Why The Cessna TTX Failed Despite Being Too Good
Introduction This is the Cessna TTX,
a part of an honorable lineage of low-wing, high-performance single-engine aircraft
that became iconic as Cessna moved into 21st-century plane design. The TTX is not
a traditional metal single-engine high-wing Cessna like many of us are used to. What you are looking
at is a composite low-wing high performance plane, primarily because it originated from Lancair.
While the aircraft garnered plenty of attention when it was newly introduced as the Columbia 400,
sales were not up to expectations as a result of fierce competition by the Cirrus SR22.
Built to be faster, fly higher, last longer, and cost less, the Columbia 400 came out of
the assembly line as a winner across the board. Despite the eventual acquisition and rebranding
by Cessna, a series of circumstances external to the aircraft’s qualities prevented it from
displacing the Cirrus SR22 and its turbocharged version, the SR22T, from the market. However,
the TTX built a legacy as a reliable, fast, and pleasant aircraft to own and fly.
Design.
The Cessna TTX is one of the most beautiful single-engine four-seaters on the market. The
exterior airframe surfaces are smooth as silk. Its composite construction is a major departure from
the traditional Cessna metallic structures that have been a company staple since the middle of
the 20th century. The wings are straight and simple, with aerodynamic led lights and ice
protection systems on the leading edge; flaps and alerions behind, and speed brakes on the surface.
Everything about the wing design is great, but the compromise is that the flap extension speeds
are painfully slow for an airplane cruising at over 180 knots, which means either large power
reductions are necessary to slow down after a descent, or the pilot really needs to plan ahead,
or both. Access to the cabin is via two gull-wing doors on each side,
which is again different from other Cessnas. Because of its composite construction, the
airframe comes with some limitations. For example, the type certificate limits exterior colors,
and major repairs "must be accomplished by an appropriate FAA-certified person
qualified to perform maintenance on composite aircraft structure.
Other limitations in the type certificate include a maximum operating altitude of 14,000 feet
without an FAA-approved oxygen system installed or 18,000 feet with one.
Presumably, this applies even when a non-approved portable system is carried, though we’d be
surprised if operators strictly adhered to it. If one wants to climb higher, the TTX is
approved for up to 25,000. Additionally, maximum zero fuel and minimum flying weights apply.
Everything about the TTX is impressive,
but pilots who feel that high performance means retractable gear are not impressed with the TTX.
This set of pilots will never buy a plane unless the gear folds up, and they generally wouldn’t own
composites either haha. Due to the one-piece wing, the gear attachment to the fuselage is well aft,
with the legs extending forward. The nose gear is free-swiveling through 120 degrees
but self-centers in flight. Interior.
Speaking of the interior, the design is great. With the exception of side sticks and
a rudder limiter, Columbia’s control system is a conventional design. Anyone familiar with a Cirrus
will feel right at home. The second you look inside, you will instantly notice the excellent
craftsmanship wherever you look. Everything is refined, with carefully chosen materials
and highly polished finishes that reflect high taste and personality. The TTX seats four people,
traditionally one pilot and three passengers, with a compartment for 120 lbs of luggage behind.
The interior is of the sort you’d expect to see in this class of airplanes.
It has leather seating, teak control sticks,
and an attractive and functional three-point restraint system. It feels surprisingly roomy,
even though it’s physically small and the headroom is a bit tight for a tall person.
Looking at the flight deck, The TTX is powered by the all-glass Garmin G2000 avionics,
which reduces pilot workload by displaying the information you need, when you need it, and
giving you complete control by touch. Effortless handling aligns with state-of-the-art features,
including electronic stability protection, for a flight that’s as safe as it is exhilarating.
The G2000 and its autopilot make serious IFR cross-country flights
a piece of cake. Performance.
Forward of the fuselage is the 310-hp Continental TSIO-550
engine. With throttle, prop, and mixture knobs
The engine management is similar to other Cessnas out there, but Continental’s FADEC
engine management system, which employs a single lever control, was available as an option.
Engine cooling is provided by ram air, while fuel is fed to the engine via an injector. Continental
recommends using 100LL avgas with the engine for better performance and longevity, and the
engine is capable of being operated lean of peak. Fuel capacity is a generous 106 gallons total,
with 102 usable, which enables a maximum flight range of 1274 miles.
Flying with full fuel reduces the useful load to 413 lbs,
which continues the trade of fuel load vs passengers like in other airplanes out there.
At sea level, the Cessna TTX cruises at 182 KTAS. Thanks to its turbocharged engine,
the aircraft can achieve 235 KTAS at its service ceiling of 25000 ft with the same fuel burn.
Due to its high wing loading at 25.5 lbs/sq ft, the Cessna TTX weathers turbulence better than
most aircraft in its class. At economic cruise power settings and with a full load of fuel,
the Cessna TTX can exceed 1000 nautical miles.
Taxiing is done with the help of differential braking due to the lack of a steerable nosewheel.
Ground handling is responsive and easy to get used to for pilots new to the aircraft.
The climb speed is 125 knots, which yields a vertical speed of 1100 feet per minute and a
fuel flow of 37 gph. The engine can put out full power up to FL180, and during cruise,
it can continuously maintain 85% power at 25,000 ft. Despite being smaller and lighter than most
classic Cessna models, the TTX still has the familiar steady and heavy controls as it builds
up speed. Fingertip flying is possible across most of the envelope, but large control inputs at or
above 145 knots indicated require more deliberate force. The optional speed brakes make descents a
pleasant affair without significantly degrading the aircraft’s stall speed,
meaning that forgetting them deployed is not as critical as it can be on certain aircraft.
CONS
The lack of airbags and ballistic parachute systems is high on the complaint list from
a few owners, though others argue that the TTX is so stable and safe
that it can do without the weight of the Cirrus trademark chute.
The screens on the Cessna TTX are also smaller than the SR22’s, which is not a major drawback
for some but is noticeable enough for many pilots to bring up when reviewing the aircraft.
Some owners have found the rudder stop on the Cessna TTX to be cumbersome
and occasionally problematic. The system is prone to breaking, and many pilots have recommended it
be replaced with a yaw damper. Both radio antennas are located on the bottom of the aircraft.
While the secondary radio gets good reception overall, the primary radio’s transmission
quality is often degraded due to interference from both the landing gear and cockpit steps.
Some owners of composite-built Cessna aircraft have complained of difficulty in finding
technicians sufficiently experienced in working with composite materials, as most personnel in
shops only have sufficient first-hand time on aircraft with metallic construction.
PROS
While the Cessna TTX and the Cirrus SR22 compete in the market,
most pilots who have experienced both find them to be quite different experiences in practice.
The Cessna TTX is praised for its innovative stick ergonomics, trademark Cessna friendly handling,
and straightforward cockpit workflows that make flying it a breeze.
With its maneuvering speed of 158 knots, the aircraft is happy to be thrown around despite
still being nothing close to an aerobatic build. The roomy cabin is also a welcome feature for
tall pilots who have felt a little vertically challenged in other general aviation aircraft.
WHY IT FAILED
From its Columbia days, the main competitor to the TTX has been the Cirrus SR22. During the
first years of the 21st century, Columbia’s offering was unbeaten. The baseline SR22 was
much more expensive while falling far behind in terms of performance due to its aspirated
Continental IO-550-N that was no match for the twin-turbocharged unit on the TTX.
The SR-22 still held an advantage as far as avionics went, and many pilots, particularly
new ones, enjoyed the safety brought about by the ballistic parachute exclusive to the SR22.
While SR22 sales continued to eclipse those of the TTX, Cirrus took note of
the threat posed by its competitor and made a major adjustment to its bestselling design.
The Continental IO-550-N was replaced by the turbocharged Continental TIOS-550-K,
a direct derivative of the TIOS-550-C powering the Cessna. The performance changes brought
about by this change practically turned the SR22 into a new aircraft altogether.
The new variant, the SR22T, bridged the significant performance gap between the Cirrus
and the Cessna TTX. The improved SR22T could fly up to 25,000 feet and reach speeds of 219 knots.
Despite both bringing valuable offerings to the market,
the battle for customers was clearly won by Cirrus. Between 2001 and 2019,
a total of 6149 SR22 units of all variants were delivered to clients, compared to around
300 for all Cessna TTX and derivatives. In February 2018, Cessna called it a quid.