags, and full fuel, but here’s the great part: the Continental TSIO 320 only burns 16.5 GPH in cruise at 75% power. The plane will still fly 200 KTAS at 16.5 GPH. With 120 gallon capacity, even taking half tanks still allows for a 2.5 hour range with an hour reserve. At 200 KTAS, that’s 450 miles. And, you gain an extra 360 pounds useful load at half tanks. That’s not too shabby.
The Piper Malibu was designed to be comfortable, fast, and be able to carry some baggage. There are two baggage compartments, one in the nose behind the firewall and one in the rear behind the rear seats. The nose baggage is wide enough to fit golf clubs in, while the back baggage is large enough to fit rolling suitcases in (the front baggage has no problem with roller bags either). Lots of weight in bags? Again, no big deal. Just plan on taking less fuel and still flying for 2.5 hours.
From a pilot’s standpoint, the Piper Malibu is a pretty straightforward airplane to fly, though it does require some specialty training. A lot of PA-46s on the market right now have upgraded glass panels and digital engine monitors, making piloting the airplane that much more streamlined. Most Piper Malibus are equipped with the KFC 150 autopilot. Some have a yaw damper installed, others don’t. Some have the vertical speed and altitude capture installed, others don’t. It just depends on that specific airplane. They aren’t like a Cirrus where they are all made the same.
Looking to upgrade to something with more seats, a higher service ceiling, but not a significant increase in fuel costs? Look into the Piper Malibu. You can get one in good shape from about $300,000.
I got a call today from a friend asking me about oxygen requirements. That got my brain pondering about the different items the FAA would like all pilots to know. I did a little refreshing and found several other tidbits directly from the FAA that I thought worth sharing. No matter what you’re flying, I think these apply to all of us.
First off, what are our general oxygen requirements? If you jump on over to the FAR’s and take a look at 91.211 you’ll see:
1. At cabin pressure altitudes above 12,500ft MSL to 14,000ft MSL, pilots
required to use oxygen unless the segment is less than 30 minutes of flight.
2. At cabin pressure altitudes above 14,000ft MSL, the crew is required to use
oxygen.
3. At cabin pressure altitudes above 15,000ft MSL, each occupant must be provided the use of oxygen. This doesn’t necessarily mean they have to use it.
Things get a little more in depth when you get to pressurized aircraft.
These requirements are also listed in 91.211:
1. If you’re flying above Flight Level 250, a 10 minute supply of oxygen is
required for each person onboard.
2. If you’re flying above Flight Level 350-410, and one pilot leaves their seat, the other pilot will be required to wear an oxygen mask, unless both seats are equipped with quick-donning oxygen masks.
There are three basic components to any oxygen system in an aircraft: the storage system, the delivery system, and the mask or cannula. First, there are several types of storage systems.
Gaseous aviators breathing oxygen is the first. This is the standard green tank that everyone is familiar with. There are two types of tanks. Either the high- pressure with 1800-2200 psi or the low pressure tank with 400-450 psi. The major issue with these and General Aviation aircraft is weight. Some of these tanks can get bulky and heavy and therefore don’t work for everyone.
Liquid aviators breathing oxygen or LOX is another form of storage. The major advantage of LOX is that it has a 900 to 1 expansion ratio, meaning that 1 liter of liquid oxygen can be expanded into 900 gaseous liters of Aviators Breathing Oxygen. The disadvantages of LOX are they are extremely volatile and have to be stored at -197F. If it comes in contact with exposed skin, severe frost bite can occur.
Sodium chlorate candles or oxygen generators have a weight advantage like LOX. They’re essentially a canister that when activated mix sodium chloride and iron powder and produce oxygen. They general have a 600 to 1 expansion ratio, which goes back to the weight savings. However, once these are started they are very hard to stop. Another disadvantage is these devices produce a fair amount of heat, so proper precautions need to be taken.
Next are the delivery systems. The main systems are Continuous Flow, Diluter Demand, and Pressure Demand. Continuous Flow, is exactly as it sounds. The oxygen is allowed to flow continuously from the tank to the user. The benefits of continuous flow are you don’t need a complicated mask or regulator. The downside to this system is since it continuously pumps oxygen, you’re wasting oxygen when you exhale. Most of continuous flow systems are used on aircraft that generally fly below 28,000 feet.
Diluter Demand was designed to fix the negative of the Continuous Flow systems. Diluter Demand only sends oxygen to the user when the user inhales. The system also allows cabin air to be introduced in, sending the perfect mixture of oxygen to the user when needed. These systems are very efficient and generally tend to be used up to 40,000 feet.
Pressure Demand is designed to essentially “over inflate” the users lungs. This will basically pressurize the the users lugs and allow the user to fly above 40,000 feet. This is needed at flights above FL400 because 100% oxygen without positive pressure will not suffice.
The final portion of the oxygen system is the mask or cannula. Nasal cannulas generally are more comfortable and are regulated to 18,000 feet service altitude. Masks come in a couple different variants. From re-breathers to quick-donning, most masks accomplish the same task with a few small differences. Quick-donning must be able to be put on within five seconds and are rated up to FL400.
Since that was a lot of information, what does all of it mean to you? Most fair weather flyers will never run into any of this. However, the high performance owner/operator will run into oxygen use situations a fair amount. Taking the family up to Colorado on a ski trip, jumping up to 12,500 feet to get above some weather, or flying above 5,000 feet at night on a long xc are all situations where you may want to have oxygen on board.
If you are planning on doing any of this type of flying or are currently doing these types of flights, training is a must. If you’ve never been in an altitude chamber, I would highly recommend it. In college, I went with a group to Oklahoma City to the FAA’s headquarters where they hold a class on Hypoxia and High Altitude flying. It’s very informative to be in the chamber as it simulates being oxygen deprived. You get to see how you’ll react and what kind of symptoms you’ll have when in a loss of oxygen situation. Each person has different symptoms, so it’s important to see how you will react.
It’s also good to fly with an experienced instructor. Finding an instructor who will allow you to learn in a safe environment is worth its weight in gold.
Ryne Bergren is currently a First Officer with Mesa Airlines in the CRJ 900. Ryne has experience in many different areas of aviation, from corporate to airlines to teaching to ferrying across the Atlantic Ocean. His passion is for all things that travel across the big blue sky.
The latest Garmin software version on the Garmin G1000 and Cirrus Perspective by Garmin has a really neat feature. It gives the pilot the ability to create a hold at any fix, VOR, NDB, or even airport. If the point is in the GPS database, a hold can be created over it.
How does it work? Here are the steps.
Let’s say ATC tells you to hold over an intersection on a Victor Airway that you are already on. Since you are tracking the airway already, the airway should be in your flight plan complete with all the waypoints on it.
Bring up your flight plan and highlight the waypoint to hold at. Press the menu key. Using the big knob, scroll down to highlight the hold at waypoint option at the bottom of the bottom of the menu. Press enter.
Now you can build the hold. You select what the inbound or outbound course will be. Select a timed hold or a distance hold. Then select left or right hand turns. You can even input your expect further clearance time. Press enter and now you have a hold as a waypoint in your flight plan. Assuming you have a WAAS unit, the autopilot will fly the hold for you.
If you are ever told to “Hold Present Position,” Garmin has you covered. Simply press menu on the flight plan page, scroll down to Hold Present Position, then follow the prompts on the screen to build a hold at your present position.
I love cross country flights. Airplanes are designed to travel. When I was instructing private students, my favorite lessons were always the first cross country flights. I looked forward to getting my students out of the pattern, away from the practice area, and showing them what they could really look forward to as a private pilot.
When I was in college, my friend and I borrowed his dad’s Cessna 150, did a cross country flight in it from Indianapolis to Kitty Hawk, then down the coast to Florida. We camped in the grass next to the airplane wherever the airport managers would let us and had our own aviation adventure complete with mechanical problems, unexpected weather, and interesting people along the way. These types of trips have produced some of the best memories and experiences that I’ve acquired during my aviation career so far.
Unfortunately, I know many people whose only cross country flight experience is what was necessary to satisfy their Private and Instrument training requirements. Some of them are nervous about the idea of venturing away from the familiarity of their home airport, while others are relatively new pilots who simply don’t know where to start planning a long cross country flight.
I’ve taken some notes on my preparations for an upcoming cross country flight that I’ll be flying in my dad’s Bonanza. I’m hoping this checklist might help others feel a little more confident that they have everything they need to get going.
Oil
Its always a good idea to bring a few extra quarts of oil. If you stop somewhere and find you need some, its nice to have the right kind on hand. Never assume that the airport you’ll be landing at next will have oil available.
I like to keep a few extra quarts of 15W50 in the back of the Bonanza, just in case (photo from oil-store.com)
Fuel Stops
Here is an example of the 100LL price tool as seen on the Foreflight maps page
I’ve learned the hard way that calling ahead to verify fuel availability can be extremely important. I landed at an airport in Ohio one beautiful Sunday morning to find that the FBO wouldn’t be open until much later in the day. Naturally, there was no other fuel available on the field. I hadn’t called ahead to verify the hours of fuel availability (I assumed they had Self Serve) and had only 2 options: wait a while for the FBO to open, or try and find somewhere else nearby that had gas. As far as price, www.100LL.com is a valuable tool for finding cheap fuel. Foreflight also has posted prices for 100LL and Jet A, but it’s still a good idea to call ahead and verify price and availability.
Batteries for electronics
It’s miserable to run out of batteries for a noise canceling headset with hours remaining in your flight. Bring spares, not only for your headset, but for your flashlight and other gadgets as well. Make sure your hand held GPS, iPad, and Stratus are charged (if you have them). I like to carry a charge cable and adapter as a backup so that I can plug things into the cigarette lighter.
Jumper Cables
We always carry the ground power cable in the back of the Bonanza just in case we ever need a jump. Last month, when I was flying down to Texas, I was glad I had them; we had a dead battery after our fuel stop and had to borrow some power from an FBO worker’s pick up truck. Don’t assume that wherever you are stopping will have the correct cable to jump your airplane, especially if it requires a specific plug.
These are the cables we keep in the back of the Bonanza (photo from airchief.com)
Parking Fees
Every airport is different. I like to call ahead and find out how much the FBO is going to make me pay in landing/overnight fees. When I flew up to Buffalo last summer, I paid 25 dollars for parking at Niagara International (IAG). Had I parked at Buffalo (BUF), they would have charged me over $200.
Approach plates and charts
Make sure you have current approach plates and charts either physically available or downloaded before you blast off. Having a copy of an AFD is a good idea as well, be it digital or paper.
Rental cars
If you arrange it beforehand, many FBO’s will have the car ready for you upon arrival. You may also be able to drop the car off at the FBO when are finished, instead of taking it back to the rental agency. It sure is nice to have the car pulled up next to the airplane when it’s time to unload.
Hotels
Bigger FBO’s may have discounted rates with local hotels. If you call the desk and explain your needs they may offer to book it for you, or at least point you in the right direction. It may be worth picking an airport with more expensive fuel if it puts you closer to the hotels or restaurants you want to go to.
Come back next month for Part 2!
Andrew Robinson is a 135 Charter Pilot and flight instructor who lives with his wife and 2 daughters in Pennsylvania. He flies Pilatus PC-12s and instructs in Beechcraft Bonanzas.
An 8 seat, cabin class, single engine turboprop is set to come to market in 2018 from the new aviation conglomerate Textron Aviation (Textron owns Cessna, Hawker, and Beechcraft). Details were announced last week at the European Business Aviation Conference and Exhibition. The as yet unnamed aircraft will be equipped with Garmin’s G3000 avionics and will be outfitted with a GE 1,240 Shaft Horsepower engine.
The GE engine will be equipped with a FADEC (Fully Automated Digital Engine Control) computer that will allow the pilot to make all necessary power adjustments using just one lever.
Range will be about 1,600 miles at 285 knots, giving the airplane the same legs as a PC12 at slightly faster speeds, but a smaller cabin. The cabin will be equipped with a belted lav if desired.
Sometimes, it’s hard to find a good shop that does quality work and communicates well without charging a fortune. Luckily for the PA46 owner, there are lots of good options. Here are the Texas Top Aviation recommended Piper PA46 maintenance shops.
Lubbock Aero (KLBB)/Abilene Aero (KABI)-Texas
Lubbock Aero and Abilene Aero are owned by the same company. Both are Piper service centers. I have had some Piper PA46 maintenance interactions with Chad at Lubbock Aero over the last year and have been impressed.
The folks at Lubbock Aero are friendly, knowledgeable, and keep the customer abreast of what’s going on with their airplane. I haven’t been to Abilene Aero, but I suspect that the same quality of service exists there as well.
Chuck’s Aircraft (KEDC)-Austin, TX
Chuck’s Aircraft has been a Cirrus Service Center for a number of years. Recently, Chuck’s put several mechanics through Kevin Mead’s M-Class which educates mechanics on the ins and outs of Piper PA46 maintenance. Chuck’s is a great, convenient spot to get your PA46 worked on.
First Line Aero (KJSO)-Jacksonville, TX
Located on the same airport as Casey Aviation, First Line Aero specializes in Piper PA46 maintenance. Walking up to their hangar, it’s loaded with Malibus, Mirages, JetProps, and Meridians. Charles Crossman, the owner, has been turning wrenches for a lot of years. Anyone recommended by Joe Casey has a stamp of approval in my book.
Midwest Malibu (KHUT)-Hutchinson, KS
One of 2 nationally renowned PA46 shops, owners bring their PA46s from all over the country to Midwest Malibu. Owner Tony Beauchamp has personally assisted multiple of my customers when they have gotten in AOG situations with their PA46s.
Des Moines Flying Service (KDSM)-Des Moines, IA
I have not had any direct interaction with Des Moines Flying Service, but I have several customers who have. The reviews have all indicated knowledgeable mechanics, good work, and good communication.
Malibu Aerospace (KANE)-Blaine, MN
Malibu Aerospace (the second nationally renowned Piper PA46 maintenance shop) has done many great things for the PA46 line of aircraft. From the M1 Cooling Mod that alters the lower cowl and add baffles for cooling air getting to where it needs to go, to the M5 TSIO 550C upgrade for the original PA46-310P, the Malibu Aerospace guys know what they are doing with the PA46.
Hetrick Aviation (KTOP)-Topeka, KS
I recently learned about Hetrick Aviation in Topeka. I met a customer there to pick up his plane where it was having a pre-buy and annual done. Keith Hetrick, the owner, has worked on a lot of PA46 airplanes and was very knowledgeable in my discussions with him. He is also a pilot, so he flies each airplane after maintenance is done to make sure no bugs are present when an owner picks it up.
Those are the Texas Top Aviation recommended PA46 shops. Have another one to add? Post in the comments below and we’ll get it added to the list.
Throughout the whole event, I learned quite a few things both about flying and about myself. Here are some of the lessons which I have taken away from the accident:
No flight is routine: When I took off that morning I was about as relaxed as I could have been while going to fly. I was flying an airplane that I knew well, in beautiful weather, to familiar airports and even carrying passengers which I had taken on this exact trip more than a dozen times. The accident brought into startling clarity that anything can happen at any time. I had done everything right that morning (preflight, weather briefing, planning, etc) , and none of that did anything to stop the deer from jumping out onto the runway. All we can do is ensure the items we do have control over are covered and try to be prepared to deal with anything else that arises. This ties directly into my next point:
Making sure everything is correct: When you do go fly, make sure that you have all your paperwork and personal details taken care of. I can think of a few times over the course of my flying career where something wasn’t quite right with the paperwork, or perhaps I had forgotten my wallet and I was tempted to go fly anyway. “It’s 8pm on Sunday, I’m not going to get ramp checked.” Well, I can assure you that the paperwork and questionnaires which were required to be submitted to the FAA, NTSB, and Insurance companies would have uncovered any discrepancies in my logbooks, currency, or legality. It isn’t worth the risk of flying without having everything in place just in case something happens. It isn’t just a random ramp check which can get a pilot into trouble.
Ask for help: The story of my collision with a deer would have had a very different outcome if it weren’t for the help that I received from countless the people on the ground. If you’re ever in a situation where you could use a hand, don’t be afraid to ask for help. If I had simply turned around and landed back at Wings, I wouldn’t even have had any idea that my landing gear was missing! The people in the control tower, the maintenance guys, the approach controllers in Philly, the emergency responders, and many more people all played their part in orchestrating a successful outcome.
Airplane sitting on the runway after the firefighters had checked it out Photo credit: www.lancasteronline.com
Dealing with the Paperwork: I have had dealings with the FAA before, but never for an accident. I was afraid that the investigation would be a witch hunt and I would have to defend myself while someone poured over all my planning and paperwork looking for potential errors. But, my fears were totally unfounded. Although I did have to answer many phone calls, write many reports, and fill out much paperwork, the FAA, NTSB, and Insurance companies were very patient in waiting for my responses and even complimentary in how the situation played out. I really enjoyed working with all of them and appreciated their encouragement and help.
Emotional Response: After the dust had settled and the smoke had cleared, I was left standing on the side of the runway with the passengers and my boss. I offered to fly them back to Philadelphia or continue to Pittsburgh and assured our Chief Pilot that I was feeling fine and ready to fly again. Fortunately, there wasn’t a need. Over the next week or two, I noticed a change in myself. I wasn’t fine. I have never had headaches, but shortly after I landed I developed a headache that didn’t go away for days. I had trouble focusing on anything and I had trouble finding motivation to do much but sit and stare at a wall. I wasn’t sharp and I caught myself making silly mistakes in my normally routine activities. I wasn’t depressed, or sad, it was just an unwanted mental and physiological response to the stress and shock of what happened that morning in the Baron. I didn’t feel like myself for quite some time and I even found myself a little on edge whenever I lined up for takeoff on subsequent charters for while afterward. Eventually I started to feel normal again, but it was a slow process.
Feather the Props: I can’t tell you what a difference it makes when those props go from wind milling to feathered. It became clear to me that feathering a prop could make a huge difference in deciding the outcome of an emergency situation.
Good training and checklists usage: This one is pretty straight forward, but it’s worth mentioning. Good training and proficiency make all the difference when the odds are against you. Make sure that you use all your resources when your back is against the wall, and that includes the checklists. Under the stress of the flight I had forgotten to close the cowl flaps and would likely have landed with them open without the aid of the Emergency Procedures Checklist. This would have resulted in unnecessary damage to the airframe.
No need to rush: There is no denying that I had things stacked in my favor that day. I had nice weather, extra gas, daylight hours, and even the luxury of landing at my home airport. But, regardless of all those variables, there is no need to rush into anything. Ask questions, find answers and come up with a plan. Obviously not all emergencies present the pilot with the luxury of time, but use all time and resources you have to your advantage.
Polish up those procedures: The deer accident really made me want to go out and brush up on all the emergency procedures which I hadn’t performed since my last checkride. The realization that I could need any of them at any time was really hit home after I hit that deer. Additionally, make sure you know who to call if something ever does happen.
Know the systems: Familiarity with the systems on the airplane makes it easier to troubleshoot and solve issues on the fly and makes it easier to spot a problem in the first place. Knowing how systems work and what their normal indications should be helps make decisions regarding when to divert and where to land easier.
The irony isn’t lost on me that the last article that I wrote for this newsletter dealt with how to avoid making gear up landings and the high cost required to repair one. I never would have imagined when I wrote that article last fall that I would be writing one only a few months later detailing my own gear up landing.
The bottom line is that there is nothing a person can do to prepare for every situation which might arise throughout the course of a flight, and it’s also impossible to know which emergency you may have to deal with if a situation arises. All we can do is stack odds in our favor by making sure that we address the things within our control such as aircraft maintenance, careful flight planning, checking weather, and having personal minimums set in place to keep us from flying outside of our skill sets and comfort zones.
Additionally, ensuring that you are knowledgeable and proficient in your aircraft’s procedures will give you the best chance for success. When things start going wrong, keep calm, and ask for help. Work the problem instead of guessing or rushing into a less than desirable solution. No one wants to be caught in an emergency like a deer in a landing light!
Andrew Robinson is an airline pilot for Piedmont Airlines. He is a former 135 Charter Pilot and flight instructor who lives with his wife and 2 daughters in Pennsylvania. He instructs in Beechcraft Bonanzas.
