Perhaps as a partial result, Mooney created the Acclaim Type S with a … The only downside is that the new Cessna system adds about 70 pounds to empty weight.Like the Cirrus, the Cessna 400 utilizes a molded side stick, angled inboard at about 40 degrees. Plus it's a Cessna - you know they aren't going anywhere. The wing skin disbonded from the upper forward wing spar. 5, May 2008, p. 30 But the bones of the plane I know well. Two years ago, a devastating hailstorm that damaged some 80 semi-complete airplanes in Bend, Ore., may have helped precipitate the company’s end.Now, of course, as practically everyone knows, Columbia has become a division of Cessna, and the former Columbia 350 and 400 designs now wear the mantle of the most successful company in general aviation.For its part, Cessna didn’t try to fix what it felt wasn’t broken. The chute takes up some payload, too, around 80 pounds, and you lose some baggage capacity. On my typical 700-nm trip I get, within a little bit, the same performance I used to get with my King Air C90," says Hammack.The 400SLX (model LC41-55FG) flown for this story has an empty weight of 2,573 pounds. “As with all the other piston Cessnas (except the upcoming 162 LSA), the Garmin G1000 glass panel comes standard. Like the SR22, the TTx handles really nicely at low airspeeds with the flaps extended—the gear is always helping.

The sound of the TTx is all its own, too.

The remaining 300 pounds to get to the maximum certified takeoff weight must be loaded as fuel. The bucket seats are the proven 19 G/26 G variety designed to protect the buckets of pilots and passengers. What is unusual is that he chose to spend more than $340,000 for an almost new Columbia 350, knowing that his insurance company would demand a premium of more than $6,000, and that he'd be subject to a minimum of 50 hours of dual before being allowed to solo.But the owner of an industrial machinery business who travels most of the East Coast and Midwest says it was an easy decision to begin his primary training in the Columbia, "I knew I'd be more comfortable in the airplane a lot quicker.

One button push revealed a Trip Statistics page — this airplane had flown 3,679 miles at an average true airspeed of 183.6 knots since new. The TKS fluid-based anti-icing system has recently been added to the options list.Columbia 400s are equipped with Avidyne's Entegra suite of avionics and S-Tec Fifty Five X autopilots, and the other three models all sport Garmin's G1000 integrated avionics and autopilot systems. "Of Sawaia's progress in such a demanding trainer, Merritt, who has soloed approximately 100 students (and now one in a Columbia) says, "Mike was ready to solo at 25 hours including about 10 hours cross country. The TTx has inflatable door seals for some improvement in noise reduction, but both are so noisy—it’s the nature of high-performance singles today—that you’ll need a good headset in either one. The TTx has more pleasing response,The TTx has superior avionics, the G2000 touch-control suite, and the latest-gen electronics from the world leader in light plane displays.

The cabin fit and finish is excellent.One new feature for 2007 is a wider range of paint colors and a new paint design. The gull-wing coupe instantly garnered attention and gained a nickname based on the way the passenger doors opened up, hinging from the top so that they looked like the wings of a gull.The Columbia 400 is similar to this classic car in many ways.

Electric roll and pitch trim is available on top of the stick in the form of a Chinese-hat style pipper. The length of the disbond was approximately 7 feet." The optional equipment lists for the other 400-series models allow buyers to customize their airplane to best fit their mission.There's another unique safety feature of the autopilot and airplane. In fact, Merritt claims that, "because of its higher wing loading making it more stable and airspeed responsive, and its excellent longitudinal stability, teaching landings was easier in the Columbia than in the trainers.

The Columbia 400 is a true twenty-first-century airplane that melds a tough composite-construction airframe, one of Teledyne Continental's latest powerplants, and Garmin's sophisticated and user-friendly G1000 integrated avionics and autopilot system. I finally got a chance to fly a Cessna 400 today. We've done a lot of cross country work into different airports, and that has proven the airplane's utility. Both work, but the TTx’s sidestick is more pleasing. The entire user interface paradigm is new, and this is a good thing. Side sticks may look exotic and futuristic, but they’re fairly easy to use (as long as you only fly with your outboard hand). Pilots either can choose to fly a typical 500-nm trip lean of peak at 189 knots and 17 gallons per hour or can elect to fly faster at best power mixtures (1,625 degrees F TIT on the rich side of peak). 2008 CESSNA 400. The SR22 has the previous-gen G1000 panels, remarkably capable. As a result, the FAA issued an Emergency On 29 March 2011 Cessna unveiled several improvements to the Cessna 400 at At Sun 'n Fun in March 2012 the company announced that a flight-into-known icing package would be an option on the TTx model. Last year, when the airplane was still a Columbia, I was hired to fly formation for two days of brochure photography all over the Southwest, and the 400 proved a stable, easy mount as it flew 20 to 30 feet from the photo ship, no matter what the speed. An accomplished air-to-air photographer as well, she has been working in aviation journalism for more than 25 years and led teams at several titles, including Sport Pilot and Flying, before coming to Plane & Pilot in 2015. © 2020 Madavor Media, LLC.

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