In fairness, fl250 is rarely a practical altitude - takes a long time to get up there. though IN to Florida it would be practical. If you're Fighting a headwind you're generally at 8-12k with TAS 20-30kts slower.

Initial thoughts on this one?

1987 model with the 520 and low airframe time. Goofy avionics consisting of a outdated "Archangel" something gizmo. I'm thinking single 750 gutting much of the rest.

Higher time engine. Price thoughts?

http://www.trade-a-plane.com/detail/air ... 44197.html

I kind of figured that. So, maybe a 170-180 knot plane on 16 GPH down low and the ability to get into the low 20s when needed? The Duke was a 210 knot plane on 40 GPH at 23k and roughly a 185-190 knot plane in the low teens burning the same fuel. 35-40% of the fuel burn and the same speed sure would be nice. The Duke sure handled the bumps well though. You were always in the green arc, just like the Glasair.

Looks good to me, but I've been out of the Malibu world for some time. Oh, and something I forgot, you pretty much need to have it maintained by Kevin Mead or Chad Menn (?). At least have one of them do the pre-buy.

Just pay the money and join MMOPA. It's worth the money.

Charles, what else am I forgetting?

Hmmmm.......

I did start my plane-ownership life with a Piper.

Agree wholeheartedly on a Malibu specialty shop and mmopa.

Performance chart attached. Note this is for an un-booted plane. Subtract 5 knots.

I fly 20k to 25k whenever the wind makes it worth it. From 18k to 25k I can climb at around 750fpm while still maintaining cool temps and 130 IAS. Pretty much anything over 2 hours, if the winds are anything better than 15 knots in your face, it makes sense to be above 18k IMO.

I have flown above 20k many times into headwinds to stay well above nasty weather systems. Sitting in the plane for 30 extra minutes is often worth it to be flying in smooth clear air above nasty weather below. It is amazing how much weather you clear when you stay above FL200. I have crossed the country multiple times and never touched a cloud despite tons of weather shown on the maps.

Darnit Anthony - quit it! If I see another picture of 200+ knots on 15 GPH I am going to buy a Malibu tonight. In fact, I may have already bought one!

The ad says 2000 TBO but I think it's a 1600 TBO. A timed out two blade 520 is the least desirable combination possible. The panel is a weird mishmash. Does the sandel still have light bulb issues? I love the 480/mx20 but most people don't. It has a hot plate. No IFR activity since March. The prop is 1700 smoh and 14 years since reseal. But it is pretty.

So over the next 5 years it will need
1) prop/engine $60k
2) windshield $30k
3) panel ??

The engine might last. The windshield can be deferred if you can land with temps above freezing. (Or you could field install an alcohol spray bar). The panel is probably serviceable as is.

If you want the plane, you should fly to KHUT and pick up Kevin mead for the prebuy. I'm thinking this might be a sub $200k bird.

I was thinking $190k cash if the engine is decent. The panel really turns me off, but it would probably work for awhile.

Stuff like the prop being "resealed" 15 years ago is somewhat concerning. The last IFR flight was at 19k, so the pressurization must be working somewhat.

I think we are 2-3 years away from being able to install cheaper avionics. This is one of the main reasons I went experimental. Better avionics for 1/5 the cost.

Take Kevin to go see the plane! PM me if you want his contact info. I would say a formal prebuy is smart for a Malibu. The airframe is still worth enough that you can't part out a lemon easily.

The more I read threads like this, the more happy I am with my trusty reliable old Baron. I'd have to incur a 50% increase in cost for no gain in speed, a long climb, deal with heat, cylinder, turbo and pressurization issues and for all that I maybe save 1 day of flexibility when I really don't need that anyways since I'm the master of my schedule. Those insurance and mx costs seem steep enough to me that I think I'd be looking at a turbine at that point... can you run a jetprop 100 hrs for 60k a year?

Particularly with current prices, the 55 is hard to beat. The advantages of a Malibu are intangible and probably more applicable east of the Rockies. In the Malibu I could always get to cool, smooth air. In the 55 I was not uncommonly stuck in uncomfortable air (without taking oxygen). Passengers, ie my wife, much preferred the Malibu and that's especially true for long trips.

Jetprops are incredibly cheap to maintain and fly. Fuel cost/nm is competitive with a piston. Owners report annual maint costs often under $10k. But you're looking at another half million capital costs, minimum. Meridians can be had cheaper but cost more to fly and maintain.

$50K isn't hard to do if you need a new windshield. It's a $20K part and $10K of labor to install it. Top overhaul at $10K or $10K of exhaust work isn't hard to do. $4K for the annual, $2K for getting it to and from the specialist shop.

Things that make owning a PA46 expensive.
- a number of proprietary parts. The P-baron benefits both from airframe commonality with the regular Barons and just being part of a much larger (and older) fleet with a lot of 3rd party parts sources. Ask me about my $2K heated stall warning switch. Or my $6K hydraulic pump.

- Engine/turbos/exhaust worked harder, often flown higher (Malibu 5.5 PSI cabin a lot flight level friendlier than the 3.5ish P-Baron). Engine is packed tighter too.

Hard to beat the Baron you have. You virtually do not have ice or thunderstorms where you live and do not go very far from home, so the Baron makes very good sense.

Out here the winters you give us cloud tops of 10-15k ft with nasty ice and the summers bring 90 degree heat and turbulence down low.