We went through the NTSB’s accident database for the most recent 100 accidents involving the PA-46 piston series—Malibu, Mirage and Matrix—and found that the early engine and nose landing gear issues with the airplane appear to have been resolved. We did, however, see what we felt to be an uncomfortably high rate of accidents in IMC involving spatial disorientation, CFIT and loss of control.
In the early years the Malibu and Matrix suffered a number of catastrophic engine failures, but the various fixes applied appear to have worked as most of the 17 engine-related accidents we found happened more than 10 years ago.
Likewise, we found seven instances of landing gear collapse, of which five involved the nose landing gear—all of which occurred more than 10 years ago. The nose gear problems, we think, were long ago identified and resolved.
We think the longago nosegear issues also caused some runway loss of control (RLOC) accidents. While 13 of the 15 landing events involved RLOC, we think that at least six were due to a nose gear issue on rollout, possibly an impending collapse, that caused the airplane to swerve off the runway.
There were only two accidents involving a PA-46 going off the end of the runway, a number we consider low for high-performance airplanes—so pilots must be getting them slowed down on final.
The Malibu/Mirage/Matrix series is as nearly all-weather capable as any piston single built. Not surprisingly, that meant that a certain number of pilots flew them into weather beyond the capability of the airplane or the person with sweaty hands on the control yoke. A couple pilots flew their pressurized single into thunderstorms, lost control and either experienced an in inflight breakup or bent the wings to a point just short of separation—a tribute to their strength. One pilot landed with the wings of his PA-46 bent upward nearly a foot after an encounter with clear air turbulence.
One pilot got fascinated with a failed ADI on the copilot’s side of the panel while flying in clouds. He did not hear the autopilot disconnect warning as he leaned across the cockpit. At some point he realized the airplane was in a spiral dive and initiated a recovery. He lived to tell the tale, although the airplane needed a new set of wings to replace those he’d overstressed.
Seven pilots experienced spatial disorientation in IMC shortly after takeoff or on a missed approach and spiraled into the ground. Another seven flew into terrain in controlled flight either while trying to scud run, on a black night or when going the wrong way or too low on an instrument approach.
Of the six stall accidents, three involved over-gross airplanes and over-rotation on takeoff, leading to a stall.
A pilot departing from a 1300-foot runway said that he landed in the water just off the end because his engine had quit just after takeoff. The data recorded on the airplane’s PFD and MFD presented another story—the airplane pitched up and stalled after takeoff; the engine was running at full power until impact. Takeoff data in the POH indicated that there was inadequate runway available for takeoff given the weight of the airplane and the flap position selected.