Cessna TTx Buyer's Guide: Buying the 2013-2018 Turbocharged Composite Single
For experienced pilots weighing a fast, out-of-production composite single against a Cirrus SR22T or a turbo Mooney.
The Cessna TTx (model T240) is a four-seat, fixed-gear composite single with a 310-hp twin-turbocharged Continental TSIO-550-C and a Garmin G2000-based panel. It descends from the Lancair Columbia 400 and the Cessna 400 Corvalis TT. Two facts shape every buying decision: it is turbocharged but not pressurized, and Textron Aviation stopped building it in early 2018. That makes it a strong used-market value with a small fleet behind it.
Is a TTx the right airplane for you?
| A TTx fits if you… | Look elsewhere if you… |
|---|---|
| Fly long IFR trips, usually with one or two passengers, and want to cruise in the high teens and low flight levels | Want a pressurized cabin: a P210 is the closest piston Cessna |
| Value speed per dollar and a modern, integrated glass panel | Want a whole-airframe parachute and the largest support network: see the Cirrus SR22 |
| Are comfortable using oxygen on most trips | Need to fill four seats with full fuel: AOPA's test airplane had 458 lb of payload with full tanks |
| Will get type-specific transition training and keep current | Want the simplest ownership: out-of-production composite airplanes need specialist shops |
TTx, Corvalis TT or Columbia 400: which is which?
| Model | Years | What a buyer should know |
|---|---|---|
| Columbia 400 | 2004-2007 | Built by Columbia (formerly Lancair); TSIO-550-C and Garmin G1000. Lancair sold 604 certified Columbias across all models from 2000 to 2007. |
| Cessna 400 / Corvalis TT | 2007-2011 | Same airframe and engine under Cessna. A 2010 emergency AD (2010-26-53) followed a wing-skin disbond from the spar on specific Corvalis airplanes. |
| TTx (T240) | 2013-2018 | G2000-based panel with two 14.1-inch displays and a GTC 570 touchscreen controller; keyless gull-wing doors. Production ended early 2018. |
Sources: Wikipedia (Cessna 400); AOPA Pilot, February 2017; AOPA, February 21, 2018; Aero-News on AD 2010-26-53.
AOPA's 2017 report lists a 235-knot maximum cruise at 25,000 feet at 85% power on 24 gph, a 3,600-lb maximum takeoff weight, 102 usable gallons and a clean stall speed of 73 KIAS. It also reported that the airframe has an unlimited life and was fatigue-tested to the equivalent of 25,200 flight hours. At 24 gph and the AirNav national 100LL average of $7.24/gal (September 2026), fuel at that power setting is about $174 an hour; most owners pull back for range.
Decision rule: buy a TTx if you want the G2000 panel and the newest airframes in the line. A Corvalis TT or Columbia 400 gives the same engine and speed in a G1000 airplane, usually for less; confirm AD status on those by serial number. If you're choosing against a Cirrus SR22T, the Cirrus SR22T cost-of-ownership page is the closest budget comparison on this site.
What does a TTx cost to buy and finance?
On Controller.com in September 2026 there were 15 TTx listings, all 2013 to 2016 models. The seven with prices asked about $439,000 (a 2013 with 1,200 hours) to $694,900 (a 2016 with 410 hours). Airframe hours, engine time, TKS and avionics updates explain most of the spread. Treat these as asking prices from a small sample and verify with Vref or Aircraft Bluebook. For context, AOPA reported a 2017 base price of $689,000 and an average equipped price of $810,785.
AOPA's lenders ask for at least 15% down on post-1960 singles and offer terms up to 20 years on loans of $75,000 or more (AOPA Aviation Finance). As of September 2026, piston loan rates generally start around 7% and run to about 10%. The examples use an illustrative 7.75%.
| Example | Price | Loan | Payment |
|---|---|---|---|
| 2013 TTx, higher-time | $450,000 | $382,500 | $3,140/mo over 20 years |
| 2015 TTx, mid-time | $600,000 | $510,000 | $4,801/mo over 15 years; $4,187/mo over 20 years |
| Term | 6.99% APR | 7.75% APR | 9.99% APR |
|---|---|---|---|
| 15 years (180 mo) | $4,581/mo | $4,801/mo | $5,477/mo |
| 20 years (240 mo) | $3,951/mo | $4,187/mo | $4,918/mo |
Loan amount $510,000. Principal and interest only; excludes insurance, taxes and fees. Illustrative, not a quote.
Considering a TTx?
Send the serial number or listing. A financing specialist will come back with rate, term and down-payment options from lenders in our network.
What should you inspect on a used TTx?
Use a shop with Columbia, Corvalis or TTx experience, and add these items to the general pre-buy inspection checklist:
| Area | What to check |
|---|---|
| Composite structure | Bond lines at the wing spars and skins, damage and repair history, paint and UV condition. The 2010 emergency AD on specific Corvalis airplanes followed a roughly 7-foot wing-skin disbond; know the history of the airframe you're buying. Repairs should be by a composite-qualified shop with records. |
| Engine and turbos | Borescope, compressions, both turbochargers, wastegate and exhaust. Continental's SIL98-9 lists 2,000 or 2,200 hours for the TSIO-550-C, depending on serial number, with a 12-year calendar limit. Download engine-monitor data. See SMOH vs TBO. |
| Oxygen | The built-in system's bottle (mounted in the tail on these airplanes), hydrostatic test dates, regulator, and masks or cannulas for every seat you'll use. |
| TKS ice protection | If installed, confirm whether it's the known-ice (FIKI) version and that every component works: panels weep evenly, pumps, fluid tank and windshield spray. A FIKI airplane with an inoperative component isn't legal in known ice. |
| Avionics | G2000 software level, database subscriptions, both touchscreen controllers, autopilot and ADS-B. Price any needed updates before you make an offer. |
| Flight controls and gear | Side-stick pushrods and free play. A 2014 High Performance Aviation review says the rudder limiter tends to break. The nosewheel castors, so steering uses differential braking; check brakes, tires and wheel fairings. |
| Doors and cabin | Gull-wing door seals, latches and gas struts; water leaks. |
Run a full AD and service-bulletin search on the airframe, engine and propeller serial numbers, and review damage history. See reading aircraft logbooks.
What does it take to fly and insure a TTx?
You need a high-performance endorsement (14 CFR 61.31(f)). The fixed gear means no complex endorsement, and because the cabin isn't pressurized, the high-altitude endorsement in 61.31(g) doesn't apply. Oxygen rules do: under 14 CFR 91.211, the pilot must use oxygen above 12,500 feet for more than 30 minutes and at all times above 14,000 feet, and passengers must be provided oxygen above 15,000 feet.
There's no verified 2026 TTx premium benchmark. Expect underwriters to price a $450,000-$700,000 hull, look for instrument currency and turbo experience, and require structured transition training for pilots new to the type. BWI reported in May 2026 that pricing for experienced private pilots of personal-use pistons is "generally stable" (BWI). Lenders require hull coverage naming them as loss payee; see aircraft loan insurance requirements.
First-year ownership notes for a new TTx owner
- Take transition training in type, including high-altitude, turbo and oxygen procedures, and practice landings at the higher approach speeds.
- Find your shop before you buy. Out-of-production composite airplanes are best maintained by a shop that already knows them.
- Reserve for the engine and turbos from month one, and for TKS fluid and parts if equipped.
- Keep avionics subscriptions current and budget for software updates.
- Register the airplane. Registration is valid for seven years and costs $5; the "pink copy" works only within the U.S. until the certificate arrives.
How this guide differs from related guides
This page covers the TTx buying decision. There's no separate TTx model or cost page on this site; for comparable turbocharged singles, see the Mooney Acclaim buyer's guide, the Cirrus SR22T model page and the SR22T cost of ownership. Other Cessnas are listed on the Cessna models page. For lender requirements, see aircraft loan requirements.
Frequently asked questions
Is the Cessna TTx pressurized?
No. The TTx is turbocharged but not pressurized, and it has fixed landing gear. Its 310-hp Continental TSIO-550-C uses two turbochargers to hold power up to the airplane's 25,000-foot ceiling, so you fly high on oxygen. Federal rules require the pilot to use oxygen above 14,000 feet, and above 12,500 feet for more than 30 minutes.
How much does a used Cessna TTx cost?
On Controller.com in September 2026, the priced TTx listings (2013 to 2016 models) asked about $439,000 to $694,900, and more than half of the 15 listings were "call for price". When new in 2017, AOPA reported a $689,000 base price and an average equipped price of about $811,000. Verify any price with Vref or Aircraft Bluebook.
Is the TTx still supported now that production has ended?
Textron Aviation ended TTx production in early 2018 and said it would keep supporting its existing customers. The fleet is small: AOPA reported that Cessna sold 261 of the 400, Corvalis TT and TTx combined from 2007 on. Before you buy, ask a service center that works on the type about parts lead times for composite and avionics components.
Should I buy a TTx or a Cirrus SR22T?
When new, the TTx was priced below the SR22T and was billed as the fastest fixed-gear piston single in production, according to AOPA. It adds side-sticks and gull-wing doors. The SR22T has a whole-airframe parachute, a much larger fleet, active factory production and a deep training and resale network. If a parachute or support network matters most, lean Cirrus; if speed per dollar matters most, compare the TTx.
What loan terms can I get on a Cessna TTx?
AOPA's lenders ask for at least 15% down on post-1960 singles and offer terms up to 20 years on loans of $75,000 or more. A $600,000 2015 TTx with 15% down is a $510,000 loan: about $4,187 a month over 20 years at an illustrative 7.75%, principal and interest only. Rates generally run about 7% to 10% as of September 2026.
What endorsements do I need to fly a TTx?
A high-performance endorsement, because the engine exceeds 200 hp. Because the gear is fixed, you do not need a complex endorsement, and because the cabin is not pressurized, the high-altitude endorsement does not apply. Insurers typically require structured TTx or Corvalis transition training, and time in type matters for premiums.
How is the TTx different from the Columbia 400 and Corvalis TT?
They share the same basic composite airframe and turbocharged TSIO-550-C. The Columbia 400 (2004-2007) and Cessna 400 Corvalis TT (2007-2011) used a Garmin G1000 panel. The TTx, first flown in 2013, added the Garmin G2000-based panel with two 14-inch displays and a touchscreen controller. Production ended in early 2018.
Last reviewed September 28, 2026. Rates and rules change; see our editorial standards.