If you spend any time around a hangar, you’ll eventually hear the debate. It’s always the same. On one side, you’ve got the Cirrus crowd, obsessed with their parachutes and automotive-style interiors. On the other, you have the guys who actually like to fly an airplane—the ones who swear by the Cessna 400 Corvalis TT.
Speed is king here. Honestly, if you aren't looking to get from Point A to Point B faster than almost anything else with a propeller and fixed gear, you’re looking at the wrong bird.
The Cessna 400 Corvalis TT is basically a street-legal race car that happens to have wings. It’s built from carbon fiber. It’s got twin turbochargers. And unlike its main rival, it doesn't try to hide the fact that it’s a high-performance machine. But there is a lot of misinformation floating around about what this plane is actually like to live with day-to-day.
It Wasn't Always a Cessna
Most people forget that this airplane didn't start its life in Wichita. It’s a Lancair at heart. Specifically, it’s the production version of the Lancair ES kit plane, which then became the Columbia 400 before Cessna bought the company out of bankruptcy in 2007.
The "TT" stands for Twin Turbocharged. That’s not just marketing fluff. Those dual turbos allow the Continental TSIO-550-C engine to maintain its full 310 horsepower all the way up to 18,000 feet. If you’re brave enough to take it to its service ceiling of 25,000 feet, you can see true airspeeds of 235 knots. That is moving.
But here is the kicker: it’s a fixed-gear airplane.
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Usually, if you want to go that fast, you have to deal with the maintenance nightmare of retractable landing gear. Not here. The Corvalis is "slippery" enough that it doesn't need to tuck its wheels away to beat almost everything in its class. This design choice was intentional. It keeps insurance lower and maintenance simpler, even if the airframe itself is high-tech composite.
The Side-Stick and the "Real Pilot" Feel
If you’ve only flown a Skyhawk or a Piper Archer, the cockpit of a 400 is going to feel like a spaceship. Instead of a yoke blocking your view of the panel, you have a side-stick.
It’s not a "fly-by-wire" stick like you’d find in an Airbus. It’s mechanically linked. You feel every bit of resistance. One thing users often find weird at first is that the stick isn't centered straight up and down; it’s canted slightly to feel more natural in your hand.
Why It’s Better Than the Competition
- Utility Category Strength: Most GA planes are "Normal" category, meaning they’re stressed for 3.8 Gs. The Cessna 400 is "Utility" rated for 4.4 Gs. It is built like a tank.
- Speed Brakes: Because it’s so aerodynamic, it doesn't want to slow down. The 400 comes with electric speed brakes on top of the wings. You’ll need them.
- No Parachute, More Payload: Cirrus owners love their CAPS (parachute) system, but that hardware is heavy. The Corvalis skips the chute, which gives you more wiggle room for fuel and bags.
The handling is crisp. You point it, and it goes. But it’s also a heavy-feeling airplane in the flare. You can't just "wish" it onto the runway like a 172. You have to fly it all the way down to the numbers.
The Elephant in the Room: Safety and the Chute
We have to talk about the parachute. This is the single biggest reason people choose a Cirrus over the Cessna 400 Corvalis TT.
The Corvalis doesn't have a whole-airframe parachute. To some, that’s a dealbreaker. To others, it’s a badge of honor. Cessna (and Columbia before them) argued that the wing design is so spin-resistant that you don’t need a "get out of jail free" card. They even used these planes for Upset Recovery Training because they are so structurally sound.
However, the accident stats are sobering. While the Corvalis is a very safe airframe, the fatal accident rate for high-performance composites is generally higher than your standard Cessna 182. Why? Because people use them like personal airliners. They fly into weather and at altitudes where things happen fast. If you lose an engine at 25,000 feet over the Rockies, you’d better have a plan, because you don’t have a ripcord to pull.
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What It Actually Costs to Own in 2026
Buying one of these isn't for the faint of heart. In today's market, a well-maintained 2008 or 2009 Cessna 400 is going to run you anywhere from $350,000 to $500,000. If you want the later "TTx" model with the Garmin G2000 touchscreens, you’re looking at $600,000 plus.
The variable costs are where it gets real.
You’re burning about 18 to 25 gallons per hour depending on how hard you’re leaning the engine. If you run it "Lean of Peak" (LOP), you can get that fuel flow down and save your cylinders, but you're still looking at a hefty bill every time you fill up.
Annual inspections? Budget $5,000 as a baseline. If the mechanic finds an issue with the composite skin or the turbochargers need work, that number can double or triple instantly. The "Thermawing" de-ice system (if equipped) is another complex system that needs looking after. It’s better than boots in some ways, but it’s not cheap to fix.
The "Quirks" Nobody Tells You About
There are things you only learn after 50 hours in the left seat.
First, the nose wheel isn't steerable. It’s a castering nose wheel. To turn on the ground, you have to use differential braking. If you're heavy on the brakes, you'll wear them out fast. New pilots often look like they're zig-zagging down the taxiway until they get the hang of it.
Second, the speed brake switch is in a spot where it’s remarkably easy to bump. There’s nothing more confusing than wondering why your climb rate just went to zero until you realize you’ve accidentally deployed the boards.
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Finally, there’s the cabin. It’s cozy. If you’re a big guy, you and your passenger are going to be very well-acquainted by the end of a four-hour leg. The windows are high, which makes the visibility feel a bit like looking out of a bunker compared to the panoramic view in a Cirrus.
Final Thoughts for the Prospective Buyer
The Cessna 400 Corvalis TT is an enthusiast’s airplane. It rewards precision. It’s for the person who wants to see 200+ knots on the dial and doesn't mind working a little harder for it.
If you’re serious about buying one, your next step shouldn't be looking at more photos. You need to get a pre-buy inspection from a mechanic who specifically knows Columbia/Cessna composites. General Cessna mechanics might miss delamination issues or specific landing gear stress points that are unique to this airframe.
Also, get a quote for "transition training." Insurance companies almost always require 25 to 50 hours of dual time before they’ll let you fly this solo, especially if you don’t have much turbo or high-performance time.
Actionable Next Steps:
- Find a Specialist: Contact a shop like Midwest Columbia or a specialized Cessna service center for a pre-buy.
- Check the Logs: Look specifically for "hot starts" on the Continental engine; these turbos run hot, and a history of poor heat management means a $50,000 engine overhaul is in your near future.
- Compare Insurance: Get quotes for both a Cessna 400 and a Cirrus SR22T; the difference in premiums might surprise you.