Columbia 400 Costs
- Thread starter 930Robb
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NoHeat
En-Route
$80k as of 2018. Today I asked a friend who owned one, until then. He had looked into exactly that.
BTW, he liked it, 20 hrs faster than his previous NA SR22. But his Columbia 400 was damaged in a hangar fire, and Cessna said the tail was unrepairable due to melting. Nevertheless someone bought it as salvage and flew it. So don’t buy that one!
The Columbia 400 airframe, engine and prop are much like an SR22 turbo, so the maintenance would be similar. Except no chute repack. So you can probably find maintenance info more easily if you search for SR22.
BTW, he liked it, 20 hrs faster than his previous NA SR22. But his Columbia 400 was damaged in a hangar fire, and Cessna said the tail was unrepairable due to melting. Nevertheless someone bought it as salvage and flew it. So don’t buy that one!
The Columbia 400 airframe, engine and prop are much like an SR22 turbo, so the maintenance would be similar. Except no chute repack. So you can probably find maintenance info more easily if you search for SR22.
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ArrowFlyer86
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The Little Arrow That Could
@cowtowner has a Columbia 400 and recently had engine work done based on this post and may have some insight on the ownership/engine costs.
MonkeyClaw
Pre-takeoff checklist
There is an issue getting WAAS on the older G1000 planes. Those that got it are lucky, as the necessary components aren't manufactured any longer by Garmin. Mooneys and Diamonds have the same issue, so all of the interested airframe owners are fighting to get these components.
I believe all of the G2000 airframes had WAAS from the factory. Of course, the TTX was the only airframe to adopt the G2K AFAIK, so that may open a separate can of worms.
NoHeat
En-Route
Columbia 400s built circa 2004-5 did not have Garmin 1000, but instead panels almost exactly like Cirruses of the same vintage: Garmin 430, Avidyne MFD / PFD , and S-Tec 55X autopilots.
Such a configuration has the advantage that it gives owners better long-term protection from obsolescence than integrated panels like Garmin 1000, as you don’t need the airframe manufacturer’s approval when you upgrade the avionics, and you can upgrade piecemeal. For example, to get WAAS, the 430 can easily be upgraded to 430W or replaced with GTN650.
Such a configuration has the advantage that it gives owners better long-term protection from obsolescence than integrated panels like Garmin 1000, as you don’t need the airframe manufacturer’s approval when you upgrade the avionics, and you can upgrade piecemeal. For example, to get WAAS, the 430 can easily be upgraded to 430W or replaced with GTN650.