Piper PA-46 M350 (Malibu Mirage) – The Pressurized Single Evolves in 2025

The Piper M350 is a six-seat, pressurized single-engine piston aircraft that offers business-class comfort and cutting-edge 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 as of 2025. In this updated 2025 review, we’ll cover the latest changes to 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 new competitors like the Cirrus SR22 G7 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 (2025 Update)
• Flying the Piper M350
• Purchasing and Owning a Piper M350
  • Pricing (New vs. Pre-Owned in 2025)
  • Operating Costs (Per Hour & Per Year)
  • Resale Value Trends
  • Training and Insurance Considerations
• Piper M350 Specifications
• Piper M350 Performance
• Comparisons with Competing Aircraft
• 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/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’s 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 in the 2020s.

(By Alan Lebeda - , Image File, GFDL 1.2, Wikipedia link )

PA-46 M350 (2015–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’ll explore in the next section.

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

Distinctive Features of the Piper M350 (2025 Update)

What sets the modern Piper M350 apart from other aircraft in its class? Let’s dive into 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-20s thousands of feet without needing 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 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. Notably, Piper has kept the M350’s avionics up-to-date: in 2023–2024, the aircraft received Garmin’s latest NXi system software upgrade, including Garmin PlaneSync™ connectivity. PlaneSync allows wireless database updates and remote access to aircraft status via mobile device – features that make managing avionics data far more convenient. This upgrade also introduced 3D SafeTaxi (an advanced moving-map view of airport surface operations) and enhancements to the Synthetic Vision Technology (SVT), navigation, checklists, and flight planning tools. In addition, Piper now equips the M350 with the Garmin GI-275 electronic standby instrument (replacing the older standby gauges), 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 (“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 & Protection (ESP) and Underspeed Protection (USP), which work in the background even when flying manually. ESP will gently nudge the controls back toward stable flight if the airplane exceeds certain pitch, bank, or airspeed thresholds, helping prevent stalls or loss of control. USP, on the other hand, will automatically engage 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 very 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 will autonomously initiate 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 to their liking.

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’ll explore what it’s 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’ll 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 wing designed for high-altitude lift. Rotate around 85 KIAS and the M350 will climb out at about 1,300+ 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. Notably, if you’re 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 will 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’re often flying above 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’s time to descend, the M350 can be brought down to pattern altitude quickly – pilots often plan a descent at around 500 ft/min from the flight levels. If pressurization is in use, you’ll dial down the cabin altitude accordingly with the digital pressurization controller so passengers’ ears equalize comfortably. In an emergency (e.g., 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. Flying an approach in the M350 can be as precise as you like: 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 moderate stall speed. With proper technique, the M350 can comfortably operate out of small executive airports – its ability to clear a 50-ft obstacle in about 2,100 ft on takeoff and land over the same in ~1,970 ft gives it solid short-field versatility.

(source: Piper)

In summary, piloting the Piper M350 is a rewarding experience, blending the speed and altitude of a turboprop with the familiarity of a piston single. It’s an aircraft that can fly comfortably in the flight levels and shoot an instrument approach with equal ease. Modern aids like ESP, level mode, and autothrottle-free hypoxia protection (EDM) mean that while flying the M350 is exhilarating, it’s also backed up by numerous safety nets. For owner-pilots stepping up from unpressurized planes, the M350 offers a manageable learning curve with a big payoff in capability.

What aspects of flying the M350 stand out most to you if you've had the chance to fly one? Share your thoughts below!

Purchasing and Owning a Piper M350

If you’re 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 the latest 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 (2025)

New M350 Pricing: As of 2025, the list price for a brand-new Piper M350 with standard equipment is in the mid-$1 million range. While Piper does not publicly publish a fixed base price (as custom options can affect the final price), industry data suggests a new M350 sells for around $1.35–$1.5 million typically equipped. (In 2020, the base price was about $1.195M; inflation and avionics upgrades have since pushed pricing higher.) For example, dealer listings of late-model M350s in 2023–2024 show asking prices of $1.55M for aircraft with under 100 hours (essentially new). So, a buyer in 2025 should expect a new M350, with popular options, to be on the order of $1.5M.

Pre-Owned M350 Pricing: The pre-owned market for the M350 is quite active but limited in volume – only around 160 M350s exist worldwide as of 2025. Over the last year, used M350 asking prices have averaged about $1.34 million, with low-time recent models often listed between $1.3–$1.6M and older high-time examples around $900K at the low end. According to market data, in the past 12 months M350 listings ranged from roughly $930,000 (for one of the earliest 2015-model M350s with higher hours) up to $1.65 million (for nearly-new examples). This indicates that the M350 holds its value exceptionally well – a reflection of its unique capability. Even compared to its predecessor: older 2000s-era Malibu Mirage models (pre-G1000 avionics) still fetch strong prices (often $700K–$900K) on the used market. Buyers should note that given the small fleet size, 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 (Updated 2025)

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

• Fuel and Oil: The M350’s turbocharged engine burns about 20 gallons of Avgas per hour in cruise (more during climb). At roughly $6.50–$7.00 per gallon for 100LL in 2025, that’s about $130–$140 per flight hour just in fuel. Over 200 hours a year, fuel alone comes to ~$40,000. Oil changes and oil consumption are relatively minor costs in comparison (a few hundred dollars per change, with perhaps 4–6 changes a year).
• 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, etc.) require diligent upkeep. Owners who stay ahead on maintenance – fixing squawks as they arise – report that annuals can be manageable, but neglect can lead to very costly repairs. Engine overhauls (due at 2,000-hour TBO) cost in the ballpark of $75,000 for the Lycoming, so it’s wise to budget an engine reserve (~$35–$40 per hour) for eventual overhaul or replacement. The M350 is equipped with known-ice protection (optional on earlier models) – if installed, expect additional maintenance for de-ice boots or TKS fluid systems. Bottom line: fixed maintenance costs (insurance, hangar, annual inspection, subscriptions) often total around $90k/year, while variable costs (fuel, engine reserve, wear items) add roughly $70k–$80k if flying 200 hours/year.
• Total Cost per Hour: The exact hourly cost depends on usage. With lower utilization (around 200 hours/year), fixed costs are spread over fewer hours, resulting in a higher per-hour figure. According to Aircraft Cost Calculator, at 200 hours/year and $6/gal fuel, the M350’s total annual budget is about $165,000 – which comes out to approximately $825 per hour. However, if you fly more hours, the per-hour cost improves: at 450 hours/year and $6.75–$7.00/gal fuel, the M350’s operating cost including fixed and variable expenses drops to about $520–$550 per hour. In other words, an owner flying 40 hours a month might spend on the order of $240k/year, whereas an owner flying 15 hours a month might spend $165k/year – the airplane rewards being flown regularly.

For budgeting purposes in 2025, many owner-pilots use a figure around $600 per flight hour as a mid-range estimate (fuel ~$7, maintenance reserves, etc.), which equates to roughly $180,000 per year if flying 300 hours annually. 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, as pressurized singles “rack up impressive invoices” when major components fail. Staying proactive on maintenance will reduce the likelihood of unpleasant surprises.

Pro Tip: When planning your M350 ownership budget, don’t 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.

In addition, factor in the cost of consumables (if on an anti-ice system, TKS fluid isn’t cheap; if on de-ice boots, occasional replacements are needed) and upgrades. Avionics database subscriptions, chart updates, etc., can be a few thousand per year. Hangar rental (to protect that nice paint and avionics from the elements) can range widely by region but often $500-$1000/month. All told, owning an M350 is akin to owning a small turboprop in terms of expense – but many find the capabilities well worth the cost.

Have you owned a PA-46? What was your experience with maintenance costs?

Resale Value Trends

The good news for owners is that the Piper M350 tends to hold its value strongly. In the past few years, general aviation aircraft prices have seen a surge (especially during 2021–2022), and the M350 was no exception. By 2023, pre-owned M350s were selling for around $1.3M on average – which was roughly the new price from a few years prior, meaning little depreciation for early owners. As of 2025, with new prices edging upward, late-model used M350s have in some cases appreciated above their original purchase prices. The limited supply (Piper has produced only 150-170 M350s so far) and the absence of any direct competitor on the new market have created a seller’s market.

Market data shows that over the last 12 months, M350 values have remained stable or slightly up. The average asking price (across 2015–2023 model years) is about $1.34M. Higher-time first-year models (2015) are generally in the $900K–$1.0M range, while a 3-5 year old M350 with moderate hours can easily command $1.2M+. Essentially, after an initial depreciation in the first 1-2 years, the M350’s value plateaus and tracks inflation. Owners who bought new a few years ago might find they can sell today with minimal loss or even a profit, depending on avionics upgrades or engine hours.

One factor boosting M350 resale is that older PA-46 variants (Malibu Mirage) also maintained strong value, creating a high floor. For instance, a late-2000s Mirage might still be worth $800K+, so an M350 that adds better avionics and safety features on top of that naturally sits above the Mirage in price. Additionally, the pandemic-era demand for personal aircraft drove many buyers to consider high-end piston options when turboprops and jets had long backlogs – the M350 benefitted from this increased demand for capable owner-flown planes.

Going forward, industry experts predict the M350 will continue to hold value well, especially as long as it remains the sole pressurized piston single in production. The introduction of new high-tech competitors (like Diamond’s DA50 diesel single) does not directly replicate the M350’s pressurization, so it’s unlikely to erode the M350’s niche value. Buyers should still conduct thorough pre-buy inspections, as an M350 with damage history or poor maintenance can be a very expensive project – such aircraft will be priced lower accordingly. But an M350 in excellent condition will find a strong market of eager buyers, given the aircraft’s rarity and reputation.

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 some key points:

• Required Pilot Qualifications: Legally, to act as Pilot in Command of the M350, you’ll need a private pilot license with an instrument rating (practically essential for flying in the flight levels) and a high-performance and complex endorsement (for the 350 hp engine and retractable gear/constant-speed prop). Additionally, because the M350 can operate above 25,000 ft, a high-altitude endorsement is required by the FAA (14 CFR 61.31) to act as PIC. This involves ground training and a logbook endorsement for high-altitude flight physiology and oxygen system use. Most pilots obtain this during their transition training.
• Recommended/Additional Training: Piper strongly recommends (and many insurers require) formal PA-46 initial training for new M350 pilots. Several training providers (like Simcom or Legacy Flight Training) offer PA-46 transition courses that cover the systems, normal/abnormal procedures, pressurization management, and high-altitude operations specific to the Malibu/Mirage/M350 series. A typical initial course might be 5 days with ground school and simulator or in-aircraft flight training. Emphasis is placed on emergency procedures such as emergency descent, engine failure in IMC, and handling pressurization problems. The M350’s type club – the Malibu M-Class Owners & Pilots Association (MMOPA) – is an excellent resource; they conduct annual safety and training seminars. As of 2025, there’s also an increasing focus on scenario-based training for avionics (to ensure pilots can use the G1000 NXi’s automation fully and safely).
• Insurance Requirements and Costs: Insurance underwriters typically have set minima for a pilot to be insurable in an M350. One aviation insurance broker notes that under ideal conditions (experienced pilot), the annual premium will be roughly 1% of hull value. For a $1.5M airplane, that’s about $15,000 per year. However, if you are a low-time pilot or new to the PA-46, expect higher rates. Many policies mandate an Instrument Rating and often 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, say, 300 hours total might still get insured, but the insurer may require 25+ hours of dual in-type and perhaps a mentor pilot sign-off. Older pilots (over 70) or those with no prior high-performance time will also face stricter scrutiny. As a ballpark, an “average” owner-pilot (with an instrument rating and moderate experience) might pay around $20k–$25k/year for full insurance on an M350. Highly experienced PA-46 pilots with no claims have reported premiums in the $12k–$17k range, whereas a low-time pilot might see quotes of $30k or be required to carry an instructor pilot until achieving more hours. Insurance costs have generally risen in the past few years, so it’s advisable to get quotes early in your purchase process.
• Operating in the Flight Levels: Pilots transitioning to the M350 will need to become adept at high-altitude flight operations. This includes planning for oxygen use (or rather, the pressurization system operation), understanding weather patterns at 20,000+ ft (where icing or convective weather can be factors), and managing the engine carefully (to avoid shock-cooling on descents, etc.). A high-altitude endorsement course will cover the physiological aspects, but real-world flying of the M350 teaches the importance of paying attention to pressurization gauges and the built-in oximeter. Fortunately, the M350’s automation (EDM for emergency descent, etc.) provides backups, but the pilot must still be proactive. Many M350 pilots pursue regular recurrent training – often annually – to practice abnormal situations in a simulator or with an instructor. This not only keeps skills sharp but also satisfies insurance recurrent training requirements (which are common for this class of aircraft).

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 to be an enjoyable and very capable airplane to fly. And insurance companies will reward you (with better rates) as you build time and demonstrate a commitment to training in the aircraft. Before purchase, it’s wise to budget for the transition training and perhaps an initial period of flying with a mentor or instructor pilot until you and your insurer are fully comfortable.

Piper M350 Specifications

• Engine: Turbocharged Lycoming TIO-540-AE2A (6-cylinder piston, 350 hp)
• Propeller: Hartzell 3-blade composite, constant-speed
• Aircraft Dimensions: Length 28.9 ft (8.8 m); Height 11.3 ft (3.4 m); Wingspan 43.0 ft (13.1 m)
• Cabin Dimensions: Length 12.3 ft; Width 4.1 ft; Height 3.9 ft – seating for 6 (typically 1 pilot + 5 passengers)
• Maximum Takeoff Weight (MTOW): 4,340 lbs (1,969 kg)
• Standard Empty Weight: ~3,050 lbs (1,384 kg)
• Standard Useful Load: ~1,290 lbs (585 kg)
• Fuel Capacity: 120 US gallons usable (454 liters)
• Payload with Full Fuel: ~580 lbs (this is the weight available for occupants and baggage with tanks full)
• Baggage Capacity: 20 cu ft internal + 13 cu ft external (nose compartment), ~300 lbs total weight
• Pressurization: Cabin differential up to 5.5 psi (allows 8,000 ft cabin altitude at 25,000 ft aircraft altitude)
• Avionics: Garmin G1000 NXi flight deck with GFC 700 autopilot, dual ADAHRS, Garmin GI-275 standby instrument, Synthetic Vision, Garmin GTX 335R/345 transponders (ADS-B Out & In), GTS 825 Traffic Advisory System, GWX 68 weather radar (optional), TAWS-B terrain warning system, Flight Into Known Icing (FIKI) package optional

Piper M350 Performance

• Takeoff Distance (ground roll): 1,087 feet
• Takeoff Distance over 50 ft obstacle: 2,090 feet
• Maximum Cruise Speed: 213 KTAS (approximately 245 mph) at optimal altitude
• Maximum Range: 1,343 nautical miles (with 45 minute reserve)
• Service Ceiling: 25,000 feet
• Initial Climb Rate: ~1,300 feet per minute (sea level)
• Landing Distance (ground roll): 1,020 feet
• Landing Distance over 50 ft obstacle: 1,968 feet
• Stall Speed: approximately 60 KIAS (landing configuration)

**All performance figures are based on Piper’s published data under standard conditions and maximum weight. Actual performance will vary with pilot technique and conditions.**

Comparisons with Competing Aircraft (2025)

How does the Piper M350 stack up against other high-end single-engine aircraft on the market in 2025? While the M350 occupies a unique niche (pressurized piston single), it’s often compared to a few key models that owners might also consider. Below we compare its features to those of its closest peers:

• Cirrus SR22T G6/G7: The Cirrus SR22 Turbo has dominated the high-performance piston market and is a natural comparison to the M350. The SR22T is a five-seat, unpressurized composite aircraft known for its Cirrus Airframe Parachute System (CAPS) – a whole-aircraft rescue parachute that the M350 lacks. As of 2025, Cirrus has further raised the bar by introducing the Safe Return Emergency Autoland system on the SR Series G7+ models, making Cirrus the first piston single with autonomous landing capability. In contrast, the M350’s safety approach is about preventing an emergency from getting that far: with ESP, USP, and automatic descent for hypoxia, the M350 is designed to help the pilot avoid loss-of-control or incapacitation scenarios in the first place. In terms of performance, an SR22T and M350 are in a similar speed class (Cirrus tops out ~210–215 KTAS at FL250, essentially the same as the M350’s 213 KTAS). However, the SR22T cannot fly above 18,000 ft without supplemental oxygen (and legally is limited to 18,000 ft under BasicMed, whereas the M350 can utilize its full 25,000 ft ceiling with a medical and endorsement). The M350’s pressurization gives it a significant comfort advantage for high-altitude cruising – M350 pilots and passengers are not wearing oxygen masks, whereas SR22 crews must don cannulas or masks at high altitudes. Range is another differentiator: the M350’s larger fuel capacity (120 gal vs Cirrus’s ~92 gal usable) grants it about 200–300 nm more range. On the other hand, the Cirrus is generally less expensive: a fully loaded SR22T G6 in 2025 runs around $1.2M new, undercutting the M350’s price. Cirrus also has the edge in modern user-friendly features (simpler engine management with FADEC-like controls on the SR22T, the parachute for ultimate peace of mind, and more of a sports-car handling feel). Many owner-pilots who don’t need pressurization choose Cirrus for its ease of operation and lower costs. But for those who routinely fly over weather or value not having to manage oxygen, the M350 stands alone. In summary, the Cirrus SR22T is a very technologically advanced aircraft (especially with the new autoland), but the Piper M350 offers a cabin-class experience and flight levels capability that the Cirrus can’t match. Each has safety strengths: parachute/autoland (Cirrus) vs. pressurization/envelope protections (Piper). The right choice depends on the pilot’s mission profile and priorities.
• Diamond DA50 RG: Diamond Aircraft’s new DA50 RG, which received FAA certification in 2023, is a five-seat, unpressurized single-engine aircraft powered by a 300 hp turbo-diesel engine. It’s a fresh entry into the market and is often seen as a competitor to the SR22 and hence indirectly to the M350. The DA50’s strengths include its diesel engine (which runs on Jet-A fuel, offering potentially lower fuel cost and better availability internationally, and full FADEC automation) and a very spacious cabin. In fact, the DA50’s cabin is larger in some dimensions than the M350’s, seating five adults comfortably with generous baggage capacity. However, when it comes to performance, the DA50 RG is a step below the M350: its max cruise is about 181 KTAS at 18,000 ft, and it is not pressurized (max operating altitude 20,000 ft). Essentially, the DA50 is closer to the Cirrus in envelope – a fast, efficient cruiser in the teens – and does not challenge the M350’s flight level capabilities. The base price of the DA50 is around $1.15M, so it undercuts the M350 significantly on cost. For an owner who wants a brand-new airframe with modern design (carbon fiber construction, etc.) and is willing to trade away pressurization and some speed, the DA50 is an interesting option. Its fuel burn is notably low thanks to the diesel (e.g., ~10-12 gallons per hour of Jet-A at economy cruise). It also has some safety pluses: Diamond’s aircraft are known for benign handling and come with twin turbo-diesel redundancy in their twins (though the DA50 is a single). One safety distinction: Diamond has chosen not to include a whole-airframe parachute on the DA50, arguing that the plane’s low stall speed and behavior make it unnecessary. In comparison, the Piper M350 with its higher wing loading and higher performance demands more of a pilot, but also gives more capability. In short, the DA50 RG is a newcomer that offers modern engineering and efficiency, likely appealing to those who might otherwise consider a Cirrus. It doesn’t directly replicate the M350’s niche, but it does present a compelling alternative if pressurization isn’t a must-have.
• Beechcraft G36 Bonanza: The Beechcraft Bonanza has been around for decades, and the latest G36 version (production through 2024) is a six-seat, unpressurized piston single with a 300 hp Continental engine. While not “new” in technology (it has Garmin G1000 NXi but lacks some of the envelope protection of the Piper and Cirrus, and no parachute), it is often cross-shopped by buyers in the high-performance single market. The Bonanza cruises around 175–180 KTAS, notably slower than the M350, and has a service ceiling of 18,500 ft (no pressurization). Its cabin is similar in size to the M350’s and it can carry six, though useful load tends to be lower (full-fuel payload around 400-500 lbs for a G36). Where the Bonanza shines is its build quality and handling – it’s known for a smooth ride and robust construction. It’s also cheaper: new G36s were priced around $900k–$1M in recent years. Comparing it to the M350, the Bonanza is simpler and cheaper to operate (no turbocharger, no pressurization system, lower altitude engine operations). However, it lacks the weather-flying prowess; Bonanza pilots often have to go under or around weather that an M350 could fly above. In terms of safety, the Bonanza has fewer high-tech aids; it relies on good fundamental flying characteristics and pilot skill. It does not have the level modes or EDM of the M350, though the G36’s G1000 NXi does include optional ESP and underspeed protection functionalities now. For a pilot not needing FL250 or 200+ knot speeds, the Bonanza offers a classic alternative. But many who consider a Bonanza versus an M350 base the decision on pressurization and cost – if you need to regularly fly high and fast, the M350 is in a different league. If not, the Bonanza (or its peers like the Cessna Cessna T206 or Piper’s own unpressurized Matrix, if one buys used) can be more economical choices.
• Single-Engine Turboprops (e.g., Piper M500/M600, TBM series): While not direct “piston” competitors, some buyers weigh the step up from the M350 to a turboprop. Piper’s own M500 (and new M600/SLS or M700 “Fury”) are evolution of the PA-46 with Pratt & Whitney turboprop engines. They are pressurized and much faster (250–300 KTAS cruise) but cost significantly more (several million USD new) and have higher operating costs. Daher’s TBM 910/960 and the Pilatus PC-12 NGX also fall in this category of ultimate single-engine performance. The M350 can be thought of as the final stop before entering turboprop territory. It offers a taste of turbine-like flying (in terms of altitude and systems) at a fraction of the acquisition price. However, if one’s mission outgrows the M350 – say you need to haul more load or fly even faster – the next step is usually into one of these turboprops or a light jet. Some owners do move up, but many find the M350 hits a “sweet spot” of performance and cost. It is notably easier for a single pilot to manage an M350 than a turboprop, especially from a training and regulatory standpoint (no type rating needed, lower insurance requirements in some cases). Until very recently, one could say the M350 has no peer in the piston world; that remains largely true even in 2025. It is essentially in a class by itself, flanked by fully loaded pistons (Cirrus SR22T, DA50) on one side and entry-level turboprops (M500, TBM 910) on the other.

In conclusion, the Piper M350 in 2025 continues to be a singular offering: a pressurized, high-flying piston single with advanced avionics. Competitors each offer a twist – Cirrus with its parachute and now autoland, Diamond with diesel efficiency, Beechcraft with tried-and-true simplicity – but none combine all the qualities that the M350 does. Prospective buyers should consider how important pressurization and altitude capability are to their missions, as well as their comfort with the higher operating cost. For those who value what the M350 brings, there really is no direct substitute.

Considering a step up to a pressurized aircraft? What factors are most important in your decision?

Frequently Asked Questions

1. What sets the Piper M350 apart from other aircraft? – The M350 stands out by offering a pressurized cabin in a single-engine piston aircraft (unique in current production), allowing it to cruise up to 25,000 ft in comfort. It also features state-of-the-art Garmin G1000 NXi avionics with safety enhancements like Electronic Stability Protection (ESP), Underspeed Protection, a coupled go-around, and automatic Emergency Descent Mode – systems often found only in turboprops or jets. In short, the M350 delivers turboprop-like capability (high altitude, ~213 kt cruise, long range) while retaining piston-engine efficiency and a cabin-class luxury interior.
2. How does the cabin pressurization system work in the Piper M350? – The M350’s pressurization system uses turbocharger bleed air to maintain a lower cabin altitude as the aircraft climbs. Essentially, the cabin is sealed and an environmental control system adds air to raise the internal pressure. The M350 can hold a cabin altitude of 8,000 feet while the plane is at 25,000 feet. A digital controller lets the pilot set the desired cabin altitude and climb rate. Pressurization automatically adjusts during ascent and descent to avoid ear discomfort. If the system detects loss of pressure (for example, due to an air system failure or a cabin leak at altitude), it will alert the pilot and the Emergency Descent Mode can activate to promptly descend the aircraft to breathable altitude. For the pilot and passengers, pressurization means no oxygen masks needed at altitude – a huge convenience and safety factor for long flights.
3. How is flying the Piper M350 unique? – Flying the M350 is unique because it combines high performance with a suite of safety aids. For instance, after takeoff you can engage the autopilot which can automatically hold an optimum climb angle and even level the wings if you inadvertently bank too steeply, thanks to the ESP system. In cruise, you’re often flying above weather that smaller planes must avoid. The Garmin avionics reduce workload with features like altitude pre-select, satellite weather, and traffic alerts. If you become disoriented in clouds, a push of the blue Level button will bring the airplane back to straight-and-level flight. And unlike most piston aircraft, if you or your passenger were to show signs of hypoxia, you can simply descend a bit – the cabin will keep everyone safe (plus the built-in pulse oximeter lets you continuously monitor oxygen saturation). Landing the M350 is also special: you’re managing a heavier, faster plane than typical singles, yet the controls remain smooth and well-harmonized. Many pilots say the M350 feels like flying a “personal airliner” – it’s stable and solid, ideal for IFR, but still hand-flies nicely once you’re used to it.
4. How fast can a Piper M350 fly? – The Piper M350 has a maximum cruise speed of about 213 knots (ktas), which is roughly 245 mph. This speed is typically achieved in the mid-20s (around 24,000–25,000 ft) at high cruise power settings. At lower altitudes, the maximum speed will be a bit less due to air density and you might see around 180–190 ktas at 12,000 ft, for example. For flight planning, owners often use an economical cruise around 200 ktas to trade a little speed for better range. Even so, 200 ktas (230 mph) is easily achievable, making the M350 one of the fastest single-engine piston planes in production. By comparison, that’s on par with or faster than many light twins and even edging into turboprop territory. It’s worth noting the M350’s speed is aided by its turbocharging (maintaining engine power at altitude) and clean aerodynamic design.
5. How much does a Piper M350 cost in 2025 (new and used)? – A brand-new Piper M350 in 2025, with standard options, costs around $1.4 to $1.5 million (list price). The exact price depends on optional equipment and avionics packages. Pre-owned M350s are more readily available and cost less, depending on age and hours. A 5-year-old M350 might be in the ballpark of $1.2–$1.3 million, whereas a first-year 2015 model could be around $950k–$1M. As a general average, used M350s are about $1.3M as of 2025. Keep in mind that prices have been trending upward due to high demand and limited supply. Also, when budgeting, remember to include ongoing costs like insurance, hangar, maintenance, and training (which are significant for an aircraft of this caliber).
6. What training or experience is required to fly the M350? – Legally, you need a Private Pilot license, Instrument Rating, and high-performance and complex endorsements at minimum, plus a High-Altitude Endorsement to operate the M350 at its service ceiling. In practice, most insurers will also require substantial experience before covering an M350. Typically, companies look for 500 hours total time, with 100+ hours in retractable gear aircraft and an instrument rating. Transition training specific to the PA-46/M350 is highly recommended – usually a structured course of 20-30 hours of ground and flight instruction. Piper and organizations like MMOPA emphasize training in pressurization management, turbocharger operations, and the advanced avionics. Even after the initial checkout, you’ll likely need annual recurrent training (often an insurance requirement) to stay sharp. The M350 is not difficult to fly, but because it flies higher and faster and has more systems than a typical piston single, a solid training foundation is essential for safe operation.
7. How much does the M350 cost per hour to operate? – The operational cost can range based on usage, but ballpark figures: Around $500–$600 per hour if flying 300–400 hours a year, and up to $800+ per hour if flying only 100–200 hours a year. This includes fuel, maintenance, engine reserves, insurance, hangar, etc. For example, at 200 hours/year, one might spend ~$165,000 annually (which is $825/hour). At 450 hours/year, maybe ~$237,000 annually (~$527/hour). These numbers assume fuel around $6-7 per gallon and typical maintenance costs. Not every hour costs the same – a routine flight might just consume fuel and oil, whereas the hour that includes an annual inspection will spike the average. But generally, budgeting about $200k per year for ~300 hours of flying is in the right realm. Prospective owners should consult detailed breakdowns (like Conklin & de Decker or Aircraft Cost Calculator data) for the most up-to-date estimates, and remember that engine overhaul and avionics upgrade reserves should be included in the cost calculus.

We hope this comprehensive overview has given you insight into the Piper M350’s evolution and current status as of 2025. With its mix of pressurized comfort, technological sophistication, and proven performance, the M350 continues to be a one-of-a-kind aircraft. Whether you’re stepping up from a smaller plane or comparing it against other options, the M350 offers a flying experience that’s hard to match in the piston world.

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*** If you have flown or owned a Piper M350 (or its Malibu/Mirage predecessors), we’d love to hear your experiences. What aspects of the M350 do you value most, and how does it fit your mission? Feel free to share in the comments below! ***