I took my IFR checkride on Sept 29, and I had scheduled a West Coast adventure with Field for the following week, to put my new IFR ticket to work in the real world, and also to learn what I could from a guy who's been flying since he was sitting on his dad's lap, and teaching flying for most of his life.

He usually does this trip in his Turbo 182, but since I was in the process of buying a Columbia 400, he asked if I wanted to do the trip in his 2015 TTx instead (the newer version of the 400). I said yes and I'm glad I did. The first day we did some local flying, did an instrument approach in actual IMC, and got my first taste of trace icing. The next day we started on the actual trip down the coast, again in IMC, to Crescent City (KCEC), then Arcata (KACV), then Santa Rosa (KSTS), then Monterey (KMRY), all with instrument approaches, some missed approaches, some full stop.

As for the TTx itself, I loved it. For the first 4 days, I was learning and using the autopilot a lot. I had previous G1000 experience, but no autopilot experience. On the last day of our trip, I commented that I had flown mostly on autopilot, and Field said let's go VFR on the last leg, so I could hand fly it, do some maneuvers -- slow flight, stalls, steep turns, etc. I love the way it flies, but I should also say my only real experience before this has been in C152's and C172's. I have never flown a Bonanza or a Cirrus, so I can't compare it to those.

The speedbrake came in so useful, I used it almost every approach, and even then I ended up too fast or too high a few times (I'm still learning to manage the energy in this plane). I want to get to the point where I don't need the speedbrake (is it cheating?). But the benefit is you can avoid cutting the throttle all the way, and thus avoid shock cooling the engine.

I'm trying to think of dislikes, having trouble. I haven't taken delivery of my own Columbia yet so I don't have a list of complaints yet. I guess one thing that would be nice is if it had a parachute like a Cirrus. It does have a pretty good glide ratio of like 13 to 1, but it's not really a replacement for a parachute. It's fairly heavy, but it's extremely strong (certified in the utility category).

Ask me in a few months, I'll have more comments about it then! One review that I really liked was this 2007 comparison by Austin Meyer (creator of X-plane) between the Columbia 400 and the Cirrus SR22: http://austinmeyer.com/2007/02/27/lanca ... omparison/

Interesting Comparison. The Columbia 400 appears to be the deal out there. Would be nice to have one with TKS.

You can have Kelly Aerospace add the thermal wing de-ice.

what does that mod cost?

around 30K

There is a Columbia 400 with TKS for $225k on controller. 1550 on the engine, though. Probably spend $60k on the engine in the next couple years. No A/C either, but fast plane for the $.

I wanted to mention that in case you (or anyone reading) is considering going on Field's flying adventures, for 10% more, another person (pilot or non-pilot) can go. I've done the adventure myself, but I'd consider going again just as a back-seat observer. I think I'd still learn a lot.

I wanted to mention that in case you (or anyone reading) is considering going on Field's flying adventures, for 10% more, another person (pilot or non-pilot) can go. I've done the adventure myself, but I'd consider going again just as a back-seat observer. I think I'd still learn a lot.

I've been in the US for the last 2 months. Now I am in Buenos Aires until Sunday when I officially move back to the US. I want to fly my Columbia 400 from the US to Patagonia next year

I've been in the US for the last 2 months. Now I am in Buenos Aires until Sunday when I officially move back to the US. I want to fly my Columbia 400 from the US to Patagonia next year

My second thought too, actually I was thinking why not save another $400,000+ and get a Bravo. TKS, speed brakes, NOT plastic

My first thought, with the TN Bo, why change ?

Put a chute on it, and I would bet they could take a big chunk of the market from Cirrus just because the Cessna name is on it.

For those of you with experience flying the Cessna 400/ttx can you provide some feedback on what some have reported as "running out of elevator" during the flair on landing? If you've experienced this, under what conditions (CG)? And how did this tendency affect your IAS when attempting short field landings with/without AOA?
Thanks!

I have an early 300 and it is indeed lacking in elevator authority. Require carrying a bit more speed then the actual stall speed would normally suggest. Generally speaking I'v lived to learn with a pretty flat flare on landing. No big deal, but does eat more runway than a typical Cessna like drag 'her in and plunk it down landing.

Most 300/350 owners compensate by stowing as much of the standard stuff that one carries around (oil, jumper cables, tools etc) as far aft as possible which helps some.

The empennage was subsequently enlarged significantly for the 400 and I was under the impression that took care of it.

400 owners ?