The Piper PA-46 is one of the few aircraft that genuinely delivers on what it promises: a pressurised, six-seat single that can climb to FL250, cruise at over 200 knots, and fly IFR above most weather. It was a radical idea in 1984, and it still feels that way today.

But the PA-46 has a reputation — not for its performance, which is spectacular, but for its costs. And when you dig into the real numbers, that reputation turns out to be mostly earned. With some important nuances.

We've tracked 847 PA-46 transactions on Sprinkle. Here's what the data actually shows.

The Four Variants You're Actually Choosing Between

The PA-46 name covers four very different aircraft:

Malibu (PA-46-310P, 1984–1989) — The original. Continental TSIO-520-BE, 310 hp, twin-turbocharged. Pressurised and certified to 25,000 feet — remarkable for a piston single at the time. Early structural and engine problems damaged its reputation in the late 1980s; those issues have long since been addressed through ADs and airframe modifications.

Mirage (PA-46-350P, 1989–2008) — Piper replaced the Continental with a 350 hp Lycoming TIO-540-AE2A and called the result the Mirage. Better engine, improved hydraulics, dual alternators and vacuum pumps. Later models gained the Garmin G1000 glass cockpit. This is the variant most buyers are actually shopping for.

Matrix (2007–2015) — The Mirage airframe with the pressurisation system removed. Lower acquisition price, higher useful load. Whether that trade makes sense for you depends on how much you value high-altitude IFR flight — which is, frankly, the main reason to own a PA-46 in the first place.

Meridian / M500 (PA-46-500TP, 1999–present) — Pratt & Whitney PT6A-42A turboprop, derated to 500 shp. Climbs to FL300. Cruise 260 knots. A completely different aircraft from a cost and operating perspective.

What You'll Pay to Buy One

Based on our database of 847 PA-46 sales, here's the current market by variant and era:

Variant	Era	Typical Range	Median
Original Malibu	1984–1989	$200k–$550k	~$317k
Mirage	1989–2000	$350k–$560k	~$450k
Mirage	2000–2008	$525k–$755k	~$620k
Mirage	2010–2015	$850k–$997k	~$850k
Matrix	2007–2015	$465k–$985k	~$625k
Meridian	2000–2009	$1.0M–$1.55M	~$1.35M

Active examples currently listed on Sprinkle include a 2000 Mirage at $525,000 (2,942 TT) in Texas, a 2014 Mirage at $849,900 (1,675 TT) in South Dakota, and a 2008 Meridian at $1,400,000 (1,120 TT) in Texas.

Browse Piper Malibu Mirage listings on Sprinkle →

The Engine Question That Defines Your Cost of Ownership

If you're buying a Malibu or Mirage, the engine is the single most important financial variable on the operating side.

The original Continental TSIO-520-BE (Malibu) has a TBO of roughly 1,400 hours and an overhaul cost of approximately $55,000. The shorter TBO means you're accruing engine liability faster — a significant consideration when evaluating an early Malibu.

The Lycoming TIO-540-AE2A (Mirage) runs to approximately 2,000 hours TBO with an overhaul cost of around $75,000 — roughly $37.50 per flight hour in engine reserve. Better economics per hour, but the absolute cost at TBO is higher.

There's a chapter of PA-46 history every buyer must understand: in 2002 and 2003, Lycoming issued a major crankshaft recall affecting a large number of TIO-540 engines — including many installed in Mirages. Affected crankshafts required replacement at significant cost. Most airframes have long since resolved this, but before you buy any pre-2005 Mirage, verify the engine history and confirm the recall was properly addressed.

When evaluating a used Mirage, the SMOH figure (hours since major overhaul) matters enormously. An engine with 1,600 hours on a 2,000-hour TBO carries an implicit $75,000 liability arriving in 400 hours. Price accordingly — or negotiate accordingly.

The Annual Inspection That Surprises First-Time Owners

This is where the PA-46 earns its reputation for expensive ownership.

For a standard piston single, an annual inspection might run $1,500–$3,500. For a Malibu or Mirage, the honest range is $7,000 at the low end, with $10,000–$12,000 being realistic, and $20,000 or more when deferred maintenance surfaces.

Why so much? Three reasons:

Pressurisation system. Seals, gaskets, the pressurisation controller, and all associated hardware require specialised inspection every annual. Budget $2,000–$5,000 on top of a standard annual inspection just for pressurisation-related work.
Mechanical complexity. The nose gear rotates 90 degrees on retraction — an elegant solution with an elevated vulnerability. The hydraulic system is sensitive to contamination. The exhaust system is a known cost centre. None of this is routine.
Specialisation. The PA-46 is not an aircraft you take to the local FBO. There are excellent dedicated PA-46 facilities around the US — Midwest Malibu Center, Malibu Aerospace, and several others — but their labour rates reflect their expertise, and rightly so.

Budget $10,000–$12,000 per year for annual inspection on a Mirage. Plan for more in the first year after purchase if the maintenance history has gaps.

A Full Year of Ownership: The Real Numbers

Here's a realistic cost model for a mid-2000s Mirage flying 150 hours per year:

Cost Item	Annual	Notes
Fuel (18.8 GPH × $6.00 × 150 hrs)	$16,920	Avgas at $6/gallon
Engine reserve ($37.50/hr)	$5,625	Toward $75k OH at 2,000 hrs
Annual inspection	$10,000	Realistic average
Pressurisation maintenance	$3,000	Seals, squawks, checks
Insurance	$13,000	Typical for qualified pilot
Hangar	$4,000	Varies enormously by location
Prop overhaul reserve	$750	~$9k OH every 12 years
Total	~$53,295	~$355/hour

Fly 150 hours and you're looking at roughly $355 per hour. Fly only 75 hours and the fixed costs push that above $550. The PA-46 rewards pilots who actually use it.

These numbers assume no major surprises. The PA-46 community has an expression for what happens when surprises do arrive: a hydraulic system overhaul, a nose gear anomaly, or a pressurisation component failure can add $15,000–$40,000 to a year's operating costs. An emergency reserve of $20,000–$30,000 is not excessive planning.

See current Piper Mirage market prices on Sprinkle →

The Meridian: When You Want Turboprop Performance

The Meridian uses the PT6A-42A derated to 500 shp from its rated 1,000 shp. Operating at half power, the engine has a 3,600-hour TBO — significantly longer than the piston Mirage. Overhaul cost is approximately $200,000, working out to about $55.56 per hour in engine reserve.

Here's a comparable cost model for a 2005 Meridian flying 100 hours per year:

Cost Item	Annual	Notes
Fuel (37 GPH × $6.50 × 100 hrs)	$24,050	Jet-A at $6.50/gallon
Engine reserve ($55.56/hr)	$5,556	Toward $200k OH at 3,600 hrs
Annual inspection	$15,000–$20,000	Turbine adds complexity
Insurance	$20,000–$30,000	Single-pilot turboprop
Hangar	$4,000–$6,000
Total	~$70,000–$85,000	~$700–$850/hour

The Meridian costs considerably more per year than the piston Mirage. What you get for that premium is 260-knot cruise at FL280, Jet-A fuel (widely available worldwide), superior climb performance, and the operational reliability of the PT6 engine family.

The Meridian also requires additional training — single-pilot turboprop insurance requirements and type rating considerations apply depending on jurisdiction. Budget for an initial transition course at a specialist facility. The type club, now operating as PMOPA (Piper M-Class Owners & Pilots Association) at mmopa.com, is an essential resource for any PA-46 owner regardless of variant.

Browse Piper Meridian listings on Sprinkle →

The JetProp Path: A Third Option

Between the Mirage and the factory Meridian sits the JetProp DLX — a third-party STC conversion that removes the Lycoming TIO-540 from a Mirage airframe and installs a Pratt & Whitney PT6A-21 or PT6A-35 turboprop in its place. The STC is held by DMax Aviation (formerly Rocket Engineering).

Conversion cost runs $275,000–$350,000 on top of the donor Mirage. Used JetProp examples typically ask $700,000–$1,200,000 depending on airframe year and engine hours. Performance is broadly similar to the factory Meridian — 260 knots, high-altitude cruise, Jet-A fuel — in the familiar PA-46 cabin.

The JetProp appeals to buyers who want turboprop performance without paying premium prices for a newer Meridian airframe, and who are comfortable with an STC conversion rather than factory configuration.

Is the PA-46 Worth the Cost?

For the right pilot, absolutely. For the wrong pilot, it's an expensive lesson in aircraft selection.

The PA-46 rewards pilots who:

Fly meaningful IFR cross-country distances, where FL230 above weather transforms a difficult trip into a smooth cruise
Have access to specialist PA-46 maintenance, or are willing to travel to it
Carry a realistic operating budget — not just a purchase budget
Approach recurrent training seriously and consistently

It punishes pilots who:

See the acquisition price and assume the significant costs are behind them
Try to reduce costs by using non-specialist maintenance
Fly fewer than 75 hours per year, making fixed costs economically brutal
Treat a Malibu like a large Archer

Our market data shows 847 PA-46 transactions over recent years — a liquid, active market. Prices have climbed significantly on later-model Mirages, but the core ownership proposition is unchanged: you are buying airline-adjacent performance from a piston single, and that performance comes with airline-adjacent complexity and cost.

If you can carry $50,000–$55,000 per year in operating costs without flinching, and you fly IFR regularly over distances that reward pressurisation, the Malibu family delivers something that very few aircraft can match.