235 knots. 310 turbocharged horsepower. 25,000 feet. Factory air conditioning. FIKI. Garmin G2000 glass. A no-expense-spared annual just wrapped up. Hangared. Loaded. Ready.
The T240 TTx was Cessna's answer to the composite question: how fast can a fixed-gear, normally-aspirated-looking airplane actually go?
235 knots true at altitude. More than the Cirrus SR22T. More than the Bonanza G36. More than anything in the class. The TSIO-550-C turbocharged Continental puts down 310 horsepower from sea level through the flight levels, and the bonded carbon-fiber airframe gives it the drag figure to actually use that power.
At altitude in the twenties, N2400G cruises at 235 KTAS burning around 17 gallons an hour. That's a 1,200-nautical-mile airplane on one tank. Dallas to Denver, nonstop, with reserves. Dallas to Orlando, nonstop, with reserves. And you arrive in a cabin that's been kept quiet, cool, and comfortable the whole way.
This airplane was not ordered lightly. The original spec sheet reads like the Cessna options catalog with every box checked.
Dual 14-inch WXGA displays, GTC touchscreen controller, GFC 700 autopilot with yaw damper, synthetic vision (SVT), and envelope protection (ESP).
Pedestal touchscreen controller drives the entire avionics stack — COM, NAV, flight plan, charts, weather, traffic — without your eyes leaving the scan.
Direct pushrod-linked side-stick controllers. No cables, no bungees — direct mechanical feel. The airplane responds like a fighter.
Electronic Stability Protection gently nudges the controls back if you exceed a bank or pitch limit — a quiet co-pilot that never leaves the cockpit.
Full active traffic system — not just ADS-B In passive traffic. Interrogates transponders directly. Sees traffic that ADS-B alone misses.
Class-B terrain awareness and warning. Full FAA TSO-C151 compliance — the same system spec used on turbine aircraft.
Flight Into Known Icing certified. TKS glycol system on the wings, tail, and propeller. Keeps the airplane useful in winter conditions most piston singles sit out.
Primary / High / Max Flow · Windshield · Airframe · Backup. Every setting the POH calls for — right under your thumb, eyes still outside.
Factory installed oxygen system plumbed to every seat. Tank and regulator built into the airframe — no portable bottles to lug. Runs to FL250.
Factory speed brakes deploy on command. Brings you down from the twenties without shock-cooling the engine and without exceeding Vno. Busy-airspace descents become routine.
TKS weep panels bonded into the composite leading edge. Designed to fly as stable as possible in slow flight, drag-matched at altitude, kept ice-free on demand.
The factory AC option — rare, expensive new, and the difference between loading passengers in July and actually flying them in July. Works on the ground. Works in cruise.
Subscription-grade datalink weather in the panel. GTX 345R transponder for ADS-B Out; ADS-B In feeds traffic and FIS-B weather straight into the G2000.
The G2000 was Cessna's reference installation when the TTx was certified — the same architecture the Citation M2 inherited. Two 14-inch widescreen displays dominate the panel; a GTC touchscreen pedestal controller drives the whole system without your eyes leaving the scan.
GFC 700 autopilot flies coupled approaches to LPV minimums, including the demanding ones with a curved final. ESP — Electronic Stability Protection — gently nudges the controls back if you exceed a bank or pitch limit. You can fly this airplane hand-and-foot, on the autopilot, or some combination. It just does what you ask of it.
The TTx wasn't brochure-engineered. It was built around numbers — a constant-speed composite propeller on a twin-turbo Continental, breathing through twin cooling inlets, rolling on drag-matched high-speed fairings.
Every line drawn for speed, every window drawn for the view. The TTx silhouette is pure fixed-gear, low-drag engineering — with a cabin that feels far larger than the wetted area suggests.
Once you've flown it you won't want to get out.
This is the part you don't read about in the brochure. A 235-knot airplane is useful only if you actually want to be in it for four hours. The TTx cabin was engineered around that — wide seats, automotive-grade leather, factory AC, and a noise floor low enough to hold a conversation without a headset intercom turned to eleven.
Speed brakes give you controlled descents without shock-cooling the engine. The pushrod-linked side-sticks mean you rest your arm on the armrest instead of gripping a yoke. You arrive the way you want to arrive — relaxed, unhurried, not beat up.
Two big Garmin screens lit like a spaceship, LED wingtip strobes painting the ramp, synthetic vision turning the darkness into a moving map of terrain. Night-IFR in this airplane isn't an endurance test — it's the best seat in the sky.
The most thorough annual this airplane has ever seen just wrapped. Nothing deferred, nothing minimized. Every discrepancy addressed, every system signed off. You fly it home ready — not with a shop list.
Hangared at Van Bortel Aircraft in Arlington, Texas. Click any image to enlarge.
Independent reviews, ride-alongs, and walk-arounds — from AOPA, Aero-News Network, LifeStyle Aviation, and pilots who know the airframe.
For pilots, mechanics, and prebuy teams.
The airplane is in the hangar in Arlington. Come see her, fly her, and take her home.
“You will be the envy of every pilot you know.”