Piper PA-46 M350 (Malibu Mirage): The Ultimate Single-Engine Pressurized Comfort

By Neil Glazer | Last updated July 2026

The Piper M350 is a six-seat, pressurized single-engine piston aircraft that offers business-class comfort and modern avionics in a general aviation package. Introduced in 2015 as an upgrade to the Malibu Mirage, the M350 remains the only pressurized-cabin, single-engine piston aircraft in production. In this guide, we cover the M350's design and systems, current pricing and operating costs, resale value trends, training and insurance considerations, safety features, and how the M350 compares to rivals like the Cirrus SR22T and Diamond DA50 RG. Read on to see why the Piper M350 continues to set itself apart in the world of high-performance personal aircraft.

Table of Contents

• History of Single-Engine Pressurized Cabin Planes
• Designing the Piper PA-46
• Piper PA-46 Variants
  • PA-46-310P Malibu
  • PA-46-350P Malibu Mirage
  • PA-46-350T Matrix
  • PA-46 M350 (Current Model)
• Distinctive Features of the Piper M350
• Flying the Piper M350
• Purchasing and Owning a Piper M350
  • Pricing (New vs. Pre-Owned)
  • Operating Costs (Per Hour and Per Year)
  • Resale Value Trends
  • Training and Insurance Considerations
• Piper M350 Specifications
• Piper M350 Performance
• Comparisons with Competing Aircraft
• Recommended Gear for M350 Owners
• Frequently Asked Questions

History of Single-Engine Pressurized Cabin Planes

The Piper PA-46 series was the third family of pressurized single-engine piston aircraft to hit the general aviation market, following the trail blazed by the Mooney M22 Mustang and the Cessna P210 Centurion. Mooney's M22 (first flown in 1964, certified in 1966) was ahead of its time but sold poorly, while Cessna's pressurized P210 (introduced 1978) fared better. Piper entered the arena in 1983 with the PA-46 Malibu, and it quickly outshone its predecessors in sales and performance. Of these early pioneers, the Piper PA-46 is the only one still in production today, a testament to the design's success and ongoing evolution.

(By John Davies - CYOW Airport Watch - Wikipedia link)

Designing the Piper PA-46

Piper's development of the PA-46 began in the late 1970s. The prototype PA-46-300T took flight in 1979, and by 1982 Piper was ready to announce a production model, which gained certification and entered service in 1983. Notably, while the prototype was unpressurized, the production Malibu featured a pressurized cabin, one of its biggest selling points. Piper leveraged computer-aided design and manufacturing (CAD/CAM) to streamline production of the PA-46, improving build efficiency and profitability. Over the decades since, the PA-46 airframe has proven versatile enough to spawn multiple variants (piston and turboprop), all rooted in that original pressurized cabin design.

Piper PA-46 Variants

Since its 1983 debut, the PA-46 line has seen several iterations and upgrades. All variants share the same basic fuselage and cabin concept, with refinements to engines, systems, and avionics over time. Here is a quick rundown of the lineage:

PA-46-310P Malibu (1983-1988)

The first PA-46 variant was the Malibu 310P, powered by a 310 hp Continental TSIO-520-BE engine. Deliveries began in late 1983. The Malibu set multiple world speed records for its class, showcasing the efficiency of its design. However, recurring issues with the Continental engine (including several in-flight failures) led Piper to discontinue that engine by 1988.

(By Alec Wilson from Solihull, United Kingdom - HS-POT, CC BY-SA 2.0, Wikipedia link)

PA-46-350P Malibu Mirage (1989-2014)

In 1989, Piper addressed the Malibu's engine troubles by introducing the 350P Malibu Mirage. The Mirage upgraded to a 350 hp Lycoming TIO-540-AE2A engine and featured a redesigned wing. These changes boosted reliability and performance. Over its 25-year run, the Mirage received various enhancements, including improved systems and eventually glass-panel avionics, to keep it competitive. By the mid-2000s, the Mirage was well-established as a premier pressurized piston single, offering pilots turboprop-like altitudes without the operating costs. In 2015, as part of Piper's marketing refresh, the Malibu Mirage received a new name and further upgrades, re-emerging as the Piper M350.

PA-46-350T Matrix (2008-2018)

In 2008, Piper introduced the Matrix, a variant of the Mirage with the pressurization system removed. The PA-46-350T Matrix offered the same airframe and Lycoming engine as the Mirage but at a lower cost and weight, trading high-altitude capability for a roomier unpressurized cabin. The Matrix filled a niche for buyers who wanted the luxury of a Malibu/Mirage without the complexity of pressurization. Piper produced the Matrix until 2018, after which it was discontinued, leaving the pressurized M350 as Piper's sole piston PA-46 offering.

(By Alan Lebeda)

PA-46 M350 (2015 to Present)

The current variant, the Piper M350, was born from the Malibu Mirage and introduced as part of Piper's new M-Class lineup in 2015. It retained the proven 350 hp Lycoming engine and pressurized airframe of the Mirage but came with a thoroughly modernized Garmin G1000 NXi avionics suite and a digital pressurization system. In essence, the M350 gave the classic PA-46 a new lease on life for the 21st century. Piper has continued to incrementally improve the M350 since its launch, as we explore in the next section.

(By Bidgee, CC BY-SA 3.0 au, Wikipedia link)

Distinctive Features of the Piper M350

What sets the modern Piper M350 apart from other aircraft in its class? Here are the M350's key design features and recent upgrades that make it a standout pressurized single:

• Pressurized Cabin Comfort: The hallmark feature of the M350 (and the PA-46 family) is its pressurized cabin. This system uses engine bleed air to maintain a low cabin altitude (approximately 8,000 ft) even when cruising at the aircraft's service ceiling of 25,000 ft. In practical terms, you and your passengers can fly in the mid-20,000s without oxygen masks, enjoying an airline-like experience in a piston aircraft. This is a unique capability not found in other current single-engine pistons, which are all unpressurized, giving the M350 a significant comfort and safety advantage for high-altitude operations.
• Upgraded Garmin G1000 NXi Avionics: The M350's cockpit is equipped with a Garmin G1000 NXi three-screen suite (dual 10-inch primary displays and a center 12-inch multi-function display) as standard. This modern avionics suite brings high-resolution synthetic vision, WAAS GPS, digital autopilot, weather radar display, and more to the pilot's fingertips. Piper has kept the M350's avionics up to date: recent models received Garmin's NXi software upgrade including Garmin PlaneSync connectivity, which allows wireless database updates and remote access to aircraft status via a mobile device. This upgrade also introduced 3D SafeTaxi and enhancements to Synthetic Vision Technology (SVT), navigation, checklists, and flight planning tools. Piper also equips the M350 with the Garmin GI-275 electronic standby instrument, further modernizing the panel for reliability and readability.
• Advanced Autopilot with Safety Protections: The M350 comes with the Garmin GFC 700 digital autopilot with a yaw damper and a full envelope protection suite. Pilots benefit from an Automatic Level Mode (the blue button) that can return the aircraft to straight-and-level flight at the push of a button if the pilot becomes disoriented. The autopilot system also includes Electronic Stability and Protection (ESP) and Underspeed Protection (USP), which work in the background even when flying manually. ESP gently nudges the controls back toward stable flight if the airplane exceeds certain pitch, bank, or airspeed thresholds, helping prevent stalls or loss of control. USP automatically engages the autopilot to raise the nose and add power if the aircraft is about to stall due to low speed. These features make the M350 forgiving and significantly enhance safety during single-pilot operations.
• Emergency Descent Mode (EDM): Unique to pressurized models like the M350, the Garmin avionics include an automatic Emergency Descent Mode. If the system detects that cabin pressure is lost or altitude is above safe levels (indicating a possible pressurization failure or pilot hypoxia with no response), the autopilot autonomously initiates a rapid descent to a safer altitude to protect occupants. This feature provides a safety net for high-altitude flying, a critical advantage over unpressurized competitors where hypoxia must be managed by the pilot alone. The M350 also comes with a built-in pulse oximeter on the panel to help pilots monitor their blood oxygen levels during high-altitude flight, adding yet another layer of defense against hypoxia.
• Cabin and Convenience Amenities: Piper's M350 is designed to deliver a luxury experience. It features a wide airstair door for easy boarding, club seating for up to 5 passengers plus the pilot, and amenities like climate control (air conditioning is standard) and USB power ports. The interior is finished in premium materials with an eye toward comfort on long flights. While cruising above most weather, passengers in an M350 enjoy a quiet, shirtsleeve environment. Piper also offers a variety of exterior paint schemes and cabin trim packages, allowing owners to customize their M350's appearance.

Together, these features make the Piper M350 a unique blend of high-altitude capability, safety technology, and comfort, essentially offering turboprop-like utility in a piston airplane. Next, we explore what it is like to fly this sophisticated machine.

Flying the Piper M350

Sliding into the left seat of the M350, one is immediately struck by the aircraft's combination of familiarity and sophistication. The PA-46 airframe has classic ramp appeal, a sleek 28.9-foot fuselage with a pointed nose and long, efficient wings. Passengers and pilots approach via an airstair door that feels like boarding a private business aircraft, underscoring the M350's mix of luxury and performance. Once inside, the cabin surrounds you with leather and ergonomically arranged seating. Up front, the expansive Garmin glass cockpit displays immediately catch your eye, and on hot summer days you will appreciate the standard air conditioning that keeps the cockpit comfortable even before engine start.

Startup and Taxi

Starting the turbocharged Lycoming engine is straightforward, aided by the G1000 NXi's engine monitoring. The three-screen setup provides redundancy and ample real estate to display engine parameters, checklists, and airport diagrams. On taxi, the M350's steerable nosewheel and good visibility over the nose make ground handling routine, even for a 4,300 lb max weight aircraft.

Takeoff and Climb

Advancing the throttle on the 350 hp Lycoming TIO-540, the M350 accelerates confidently. The takeoff roll (roughly 1,100 ft ground roll) and initial climb feel brisk for a piston single, thanks to that big engine and a wing designed for high-altitude lift. Rotate around 85 KIAS and the M350 will climb out at about 1,300-plus fpm in the lower altitudes. As you retract the gear and flaps, the Garmin GFC 700 autopilot can be engaged early to handle the climb workload. If you are heavy or in hot conditions, the aircraft's underspeed protection will prevent you from inadvertently stalling during climb, a nice safety net. Many pilots climbing an M350 to the flight levels use the autopilot's IAS mode to hold a climb speed around 120-130 KIAS for engine cooling, resulting in about 1,000 fpm sustained climb up into the mid-teens.

Cruise Flight

In cruise, the M350 truly shines. At an altitude of 20,000-25,000 feet, it can achieve cruise speeds around 213 KTAS (approximately 245 mph), all while the cabin remains pressurized to roughly 8,000 ft altitude. This means you are often flying above the weather and turbulence that affect lower-flying aircraft, giving you smoother and more direct flights. The Garmin avionics make cruise management easy: you can monitor moving maps, weather (via onboard radar or datalink weather services), and traffic (ADS-B traffic information is integrated courtesy of the GTX 335R/345 transponders). Long-range cruise can yield over 1,300 nm of range with reserves, allowing trips of 5-6 hours without refueling, which is excellent for a piston single. Throughout cruise, the M350's cabin environment and low noise levels (thanks to the three-blade Hartzell composite prop and extensive soundproofing) let you converse with passengers or focus on tasks without strain.

Descent and Landing

When it is time to descend, the M350 can be brought down to pattern altitude quickly, and pilots often plan a descent at around 500 ft/min from the flight levels. If pressurization is in use, you will dial down the cabin altitude accordingly with the digital pressurization controller so passengers' ears equalize comfortably. In an emergency such as sudden depressurization, the aircraft's automatic Emergency Descent Mode would kick in to expedite a safe descent. On approach, the M350 handles much like its lighter siblings; control forces are a bit heavier than a smaller Archer or Arrow, but still moderate and predictable. Thanks to features like the coupled go-around button on the throttle, missed approaches are simplified: pressing the button commands the autopilot to hold climb attitude and wings-level, avoiding the risk of an inadvertent stall or steep bank during a go-around. The G1000 NXi will manage vertical navigation for an LPV WAAS approach down to 200-300 ft above the runway, and the autopilot can even fly the approach coupled to minimums. Many owners hand-fly the final segment to enjoy the aircraft's smooth control response. Touchdown comes around 75-80 KIAS with full flaps, and the landing rollout is usually around 1,000 feet thanks to effective flaps and a moderate stall speed. With proper technique, the M350 can comfortably operate out of small executive airports.

(source: Piper)

In summary, piloting the M350 blends the speed and altitude of a turboprop with the familiarity of a piston single, backed by safety nets like ESP, level mode, and hypoxia protection (EDM). For owner-pilots stepping up from unpressurized planes, it offers a manageable learning curve with a big payoff in capability.

Purchasing and Owning a Piper M350

If you are considering adding a Piper M350 to your hangar, there are several factors to weigh, from acquisition cost to ongoing expenses and eventually resale value. Below we break down current pricing (new and used), typical operating costs, market value trends, and what to know about training and insurance for this aircraft.

Pricing: New vs. Pre-Owned

New M350 Pricing: Piper does not publish a fixed base price, because custom options and avionics heavily affect the final number. As-equipped list prices have climbed sharply in recent years: a new 2026 M350 with popular options is commonly listed from roughly $1.6 million to more than $2 million (some fully optioned dealer listings top $2 million). For comparison, the base price was about $1.195 million in 2020, so inflation and avionics upgrades have pushed pricing well above that since.

Pre-Owned M350 Pricing: The pre-owned market for the M350 is active but limited in volume. Used M350 asking prices average roughly $1.25 million, with low-time recent models often listed between $1.3 million and $1.6 million and older high-time examples closer to $950,000 at the low end. Recent listings have ranged from around $950,000 (for one of the earliest 2015 M350s with higher hours) up to well over $1.6 million for nearly-new examples. This shows the M350 holds its value well, a reflection of its unique capability. Even older Malibu Mirage models (pre-G1000 avionics) still fetch strong prices, often $700,000 to $900,000 on the used market. Given the small fleet, finding the right used M350 can take time, and desirable listings (low hours, no damage history, updated avionics) tend to be snapped up quickly.

Operating Costs: Per Hour and Per Year

Owning and operating a pressurized, high-performance aircraft like the M350 is a serious financial commitment. Here is how the typical costs break down:

• Fuel and Oil: The M350's turbocharged engine burns about 18-20 gallons of avgas per hour in cruise, and more during climb. With 100LL averaging roughly $7.45 per gallon nationally in mid-2026, that is about $135-$150 per flight hour just in fuel. Over 200 hours a year, fuel alone comes to roughly $30,000. Oil changes and oil consumption are relatively minor costs in comparison.
• Maintenance: Routine maintenance on a pressurized complex aircraft is notably higher than on simpler planes. Annual inspections for the PA-46 family often run $10,000 or more, especially if discrepancies are found. The M350's systems (pressurization, de-ice, turbocharger) require diligent upkeep. Owners who stay ahead on maintenance report that annuals can be manageable, but neglect can lead to very costly repairs. Engine overhauls (due at the 2,000-hour TBO) cost in the ballpark of $75,000 for the Lycoming, so it is wise to budget an engine reserve of around $35-$40 per hour. If your aircraft has known-ice protection installed, expect additional maintenance for de-ice boots or TKS fluid systems.
• Total Cost per Hour: The exact hourly cost depends on usage. At lower utilization (around 200 hours a year), fixed costs are spread over fewer hours, resulting in a higher per-hour figure of roughly $800 or more per hour. If you fly more, the per-hour cost improves: at 400-450 hours a year, the M350's operating cost including fixed and variable expenses drops to about $520-$600 per hour. In other words, the airplane rewards being flown regularly.

For budgeting purposes, many owner-pilots use a figure around $600 per flight hour as a mid-range estimate. Prospective owners are wise to talk to current PA-46 owners for real-world numbers, as costs can vary widely based on engine management, parts prices, and unforeseen repairs. One consistent piece of advice: always maintain a healthy maintenance reserve fund, because pressurized singles rack up impressive invoices when major components fail. Staying proactive on maintenance reduces the likelihood of unpleasant surprises.

Pro Tip: When planning your M350 ownership budget, do not underestimate maintenance costs. Many Piper PA-46 owners cite maintenance and downtime for repairs as the biggest surprise. A well-maintained M350 is extremely capable, but plan for ongoing upkeep to keep it airworthy and safe.

Also budget for consumables and upgrades: avionics database subscriptions and chart updates run a few thousand dollars a year, and hangar rental often runs $500-$1,000 per month. All told, owning an M350 is akin to owning a small turboprop in expense, but many find the capabilities well worth the cost.

Resale Value Trends

The good news for owners is that the Piper M350 tends to hold its value strongly. In recent years, general aviation aircraft prices surged (especially during 2021-2022), and the M350 was no exception. By 2023, pre-owned M350s were selling for around $1.3 million on average, roughly the new price from a few years prior, meaning little depreciation for early owners. With new prices climbing, some late-model used M350s have in cases held near or above their original purchase prices. The limited supply and the absence of any direct competitor on the new market have created a seller-friendly environment.

Higher-time 2015 models generally sit in the $950,000 to $1.05 million range, while a 3-5 year old M350 with moderate hours can command $1.2 million or more. After an initial depreciation in the first year or two, the M350's value plateaus and tracks inflation, helped by a high floor from strong-selling older Malibu Mirage variants. The M350 is likely to hold value well as long as it remains the sole pressurized piston single in production. Buyers should still conduct thorough pre-buy inspections, as an M350 with damage history or poor maintenance can be a very expensive project.

Training and Insurance Considerations

Stepping up to a Piper M350 from a simpler aircraft requires additional training and, often, meeting insurance requirements. While the M350 is not a jet or turboprop, it is a high-performance, complex, pressurized aircraft, and insurers treat it as such. Here are the key points:

• Required Pilot Qualifications: Legally, to act as Pilot in Command of the M350, you need a Private Pilot certificate with an Instrument Rating (practically essential for flying in the flight levels) and high-performance and complex endorsements (for the 350 hp engine and retractable gear with constant-speed prop). Because the M350 can operate above 25,000 ft, a high-altitude endorsement is also required by the FAA under 14 CFR 61.31. This involves ground training and a logbook endorsement covering high-altitude physiology and oxygen system use. Most pilots obtain this during their transition training.
• Recommended and Additional Training: Piper strongly recommends, and many insurers require, formal PA-46 initial training for new M350 pilots. Several providers (such as SIMCOM or Legacy Flight Training) offer PA-46 transition courses covering systems, normal and abnormal procedures, pressurization management, and high-altitude operations specific to the Malibu/Mirage/M350 series. A typical initial course runs about 5 days with ground school and simulator or in-aircraft flight training, emphasizing emergency procedures such as emergency descent, engine failure in IMC, and pressurization problems. The type club, the Malibu M-Class Owners and Pilots Association (MMOPA), is an excellent resource and conducts annual safety and training seminars, with an increasing focus on scenario-based avionics training.
• Insurance Requirements and Costs: Insurance underwriters typically set minimums for a pilot to be insurable in an M350. Under ideal conditions (an experienced pilot), the annual premium may run roughly 1 percent of hull value, so for a $1.5 million airplane that is about $15,000 per year. Low-time pilots or those new to the PA-46 should expect higher rates. Many policies mandate an Instrument Rating and a minimum experience level such as 500 total flight hours and 100-200 hours in retractable-gear aircraft, plus completion of an approved PA-46 training course, before solo coverage is in effect. A pilot with around 300 hours total might still get insured, but the insurer may require 25-plus hours of dual in type and perhaps a mentor pilot sign-off. As a ballpark, an average owner-pilot might pay around $20,000-$25,000 per year for full coverage on an M350, while highly experienced PA-46 pilots with no claims have reported premiums in the $12,000-$17,000 range. Insurance costs have generally risen in recent years, so it is advisable to get quotes early in your purchase process.
• Operating in the Flight Levels: Transitioning pilots must become adept at high-altitude operations: managing the pressurization system, understanding weather at 20,000-plus ft, and avoiding engine shock-cooling on descents. The M350's automation provides backups, but the pilot must stay proactive and watch the pressurization gauges and built-in oximeter. Many pilots pursue annual recurrent training to satisfy insurance requirements.

In short, transitioning to the Piper M350 is a significant step up that should be approached with preparation and respect. The aircraft's safety features will have your back, but only if you as the pilot know how to use them. With proper training and experience, pilots find the M350 an enjoyable and very capable airplane to fly, and insurance companies reward you with better rates as you build time and demonstrate a commitment to training.

Piper M350 Specifications

Piper M350 Performance

All performance figures are based on Piper's published data under standard conditions at maximum weight. Actual performance varies with pilot technique and conditions.

Comparisons with Competing Aircraft

How does the Piper M350 stack up against other high-end single-engine aircraft? Buyers often cross-shop it against a few key models. The table below summarizes the field, followed by notes on each.

Cirrus SR22T G7+: The turbocharged Cirrus SR22 has dominated the high-performance piston market. It is an unpressurized, five-seat composite aircraft famous for its whole-airframe Cirrus Airframe Parachute System (CAPS), which the M350 lacks. In May 2025, Cirrus added Safe Return Emergency Autoland to the SR Series G7+, making it the first piston single with Garmin's autonomous landing system. Performance is close to the M350 in speed (roughly 210-215 KTAS), but the SR22T cannot fly high without supplemental oxygen, so the M350's pressurization is a real comfort advantage on long, high legs. The M350 also carries more fuel (120 gal vs about 92 usable) for greater range. The Cirrus is generally less expensive and simpler to operate, which is why many pilots who do not need pressurization choose it.

Diamond DA50 RG: Diamond's DA50 RG, FAA-certified in 2023, is a five-seat, unpressurized single powered by a 300 hp Jet-A turbo-diesel with full FADEC. Its cabin is roomy and its fuel burn is low (roughly 10-12 gph of Jet-A at economy cruise). However, its max cruise is about 181 KTAS with a 20,000 ft ceiling, so it does not challenge the M350's flight-level capability. At around $1.2 million it undercuts the M350 and appeals to buyers who want a modern carbon-fiber airframe and diesel efficiency over pressurization and speed.

Beechcraft G36 Bonanza: The classic six-seat Bonanza was long cross-shopped in this segment, but its market has faded. Textron temporarily suspended the line in 2024 and announced in late 2025 that it is ending Bonanza (and Baron) production after fulfilling remaining orders. The unpressurized G36 cruises around 176 KTAS with an 18,500 ft ceiling, notably slower and lower than the M350, though it remains beloved for its build quality and handling. Textron will continue to support the tens of thousands of Bonanzas already flying.

Single-engine turboprops (Piper M700 Fury, Daher TBM, Pilatus PC-12): Some buyers weigh the step up from the M350 to a turboprop. Piper's own M500 and the new M700 Fury, which earned FAA type certification in 2024, are turboprop evolutions of the PA-46 with Pratt and Whitney PT6A power. The M700 Fury is Piper's fastest single ever at 301 KTAS with a Garmin G3000 flight deck and Emergency Autoland, but it costs and burns far more than the piston M350. The M350 can be thought of as the final stop before turboprop territory: it offers a taste of turbine-like altitude and systems at a fraction of the acquisition and operating cost, and it is easier for a single pilot to manage.

In short, the M350 remains a singular offering. Competitors each bring a twist, Cirrus with its parachute and autoland, Diamond with diesel efficiency, and turboprops with more speed, but none combine all the qualities the M350 does. Weigh how important pressurization and altitude capability are to your mission against the higher operating cost.

Recommended Gear for M350 Owners

An aircraft like the M350 deserves cockpit gear that matches its capability, especially for high-altitude, long-distance flying. Here are current, in-stock picks from Pilot Mall for M350 pilots and passengers. Prices are live at time of writing.

The Bose A30 is our top pick for M350 owners who want the quietest, most comfortable headset for long, high legs. The lighter in-ear Bose ProFlight Series 2 is purpose-built for pressurized cabins, and the David Clark H10-13.4 is a rugged value for passengers or a spare. Round out the panel with a portable Garmin GDL 50 for backup weather and traffic, and keep Boost Oxygen aboard as a supplemental-oxygen backstop. Browse more in our aviation headsets, Bose headsets, and GPS, ADS-B and navigation receivers collections.

Frequently Asked Questions

1. What sets the Piper M350 apart from other aircraft? The M350 is the only pressurized-cabin, single-engine piston aircraft in current production, so it can cruise as high as 25,000 feet while the cabin stays near 8,000 feet without oxygen masks. It pairs that with a Garmin G1000 NXi flight deck and safety systems like Electronic Stability Protection, Underspeed Protection, a coupled go-around, and automatic Emergency Descent Mode. In short, it delivers turboprop-like altitude and roughly 213-knot cruise with piston-engine economy and a cabin-class interior.
2. How does the cabin pressurization system work in the Piper M350? The M350 uses turbocharger bleed air to pressurize a sealed cabin as the aircraft climbs. A digital controller lets the pilot set the target cabin altitude and rate, and the system holds about an 8,000-foot cabin at a 25,000-foot cruise, so no one needs oxygen masks. If pressurization is lost at altitude, the system alerts the pilot and the automatic Emergency Descent Mode can bring the aircraft down to a breathable altitude.
3. How fast can a Piper M350 fly? The M350 has a maximum cruise speed of about 213 knots true airspeed, roughly 245 mph, typically flown in the mid-20,000-foot range at high cruise power. Many owners plan an economy cruise near 200 KTAS to stretch range. That makes it one of the fastest single-engine piston aircraft in production, on par with or faster than many light twins.
4. How much does a Piper M350 cost (new and used)? A new M350 is expensive and options-driven: as-equipped 2026 list prices run from roughly $1.6 million to more than $2 million. Pre-owned M350s average around $1.25 million, ranging from about $950,000 for early high-time 2015 models to more than $1.6 million for late, low-time examples. Budget separately for insurance, hangar, maintenance, and transition training.
5. What training or experience is required to fly the M350? You need at least a Private Pilot certificate, an Instrument Rating, high-performance and complex endorsements, and a high-altitude endorsement to fly the M350 at its ceiling. Insurers typically want around 500 total hours with 100-plus hours in retractable-gear aircraft, plus an approved PA-46 transition course of roughly 20 to 30 hours and annual recurrent training.
6. How much does the M350 cost per hour to operate? Operating cost depends heavily on how much you fly. Budget roughly $500 to $600 per hour at 300 to 450 hours a year, and $800 or more per hour at only 100 to 200 hours a year, since fixed costs spread over fewer hours. With 100LL near $7.45 per gallon nationally and about 18 to 20 gallons per hour in cruise, fuel alone runs roughly $135 to $150 per hour.
7. Is the Piper M350 still in production? Yes. As of 2026 the M350 remains in production and is still the only pressurized piston single you can buy new. Its unpressurized rivals have thinned out: the Beechcraft G36 Bonanza is being discontinued by Textron, while the Cirrus SR22T (now with Safe Return autoland) and the diesel Diamond DA50 RG compete without pressurization. Pilots wanting more can step up to Piper's turboprop M700 Fury, type-certified in 2024.

Want to learn about flight maneuvers?

Our guides are designed to help student pilots become professional pilots and to help private pilots brush up on their knowledge and skills.

• Understanding the Slow Flight Technique

• How To Fly Turns Around A Point (Complete Guide + Lesson Plan)

• Conquer Steep Turns and Rule the Skies (Step by Step)

About the author

Neil Glazer is the owner of Pilot Mall and a commercial pilot with multi-engine and instrument ratings. He writes about aircraft ownership, avionics, and pilot gear to help fellow aviators make informed decisions. If you have flown or owned a Piper M350 or its Malibu and Mirage predecessors, we would love to hear what you value most about it in the comments below.