Each to his own I suppose. Personally I find the cabin of the Cirrus more comfortable as well as the ergonomics. If Cessna agreed with you they could engineer a chute solution. In the meantime the GAMA report is out and once again it appears that Cirrus has the market virtually to itself.

When the hell has Cessna ever given us something we've asked for?

A ominous comment for Pipistrel owners (Pipistrel was bought by Textron last year).

Though, so far all they've done publicly is fire the US distributor (or maybe they quit... no one is talking to me) and appoint a couple of regional dealers in the US. No word what their future plans are for the productl lines.

Not sure of how far your missions take you, but a Lancair IVP (similar size) is one heck of away to cross the country quickly and efficiently. Living in Colorado, it works great to haul my wife and I to any coast in 6.5 hrs maximum. 240 ktas, LOP (60% power), at 15 gph, 17000 ft, in pressurized comfort.

It’s a plane for a specific mission and pilot (not for everyone), but we are happy with it.

JRO

Each to his own I suppose. Personally I find the cabin of the Cirrus more comfortable as well as the ergonomics. If Cessna agreed with you they could engineer a chute solution. In the meantime the GAMA report is out and once again it appears that Cirrus has the market virtually to itself.

Blast from the past!

Since I started this thread, in 2016, I bought the Columbia 400. I just returned from a CAART training event in Arlington, TX over the weekend.

The Columbia 400 has proven itself to be a very good traveling machine. Going east, I had a rip-roaring flight in the high-teens, with TAS just over 200kts running lean of peak at 64% power. The 30-35kt tailwinds really ate up the miles in no time. Nothing like only sipping the gas and seeing 235kts of ground speed.

Even coming back west in headwinds, the flexibility of flowing low where the winds weren't as bad is one of the advantages of piston power.

So far, I've been pretty happy with it. My biggest wish is that I had popped the $50k to upgrade it to WAAS when I bought it. Since then, the parts to upgrade my non-WAAS G1000 have gone out of production.

Maintenance has been more than I hoped for, but mostly related to the TSIO550 and keeping up with the time-limited items, like seat belt replacement, O2 tank hydrostatic testing, and the scheduled main battery replacements. But I've had no serious problems.

Fast, efficient and comfortable traveling machine for 2 and bags.

Larry,

Where does the windshield lawsuit stand? Is it still progressing or did Textron come up with a solution?

At some point they will probably certify the g500txi (or maybe its successor) as a replacement for the avidyne and g1000 units like they have in the cirrus. The lower number of airframes will delay it versus the cirrus, but eventually someone will push it through.

The G500TXi STC doesn't support replacing any G1000 systems.

Not that an STC couldn't be developed but G1000 is a lot more integrated than the Avidyne systems. Things like annunciators, trim indications, etc are typically integrated in the G1000 but not available in the G500TXi

For what its worth the Columbia/Cessna 300, 350, and 400 are on the G500TXi AML. I am assuming its for pre-G1000 aircraft. But I haven't seen anyone do the conversion yet.....but my exposure to those models are limited.

Thanks for the update Larry! I co-own a 182, and we are seriously thinking about upgrading to a 400.

I heard you can still do the WAAS upgrade (which is a Textron service bulletin I've been told), but you just have to find used Garmin GIA-63W's which are about $10,000 to $15,000 a piece. Perhaps there is more to it as I don't have a copy of the SB.

If you don't mind me asking, what is the empty weight and CG of your plane?

I have sold 2 pairs of "salvaged" GIA63Ws in the last 24 months for less than half that, so all is not lost !

For what its worth the Columbia/Cessna 300, 350, and 400 are on the G500TXi AML. I am assuming its for pre-G1000 aircraft. But I haven't seen anyone do the conversion yet.....but my exposure to those models are limited.

Any Columbia folks have access to a parts manual?
I am looking for the Part Number on the Sonic Venturi that comes off each intercooler and they merge for the Cabin Heat (at least I think that is how it works).

Appreciated in advance.

Tj

The parts manual is available free at the Textron site if you register for an account with Cessna support. Or at at least it used to be free.

Members of the Cessna Advanced Aircraft Club also get access to the paid-for subscriptions to the full maintenance manuals, all SB’s and technical documents as part of membership.

That alone is well worth the small annual dues for the club.