Airplane Shopping

  • As Fast as a Cirrus — Better Tech, and Less?

    ByHank Gibson
    2008 Cessna 400 Corvalis TT N422TJ on the ramp — a faster, better-value alternative to a Cirrus SR22T
    2008 Cessna 400 Corvalis TT (N422TJ) — 235 KTAS and Garmin G1000 glass, priced under a comparable Cirrus.

    If you’re weighing a Cessna 400 vs Cirrus, start here. The 2008 Cessna 400 Corvalis TT cruises at 235 knots true — the fastest fixed-gear piston single ever certified. It’s faster than a turbocharged Cirrus on the same fuel and the same class of engine, and it costs less than a comparable SR22T. If you’re shopping a high-performance single for speed and value, N422TJ deserves a hard look.

    The Airplane Cirrus Shoppers Overlook

    The Cessna 400 is a Lancair design — a clean-sheet, all-composite airframe built to go fast. Cessna certified and refined it, and built N422TJ in 2008. It seats four, carries a real load, and handles weather. Most buyers shopping a high-performance single default to Cirrus, so airplanes like this one get overlooked. That’s where the value is.

    Faster on the Same Fuel

    The 400’s 235 KTAS is a true max cruise at 25,000 feet on oxygen. A 2011–2012 Cirrus SR22T (Gen 3) trues about 211 KTAS. Both burn 100LL and run turbocharged Continental engines in the same ~310-horsepower class.

    That’s about 24 knots up high — roughly 45 minutes off a 1,000-nautical-mile leg — with no bigger engine and no more fuel. And it isn’t only a flight-levels number: at 10,000 feet the 400 still trues about 180 KTAS, roughly 10 knots faster than an SR22T at the same altitude.

    Side profile of the all-composite, fixed-gear airframe
    Lancair-designed, all-composite, fixed-gear — the airframe that makes 235 knots possible.

    The Value Gap

    N422TJ is priced at $350,000. A comparable Gen 3 SR22T typically trades between $450,000 and $550,000 used. (A new SR22T is a $1M-plus airplane — not the comparison.) Against the newer turbo Cirrus, that’s roughly $100,000 to $175,000 less for a faster airplane.

    Cessna 400 Corvalis TT N422TJ on the ramp, front three-quarter view
    N422TJ — no damage history, complete logs since new, Van Bortel-maintained.

    Cross-Shopping a Turbonormalized Cirrus SR22

    A lot of buyers looking at N422TJ also weigh a Cirrus SR22 with the Tornado Alley turbonormalized engine. It’s a fair comparison — the same ~310-horsepower-class Continental, the same all-composite fixed-gear layout, the same 100LL — so here’s the honest math.

    Speed and engine: the turbonormalized SR22 trues around 211 KTAS; the 400 does 235. The 400 also runs a true twin-turbocharged TSIO-550-C, not a turbonormalized system — a true turbo makes boosted power up high, which is a big part of that speed edge.

    Avionics and price — 2006–2008: those Cirrus came with the Avidyne Entegra panel. N422TJ’s Garmin G1000 with WAAS and Synthetic Vision is a clear step up — better glass for comparable or less money.

    Avionics and price — 2009 and later: Cirrus moved to Garmin Perspective (G1000-class) glass, but the price moved with it. A 2009 SR22 turbonormalized with Perspective typically runs around $400,000 or more — one representative listing is $429,900. N422TJ is $350,000: less money, comparable glass, and 24 knots faster.

    The SR22 still brings the CAPS parachute and the Cirrus owner community. But on speed, engine, and price, the Cessna 400 stays ahead.

    MetricCessna 400 Corvalis TT (N422TJ)Cirrus SR22T — Gen 3 (2011–2012)Cirrus SR22 Turbonormalized (2006–2009)
    Max cruise (25,000 ft)235 KTAS~211 KTAS~211 KTAS
    Cruise at 10,000 ft~180 KTAS~170 KTAS~170 KTAS
    EngineTwin-turbocharged Continental TSIO-550-C (true turbo, ~310 hp class)Turbocharged Continental (~310 hp class)Turbonormalized Continental IO-550-N (~310 hp class)
    Glass panelGarmin G1000 — WAAS + Synthetic VisionCirrus Perspective (Garmin)Avidyne Entegra (2006–08) / Garmin Perspective (2009+)
    Fuel100LL100LL100LL
    Airframe / gearAll-composite, fixed gearAll-composite, fixed gearAll-composite, fixed gear
    Useful loadComparable (often equal or a touch better)ComparableComparable
    Whole-airframe parachuteNoYes (CAPS)Yes (CAPS)
    Typical used price$350,000~$450,000–$550,000~$300,000–$450,000 (est.; 2009 Perspective ~$400K+)
    Cessna 400 Corvalis TT vs. Cirrus SR22T (Gen 3) and the turbonormalized SR22. Speeds and prices are typical estimates; verify against the aircraft records and current market.

    The fastest fixed-gear piston single ever certified — and it out-runs a turbo Cirrus on the same fuel.

    The Avionics You Can’t Buy Anymore

    Garmin G1000 glass panel with WAAS and Synthetic Vision (SVT)
    Garmin G1000 with WAAS and Synthetic Vision (SVT) and the GFC-700 autopilot.

    N422TJ has a Garmin G1000 with WAAS and Synthetic Vision (SVT) and the GFC-700 autopilot. WAAS gives you LPV approaches — near-ILS precision at runways nationwide.

    This matters because the WAAS upgrade path for the G1000 in these airframes is closed. A Cessna 400 that left the factory without WAAS can’t be upgraded — it will never fly an LPV approach. So a WAAS-plus-SVT 400 like this one is a scarce find. You either buy one that has it, or you don’t get it.

    Glass cockpit with dual Garmin G1000 displays and leather interior
    Both G1000 displays with synthetic vision — a modern, integrated flight deck.

    Built to Actually Go

    This airplane is equipped to be flown hard and often:

    • Thermawing electric de-ice with a backup alternator — a de-ice system (not certified known-ice)
    • Factory air conditioning
    • Speed brakes
    • Hot prop, built-in oxygen, and ADS-B Out
    Cabin door open showing cabin access and seating
    A comfortable four-seat cabin built for real trips.

    The engine is a twin-turbocharged Continental TSIO-550-C with about 1,503 hours total time — the original engine, 1,503 since new. No damage history, complete logs since new, maintained by Van Bortel.

    Leather interior seating
    Leather interior, comfortable for four.

    An Honest Word: What the Cirrus Does Better

    One thing every Cirrus has that the 400 doesn’t: the CAPS whole-airframe parachute. Pull the handle and the airplane comes down under canopy. For a lot of buyers that’s the deciding factor, and it’s a fair reason to choose a Cirrus. Cirrus also has a large owner community and a strong support network.

    Useful load is comparable across all three airplanes — the 400 is often equal or a little better. If the parachute and the community are your priorities, a Cirrus may be the right airplane, and we can help you find one. If your priorities are speed, avionics, and value, the 400 is hard to beat at this price.

    Cessna 400 vs Cirrus: Quick Answers for Shoppers

    Is the Cessna 400 faster than a Cirrus SR22T?

    Yes. The Cessna 400 Corvalis TT trues up to 235 KTAS at 25,000 feet versus about 211 KTAS for a Gen 3 Cirrus SR22T — about 24 knots faster on the same 100LL and the same ~310-horsepower class of turbocharged Continental engine, or roughly 45 minutes saved on a 1,000-nautical-mile leg. At 10,000 feet the 400 still trues about 180 KTAS, roughly 10 knots faster than an SR22T at that altitude.

    How does the Cessna 400 compare to a turbonormalized Cirrus SR22?

    The Cessna 400 trues 235 KTAS versus about 211 KTAS for a turbonormalized SR22, and it uses a true twin-turbocharged Continental TSIO-550-C rather than a turbonormalized system. A 2006-2008 SR22 turbo has the older Avidyne Entegra panel, while the 400 has a Garmin G1000 with WAAS and Synthetic Vision. A 2009-and-later SR22 turbo with Garmin Perspective glass typically costs around $400,000 or more, versus $350,000 for N422TJ. The SR22 still offers its CAPS whole-airframe parachute.

    Does the 2006-2008 Cirrus SR22 have a Garmin G1000?

    No. Cirrus SR22s from 2006-2008 typically came with the Avidyne Entegra glass panel; Garmin-based Perspective glass arrived in 2009. The 2008 Cessna 400 came with the Garmin G1000, and N422TJ has the WAAS and Synthetic Vision version.

    How much less is a Cessna 400 than a comparable Cirrus SR22T?

    N422TJ is priced at $350,000, while a comparable 2011-2012 Cirrus SR22T (Gen 3) typically sells for about $450,000 to $550,000 used — roughly $100,000 to $175,000 less for a faster airplane.

    What is the fastest fixed-gear single-engine airplane?

    The Cessna 400 Corvalis TT, at 235 KTAS maximum cruise, is the fastest fixed-gear piston single-engine airplane ever certified.

    Does the Cessna 400 have a parachute like the Cirrus?

    No. A whole-airframe CAPS parachute is the one meaningful capability the Cirrus offers that the Cessna 400 does not. On speed, avionics, and useful load, the 400 matches or beats a comparable SR22 or SR22T.

    Can the Cessna 400’s Garmin G1000 be upgraded to WAAS?

    No. The WAAS upgrade path for the G1000 in these airframes is closed, so a non-WAAS Cessna 400 can never gain LPV approach capability. N422TJ already has WAAS plus Synthetic Vision, which makes it a scarce find.

    Does the Cessna 400 carry less than a Cirrus SR22?

    No. Useful load is comparable — the Cessna 400 is often equal to or a little better than a comparable SR22 or SR22T.

    Contact Texas Top Aviation

    ✈️ See the full N422TJ listing, specs & photos →

    Call to see N422TJ or to talk through the Cessna 400 vs Cirrus decision: (512) 270-1298 · txtopaviation.com. Austin & San Antonio, TX.

  • Cirrus SR22T, Cirrus Vision Jet, or Diamond DA62?

    ByHank Gibson
    Diamond DA62 twin-engine aircraft parked on the ramp, a Cirrus SR22T alternative offered by Texas Top Aviation

    If you have been searching “Cirrus SR22T for sale” or reading up on the Cirrus Vision Jet, you are looking at genuinely excellent airplanes. Both have earned their reputations. This is not an article about why you should not buy one. It is about a third airplane that almost never shows up in a Cirrus search — and what the numbers look like when you set it next to the two you are already considering.

    190 ktDA62 Cruise
    762 lbFull-Fuel Payload
    648 nmRange, 4 Adults + Bags
    1 WeekTraining, No Travel

    What the Cirrus SR22T Gets Right

    Let us start where we should. The SR22T is one of the most successful piston singles ever built, and for good reason. Turbo-normalized power that holds performance up high. A Perspective+ flight deck that is about as good as glass gets in a single. Side-yoke handling most pilots fall for inside ten minutes. And CAPS — the whole-airframe parachute that changed how our whole industry talks about safety.

    Add strong resale, a deep service network, and one of the best owner communities in aviation, and you have an airplane that is very hard to argue with. If you fly two people and light bags on 300 to 500 nautical mile legs, we would tell you to go buy one — and we would help you find the right one. We also teach Cirrus SR20, SR22 and SR22T training here in Texas, so this is not an outsider’s opinion of the airplane.

    The conversation changes when the mission grows.

    Cirrus SR22T vs. Diamond DA62: The Numbers Side by Side

    Diamond DA62 on the hangar ramp, the twin-engine alternative pilots shopping a Cirrus SR22T rarely consider

    The Diamond DA62 is a seven-seat, twin-engine, Jet-A-burning composite airplane that most Cirrus shoppers have never sat in — usually because it simply never came up in the search. Here is how the two line up on the numbers that matter.

    SpecificationCirrus SR22TDiamond DA62
    Cruise speed184 KTAS @ 85% power / 10,000 ft190 KTAS @ 90% power / 10,000 ft
    Fuel burn18.3 GPH @ 85% (16.4 GPH @ 75%)19 GPH total (9.5 GPH per engine)
    Fuel type100LL AvGasJet-A (~$1.75/gal cheaper)
    Seats / rows5 seats, 2 rows7 seats, 3 rows
    Useful load~1,125 lb (3,600 lb MTOW)1,341 lb (5,071 lb MTOW)
    Full-fuel payload~575 lb762 lb
    Range, 4 adults + 75 lb bags (835 lb)~320–350 nm~648 nm (45-min reserve)
    Takeoff over 50-ft obstacle2,080 ft1,575 ft
    Landing over 50-ft obstacle2,535 ft1,447 ft
    Single-engine service ceiling—11,000 ft
    Engine-out redundancyCAPS parachuteSecond engine
    Recurring safety-system cost~$20,000 CAPS repack / 10 yrNone
    Rating requiredHigh-performance endorsementMulti-engine (~1 week, at home)

    Cirrus SR22T figures are taken from the Cirrus SR22T G6 Pilot’s Operating Handbook (P/N 13772-007, Reissue A): cruise at ISA and 3,400 lb, takeoff and landing over a 50-ft obstacle at sea level, ISA and 3,600 lb max gross.

    Read that speed line carefully, because it is closer than the marketing on either side suggests. At 10,000 feet the DA62 has about six knots on the SR22T — real, but hardly decisive. Climb higher and the advantage flips outright: the SR22T is turbo-normalized, so at 18,000 feet the POH shows 198 KTAS on the same 18.3 gallons an hour, comfortably faster than the DA62. If raw speed is what you are buying, the Cirrus has a genuine answer.

    Where the DA62 separates itself is everything around the speed. It burns Jet-A, which runs roughly $1.75 a gallon under 100LL at most FBOs and is available at airports where AvGas gets harder to find every year. And the full-fuel payload gap is 187 pounds. Payload is where light-airplane trip plans quietly fall apart.

    Four Adults, Bags, and the Range That Actually Matters

    Spec sheets get written for two people. Real trips are not flown that way.

    Load four adults and 75 pounds of luggage — call it 835 pounds — and the SR22T has to leave fuel on the ramp. On a typical G6 empty weight that leaves room for roughly 48 of its 92 usable gallons, and realistic range lands around 320 to 350 nautical miles with IFR reserves. Put that same 835 pounds into a DA62 and you are looking at roughly 648 nautical miles with a 45-minute reserve.

    To be fair to the airplane: with full fuel and two people aboard, the SR22T is genuinely long-legged. The POH shows 763 nm at 10,000 feet and 791 nm at 18,000 feet on a 45-minute reserve. The range only collapses when you fill the seats — which is precisely the mission this comparison is about.

    That is not a rounding error. That is one fuel stop versus none on a Texas-to-Colorado weekend. And the DA62 does it across three rows, with two seats still open behind you.

    Diamond DA62 cabin interior showing the second and third row seating that gives it a 762 lb full-fuel payload

    About the Cirrus Vision Jet G1

    If your search has moved from the SR22T up to the Vision Jet, that airplane deserves real credit too. Cirrus did something nobody else managed: a single-pilot personal jet, with CAPS, delivered in volume, flown successfully by owner-operators. That is a genuine achievement in this industry, and we teach Cirrus Vision Jet training ourselves.

    The G1 specifically, though, asks for a level of commitment that surprises a lot of first-time jet buyers.

    Cirrus Vision Jet G1: What Ownership Actually Asks Of You

    • Acquisition: approximately $1.8 million.
    • Fuel burn: 60–70 GPH of Jet-A.
    • Full-fuel payload: only 300–400 lb — roughly two adults and a soft bag.
    • Range: about 800 nm on paper, but heavily payload-limited in practice.
    • Type rating: a full FAA type rating is required — roughly two weeks of initial training in Knoxville, Tennessee.
    • Insurance dual: 25+ hours of additional dual instruction beyond the type rating.
    • Recurrent: annual simulator recurrent training back in Knoxville, at $15,000–$25,000 per year, every year.
    • Runway: 3,192 ft takeoff / 3,011 ft landing over a 50-ft obstacle.
    • Climb: drops to 1,100–1,200 fpm at heavier weights, and loses thrust at high density altitude airports — exactly where you want margin.
    Worth saying plainly: the G2 and G2+ are meaningfully more capable airplanes — better payload, better hot-and-high performance, updated flight deck. That is a different and more interesting conversation, and one we are glad to have. Everything above is specific to the G1, because the G1 is the airplane most often cross-shopped at DA62 money.

    Compare that training path to the DA62. A multi-engine rating is all that is required — roughly one week, typically at your home airport, with no hotel and no travel. There is no annual sim requirement in another state, and no recurring five-figure training line item on the budget.

    Runway Numbers Open Up the Map

    Diamond DA62 on a short field runway, clearing a 50-foot obstacle in about 1,575 feet on takeoff

    Performance over a 50-foot obstacle is where your airport list gets long or short. The DA62 clears it in about 1,575 feet on takeoff and 1,447 feet on landing. The SR22T needs 2,080 and 2,535 feet. The Vision Jet G1 needs 3,192 and 3,011 feet.

    That is roughly 500 feet less than the SR22T on departure and nearly 1,100 feet less on arrival — and against the G1 the gap is wider still. Practically, that difference is what gets you into the shorter ranch, lake and mountain-adjacent strips that a lot of the best flying runs on. That is not a spec. That is a different set of weekends.

    The Parachute and the Second Engine

    CAPS is a real safety system and we will not say otherwise. It has saved lives, and it deserves the respect it gets. It also carries a cost most buyers do not budget for: the rocket and canopy repack runs about $20,000 every ten years, and it is not optional.

    The DA62 answers the same question a different way. Lose an engine and you still have one making power, turning counter-rotating props, managed by a FADEC that keeps it to a single lever per side. One number to know either way: the DA62 single-engine service ceiling is 11,000 feet, so on one engine it will hold altitude over most terrain but not over the high country. Neither answer is wrong — they are two philosophies about the same risk. The DA62 version just does not come with a recurring five-figure bill.

    Frequently Asked Questions

    Is the Diamond DA62 faster than a Cirrus SR22T?

    Only down low, and only slightly. At 10,000 feet the Diamond DA62 cruises at 190 KTAS at 90% power on 19 GPH of Jet-A total, while the Cirrus SR22T G6 POH shows 184 KTAS at 85% power on 18.3 GPH of 100LL. Higher up the SR22T is the faster airplane — its turbo-normalized engine holds 198 KTAS at 18,000 feet on the same fuel flow. The DA62 advantage is fuel cost, payload and runway, not raw speed.

    How much can a Diamond DA62 carry compared to a Cirrus SR22T?

    The DA62 carries a 762 lb full-fuel payload across seven seats in three rows. The Cirrus SR22T has a useful load of about 1,125 lb and a full-fuel payload of roughly 575 lb. Loaded with four adults and 75 lb of bags — 835 lb total — the DA62 flies about 648 nm with a 45-minute reserve, while the SR22T is closer to 350 nm.

    What training does a Cirrus Vision Jet G1 require compared to a Diamond DA62?

    The Vision Jet G1 requires a full FAA type rating: about two weeks of initial training in Knoxville, Tennessee, plus 25+ hours of additional dual for insurance, plus annual simulator recurrent back in Knoxville that runs $15,000–$25,000 per year on an ongoing basis. The Diamond DA62 requires only a multi-engine rating — about one week, usually at your home airport, with no travel.

    Can a Diamond DA62 use shorter runways than a Cirrus SR22T or Vision Jet?

    Yes. Over a 50-foot obstacle the DA62 takes off in about 1,575 ft and lands in about 1,447 ft. The Cirrus SR22T needs about 2,080 ft and 2,535 ft, and the Cirrus Vision Jet G1 needs about 3,192 ft and 3,011 ft. The Vision Jet G1 also sees climb rate fall to 1,100–1,200 fpm at heavier weights and loses thrust at higher density altitude airports.

    Does the Diamond DA62 have a whole-airframe parachute like Cirrus CAPS?

    No. The DA62 redundancy is a second engine rather than a parachute. One practical difference in ownership cost: the Cirrus CAPS repack runs about $20,000 every ten years and is mandatory, while the DA62 has no equivalent recurring safety-system expense.

    Current Diamond DA62 market listings are aggregated on Controller: browse the Diamond DA62 inventory.

    DA62 Questions?

    Contact Us Today!

    Contact Texas Top Aviation•(512) 270-1298•Contact@txtopaviation.com

  • The Aviation Insurance Landscape

    ByHank Gibson

    This is a re-post from Assured Partners Aerospace’s 2nd quarter Newsletter. The full newsletter can be found on Assured Partners website.

    Until the war in Ukraine, the aviation insurance market could be described as “stabilizing” after a couple years of volatility with higher premiums and tighter underwriting. However, and hopefully perhaps only for the short-term, the Ukrainian war immediately brought uncertainty back into the worldwide aviation insurance market. 

    According to Business Insurance, “the impact of Russia’s invasion of Ukraine represents the biggest potential loss to the aviation war market since 9/11.” One leasing firm alone has reportedly already filed a claim of approximately $3.5B for aircraft and engines they say have effectively been seized by Russia. And, because the aviation insurance arena is so small, what happens around the world at this magnitude can have cascading, detrimental effects on the US aviation insurance market.

    In addition, the well-publicized spike in fuel prices could have another cooling effect on aviation operations. Generally, less air activity combined with higher operating costs equates to more frequent requests for reduced coverage, taking premium dollars away from an already-small market.

    Aviation insurance buyers should therefore remain on the alert throughout 2022 for potentially quick changes to the aviation insurance marketplace that might affect either their current insurance program or their next renewal.

    See our recommended insurance agencies on our Aircraft Acquisitions page.

  • Stratos 716X

    ByHank Gibson

    Cirrus Vision Jet, meet your competition.

    In July, Stratos Aircraft completed the first test flight of the single engine Stratos 716X personal jet. Stratos, based in Redmond, OR, is taking a page out of Epic Aircraft’s book in how the company is planning on bringing the Stratos 716X to market.

    Epic Aircraft first released the Epic LT composite single engine turboprop in the early 2000s as an experimental. The first kit was completed and flying in 2005. Epic’s goal was to bring the airplane to market as a certified aircraft, a feat that took them almost 20 years to do, achieving full certification earlier this year.

    Stratos Aircraft is hoping to learn a lot from their Bend, OR neighbors. The 716X is going to start off as a limited release experimental kit, while the company is working on achieving certification for the airplane. Once the plane is certified, it will be dubbed the Stratos 716. The 716X experimental kits will be assembled through a factory builder assist program (no garage built single engine jets here!). The kit will cost $2.5 million assembled, while the expected cost of the certified Stratos 716 will be $3.5 million.

    Now, let’s talk about the airplane. 400 KTAS. One engine.

    That’s right, you did hear correctly. The Stratos 716X is expected to cruise at 400 KTAS on only one engine. Compared to the Cirrus Vision Jet, that’s 100 knots faster. Think, “I’ll be relaxing at the hotel pool with a drink in hand when you are landing” type speeds. The fuel burn of the Pratt & Whitney JT15D-5 engine (3,000 lbs of thrust) is about 25 GPH more than the Vision Jet (the Stratos 716X will burn about 98 GPH of Jet A while the Vision Jet averages about 75 GPH of Jet A).

    Comparing the two engines, the above numbers start to make sense. The Williams FJ33 engine on the Vision Jet only puts out 1,850 lbs of thrust, significantly less than the 3,000 lbs of thrust that the Stratos 716X Pratt & Whitney JT15D-5 puts out.

    What does that mean to the pilot? In the Stratos 716X, it means less takeoff roll, better climb rate, faster cruise (as evidence by the 400 KTAS expected cruise speed), and a better payload. More power = more weight carrying capacity. And, the 716X is expected to have a service ceiling of 41,000 feet. I probably wouldn’t want to go that high single pilot with one engine, but I’d be very happy with that speed in the mid-30s.

    The cabin, based on the pictures I’ve seen, looks very comfortable. The Stratos 716X seats 6 and can be configured in several different ways. Baggage is no problem as Stratos Aircraft stretched the fuselage from their original 714 Proof of Concept aircraft, adding a very roomy baggage compartment above the engine compartment. The passenger compartment is as big as a Phenom 100, providing more leg and head room than the Vision Jet. The front seats have plenty of legroom too, as Stratos has opted for a side stick instead of a yoke.

    The avionics for the Stratos 716X are expected to be the Garmin G3X Touch for the panel which will be driven by a Garmin GTN 750 GPS. Autopilot will be integrated within the G3X. I would imagine that once the plane is certified, the panel will be switched to a Garmin G1000 NXi and a GFC 700 will be installed.

    The genius of the design of the Stratos 716X is the aerodynamics of the engine placement. Instead of hanging the engine out in the slip stream and going with a drag inducing V-Tail like Cirrus did, Stratos took some notes from the myriad of single engine military fighter jets out there, placing the engine inside the fuselage. The fuselage is then built around the engine with two air scoops for intake directly in front of the wings. With two intakes instead of one, that leads to more air flow, which again, means more power. The Vision Jet has only one.

    I’m going to keep tabs on the Stratos 716X (as I kept tabs on the Epic E1000). I’m hoping Stratos gets several flying soon (the company expects to do 3 kits a year till the airplane gets certified) and certification comes quickly after.

    I got to stick my head in the mockup of the Stratos 716X when I went to Osh Kosh in 2018. I was very impressed and was excited to see the airplane was finally airborne this summer.

    For more information about the Stratos 716X, check out the Stratos website.

  • Piper PA46 Partnership in San Antonio

    ByHank Gibson

    A Piper PA46 partnership is being formed in the San Antonio area. Two to three partners are being sought to purchase either a Piper PA46-310P Malibu or a ’90s model Piper PA46-350P Mirage.

    The Piper PA46 Malibu is the original Piper PA46 airframe. It is equipped with a Continental TSIO 520, 310HP engine (though many have been upgraded to the Continental TSIO 550C engine, which is a great upgrade), is complex, and pressurized (the best feature about the airplane!). The six seat airframe travels around 185-190 KTAS at FL200 on 16-17 GPH, giving an incredible range with 120 gallons of fuel.

    The Piper Mirage is what Piper designated the PA46 when it switch to the Lycoming TIO 540 350HP engine in 1989. The airframe remained the same, but the engine eeks out a few more KTAS at 22-25 GPH depending on how high the cruise altitude is.

    Both the Piper Malibu and the ’90s model Mirage are equipped with the KFC 150 autopilot. A lot of the Piper PA46 airframes still have a Garmin 530W/430W or dual 430Ws, but a large number have been upgraded to the Garmin GTN 750/650, while a few have opted for the Avidyne IFD 540/440 GPS units. There are a fair number still with steam gauges, while some have upgraded to Aspen units or the Garmin G500 or G500TXi.

    If you are located in the San Antonio area and interested in a 3-4 way partnership on a Piper PA46, please Contact Us. The purchase price will be between $300,000-$450,000, so only interested parties that can afford a budget of $100,000-$150,000 please.

    The plane will be based at Stinson Field (KSSF) or New Braunfels (KBAZ).