Airtest – Piper Malibu

We were flight planned to climb to FL220 and track via Katoomba, where we would carry out some air work, then to Bindook, down the 062 localizer for an ILS, with an overshoot and back to Bankstown.

John McGuirk had already carried out the pre-flight inspection when Colin Park and I arrived, however, we decided to take a walk around the aircraft to acquaint ourselves with some of its features. One can see the Piper family resemblance in the aircraft but apart from this skin deep relationship, the Malibu owes its origins to no other aircraft in the Piper fleet. This is very surprising coming from probably the best-ever exponent of derivative aircraft. Nonetheless, the Piper engineers started the Malibu on the proverbial “clean sheet’. The fuselage at first sight looks short for such a long wing. It is actually 2 feet shorter than the Saratoga externally but 2 feet longer internally, making far more use of the available airframe and fulfilling one of the engineering objectives of reducing drag. The high aspect ratio wing giving an excellent lift/drag efficiency and the use of thicker alloy skins incorporating butt joints and flush riveting also contributed to the Malibu’s clean, smooth looks and low drag.

Utilisation of the thicker alloy skin allowed the engineers to reduce the weight of the internal framework (the Malibu being of semi-monocoque construction) and also gave less distortion to the surfaces under load. Construction is of the “fail-safe” method and negates the requirement of airframe and spar life cycles. I feel certain that by adopting the latest techniques of construction and utilising standard materials and a proven layout the Piper engineers saved themselves considerable time in the certification program and that also helped keep construction and development costs down. I very much doubt that anything produced in exotic materials and non-conventional layout would result in better all-round numbers than the Malibu, and despite its conventional looks the aircraft attracts a throng of onlookers wherever it is parked.

Entry is via a clamshell airstair door located behind the wing on the left-hand side of the fuselage affording easy access to an airy and spacious cabin worthy of, and larger than many, cabin class twins. The Malibu cabin is larger than either the Beech Baron or Duke and is less than two inches narrower than the Cheyenne I and has a cabin height of 4. 1 feet. This gives the Malibu a 60% space advantage over its only competitor in the pressurised single market, the Cessna P210. The cabin has a standard club-seating layout with a fold-out table directly opposite the door. There is a 100 lb baggage compartment behind the rear seats and another 100 lb baggage compartment outside the cabin behind the engine. A handy and easily accessible refreshment centre, with ample storage, is located between the pilots’ seats and the forward pair of club seats. I found all seats very comfortable, offering an excellent view and low noise levels, although the four club seats had lower noise levels than the pilots seats allowing one to converse at normal levels.

Through the aisle and onto the flight deck, the pilots have an excellent view of the surroundings. That two-bladed prop seems a long way away, almost giving the appearance of a turbine being located under the gently sloping front cowl. The large metal instrument panel looked empty despite the fact that our Malibu was very well equipped to full IFR standards including a King KFC auto-pilot/Flight director system, dual NAV/COMS and ADFs, transponder, altitude alert, DME and Sperry Weather Scout colour radar. All the switches, controls and circuit breaker panels were in easy reach and very logically laid out. Good engineering and careful planning are evident wherever one looks on this aircraft.

Like any well-equipped multi-engine aircraft the Malibu incorporates dual systems for safety. There are dual alternators; dual vacuum pumps and two separate electrical bus bars ensuring probably the highest possible systems reliability ever offered with one engine.

The 28-volt electrical power is supplied by a 60 amp Teledyne Criten alternator, a 17 amp/hour lead-acid battery, and a backup 60 amp Ford alternator. These power the main bus, and for those instances where there is a need to bypass the main system an emergency bus has been provided. The emergency bus will supply power to Comm 1, Nav 1, the speaker amplifier, landing gear warning devices, turn-and-bank indicator, stall warning, panel lights and landing lights. The Malibu also incorporates a separate avionics bus, powered through either a main bus tie or a separate avionics master switch.

The vacuum system, made up of a normal dry-type engine-driven pump is backed up by a clutch-driven standby pump which can be activated by a switch located in the lower left Pilot’s instrument panel, offering considerable redundancy.

Fuel selection is by a simple three-position lever marked off – right – left and located on the lower right-hand pilot’s instrument panel. Each tank, located in the wings, contains 60 US gallons providing a range of about 1,300 nm.

The heart of the Malibu is the very rugged Continental TS10- 520-BE. This is a 310 hp engine incorporating state-of-the-art technology featuring dual turbochargers and intercoolers. The intercoolers have a twofold effect by increasing the power The Malibu’s ground handling is excellent, visibility is good and the brakes and steering have just the right balance to ensure smooth ground operations.

The run-up was completed and in receipt of our airways clearance, we taxied to line up on runway 11 centre for takeoff. It was easy to apply power smoothly on this engine, acceleration, as with most piston-engined aircraft was not of the break-neck variety. Rotation was at 80 kts and the controls felt just right, although I had an initial tendency of over-controlling in the pitch mode. The acceleration to 110 kts IAC took a little time but once there everything came together and the Malibu returned a 900 feet per minute climb rate virtually all the way up to 22,000 feet. The engine is designed to run at full throttle and maximum RPM to 2400 and throttle to 35″Hg, and held this power all the way to 22,000 ft.

The climb through the low overcast was very smooth, I hand-flew most of the climb and tested the auto-pilot the rest of the way. We reached Katoomba before we attained our cruise height so we climbed in a holding pattern. Once stabilised at cruise altitude and after some exploratory turns, we headed for Bindook and a descent. The cruise returned a 205kt TAS at FL220 burning 90 lbs/hr. This was achieved with a 65% power setting. During our climb and cruise, the 5. 5 PSI pressurisation system worked very smoothly not showing any bumps or lag, we had a 7,000-foot cabin at our cruise altitude at a differential of 4. 9PSI. Cabin pressurisation is achieved by taking bleed air from the turbocharger through two sonic venturi tubes and into an air-to-air heat exchanger to control temperature and then fed into the cabin. The pressurisation can be maintained down to a throttle setting of 21 inches, which is the lowest power setting used on a descent.

We were cleared to FL100 and to achieve this in the given distance without overcooling the engine, we kept the engine at cruise power and lowered the landing gear, giving us a 2,500 feet per minute rate of descent at 170 KIAS. The gear can be lowered at 170 kts and the aircraft can then be accelerated to 200 kts, however, the aircraft must be slowed down to 130 kts before the gear is raised. With this sort of speed capability and flexibility, the Malibu fits in nicely with any traffic at the major airports. We were able to establish ourselves early on the ILS and once the aircraft was set up it just flew itself down the glide slope. The ILS was flown at 140 KIAS putting it into the same class as the turbo-props.

The Malibu has great inherent stability making precision flight a joy. After the overshoot at the minima, we headed back to Bankstown where we joined the circuit. John wanted to briefly demonstrate the Malibu’s gliding ability, so with the prop in fine pitch, undercarriage down, and half flap selected, we closed the throttle whilst turning base. Even in this unfavourable configuration, we could have made it to the threshold of runway 11L. As our approach was to the runway centre, I had to make a slight power adjustment to get us to the runway. The Malibu proved easy to land, approach and threshold speeds were similar to those used on light twins, even though one can approach at slower speeds. A brief taxi to Pacific’s hanger and so ended a most enjoyable flight.

The Malibu is certainly a new aircraft for a new day. Piper’s engineers have succeeded in giving the customer a very efficient aircraft that is far ahead of anything on the market today, even installing a turbine engine would not improve the all-round numbers, for whilst the performance may increase a little, the purchase price would increase significantly. It would be fair to say that the Malibu competes not only with other single-engine aircraft but thanks to its economics and speed it can be compared to piston twins. As mentioned earlier, we were able to achieve a 205 KTAS at 65% power on only 90 lbs/hr of fuel; compare this to the popular pressurised piston twin giving a 65% cruise of 210 KTAS and a fuel flow of 300 lbs/hr and one can see a good reason to buy a Malibu. I feel that any private owner/pilot looking to purchase a light twin would be doing himself a disservice by not taking a look at the Malibu.

And for those stalwarts who remain true to the belief that two engines are safer than one, take a look at the statistics which show that there are four times as many fatalities in engine related accidents effecting multi-engined aircraft as there are single engine aircraft. When you lose the engine on a single there is no choice – you land somewhere immediately. And if you are honest with yourself and consider the performance of a piston twin on one engine, you would do the same. As a final thought for the punters, would you bet your life on a well developed engine or your unpracticed asymmetric flight skills?

Non-stop From Honolulu

The Malibu Shows Its Form in 1982 When Other Manufacturers Had Virtually Mothballed Their Research and Development Departments, Piper Surprised the General Aviation World by Announcing a Highly Original, Single-Engined, Pressurised Six-Seater They Named the Malibu.

With a high aspect ratio wing and pleasing fuselage lines the Malibu has been acknowledged as one of the best-looking aircraft produced by any of the major manufacturers in recent years. As is so often the case with aeroplanes. the ones that look right nearly always are right and the Malibu has certainly born out this theory. Pilots who have flown it all agree that its performance and handling qualities are entirely in keeping with its appearance.

As a single-engined pressurised cabin class aircraft, the Malibu has broken new ground, early in the piece there were doubts as to whether there really was a big enough market for such an aircraft to justify its production but these doubts were quickly dispelled by the favourable reaction which it received on an otherwise listless market.

Pressurisation enables the Malibu to cruise at high altitudes where the weather is relatively better and where it is more fuel efficient because of the lower drag. Fuel efficiency is also a feature of the new generation, high techno- logy 310 hp Continental TS10-520-BE engine which powers the Malibu. Equipped with both intercooling and a specially tuned induction system, this engine when operated as per the handbook, has a remarkably economical fuel consumption.

Mindful of all these facts, Globe Aero’s veteran ferry pilot, Don Holmes, with over 120 Pacific crossings to his credit, watched the performance of the first Malibu he delivered to Australia in March last year with great interest and decided that non-stop Honolulu to Sydney (4421 n. m. , a feat not previously accomplished by any other general aviation aircraft) was possible in this aircraft and with the customer’s approval he would attempt such a flight on his next Malibu delivery.

Don found that both Globe Aero and the Australian Piper Distributors, Pacific Aviation, were enthusiastic about the idea and plans were made to make the attempt when Pacific’s second Malibu was ready for delivery later in the year.

An approach was made to the Federation Aeronautique Internationale and the American Aeronautic Association to monitor the flight so that it could be recognised as an official record attempt. Officially the record to be attempted was the fastest time point for a class C-ID Group 1 aircraft (piston-engined, fixed wing 1750 kg – 3000 kg. (3858 lbs-6614 lbs).

It was also decided to attempt to fly non-stop from Tampa, Florida to Honolulu (4075 n. m. ) and that together the two stages would constitute another record for the first one-stop Tampa – Sydney flight.

Pacific Aviation’s second Malibu, N43783, came off production in November and after being tanked up for the Pacific crossing at Globe Aero’s base at Lake- land, Florida, was ready for delivery early in December. Don Holmes, accompanied by an Australian, Pacific Aviation’s Stuart Reid, ferried the aircraft across to Tampa and departed from there for Honolulu on December 5th.

Although the forecast specified moderate westerlies at their planned cruising level of 20,000 ft, the winds were actually very much stronger, in the vicinity of 60 knots and it became clear at an early stage in the flight that an intermediate landing would be necessary. Before crossing the west coast of the United States a decision was taken to divert to Oakland, California and a landing was made there fourteen hours and ten minutes after departure from Tampa A blown tyre at Oakland caused some delay and it was the next day before Don and Stewart got away for Honolulu. Despite an average headwind component of 12 knots, the Malibu covered the 2110 nm. in twelve hours exactly, easily beating the previous best time for a Class C-10 Group 1 aircraft of fifteen hours and forty-three minutes.

A delay of several days was experienced in Honolulu due to forecast headwinds between Noumea and the Australian continent of up to 80 knots at 18,000 ft. Don felt that a headwind component of 20 knots was the most that it would be prudent to accept and waited for the westerlies to abate.

As anticipated, the upper-level winds began to drop off and on Monday the 17th the forecast was sufficiently encouraging for them to make a decision to give it a try. There was a further frustrating delay due to an over-inflated undercarriage strut and they did not taxi out until 6. 30 pm Honolulu time. Their ramp weight on departure was 5125 lbs, considerably heavier than the normal figure for the Malibu of 4118 lbs, but within the tolerance of 25% overload permitted by the FAA for ferry flying.

Airline traffic was heavy at Honolulu International at the time of their departure and although ATC were fully cooperative it was not possible to give them clearance to turn straight onto track. Inbound traffic made it necessary to take them out ten n. m. to the east before turning them onto a westerly heading.

Established on track, Don Holmes set up a climb power setting of 35″ x 2400 revs and commenced a climb at 125k IAS to F/L 140 where the winds initially were forecast as being most advantageous. At this combination of power and speed the Malibu maintained a rate of climb of 500-600 feet per minute all the way up to F/L 140.

Having reached their nominated cruising level approximately thirty minutes after departure Don engaged the autopilot, set up a cruise power setting of 31″ x2400 revs (75% power) which gave them a fuel consumption of approximately 16 US gallons per hour.

This cruising level was maintained for approximately 4 1/2 hours until they reached a point 800 miles to the west of Honolulu where their route forecast indicated more favourable winds at a higher level. Using a slow cruise climb procedure they “drifted up” at a rate of approximately 100 feet per minute to F/ L 180 and stayed at this level for the next two hours.

They passed through a small weather system around this time at about 9°N but this amounted to little more than some light rain and it was really the only weather they encountered until reaching the Australian coast. It was VMC al the way across the ocean.

Catering arrangements for the flight could at best be described as informal. In Honolulu Don and Stewart had visited a Supermarket and bought themselves a loaf of bread, a package of boloni and a jar of mayonnaise and from these “basic materials” they made themselves sandwiches from time to time to pass the time and keep the pangs of hunger at bay. . .

At 2°S, ten hours into the flight, it started to get light and they recommenced their cruise climb to F/L 200 where the winds were forecast to be moderate and become more favourable.

Taking advantage of the more favourable conditions Don brought the power back to 28″ x 2300 revs (55%) which resulted in a reduction of fuel consumption to 12 US gallons per hour for a cruising speed of 180k TAS.

F/L 200 was maintained until 21 hours into the flight. Speaking of the Malibu’s performance Don Holmes said that although as the fuel was burnt off the aircraft became lighter, there was very little change of trim or attitude. Don commented that the Malibu is such a clean, properly tuned aircraft that weight does not seem to affect its cruise performance to any significant degree.

On the other hand care must be taken not to dirty up the airframe or performance will be lost. As an example of this, Don pointed out that when fitting the HF aerial to N43783 it was discovered that if the aerial was attached to the wing tip, cruising speed was reduced by as much as 12k. By repositioning the aerial and attaching it to the top of the fuselage 7k of this penalty was regained. A Global GNS 500 Navigation System supplied by the Piper Aircraft Corporation was the primary navigation and for the flight and this was used to maintain a great circle track from Honolulu to Brisbane where they intercepted the Australian coast.

Although the cabin of the Malibu was cramped due to the long-range tank installation, conditions in the cockpit throughout the long flight were reasonably comfortable. Outside air temperature at cruising level averaged about -5°C but the temperature in the cockpit was warm enough for them to fly in their shirt sleeves.

Approaching the Queensland coast 200 nm. east of Brisbane, the ground speed started to drop off as increasing headwinds were encountered and with communications established with Brisbane ATC, enquiries were made regarding the possibility of a more favourable level. A descent was commenced to F/L 180 when 150 nm. DME Brisbane and 22 hrs 40 mins after departure from Honolulu. Brisbane Airport was overflown in clear conditions but cloud was entered over the mountains southeast of Brisbane on track to Sydney.

Don Holmes described the descent into Sydney which they commenced at Mount McQuoid, as the worst part of the whole trip. They were in and out of cloud, turbulence was quite severe and they were both beginning to feel the effects of fatigue.

Once on the Sydney Approach frequency they were given the red carpet treatment by ATC who were acting as official timekeepers for the Federation Aeronautique Internationale and were vectored on to a close base and a short final for a landing on runway 07 at Sydney Airport 24 hours 49 minutes 22 seconds after liftoff at Honolulu.

The average fuel consumption for the flight was 13. 75 US gallons per hour and at the time of landing at Sydney they had better than two hours of endurance remaining.

Speaking of the flight to the large party of newsmen who greeted them upon arrival at the International Terminal, Don Holmes said that the flight was little more than a routine ferry flight. The weather had been good almost all the way and the aeroplane had performed to expectations. They had seen very little except one or two ships and some atolls and what they wanted now was a good sleep. Don concluded with his punch line, “All ferry flights are a bore”.

So: What’s next? Don Holmes has gone back to his routine ferry flying but when he left Sydney he had a thoughtful look in his eye and was muttering something about if the winds were right he could just about make it nonstop from the West Coast in the next Malibu.