Flying the world’s fastest piston-powered airplane (Columbia 400)
Warning: this posting is for airplane nerds and no attempt has been made to explain jargon.
I was teaching an instrument student yesterday and we happened upon the Columbia (formerly Lancair) sales guy at Pease in NH. He took both of us up for a one-hour demo flight in the 400, a fire-breathing turbocharged rocket ship of a plane (same engine as an older Piper Malibu, basically, but pulling a narrow 4-seater instead of a fairly large 6-seat cabin).
Bad: the seat back angle is not adjustable in flight so you can’t vary it during a 4-hour leg. The speed brakes are controlled by a tiny little switch and I can’t remember how prominent the warning light was that indicates that they are deployed. The interior is a bit cramped compared to a Cirrus but at least as spacious as a Diamond DA40 or C172. The doors seem more fragile than the Cirrus G2 doors.
Good: aileron trim is provided but the autopilot does not use it to fly the airplane, unlike with a Cirrus (ergo, when you take the plane back from a screwed-up autopilot you don’t run the risk of having a plane that is trimmed for a 30-degree bank); blistering speed (the 400 will supposedly true out at 230 knots up at FL250); side stick (not yoke) and relatively easy hand-flying.
Flying: When you’re indicating 160+ knots the Columbia feels a bit heavy to hand-fly because of the high airloads. I did two landings, both of which were smooth and nearly full-stall. The second landing probably consumed less than 1500′ of runway with moderate braking. The plane has good control into a full stall though a wing will drop fairly violently in the end if you’re not vigilant with the rudder.
I had never considered Lancair/Columbia to be a legitimate competitor because their production volume was so small but now they are making roughly one airplane per day (250/year?).
Summary: The Cirrus is a better passenger’s airplane. The Columbia is a better pilot’s airplane, especially if you are going to hand-fly.