Something extra

Cessna’s reputation in the single-engined aircraft market is as revered as it is established. For generations, Cessna aircraft have formed the backbone of many commercial fleets and catered equally to the private owner. In the general aviation skies, Cessna ‘singles’ were easily identifiable by their trademark high-wing and yet, in this new millennium, it has welcomed a new steed into its fold. And the Cessna TTx is anything but trademark.

The TTX’s heritage harks back further than its sleek aerodynamic lines may suggest. It was born of NASA’s Advanced General Aviation Transport Experiment (AGATE) in the US during the 1990s. General aviation had continually declined over the preceding decade and was even further burdened by a sea of liability claims brought against manufacturers. As a consequence, the industry faltered in the face of regulatory constraints and a subsequent lack of innovation. AGATE was an attempt to stimulate growth, advance new technologies and improve the framework in which general aviation operated.

The aircraft was the fastest fixed-gear single in the world at the time.

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Still, during these dark days, there were advances being made. As traditionally certified aircraft numbers dwindled, kit-built aircraft were growing in popularity, unencumbered by many of the problems weighing down their conventional cousins. Into the mix arrived innovations such as the use of composite materials, spin-resistant aerodynamic design and glass cockpits.

Central to these developments was the Lancair Columbia 300, which NASA used as a test-bed in certain roles. A fixed-gear and unpressurised aircraft, it boasted the fine lines and performance that Lancair was well known for. The aircraft was the fastest fixed-gear single in the world at the time and further development saw the addition of a new glass cockpit and a turbocharger to give rise to the Columbia 400, which was even faster.

Yet while the designs advanced notably, Columbia declined and was ultimately bankrupt in 2007. In the wake of its financial misfortunes, the company was bought by the Cessna Aircraft Company, part of what is now named Textron Aviation. Cessna brought to the table years of experience and economies of scale. Under this banner, the aircraft became the Cessna 350 and Cessna 400 with the latter being relabeled in 2009 as the Corvalis TT to highlight its twin turbochargers. In time, the Corvalis evolved to become the Cessna TTx, and a new bloodline was born.

More than skin deep

Without doubt, it is the eye-catching lines of the TTx that first draw attention, but beneath the impressive looks is a predominantly fibreglass all-composite airframe with carbon fibre used strategically throughout. At its heart is a Nomex honeycomb core, carbon fibre and unidirectional carbon fibre, with the latter adding strength through fibres aligned in the direction of the load it has to bear. The incredibly strong carbon fibre is used in such places as the flight control surfaces, while the roll cage and wing spar are made of the carbon unifibre material. Certified in the utility category, the airframe was tested to 25,000 flight hours and 171,000 cycles of fatigue testing, which equates to around 120 years of service life.

The wing has a one-piece lower skin that runs from wingtip to wingtip and spans 10. 97m, while the upper skin is two pieces separated by the fuselage. Within each wing is an integral fuel tank which overall possesses a useable capacity of 386 litres. The TTx’s control surfaces are connected by pushrods, with the exception of the rudder which is a cable arrangement.

Behind the McCauley three-blade, constant speed propeller is the 310hp (231kW) Continental TSIO-550-C engine. Pulled along by this six-cylinder, fuel-injected, twin-turbocharged engine with dual intercoolers, the TTx boasts a max cruise speed of 235kt making it the fastest aircraft in its class. At this maximum cruise speed, the TTx can venture 880nm, however, if speed isn’t the priority, an impressive range of 1,250nm is achievable at economy cruise speeds.

The TTx has a maximum takeoff weight (MTOW) of 1,633kg. Like all four-place single-engined aircraft, there is a balance to be struck between fuel and payload. Looking at the numbers more closely, with full fuel, the TTx can uplift 176kg of payload which equates to two standard weight people and some baggage. Within the tanks are tabs and fuelling the TTx to this level equates to about half tanks and allows the aircraft to uplift four people.

Faster or farther, the TTx can also fly very high with a service ceiling of 25,000ft. This altitude is achieved by a very clever inbuilt oxygen system for the pilot and passengers. Not only does the system provide the life-giving gas through a fully-monitored system, it offers a warning if the aircraft climbs above 12,000ft and the oxygen system isn’t being utilised. Furthermore, there is a pulse-oxymeter fitted on the left hand side of the instrument panel that can provide the pilot’s pulse rate and oxygen saturation level simply by placing one’s finger into the receptacle.

Fully IFR capable, the TTx is also certified for flight into known icing (FIKI). The optional FIKI system is comprised of a number of components. The leading edges of the wings and tail section possess very finely perforated panels that can ‘weep’ anti-icing fluid from the 10 USG tank which can be accessed at high and low flow rates. The fluid can also be dispersed along the propeller blades via a slinger ring arrangement, while the windscreen possesses dedicated nozzles.

The TTx’s electronic stability and protection system (ESP) is an electronic monitoring and exceedance-correcting technology integrated into the cockpit and assists in maintaining the aircraft in a safe, flight-stable condition. The ESP is designed in certain situations to prevent the onset of loss-of-control conditions like stalls, spins, or steep spirals. The ESP functions independently of the autopilot, operating automatically whenever you hand-fly the aircraft. The way it works is quite simple – gently nudging the controls back to stable flight whenever pitch, roll, or high-speed deviations exceed recommended limits. Once normal flight parameters are achieved, the ESP will disengage.

The ESP also possesses high and low airspeed protection, which engages and applies force to the control yoke to increase the aircraft’s pitch attitude and prevent a further increase in airspeed. Its built-in parameters also prevent the aircraft from exceeding G-limit load factors upon pull-out.

Access to flight data and communications is achieved by the GTC 570 touchscreen controller, located between the front seats on a centre console. This touchscreen interface draws data entry into one centralised location and is quite intuitive, featuring familiar ‘Back’ and ‘Home’ buttons in case one needs to retrace their steps.

For an aircraft that seems to have just about everything, the final ‘wow factor’ goes to the G2000. Its massive 14” displays have split-screen capability to provide even more information simultaneously and features all of the tremendous functions that Garmin can muster. Importantly, it is not just the navigational aspect that the Garmin and GTC 570 touchscreen controller oversees. Everything from the oxygen system and communications to warning systems and FIKI systems are monitored through the expansive G2000.

The TTx is loaded with capability and the technology to match, so now it was time to get up close and personal with this Cessna single.

Sitting pretty…and a little more On the ramp, the TTx stands out against a backdrop of older generation trainers and tourers that fill the flightline. Its sweeping paint scheme catches the eye and is one of only a number of styles that the TTx sports. At a distance, the pedigree of speed is evident as the cowling blends into the windscreen and then seamlessly into aft fuselage and swept fin over the TTx’s 7. 68m long airframe.

Beginning aft of the left wing I commence a walk around with Textron demonstration pilot Eddie Bevan. On this flank is door access to a 25 cubic feet baggage locker that can hold up to 54kg of gear. More intriguing is the system used to collapse or remove the rear seats. Through a very simple bar and pin locking system the rear seats can be folded to allow the carriage of larger items or taken out altogether. Either way it is achieved in less than a minute and the resulting space is very generous.

The trailing edge of the wing is dominated by the large carbon fibre Fowler flaps which run along two thirds of the span. With the first stage able to be extended at 127kt, the construction is substantial but light due to the choice of the materials used. Outboard of the flaps, the ailerons have a small fence blended on their outer edge in order to reduce drag. The wingtips are blended slightly upwards and more notably raked.

The distinctive leading edge is stepped at mid-span, with the inboard section possessing a lower angle of incidence. This wing cuff results in the wing stalling first nearer to the wing root, allowing the outboard section to remain unstalled and the ailerons still relatively effective. The leading edge is also home to the FIKI panels and house LED landing lights. On the upper surface the presence of pop-up perforated speedbrakes is evident, but in the retracted position they are absolutely flush and streamlined.

The cowling, like the high-speed fairings on the tricycle undercarriage, are aerodynamically designed to minimise drag. The main landing gear is tube steel and the fairings are composite. The exhaust outlets on the underside of the cowling draw cooling air more efficiently across the engine and allow for smaller, low-drag air inlets on the nose and internal baffles and ducting that eliminate the need for cowl flaps.

Following the smooth flanks back to the tailplane, two interdependent aspects are immediately apparent beyond the FIKI panels. For an aircraft of this size, the rudder is sizeable and this is facilitated by a ventral fin underneath the fuselage. This design feature provides the rudder authority that allowed the TTx to be certified as ‘spin recoverable’. Furthermore, it permits a demonstrated cross-wind component of 23kt and Eddie reassures me that it is “rock steady” even with that wind component.

Having taken in the TTx from the outside it is an understatement to say that the aircraft gives an impression of speed. From its overall shape, to the finish of the smallest detail, there is an obvious emphasis on increasing power and minimising drag. Its allure is obvious, but its design philosophy offers a good deal more. I can sense that the TTx is impatient to take to the skies and so am I.

TTx in flight

Entry to the cockpit is via over-wing walkways, stepping down through one of two gull-wing style doors. Firstly I sit in the rear seat for the passenger’s perspective and I’m pleasantly surprised. From the outside, the TTx looks low and sleek but internally there is more than adequate headroom and legroom in the cabin that overall sits 1. 24m high and 1. 22m wide. The side windows are shaped but do not encroach and when the automatic climate control is considered, one can imagine that the TTx is a pleasant experience for those in the rear as well.

Seated in the pilot’s seat, the first impression is one of style.

The finish on all of the appointments is impeccable.

The instrument panel is clean by virtue of the dominant multi-function G2000 display units and the touch control between the seats. Knobs and switches are at a premium with a few on the overhead panel as well, just to give that ‘big aeroplane’ feel.

Closing the gull-wing door is straightforward and the locking mechanism is large, positive, well-placarded and simple to operate. The seat can be adjusted in multiple axes and it is not difficult to find a suitable position to action all items inside the cockpit and maintain a good outlook through the generous one-piece windscreen.

The glareshield accommodates the autoflight system switching, while the fuel selector is large, obvious and central between the seats, aft of the touch control unit. Ahead of that same panel is a selection of switches before reaching the lower edge of the instrument panel. To the left is the flap lever, but centrally located are the throttle, pitch and mixture levers. Push-pull, colour-coded Vernier knobs, these engine control levers are very familiar to anyone who has flown a Cessna single.

Conversely, the side-stick is something of a newer age. Located outboard on both sides of the cockpit, the leather-wrapped sidestick is a true pivoting sidestick rather than a pushrod style sidestick that extends from the flight panel. With one’s forearm nestled on the door’s arm rest, the sidestick fits very naturally in the hand. Beyond the sidestick sits the key-activated starter switch – let’s go.

The Garmin unit comes to life with a vast array of engine-monitoring indications. After a short prime with the electric fuel pump, the engine is started with the mixture in rich and seconds later it is idling smoothly with a throaty note suggesting its power. Moving off, taxiing the TTx is achieved through a castoring nosewheel via the rudder pedals. Toe brakes at the top of the pedals are conventional. As with all castoring systems, it takes a few turns to gain the feel for directional control, but once that is done, the TTx is easy to guide along the taxiways and can even virtually pivot on the inner wheel if it’s in a confined space. Engine run-ups and pre-flight checks are standard with the G2000 ready to audibly suggest any omissions relating to fuel, oxygen and a variety of systems. The finish on all of the appointments is impeccable. Opening the throttle on the TTx pushes one back into the well-appointed seats and the engine sound is both beautiful and balanced. Beyond 70kt the aircraft wants to fly and the transition into flight is smooth with the speed tape prompting the flap retraction as I climb away.

From the first moment of flight, the aircraft feels substantial.

Whether it is the pushrod flight control design I cannot say with certainty, but the feel is that of a larger aircraft while maintaining a level of responsiveness that is in keeping with its looks. We are entering the training area minutes later and with 30 inches and 2,500rpm at 4,000ft the aircraft is registering a true airspeed of 180kt and it isn’t even trying. Even at these speeds, the cabin noise is very low.

I engage the automatics for a short period to write down some numbers and observe the many functions available to the pilot. However, I want to fly this aeroplane. I run through the regular gambit of varied cruise speeds and even watch the speedbrakes pop up and down as I activate them through the sidestick. They extend effortlessly without buffet or any change in pitch and the only real indicator of their deployment is the reduction of airspeed. In the steep turn the TTx is steady and given the wind strength that is blowing today, the ride is remarkably smooth. With 18kt of cross-wind for the departure we were one of the few singles to be sighted, while here at altitude the wind is a good deal stronger.

We take the TTx through the stall and it gives all of the traditional warning signs both aerodynamic and digital, pitching down with a minimal wing drop. The ailerons still retained a degree of effectiveness in the low-speed regime, but the tendency to drop a wing was still countered by rudder application.

Powered up again and in level flight, I close the throttle to look at the glide capability. From 4,000ft the book suggests a range of around 10 miles and that looks about correct as I monitor the progress of our descent. Interestingly, the glide speed is a slippery 108kt, so pilots more accustomed to a gentler speed may need to watch their speed to ensure maximum gliding performance.

Back in the circuit, the TTx is everything that it has promised so far – a stable solid platform with impressive speed. The sidestick made handling in the circuit straightforward and at times a stage of flap was retained on downwind to conform to the speed of other traffic. With full flap and a touch of speedbrake, a very tight circuit can be flown if the need dictates, but given its speed, a conventionally sized circuit pattern is the best result for pilots and air traffic controllers alike. And the crosswind? Eddie was right. It was rock steady.

Unfortunately, now it was time to go home.

TTXtra in every sense

The TTx is definitely a change in identity for the Cessna single fleet. It is fast, sporty and solid and can muscle up with the best of its competitors. Its finish and features are remarkable and one could easily think that they are flying a business jet rather than a piston single, but then again, the performance suggests that too.

Cessna may have stepped outside its traditional square with the TTx, but the aircraft is a winner all-round. Great to look at and wonderful to fly, there is no doubt that this thoroughbred has something extra. From the first moment of flight, the aircraft feels substantial.