CitationJet From United States of America, joined Mar 2003, 2562 posts, RR: 3 Posted (7 years 5 months 4 weeks 1 day 1 hour ago) and read 2826 times:
Textron’s Cessna Aircraft Company to Acquire Assets of Columbia Aircraft
Providence, RI, November 27, 2007 – In a move to further broaden its single engine product portfolio, Textron Inc.’s (NYSE: TXT) Cessna Aircraft Company today announced it was the successful bidder for select assets of Columbia Aircraft Manufacturing Company, a Bend, Oregon-based producer of high-performance, single-engine aircraft. The bid of $26.4 million was the high bid in United States Bankruptcy Court for the District of Oregon this afternoon.
“This is a significant day as it brings together two top aircraft design and production companies to offer the global general aviation community the widest range of propeller aircraft, along with world-class product support, all under the Cessna brand – one of the most trusted names in aviation,” said Cessna Chairman, President and CEO Jack. J. Pelton. “I would like to thank the 400-plus Columbia employees for their continued hard work and dedication during the bankruptcy process. We look forward to welcoming them to the Cessna family.”
Cessna is the world’s largest general aviation manufacturer in terms of annual unit sales, producing single-engine piston aircraft, turboprops and the world’s best-selling line of business jets, the Cessna Citation. Columbia has produced more than 600 aircraft in its 10-year history.
“The Columbia models are a good fit with our existing product line,” Pelton said. “We look forward to providing existing Columbia owners with improved levels of service and support and introducing new customers to these outstanding aircraft.”
“We plan to make significant investments in Bend, in people and operations, to bolster customer satisfaction and business profitability. We will continue to improve quality, reliability and performance as we strive to deliver customer value and fulfill our commitments,” Pelton said.
Once the transaction is completed, which is expected to occur by December 4, 2007, the Bend operation will take on the Cessna name and be one of six Cessna manufacturing facilities. Cessna intends to rename the current Columbia product line to become the Cessna 350 and the Cessna 400. Cessna and its network of authorized dealers and service centers plan to integrate sales and support of the former Columbia aircraft, and Cessna Parts Distribution is expected to become the source for parts. Cessna also intends to develop direct communications with current owners.
“We feel it’s very important for Cessna customers to enjoy a seamless, high-quality experience throughout our entire product line – from the SkyCatcher all the way up to the Citation X. It only makes sense that we fully embrace these two new aircraft and their owners as members of the Cessna family,” Pelton said. “Current Columbia aircraft owners should feel very secure knowing their investment will now be supported through our vast global customer sales and service network.”
Cessna currently offers eight single-engine piston models, beginning with the recently launched Cessna 162 SkyCatcher light sport aircraft. The SkyCatcher joins seven other high-wing piston models – the 172R, the more powerful 172SP, the new diesel-powered 172TD, standard models 182 and 206, and turbo-charged 182 and 206 models. The new Cessna 350 and Cessna 400 models add low-wing, high-performance and turbocharged piston aircraft options to raise the top end of the Cessna piston product line.
The Cessna 350 will feature an all-composite airframe, Garmin G1000 avionics and GFC700 flight control system, and Teledyne Continental TSIO-550-C engine, while the Cessna 400 will offer the same features with dual turbochargers for the engine. The 400 is one of the fastest piston aircraft in the world with a top speed of 270 miles per hour – more than 235 knots.
KELPkid From United States of America, joined Nov 2005, 6557 posts, RR: 3
Reply 4, posted (7 years 5 months 4 weeks 1 day ago) and read 2718 times:
Quoting 2H4 (Reply 1): Blast. I was hoping for a newly-designed, carbon-fiber 210.
I think aerodynamicists are proving that fixed-gear can cruise just as fast these days, at least with piston power...not to mention the onerous insurance implications of a retract vs. fixed gear these days
Quoting CitationJet (Thread starter): In a move to further broaden its single engine product portfolio, Textron Inc.’s (NYSE: TXT) Cessna Aircraft Company today announced it was the successful bidder for select assets of Columbia Aircraft Manufacturing Company, a Bend, Oregon-based producer of high-performance, single-engine aircraft. The bid of $26.4 million was the high bid in United States Bankruptcy Court for the District of Oregon this afternoon.
Wonder how Bing Lantis (mr. Lancair himself) feels about all this? How involved in things is he these days, anyways?
Celebrating the birth of KELPkidJR on August 5, 2009 :-)
While the new Cessna 350 and 400 are FAST and look great, it's still hard to beat an ol' well equipped T210K-M for speed, useful load, range and altitude. (200kts,1400-1500lbs, 800-1000mile IFR, FL200-250 respectively, at the max performance envelope). The 206 is amazing at what weight it can get into the air as with the 185!
JoeCanuck From Canada, joined Dec 2005, 5899 posts, RR: 32
Reply 8, posted (7 years 5 months 4 weeks 22 hours ago) and read 2636 times:
Quoting 2H4 (Reply 7): Imagine how a 206 or 210 could perform if the fuselage was sculpted and aerodynamically optimized with modern technology.
The 206 doesn't need to go fast. As often as not, it'll be wearing big tires or floats which would pretty much negate any other aerodynamic advantages. A 300-350 horse diesel, now that would be an improvement.
2H4 From United States of America, joined Oct 2004, 8956 posts, RR: 59
Reply 9, posted (7 years 5 months 4 weeks 21 hours ago) and read 2625 times:
AIRLINERS.NET CREW DATABASE EDITOR
Quoting JoeCanuck (Reply 8): The 206 doesn't need to go fast. As often as not, it'll be wearing big tires or floats which would pretty much negate any other aerodynamic advantages. A 300-350 horse diesel, now that would be an improvement.
Indeed. I picture the NGP, only with round windows and pressurization. I suppose Cessna determined the purchase of Columbia is more economical than developing the NGP concept. Pity to see the high-wing look and branding abandoned in favor of a relatively generic-looking alternative, though.
A bit off-topic, but have you ever seen Cessna's 1990 concept for an updated 210 panel?
JoeCanuck From Canada, joined Dec 2005, 5899 posts, RR: 32
Reply 10, posted (7 years 5 months 4 weeks 21 hours ago) and read 2598 times:
Quoting 2H4 (Reply 9): A bit off-topic, but have you ever seen Cessna's 1990 concept for an updated 210 panel?
Wow...who would have thought that Cessna designers were smoking that much crack...?
But seriously, folks...I think it's a good thing that Cessna is investing so heavily in the piston side of the GA market. Considering the interest in the LSA and NGP, it looks like GA is alive and well.
The next thing they have to work on is a line of diesels. 100ll is going the way of the dodo. They are already offering a 172 with a diesel. I wouldn't be surprised if they pick up Thielert or Deltahawk.
Amazonphil From United States of America, joined Oct 2003, 561 posts, RR: 1
Reply 11, posted (7 years 5 months 4 weeks 20 hours ago) and read 2585 times:
Quoting 2H4 (Reply 7): Precisely my point. Imagine how a 206 or 210 could perform if the fuselage was sculpted and aerodynamically optimized with modern technology.
I know with most certainty that if all those the "parasite drag" button head rivets could be smoothed out, like with the new carbon-fiber/composite body/wings would be...the plane would pick up another 20kts with less drag! If all the rivets could have even been flush rivets,it would have helped alot...but the flush rivets don't have near the load strength as the button heads. Now a composite T210?? whoooohho baby....250KTS!