Recently, I assisted with the delivery of a 2007 Piper Saratoga Turbo from San Antonio to New York City. It was a very nicely equipped airplane, complete with a Garmin G1000 panel, an STEC 55x autopilot, and air conditioning. The owner joined me on the flight back to get trained in the airplane, getting him comfortable in it over our 2 day excursion back to NYC. Total flight time was 12 hours, though that did include several stops along the way and landing practice at the airports we stopped at.
The 6 seat Turbo Saratoga is a very comfortable, very capable flying machine. It is made for hauling, with a gross weight of 3,600 pounds, but that’s not to say it isn’t lacking in comfort, either. The rear cabin has 4 seats, 2 facing forward and 2 facing rear. It would be a little tight for 4 full size adults in the back seat. To avoid knee knocking, the plane is an excellent 4 person and bags aircraft (or 4 adults and 2 kids).
The really nice part about the Piper Saratoga is the baggage door. Unlike the Bonanza, the Piper Saratoga has a baggage door that opens to the baggage compartment, creating a much easier way to load and unload baggage. The nose baggage compartment, which holds an additional 100 pounds, is a very nice feature, allowing the bag load to be spread out.
We typically saw cruise speeds of 155-165 KTAS depending on altitude. The highest we went was only about 9,000 feet, so we didn’t get up real high to see what the single turbo could do. Even though the Lycoming TIO-540 engine burns about 20 gallons an hour, with 102 gallons of gas on board, the fuel consistently outlasted our desire to continue flying.
Being equipped with the G1000 was a very nice feature of this particular Piper Saratoga. The screens are nice and big, larger than the displays on a high wing Cessna or a Corvalis. That allows for easier viewing of approach plates, NEXRAD, and the engine gauges.
There are always downsides to an airplane, and the Saratoga is no exception. The STEC Autopilot leaves some to be desired as I felt it hampered the capability of the G1000 when shooting approaches because the 12 knot crosswind limitation on the autopilot. You can still use the autopilot on an approach with higher than 12 knot crosswinds, but the autopilot tends to search around for the final approach course.
The air conditioning works very nicely, though it did have a tendency to freeze up at altitude. We discovered that quickly and just decided to turn it off and leave the blower on, since it was cool enough up high anyway.
Overall, the Turbo Saratoga is a very nice airplane. The speed leaves a little to be desired (you can get 10 KTAS more out of a Bonanza with a Continental engine, about 20 knots more if it is a Turbo Bonanza), but it is very high on comfort. The Piper Saratoga makes for a good family airplane or as a hauler. I liked the airplane a lot and thoroughly enjoyed my time in it.
Picking up an IFR clearance at first can seem very simple. But, when taking off from an untowered field, especially if a pilot is based at a towered airport, it can be a little more complex. Based at an untowered field? The towered procedures are a little more streamlined, but still different.
Towered Airports
Class B or Class C
At Class B or Class C airports, there is a dedicated frequency to get an IFR clearance and VFR departure instructions called Clearance Delivery. It is published in the airport facilities directory as well as most approach plates. Before you call Clearance Delivery, get the ATIS and tell the controller you have it as well as where you are located on the airport.
Class D
Some Class D airports have a Clearance Delivery frequency (see KADS, Addison, TX), but for the most part, you’ll get your IFR clearance on the Ground frequency. If there is a dedicated Clearance Delivery frequency, the ATIS will specify whether or not to get your clearance on it or on ground control.
Class D towers are only part time towers, usually closing between 7pm and 10pm local time, depending on how busy the airspace is. These airports usually have published Clearance Delivery frequencies to contact either the local approach control or center to pick up an IFR clearance on the ground. They will be published on approach plates and in the A/FD.
Untowered Airports
Class E
There are a number of Class E airports that are Class E all the way down to the surface (see KLFK, Angelina County). At these airports, there will either be a Clearance Delivery frequency or you call on the Center or Approach frequency to get your clearance (at KLFK, you call Center as there is no Clearance Delivery frequency. At Temple, KTPL, there is a published Clearance Delivery frequency which you would be talking to Grey Approach).
Class G
There are two ways to pick up an IFR clearance at a Class G airport, one typically a little safer than the other.
The first option is to take off and maintain VFR while calling Center or Approach control. They will give you your clearance making you IFR and allowing you to enter the clouds. This option can be unsafe depending on the terrain surrounding the airport and how low the ceiling is. If the ceiling is overcast at 1,000, you can legally remain VFR in Class G airspace at 500 AGL, but that isn’t the safest option and you might not be able to raise ATC at that altitude.
The second, and safer option, is to call on the phone. Flight Service has a nationwide Clearance Delivery phone number that every pilot should have saved in their contacts (888-766-8267). Typically, you want to wait to call them until after you are done with your runup because they only give you a five or ten minute window to get off the ground. With bluetooth equipped headsets, this usually isn’t a problem.
Be prepared when calling Clearance Delivery on the phone to wait a few minutes. Us pilots aren’t good at being patient sometimes, but the FSS has to call Center on the phone to get your clearance and release and this can take a few minutes. Be prepared for that going in and just be patient. Remember, this is the safer option!
There are a handful of Class G airports around the US that have a GCO, a Ground Communications Outlet. With a GCO, you tune up the frequency, then click the mic 4 times to talk to ATC or 6 times to talk to FSS. Each mic click must be at least one second, so if you click the mic too quickly, it won’t work.
At certain airports that are underlying an approach control’s airspace, you can actually call the TRACON directly and get your clearance from them (5C1, the Boerne Stage Airport, for example. San Antonio approach is the controlling agency and you can call them directly to pick up your clearance). It’s a good practice to get the TRACON phone number and save that in your contacts as well.
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.
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.
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.
Metric
Cessna 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
Engine
Twin-turbocharged Continental TSIO-550-C (true turbo, ~310 hp class)
Turbocharged Continental (~310 hp class)
Turbonormalized Continental IO-550-N (~310 hp class)
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 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.
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
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, 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.
From the time I started flying, I have always had the dream to learn how to fly a seaplane. As I learned in November, it’s actually learning to land a seaplane, and the veterans call them floatplanes.
ProMark Aviation at the Burnet Airport (KBMQ) offers a weekend float plane course that is high on fun and low on stress. The school has a Piper PA12 Super Cruiser on amphibious floats (amphibs as I was corrected at one point. I mean, if you’re going to fly a seaplane, er, floatplane, you have to know the lingo) that will land and takeoff on water, but does little else with ease and grace. At 150 HP with those big floats and all the associated rigging hanging underneath the airplane, you are lucky to get to 500 feet before you get to your destination.
We weren’t working on setting any speed records. I was learning the lay of the water. I learned about the step, the keel, pumping the floats, how to read the water, currents, ducks (yes, ducks and birds are important to know about when you are flying low on the water), buoys, docking, and ditching. Step taxiing was fun as you are basically at 3/4 throttle screaming across the top of the water just below flying speed. It’s the best way to taxi a seaplane (truly, it is. You get more air in your engine, you can see better, and you are moving. Just don’t try and turn sharp).
Floatplanes also don’t have any shock absorbers, so the higher the wave, the more you get knocked around, so wind velocity and, in turn, wave height is very important.
A very important nuance of an amphibious floatplane compared to a straight floatplane (one that doesn’t have wheels that come out of the floats), is at one point, you want to make sure your gear is down for landing (runway landing) and at another, you want to make absolutely sure your gear is up for landing (water landing). If you land wheels down in the water, you will capsize, 100% of the time. Thankfully from my good instruction, I did not capsize.
Ken Wittekiend, my instructor, and I spent the majority of the weekend landing and taking off on Lake Buchanan (I was informed by locals it is pronounced “Buk-cannon”, not “Bue-cannon”), which is more open and therefore has more waves. We did one landing on Inks Lake so my kids could see me land, which they thought was the best thing since cheese sticks.
There is a check ride at the end of the training, but, as Ken reassured me, it’s the most fun check ride you’ll ever have. I still hate check rides, but that one I think I hated least of all.
I hope someday I can put my floatplane skills to practice, but for now, I can vouch that I now speak seaplane!
We’ve all been there. You’re flying into an unfamiliar airport at night, you’re having difficulty seeing the field, and trouble identifying the runway. Airports can be hard to identify for a variety of reasons, but approaching in darkness only makes it more difficult. Perhaps the airport is located in a densely populated area and the airport lights bleed into the city lights. Maybe the airport that you’re approaching is located amid terrain that obstructs your view.
Situations like these are not uncommon for charter pilots. Just a few evenings ago I was descending IFR into Asheville, NC (KAVL) on a dark night with high overcast and scattered showers. Although the airport was VFR, the surrounding hills made me doubtful that I would be able to see the field in time to safely and comfortably descend for the visual approach that I was expecting.
Fortunately, there are some things we can do to help find our destination and set us up for the approach. Here are a few tricks that I use regularly when I find myself in this position:
When flying into an untowered/closed tower airport: Make sure that you have the right lighting frequency. Some airports have pilot-controlled lighting that is operated on a different frequency than the CTAF. If the lights don’t seem to be working, consult your AFD. If the AFD advises that your frequency is correct, double check the NOTAMs to make sure that the lights haven’t been taken out of service.
For towered airports: Ask the tower controller to turn up the intensity of the runway lights. This has helped me find the runway countless times. This request can be especially useful at airports that are located in a highly lit area. Controllers are happy to honor this request and will often leave the lights at the bright setting until you advise them that you are ready for them to be turned back to normal intensity.
Load an approach: If you are an instrument rated pilot, loading an instrument approach is a great way to get oriented with a runway when you need a little help. You may need to coordinate with the tower or controlling agency if you want to fly the approach, but this has the added bonus of giving the pilot altitudes for terrain/obstacle clearance should there be any hazards present.
Use OBS mode: If you are flying an airplane that has equipment capable of doing so, you can use the Omni Bearing Selector (OBS) button to help align you with the runway. If using this strategy, just remember: THIS IS NOT AN INSTRUMENT APPROACH. It will not provide you with obstacle clearance, nor will it line you up directly with the runway.
The pictures below should help clarify how to use the OBS to assist in airport orientation.
Step 1- Have the destination set as the next way point in your flight plan. In the picture below, The GPS is set to navigate direct to KJGG. Press the OBS button (circled in red) to engage the OBS mode.
Step 2- Once OBS is selected, use either the window on the screen (which should come up automatically when you press the button in step 1) or the OBS selec tor on your navigation head to select the inbound radial. In this example, I have selected 310 degrees, the landing runway at KJGG.
Step 3- The GPS now shows an inbound course to the airport of 310 degrees. It appears as a magenta line. The line serves as an excellent aid in airport/ runway orientation. Remember that this will not line you up perfectly with the runway, but it can still be extremely useful in planning a pattern entry or for getting your bearings.
Note: As shown below, If you press the OBS button again, the GPS will return to the navigation as previously set.
1. Ask for vectors to the airport/ runway: If you have VFR flight following or are talking to a tower equipped to provide vectors, asking for them can be a good choice. Although the controllers may not always be able to accommodate your request due to workload or equipment limitations, most will be happy to comply if they are able. Some pilots may feel silly asking for help, but my policy has always been that I’d rather feel silly for asking than look silly for being lost.
In the case of the Asheville flight mentioned in the opening of this article, my solution was to ask the controller fo r direct to the final approach fix of the assigned runway. Upon arriving there, I had no trouble seeing the VASI and was in good position to fly the visual approach. If I had wanted to be positioned a little further out, I could have asked to fly to a different fix or simply asked to be cleared for the approach in lieu of the visual. Just remember to keep your intentions clear when communicating them to the controller.
The best way to approach an airport day or night, familiar or unfamiliar, is with careful preparation. Having lighted landmarks picked out as well as being acquainted with the airport layout will pay off when it comes time to plan your pattern entry or find the airport on a dark night. Use the resources available to you to get you safely to your destination.
Andrew Robinson is a 135 Charter Pilot and flight instructor in Pennsylvania. He flies Pilatus PC-12s and instructs in Beechcraft Bonanzas.
I took a Piper Malibu to Cabo San Lucas a few weeks back. This was my second trip flying to Mexico, but the first where I arranged everything. Cabo is a beautiful place and the MMSL airport is a fabulous facility. For those who haven’t been fying to Mexico before, MMSL is the place to go. The folks there are extremely helpful and do most of the paperwork for you. You just have to pass along your information to them.
Flying to Mexico and back out is different than flying in the US. First of all, don’t forget your passport. The authorities on both sides frown upon that. You’ll probably get sent back to the US (or sent back to Mexico if you are on your return trip). Your aircraft also needs, Mexican insurance (talk to your US insurance agent) a radio license, and a customs decal.
Second, you’ll have to file an ICAO specific flight plan for flying to Mexico. This is available on Foreflight now, but I really like Fltplan.com’s way of doing it. I don’t fly internationally enough to remember what everything means, but Fltplan.com does a great job of walking pilots through the the different classifications. It’s almost impossible to get confused.
Third, you have to fill out an eAPIS form. This has to be done at least 24 hours prior to departure from the US, but it can be done as far in advance as you’d like. If your departure time changes or your passengers change, you can edit the eAPIS form to bring it current.
Flying to Mexico IFR is a lot simpler than flying VFR. I have only flown IFR and it is very easy. I’m already on a flight plan, already squawking a discreet code, and already on radar, so there really isn’t any way I can mess up the ADIZ penetration. I really recommend going in and out of Mexico IFR instead of VFR.
Once you land in Mexico, you have to close your IFR flight plan. The tower doesn’t do this for you. After clearing customs, you’ll have to pay a landing fee and sign your flight plan confirming you have arrived and closing it out.
When departing, you have to file another eAPIS 24 hours in advance. Wherever you plan on clearing Customs in the US, you’ll need to call the Customs office no less than 1 hour, but not more than 23 hours before arrival. It’s called an Advanced Notice of Arrival.
You’ll need to fill out a paper flight plan before departing, clear customs again to leave, then away you go.
There are a lot of really fun getaways in Mexico and flying there doesn’t have to be difficult. When you have the right information, flying to Mexico can be a breeze!
AOPA recapped the year in the general aviation industry recently. A lot happened in 2016 including the certification of both the Cirrus Vision Jet and the Honda Jet. Several other manufacturers debuted new models, including Mooney with their Ovation Ultra and it’s 2 doors and Cub Crafters with their faster XCub.
To read the full year in review, you can read the AOPA Article here.
Recently, I assisted with the delivery of a 2007 Piper Saratoga Turbo from San Antonio to New York City. It was a very nicely equipped airplane, complete with a Garmin G1000 panel, an STEC 55x autopilot, and air conditioning. The owner joined me on the flight back to get trained in the airplane, getting him comfortable in it over our 2 day excursion back to NYC. Total flight time was 12 hours, though that did include several stops along the way and landing practice at the airports we stopped at.
