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Cessna Corvalis TT

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Fixed-Gear Speed Demon

We fly the latest turbocharged Corvalis two years after Cessna bought the Columbia line of composite singles
by Bill Cox, Plane & Pilot Magazine, September 2010

If you fly most of your flights on the West Coast or rely on your airplane for on-demand business or personal travel to virtually any destination, turbocharging is more than a convenience. I’m a perfect example of the practical application of turbocharging. Three of the six airplanes I’ve owned over the last 40 years have been turbocharged, and there’s no comparison between the places I’ve gone with and without turbocharging.
-Off site review.

Cessna Corvalis TT

by Robert Goyer, Flying Magazine, February 3, 2011

The history of the Corvalis is the stuff of soap operas, with certification drama, takeovers and even hailstorms. Because of the recession, even Cessna's stewardship hasn't completely ended the drama. When Cessna purchased the program out of bankruptcy a few years ago for $20 million, it got a tremendous bargain, because that price was a small fraction of what it would have cost Cessna to develop its own composite single — it had, in fact, attempted to do just that with its now-abandoned NG piston program. When it bought the Corvalis, the airplane was being built in Bend, Oregon, and Cessna initially kept production there. Shortly after the acquisition, I visited the factory and got a chance to see how the airplane is built. I was, in short, amazed by the quality of the workmanship and the attention to even the smallest detail.
-Off site review.

Fixed and Fast

Turboprop speed and flight-level flying in a fixed-gear single
by Thomas A. Horne, AOPA Pilot, February 2001

Lancair went to a lot of trouble to make the 300 and 400 airframes among the strongest in the market. The 400, like the 300, will be certified in the Utility category. To go the regulations one better, Lancair's certification tests subjected the wings to 15-G loads. The wings didn't fail at this high loading, but the test stand did. In an attempt to learn just what would break a Lancair wing, one of the two spars was cut in half and the test was repeated. This time a wing broke at eight Gs.
-Off site review.

Lancair Columbia 400

Uncompromised Performance
by Thomas B. Haines, AOPA Pilot, August 2004

There's no fooling Mother Nature. To go fast, you have to give up something — usually cabin size or parasitic drag. But when cruising in a Lancair Columbia 400 at speeds of more than 230 knots in a wide, comfortable cabin with the landing gear hanging in the breeze, it sure seems as if Lancair has at least bent the laws of aerodynamics if not broken them outright.
-Off site review.

Columbia 400

With G1000 Autopilot and All
by Richard L. Collins , Flying Magazine, August 2006

Columbia regional sales manager Keith Martinich was the demo pilot and the Columbia is a simple enough airplane that we got it going without much fanfare. The Columbia G1000 installation includes the keypad mounted just ahead of the center armrest and fuel selector, and this was used to input the four waypoints for the flight plan as well as for frequency management. I think this keypad is going to be extremely popular because it is a much more straightforward method of data entry than we have been used to.
-Off site review.

Congratulations, Columbia 400

Faster than a speeding bullet, able to leap tall mountains in a single bound, look, up in the flight levels, itís the 230-plus-knot certified Lancair single!
by Douglas Colby, Plane & Pilot Magazine

Any aircraft manufacturer who is serious about marketing big-bore singles for global application has got to at least consider turbocharging.
-Off site review.

District of Columbia

A turbocharged manifestation of desire
by Jeff Berlin, Plane & Pilot Magazine

When you fly different-make and -model airplanes, it can be hard to keep them straight in your radio calls. I’ve called a TBM, flying at FL280, a Cirrus. I’ve called a Diamond Star a Cessna, and I’ve called a Warrior a Husky. Usually, I catch myself immediately and correct my call, but there are times in life when calling something, or someone, by the wrong name can be hazardous to one’s health. A radio call generally isn’t one of them. That’s why I’ve decided to call any airplane I’m pilot-testing, “Baby.” So last week, when I was just getting my feet wet with a 12-hour-old Columbia 400, after botching a few radio calls, the airplane thence became Baby N452BS, and that’s no bravo sierra.
-Off site review.

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