Skycatcher Archives - Page 2 of 4

Cessna (Shenyang) Aircraft Skycatcher

Website: http://www.cessna.com/single-engine/skycatcher.html

Email: corpcomm@cessna.textron.com

Phone: (800) 423-7762

Witchita, KS 67215 - USA

Third Quarter 2011 LSA Market Report; Cessna Jumps

By Dan Johnson || November 2, 2011 Leave a Comment

Cessna's Skycatcher now ranks #2 in FAA N-number registrations. Read my Skycatcher pilot report. photo courtesy Cessna Aircraft

Van's has registered 132 kit RV-12s since Brad Stiefvater flew this first customer-built version in September 2009. photo courtesy General Aviation News

Sure enough, by several measures and based on multiple conversations, 2011 is shaping up to be a better year than 2010. Of course, that's not saying much as all of aviation worldwide was slow last year and in 2009. When you're near the bottom of the well, everything starts looking up. *** With those thoughts in mind, we present the newest market share report, this one through the third quarter of 2011. In recent years we've had folks tell us we ought to show charts of this year's or this quarter's performance. But most readers want to know the "installed base," to borrow a phrase from the trend-setting tech industry. When people talk about Windows versus Apple market share or iOS versus Android, they generally mean how many of all buyers have those systems. *** Nonetheless, we recognize pilots are hungry for more recent info. So for several years, we have discussed near-term performance in the text of our articles even while we present a graphic showing FAA N-number registrations since the beginning. The nearby chart has become a staple of this industry used by all sorts of people: other airframe producers, avionics and other equipment manufacturers, insurance companies, FAA, and member organizations. *** For the last nine months, Cessna is far and away the leader, with 140 registrations logged in 2011. The Wichita giant once boasted of nearly 1,000 Skycatcher customers and they have been fulfilling those orders with increasing speed. Following them is CubCrafters with 29 registrations this year so far. Other top producers include CSA's SportCruiser (20), Flight Design (17), and Jabiru USA (8). *** One new arrival in the top 20 is Arion and their Lightning (6 in 2011). Another up and comer is Pipistrel, fresh from their third-in-a-row victory at the NASA Green Challenge. For all other companies, 2011 has continued the very sluggish sales pace of 2008, '09, and '10. Notice: As always, we observe for you that all numbers here are derived from FAA's N-number registration database. These figures are not identical to sales logged by the companies although, over time, the numbers get closer.*** A few kit producers deserve mention even though we struggle to count these numbers accurately due to confusion by entry clerks regarding the fuzzy distinctions between kit ELSA, amateur-built kits, and ELSA converted from two-place ultralights (the latter being, by far, the largest single component of what are called Light-Sport Aircraft in America). Nonetheless with 132 FAA N-number registrations, Van's Aircraft and their RV-12 earned our attention. Rans is another significant kit producer of aircraft meeting all parameters of Light-Sport Aircraft — the Kansas company also sells SLSA and ELSA versions of some models. *** Cessna's rise to the #2 slot from the #8 place at the beginning of the year pushed everyone else down. Onetime #2 producer American Legend now finds itself in #5 with 5 new registrations in 2011. *** Yet the top 10 have remained remarkably stable, and indeed, they account for more than 70% of all SLSA fixed wing airplanes delivered since day one in April 2005.

Sure enough, by several measures and based on multiple conversations, 2011 is shaping up to be a better year than 2010. Of course, that’s not saying much as all of aviation worldwide was slow last year and in 2009. When you’re near the bottom of the well, everything starts looking up. *** With those thoughts in mind, we present the newest market share report, this one through the third quarter of 2011. In recent years we’ve had folks tell us we ought to show charts of this year’s or this quarter’s performance. But most readers want to know the “installed base,” to borrow a phrase from the trend-setting tech industry. When people talk about Windows versus Apple market share or iOS versus Android, they generally mean how many of all buyers have those systems. *** Nonetheless, we recognize pilots are hungry for more recent info. So for several years, we have discussed near-term performance in the text of our articles even while we present a graphic showing FAA N-number registrations since the beginning.

Flying Cessna’s LSA Skycatcher

By Dan Johnson || February 14, 2011 Leave a Comment

photo courtesy Cessna Aircraft

LITTLE GIANT - The littlest aircraft from the biggest company, the Skycatcher is true to its roots while still setting a new pathway for Cessna Aircraft

TWO BLADES - Cessna stuck with a 2-blade prop throughout development. Next, they will use a composite prop, which is expected to be 10 pounds lighter.

BIG RUDDER - After their thorough spin trials, Cessna added the ventral fin on the lower side of the fuselage and enlarged the rudder to match.

STICK? YOKE? - It doesn't move just like a joystick or a control yoke, but it worked well and never got in the way of my legs.

A LITTLE ATTITUDE - Skycatcher landings are best done with an attitude landing technique using only a modest backstick pull to roll the wheels onto the runway. photo courtesy Cessna Aircraft

HANG TIME - The Skycatcher enjoyed staying aloft, and retained good roll authority during slow-flight maneuvering and even at near-stall speeds. photo courtesy Cessna Aircraft

LITTLE LADDER - High-wing airplanes of many types require a little boost for refueling as Cessna check-out pilot Kirby Ortega demonstrates.

SIMPLE RELIABILITY - Cessna improved on the venerable sight tube by adding positions for inflight and on the ground. Also note the nearby stall horn and air inlet.

STABLE FLYING - The Skycatcher stalls a few knots slower than either the Cessna 150 or 152, despite having a much smaller wing. photo courtesy Cessna Aircraft

SIMILAR IDEAS - The Skycatcher's tail compares to a Flight Design CTLS parked nearby. Both use a ventral fin.

DAMPENER STRIPS - Gurney flaps or strips (developed by racecar driver Dan Gurney) dampen pitch movements according to some who have flown the Skycatcher.

NO ROUND? - Hey! Where are the round gauges? The Skycatcher went fully digital as standard instrumentation. Dual screens as flown are an option.

CHECK PILOT - Kirby Ortega showed Dan Johnson around the Skycatcher. At AirVenture 2010, this talented pilot also gave Corvalis and Mustang jet check-outs in addition to the Skycatcher.

VOLUMINOUS BAGGAGE - If you need to carry bulky items weighing no more than 50 pounds total, this large baggage will do it. Note the netting at the rear.

ALL-LED - All Cessna lighting is LED, known for its long life and good brightness.

Honestly, I never thought I'd see this day arrive. As I started work on a Cessna aircraft review for the pages of Light Sport and Ultralight Flying magazine, I thought, We've come a long way. When this publication was started 35 years ago, it was titled Glider Rider and it featured hang gliders. Coverage then expanded to include powered ultralights, and now light-sport aircraft (LSA) are included in the mix. This month I've written a pilot report on Cessna Aircraft's Skycatcher LSA, the first Cessna in modern memory not built to FAR Part 23 standards, that is, not type-certified by the U.S. government. Some may say ultralights "grew up" to become light-sports. But I say that Cessna has moved (returned?) to very light aircraft designs. I consider their arrival significant. It isn't simply that you can buy a brand-new Cessna for $112,500 (more on the price later). The more important point to Light Sport and Ultralight Flying readers is that the Skycatcher flies similarly to what light aircraft enthusiasts fly. Probably no one is surprised to hear Cessna can create an airplane that flies well, but that it also behaves and performs like, well, like a very light aircraft - this does surprise, a little anyway. Even after building hundreds of jets per year, Cessna hasn't forgotten how to design a light plane. BUILT LIKE A CESSNA? Cessna 150s maxed out at 1,600 pounds gross weight while the somewhat more sophisticated 152 model ramped up to 1,675 pounds. Respectively, these are 280 to 355 pounds more than the Skycatcher. Weighing 21-27% less brings a benefit in the Skycatcher's performance categories like takeoff distance or climb. Aloft, a Light Sport and Ultralight Flying Pilot's Report lighter weight can mean livelier handling. Adding to the Skycatcher's weight advantage is a smaller wing. The 150/152 wing was 160 square feet while the Skycatcher has only 120 square feet, about 25% less, commensurate with the weight loss, yet stall is even lower on the newer design. Skycatcher serial number 7 has 460 pounds of useful load, according to my highly qualified check-out pilot, Kirby Ortega. However, he noted, when a change is made from the current metal McCauley prop to a composite McCauley with nickle leading edges, Cessna will save 12 pounds. Down here in very light aircraft land, that's no small sum to save. Ortega compared the Skycatcher useful load to a 1985 model 152 (near the end of the production run), which had a 500-pound useful load with only a single comm radio installed. In comparison, Skycatcher #7 had a radio, transponder, and dual glass screens. Cessna has built more than 100,000 high-wing, strutted aircraft, so naturally the Skycatcher retains the look. Showing improved user friendliness, the wing strut is now behind the doors, which helps entry significantly. The strut location also allows gull-wing doors unlike any Cessna I've ever seen, further aiding entry and egress. You won't see a single round gauge in the Skycatcher as it gets all information from the standard Garmin G300. Most buyers will likely opt for the two-screen setup as one can show all info should the other fail. Unlike most piston Cessnas, the Skycatcher uses electric trim and not the familiar wheel arrangement. This may be uncommon for Cessna 172/182 drivers, but it's familiar to many very light aircraft enthusiasts. Cessna 150s had 2-blade props and so does the Skycatcher. The company started with the 80-hp Rotax 912 on its proof of concept LSA, but after the legion of Cessna mechanics and flight schools weighed in, engineers switched to the 100-hp Continental O-200D, which came at a 35-pound weight penalty to the Austrian engine. For Cessna outlets, maintenance familiarity won over useful load. In another move sure to be appreciated by busy flight schools, right and left flaps and ailerons can be exchanged with the exception of a trim tab that may be added to one aileron, and that is a pop rivet change that a maintenance shop could do quickly. Lots of interesting thinking went into the Skycatcher. Ortega referred to a "house" battery, which is used to start the engine. A secondary battery provides about 10 minutes of power to the G300. Cessna uses the two-battery method to avoid wearing down the G300 power supply during a long engine-cranking exercise. When preflighting a Skycatcher, you can simply pull the flaps down and carefully inspect some internal components. Springs return them to their previous position. ROOMY CABIN The Skycatcher may be on the smaller size for cabins among all LSA (at 43.6 inches), yet it is more than 4 inches wider than the company's 4-seat Cessna 172 (at 39.5 inches). The cabin is spare with a painted interior and shows some plumbing and wiring. But she sports surprisingly comfortable seats that tilt forward for baggage access. The seats don't adjust otherwise, but a big knob on the floor - one you can reach in flight - allows adjustable pedals. I checked and they move far enough to accommodate people of much different heights. Using fixed-position seats allows larger seats without adding weight. For entry, Ortega advised inserting my inside leg first, then sitting down and drawing in my other leg. One thing you won't battle is a joystick in your way. We flew for an hour and 10 minutes, and I noticed no discomfort from the seats. The seats are firm, but I found they offered good support and I am normally rather hard to please in this regard. You can see laterally out of the Skycatcher better than in a Cessna 150/152 as you don't need to lower your head as much if you're tall. The Skycatcher provides storage areas on either side of the center console. When seats fold forward, you can store some flat items underneath. Plus, zippered pockets are provided on each door. The baggage area is huge and holds 50 pounds (weight and balance permitting). The aft end of the baggage area has a lightweight and removable fabric panel allowing access to the tail boom. As we taxied out, I found a little struggle to keep taxi steering precise by using brakes and a castoring nosewheel. Practice makes perfect, though, and besides, a steerable nosewheel would add weight. Upon hard press, brakes seemed adquate though not exceptionally powerful. The parking brake appeared to easily hold the Skycatcher during a 1,700-rpm engine check. Interestingly, with all the information provided by digital instruments, not only do you see a decrease in rpm when you pull on carb heat; you also see an increase in carb heat. Ortega indicated that when the flap handle is full up, some people find it modestly interferes with their reach to the throttle. I used the high flap handle as a throttle arm rest, but the truth is, I believe buyers will rarely use 40° of flaps. ENLIGHTENED HANDLING The Skycatcher joystick is unique among all 109 LSA models. It moves in and out like a onehanded yoke control and swings side to side for roll control, but it does not tilt like a floor-mounted joystick. And no matter where I positioned the stick/yoke, it never bumped into my legs. Once aloft in the Skycatcher, I warmed up with a series of mild Dutch rolls. I was able to get to steeper banks quickly and found a need for slightly more rudder application than stick deflection for aileron. Generally, the Skycatcher's controls were nice and light, and the joystick arrangement proved very workable. Yet for me, the joystick felt a bit high. As with a conventional yoke on most GA airplanes, my hand was suspended in the air with no armrest. However, the grip on the end of the stick fit the hand well and did provide some rest. Ailerons were lighter and had a more responsive feel, though the rudders were highly effective. When I bore down on the rudder pedals, the response came quickly enough. During slow-flight maneuvering and even at near-stall speeds, the Skycatcher retained good roll authority. The Skycatcher felt livelier than I expected. I owned a 100-hp Cessna 150 and that little airplane did well to climb at 400 feet per minute. The Skycatcher more than doubled that figure with the same power, again showing the advantage of lighter weight. I was equally surprised at the "hang time" of the Skycatcher. She wanted to stay aloft more than I recall from many hours in Cessna 150s. Ortega says the glide is 11:1 where a 150 is approximately 9:1. Sink rate often relates to glide performance, but lighter weight always helps. Ortega explained that the Cessna 150 wing is a little fatter than the Skycatcher wing and that may explain how the Skycatcher zipped along close to 120 knots. Thanks to some slotted flaps, she slowed down well, too; more on that later. On a recent cross-country trip of 710 nautical miles, Ortega told me he logged the following specs: "I used 38 gallons over 6.3 hours at 5,500 feet," says Ortega. "This yielded 6.03 average gallons an hour at 65% power with power set at 2,750 rpm." Average ground speed on that flight calculated to 113 knots (winds were not reported). Flaps deploy to 10, 25, or 40°. Ortega indicated that some persons, notably Rose Pelton and Martha King, struggled to raise the lever to the "full" position. I also uncovered the required extra force, but I found the last notch was hardly necessary. Most landings can be done with only the first two notches. Ortega noted you only reduce speed by a couple of knots when using full flaps compared to the 25° setting. The addition of the ventral fin on the bottom of the tailplane limits the nose-up angle to about 15°. This means you can touch the tail if you perform a deep stall landing, as I did once when using 40° of flaps (I only scraped the tail tie-down and we saw no damage). Landings are best done using an attitude landing technique, where Ortega advised me to use only a modest backstick pull to roll the wheels onto the runway. An attitude landing at my height (5 feet, 10 inches) meant I could still see a little strip of runway over the nose cowling. For me, an "inch" of runway above the cowl seemed to be about the right pretouchdown attitude. Once so set, you wait and let the Skycatcher roll on the ground. My preference to deep-flare the airplane proved less effective. On slips to landing, I pushed the other pedal all the way forward and easily controlled heading with the ailerons. Slips proved quite effective for approach control. STABLE AS SHE GOES With 80 years of manufacturing experience, Cessna knows how to assure an LSA flies as it should. Nonetheless, I had to see for myself. The Skycatcher stalls a few knots (3-5 knots) slower than either Cessna 150 or 152, despite a much smaller wing. Stalls from slow flight came at 37 knots indicated with flaps in the 40° or "full" position. Stalls with no flaps came at 41 knots indicated. I forgot to do accelerated stalls, but Ortega assured me the Skycatcher wouldn't fall off to either side. My power-on stall used Ortega's technique of first slowing to rotation speed of about 50 knots and then adding full power. Accurately simulating a take-off stall in this way produces quite a deck angle - about 25° nose-up per the Garmin 300. According to Ortega, Cessna prefers not to exceed 30° nose-up in this maneuver. The spin history of the Skycatcher is well documented. The company lost one prototype and damaged another, though it was returned to flight after a successful parachute deployment (the first airframe became a test dummy). All LSA must recover from a spin, but Cessna performed more than 500 spin tests and found a weak spot. Many LSA cannot boast that level of testing. Cessna ended up adding a ventral fin and extended the rudder down to match. The result was no more spin problems. Adjustments made to cope with early spin testing added tail volume but also limited upward travel on the elevator. In addition, when one aileron goes up, the other goes down as you'd expect, but only by a very small amount. PRICED TO FLY The Skycatcher competes well with the high-performance LSA on the market today, hitting high speeds, climbing strongly, and behaving all the while like your friend. Fans of very light aircraft may compare the Skycatcher's $112,500 price to kits or lower-priced (and lower-performing) aircraft, and may conclude she's still too expensive for their budget. The Skycatcher is priced thousands less than other high-end LSA. The Skycatcher also has that superb Cessna brand and the organization behind it.

Published in Light Sport and Ultralight Flying

Seating	2,side-by-side
Empty weight	830 pounds¹
Gross weight	1,320 pounds
Wingspan	30 feet 5 inches
Wing area	120 square feet
Wing loading	11.0 pounds per square foot
Useful Load	490 pounds²
Length	22 feet 1 inch
Payload (with full fuel)	342 pounds
Cabin Interior	43.6 inches
Height	7 feet 4 inches
Baggage area	aft of seats 50 pounds
Fuel	24.0 gallons
Notes:	¹ Typically equipped empty weight ² As flown useful load was 460 pounds
Standard engine	Continental O-200D
Prop Diameter	2-blade metal¹
Power	100 hp
Power loading	13.2 pounds per hp
Max Speed	118 kts/136 mph
Cruise speed	109 kts/125 mph
Stall Speed (Flaps)	37 kts/43 mph
Never exceed speed	148 kts/170 mph
Rate of climb at gross	880 fpm
Takeoff distance at gross	640 feet
Landing distance at gross	671 feet
Range (powered)	360 nautical miles / 3.5 hrs.
Fuel Consumption	about 6.0 gph
Notes:	¹ Composite prop in development
Standard Features	100-hp Continental O-200D with electric starting; 2-blade metal prop; Garmin G300 digital instrument; Garmin SL40 comm radio; Garmin GTX327 Mode C transponder; 407 Mhz ELT; electric pitch trim; manual flaps; dual controls; dual hydraulic toe brakes; castoring nosewheel; shoulder belts; overhead panel lighting; painted interior.
Options	Second G300 multi-function display; XM weather; PS intercom; TruTrak autopilot; BRS ballistic parachute; wheel fairings; fuel primer; exterior striping options; EGT; external power receptacle; cold weather kit; sun visors; fire extinguisher.
Construction	All-metal semi-monocoque airframe including aluminum ailerons, tailplane surfaces, and flaps; fiberglass cowl, wheel fairing, and other items. Fabricated in China to U.S. design; distributed in the USA through established Cessna outlets.

Design

Cosmetic appearance, structural integrity, achievement of design goals, effectiveness of aerodynamics, ergonomics.

Pros - Built by a company with 80+ years experience. The Skycatcher was tested as much or more than any LSA on the market. All-metal design with Continental engine that can be maintained almost anywhere in the world. New improvements like roomsaving joystick and wing struts aft of doors.

Cons - Interior is plain compared to other highend LSA with control cables, wires, and plumbing visible. Useful load is less than many other LSA. No overhead skylight (as is common on LSA).

Systems

Subsystems available to pilot such as: Flaps; Fuel sources; Electric start; In-air restart; Brakes; Engine controls; Navigations; Radio; (items covered may be optional).

Pros - Manual flaps deploy to 10-25-40°; work very effectively. Electric trim. Simple action fuel selector control. Electric start, comm radio, transponder, ELT and more are standard equipment. G300 system is wonderfully informative and also standard (single screen).

Cons - Raising the flap handle to the 40° position takes additional arm strength and gets slightly in the way of throttle operation. Fuel primer is optional. No aileron or rudder trim offered.

Cockpit/Cabin

Instrumentation; Ergonomics of controls; Creature comforts; (items covered may be optional).

Pros - Entry and exit are eased by gull-wing doors and wing struts aft of the doors. Adjustable rudder pedals via a large knob that can be operated in flight. Seats tilt to allow access to voluminous baggage area. Good visibility in all directions except overhead.

Cons - Seats have a rather short backrest and don't adjust except to tilt forward. Interior is wider than a Cessna 172, but several inches narrower than other LSA. No skylight to aid visibility in the pattern or during turns.

Ground Handling

Taxi visibility; Steering; Turn radius; Shock absorption; Stance/Stability; Braking.

Pros - Toe brakes are standard on both sides of the Skycatcher; brakes adquately powerful and parking brake holds during engine runup. Steering arrangement allows very tight ramp maneuvering (once technique is acquired). Generous ground clearance.

Cons - Steering by toe brakes and castoring nosewheel is less precise than direct linkage (though you acquire the knack soon enough). Limited overhead visibility for pretakeoff traffic monitoring.

Takeoff/Landing

Qualities; Efficiency; Ease; Comparative values.

Pros - First two notches of flaps are easily deployed and quite effective. Slips to landings worked well even with rudder pedal fully pressed. Roll-out for takeoff or landing is reasonably short. Climb is vigorous. Approach visibility is broad. Strong glide at about 11:1.

Cons - You can flare deeply enough to touch and possibly damage the ventral fin; attitude landing techique overcomes this, but must be learned. Pulling on full flaps (40°) takes arm power. No experience gained on turf runways.

Control

Quality and quantity for: Coordination; Authority; Pressures; Response; and Coupling.

Pros - Unique joystick is highly workable and certainly frees up room under the panel; I needed little adjustment time, though potential buyers will need to assess their own attitude about the stick/yoke arrangement. Handling was excellent and light without sudden results. Excellent response even near stall speeds.

Cons - Ailerons were a little lighter than the rudder; you must press pedals harder (though the response was good). Control range is somewhat limited due to spin requirements (though I never found any lack of full control authority from these restrictions).

Performance

Climb; Glide; Sink; Cruise/stall/max speeds; Endurance; Range; Maneuverability.

Pros - High cruise was swift. Climb was strong. Ground roll was short on and off the surface. Speed range is wide: 37-knot stall to 118-knot high-power cruise. Strong glide and modest sink rate. Continental engine power setting ranges are familiar to any GA-trained pilot.

Cons - Range is less than some similar-class LSA owing to a stated higher fuel burn than would be the case with the similarly powered 100-hp Rotax 912S. Less fuel could be carried to enhance payload, but this further limits range.

Stability

Stall recovery and characteristics; Dampening; Spiral stability; Adverse yaw qualities.

Pros - Stalls in all regimes revealed excellent characteristics. Clearly, from all Cessna's testing, spin recovery should proceed normally. Even at stall speed, control response was excellent. Pitch response to power changes was normal.

Cons - The effort to test so thoroughly for spins resulted in added structure that came at the expense of useful load. Control ranges were restricted (though I discovered no resultant loss of control authority). Adding a parachute system is limited by payload.

Overall

Addresses the questions: "Will a buyer get what he/she expects to buy, and did the designer/builder achieve the chosen goal?"

Pros - Number one producer of aircraft in the world. Dealer network and service stations are available around the world; numerous flight school locations. Extremely strong brand should result in good resale value and resaleability. Development testing should impress nearly any buyer.

Cons - Though not expensive compared to many LSA, the Skycatcher's $112,500 price tag is still well beyond many budgets. Built in China, which for some is a negative. While a modern design in many ways, some other LSA designs may appear more contemporary. Shipments just beginning (summer 2010); long order backlog could delay delivery.

Honestly, I never thought I’d see this day arrive. As I started work on a Cessna aircraft review for the pages of Light Sport and Ultralight Flying magazine, I thought, We’ve come a long way. When this publication was started 35 years ago, it was titled Glider Rider and it featured hang gliders. Coverage then expanded to include powered ultralights, and now light-sport aircraft (LSA) are included in the mix. This month I’ve written a pilot report on Cessna Aircraft’s Skycatcher LSA, the first Cessna in modern memory not built to FAR Part 23 standards, that is, not type-certified by the U.S. government. Some may say ultralights “grew up” to become light-sports. But I say that Cessna has moved (returned?) to very light aircraft designs. I consider their arrival significant. It isn’t simply that you can buy a brand-new Cessna for $112,500 (more on the price later). The more important point to Light Sport and Ultralight Flying readers is that the Skycatcher flies similarly to what light aircraft enthusiasts fly.

Skycatcher Ramps Up Deliveries — Paradise Airbags

By James Lawrence || April 9, 2010 Leave a Comment

Molly McMillin of the Wichita Eagle reports today that Cessna is speeding up its deliveries of the C-162 throughout 2010, after delays were announced early in the year. The announcement was made at the Aero Expo in Germany today. *** McMillin also writes that Cessna veep John Doman believes the piston-powered aircraft market may be stabilizing and could turn around soon to a growth profile, perhaps as early as mid-2011. *** In a related story, Shenyang Aircraft of China, the state-owned manufacturer of the Skycatcher airframe for Cessna, plans to build a new factory to expand its production volume. *** An airport will also be built at the site -- but original plans for a mid-2010 opening have been delayed to 2011. *** Future Skycatchers will still be outfitted and test-flown in Wichita. *** UPDATE on Michael Combs "Flight for the Human Spirit" odyssey: he's off and flying! The nasty Salina, KS weather that kept him on the ground for 3 days broke today and he promptly launched. *** It would be great if bunches of Light Sport pilots and fans came out to greet Michael when he lands near your town. His raison d'etre for the trip and schedule of planned stops are posted on the website here. *** And this item just in: Paradise Aircraft will install seatbelt airbags on its popular P-1 model SLSA. The system is dubbed the AmSafe Seatbelt Airbag system. *** The P-1 flies in many countries -- 130 have been produced since 2001. *** AmSafe's airbag system has already made a big splash -- the company says more than 80% of all new single-engine GA airplanes carry it. *** The self-contained system is designed to protect pilot and passenger from serious head injury and "enhance one's ability to exit the aircraft following an otherwise survivable accident." *** Deployment is up and away from the wearer -- just the opposite of automobile airbags. *** Overall weight? Less than 3 lbs. *** With this setup and a ballistic airframe parachute, you've got the safety angle pretty well covered. *** ---photos courtesy Cessna and AmSafe

Here Comes Cessna Skycatcher…Right on Schedule

By Dan Johnson || April 9, 2010 Leave a Comment

Follow the leader? As Cessna enters full production in 2010 and beyond, the brand is likely to rise to the top of market share chart, given they have more than 1,000 on order. "Once these airplanes enter service, they will act as a catalyst for increased pilot starts," said Cessna boss Jack Pelton. Photo -- Final version with dual screen G300 avionics suite.

Through the years of design development, few expected Cessna would delay their release of the Skycatcher. Any naysayers were wrong. *** At several meetings with Cessna leaders at Oshkosh 2009, I consistently heard that a small number of Skycatchers would be built in 2009, which means the big producer is right on schedule. Even with the global aviation turmoil that also engulfed the company (employment is off more than 50% at present), Cessna is staying the course with their LSA entry. *** Notably, Skycatcher serial number one will go to Rose Pelton, the charming wife of Cessna President, CEO, and Chairman, Jack Pelton. As LAMA founder Larry Burke and I visited with Rose during AirVenture, she expressed great enthusiasm about pursuing her Sport Pilot certificate once the new bird arrives. *** Top management persons such as Piston Aircraft VP, John Doman, and Communications VP, Bob Stangerone, have recently had a chance to fly the new Light-Sport Aircraft from Cessna. "You can fly feet on the floor even during a full power takeoff," exclaimed Bob, effectively setting to rest any doubts some may have harbored about tail volume and earlier spin trials. *** A handful of Skycatchers will be built by Shenyang Aircraft in China (under watchful eyes of Cessna engineers) and delivered to Wichita for final assembly. Additional locations will be used for assembly as production grows; the company has more than 1,000 orders so 2010 should be a solid year to observe the company's progress. Shenyang will fabricate the fuselage and integrate the engine and avionics from the U.S.

Cessna’s Skycatcher Will Be Built in China

By Dan Johnson || April 9, 2010 Leave a Comment

Made in China, with American engineering and support...that's the plan for Cessna Skycatcher. Shenyang has 16,000 employees, builds airline components, and is a subsidiary of China Aviation Industry Corporation I (AVIC I).

It's rare for the Wall Street Journal to print a single word about Light-Sport Aircraft, but today's edition has the Skycatcher at the top of the front page. Confirming earlier speculations, the Wichita airplane company has chosen to build its LSA in China. The difference from other ventures (Boeing, Airbus, Bombardier) is that Cessna will have Shenyang Aircraft build the entire airplane. Continental engines and Garmin avionics will be shipped to China *** Cessna says they can't afford to build the Skycatcher in the U.S., quoting the CEO of Textron (Cessna's parent) as saying Skycatcher would cost $71,000 more if built in America. Cessna is also hoping to establish a foothold in a country where private aviation is currently tiny (12,840 civilian pilots) but where the potential is large. *** Some are skeptical. State-owned companies in China are notorious for not protecting intellectual property. And, according to the president of Shenyang, his company will be the "sole source supplier of Skycatcher." Many companies avoid single sources because it limits their options. Yet Cessna has a four-year relationship with Shenyang and is confident the airplane will be "world class." Finally, Cessna went forward with buying Columbia Aircraft, calling the low wing a "good fit" with their other aircraft.

It’s rare for the Wall Street Journal to print a single word about Light-Sport Aircraft, but today’s edition has the Skycatcher at the top of the front page. Confirming earlier speculations, the Wichita airplane company has chosen to build its LSA in China. The difference from other ventures (Boeing, Airbus, Bombardier) is that Cessna will have Shenyang Aircraft build the entire airplane. Continental engines and Garmin avionics will be shipped to China *** Cessna says they can’t afford to build the Skycatcher in the U.S., quoting the CEO of Textron (Cessna’s parent) as saying Skycatcher would cost $71,000 more if built in America. Cessna is also hoping to establish a foothold in a country where private aviation is currently tiny (12,840 civilian pilots) but where the potential is large. *** Some are skeptical. State-owned companies in China are notorious for not protecting intellectual property. And, according to the president of Shenyang, his company will be the “sole source supplier of Skycatcher.” Many companies avoid single sources because it limits their options.

Skycatcher Increases Orders; LSA Industry Adjusts

By Dan Johnson || April 9, 2010 Leave a Comment

Czech LAA official, Jan Fridrich (who compiles SLSA registration data used on ByDanJohnson.com), suggests Cessna's Skycatcher orders may have caused a decrease in an otherwise steady rate of registrations. Look for an upcoming SPLOG with more details.

Cessna reported 920 orders for Skycatcher in the 10 weeks between EAA's AirVenture and AOPA's Expo. Curiously, FAA data for SLSA registered through September 2007 showed a slip in the pattern of steady monthly growth. Does it sound logical that Cessna's $4.6 million of orders -- the retail price value of 40 or 45 SLSA -- account for this slump? Although refundable, those orders should eventually translate to more than $100 million worth of Skycatcher sales. Cessna said it expects to produce 700 a year at full production. *** Let's compare that with the balance-of-the-industry performance. Three quarters of the way through 2007, the entire LSA industry has registered 609 airplanes. On an annualized basis this yields 812 units. So, if industry players other than Cessna can double sales in two years (a reasonably conservative estimate), Cessna would represent 30% of the total when they reach full production. Cirrus and their SRS must also be factored in and other entries could bring more changes. FAA registration does not precisely match airplane production or deliveries.

Cessna reported 920 orders for Skycatcher in the 10 weeks between EAA’s AirVenture and AOPA’s Expo. Curiously, FAA data for SLSA registered through September 2007 showed a slip in the pattern of steady monthly growth. Does it sound logical that Cessna’s $4.6 million of orders — the retail price value of 40 or 45 SLSA — account for this slump? Although refundable, those orders should eventually translate to more than $100 million worth of Skycatcher sales. Cessna said it expects to produce 700 a year at full production. *** Let’s compare that with the balance-of-the-industry performance. Three quarters of the way through 2007, the entire LSA industry has registered 609 airplanes. On an annualized basis this yields 812 units. So, if industry players other than Cessna can double sales in two years (a reasonably conservative estimate), Cessna would represent 30% of the total when they reach full production.

Cessna Debuts Its Skycatcher LSA at Oshkosh

By Dan Johnson || April 9, 2010 Leave a Comment

Skycatcher -- like the new name? -- is seen with the new nose cowl and straight (no longer swept forward wings). Gull wing doors remain but this mock-up has a full, painted interior. A generous baggage area is available behind seats that tilt forward (though I found them a bit short in the backrest). A single glass screen is standard.

In a major ceremony the day before AirVenture Oshkosh opened, Cessna debuted a "full-scale mock-up" of the Skycatcher. And indeed it showed some fresh ideas. But first, the answers to common questions. *** Bowing to the established A&P community the Wichita giant selected a Contintental O-200 100-hp engine. Later they hope the engine will trim 25-30 pounds, an important goal as empty weight came in at 830 pounds. Price was set at $109,500 though Skycatcher comes equipped with a slim, vertically-oriented Garmin G300 PFD/MFD (a second screen is optional); offered exlusively by Cessna. Cabin width is an adequate 44.25 inches, some five inches wider than a C-150 (though less generous than many LSA). *** Innovations include an excellent joystick that routes forward so the floor is unobstructed for entry. Rudder pedals, not seats, adjust (see big black knob at lower left). The flap handle is recessed in a center console. Cessna says the yet-to-fly Skycatcher will cruise up to 118 knots for 470 nm on 24 gallons of fuel. First production is slated for "2nd half 2009." Cessna started taking deposits, launched by two orders from EAA.

In a major ceremony the day before AirVenture Oshkosh opened, Cessna debuted a “full-scale mock-up” of the Skycatcher. And indeed it showed some fresh ideas. But first, the answers to common questions. *** Bowing to the established A&P community the Wichita giant selected a Contintental O-200 100-hp engine. Later they hope the engine will trim 25-30 pounds, an important goal as empty weight came in at 830 pounds. Price was set at $109,500 though Skycatcher comes equipped with a slim, vertically-oriented Garmin G300 PFD/MFD (a second screen is optional); offered exlusively by Cessna. Cabin width is an adequate 44.25 inches, some five inches wider than a C-150 (though less generous than many LSA). *** Innovations include an excellent joystick that routes forward so the floor is unobstructed for entry. Rudder pedals, not seats, adjust (see big black knob at lower left). The flap handle is recessed in a center console. Cessna says the yet-to-fly Skycatcher will cruise up to 118 knots for 470 nm on 24 gallons of fuel.

One Production Skycatcher Here… 999+ to Follow

By Dan Johnson || April 9, 2010 Leave a Comment

Cessna's first China-built Skycatcher arrives. The drawings reflect an earlier version (hint: note the tail volume in the drawing versus the photo). Also, curious...compare the size of a single engine nacelle on the Citation jet compared to the entire Skycatcher fuselage. More Skycatcher details.

It begins! The long awaited arrival of Cessna into the ranks of Special Light-Sport Aircraft has begun, with the first Shenyang-produced Skycatcher arriving in Wichita. The company reports taking more than 1,000 orders. At Oshkosh 2009, company officials said production would commence as originally planned in 2009 but that 2010 will be the year of substantial deliveries from their Chinese contract manufacturer. Soon, we'll begin to see registered Skycatchers show up on our market share reports. *** Magazine reporters started to gain access for evaluation flights, though the first of those occurred on a slightly overweight prototype. Initial reports were positive, mirroring comments from Cessna managers who have gotten to fly the prototypes. Performance and payload are factors sure to be gauged by additional flight reviewers as production versions become available. So far, flights have occurred on the #2 prototype that was rebuilt after an incident following spin tests; that aircraft landed under parachute canopy and did not sustain major damage. *** As Cessna (along with most other producers) absorbs the punishment of a shriveled bizjet market, the Skycatcher is welcome bright spot. Cessna VP of Communications, Bob Stangerone -- one of the lucky fellows who has flown Skycatcher -- was reported as saying, "Modifications will need to be made to the first 10 or so Skycatchers after they arrive until design changes can be incorporated into the production line." Design changes include increasing the size of the tail, adding a ventral fin, and lengthening the rudder.

Catching Up with Cessna’s Skycatcher Plans

By Dan Johnson || April 9, 2010 Leave a Comment

Cessna's next major program milestone will be when Chinese producer Shenyang completes their first Skycatcher followed by its first flight. First deliveries are still expected in the last half of 2009.

Everyone interested in Light-Sport Aircraft is aware of Cessna's loss of prototype #1 when it entered an "unrecoverable spin." After Cirrus Design announced a slowdown in the development of their SRS, people have been wondering if Cessna would alter their plans for Skycatcher. Short answer: No. All is proceeding according to schedule. *** At AOPA Expo 2008, the Wichita giant reported that the now-lost Skycatcher prototype accumulated 220 hours in flight testing. Cessna will enlist their first production model to complete these primary evaluations. A third Skycatcher airframe will undergo various static tests. *** The company remains dedicated to ASTM standards. However, as general aviation's leading producer, Cessna prefers to go beyond industry consensus standards so they also plan ground vibration tests (which can check for flutter) and airframe fatigue testing. Both employ elaborate test equipment to evaluate an airframe's integrity and response to repeated in-flight loads. Both are complex studies that Cessna's large organization can accomplish. *** Cessna also reported that production assembly jigs and tooling have been completed at Shenyang Aircraft Corporation, the Chinese factory that will do the fabrication. They plan to ship Skycatcher's engine, avionics, and raw materials from the USA while Cessna personnel on-site will provide ongoing quality assurance.

Everyone interested in Light-Sport Aircraft is aware of Cessna’s loss of prototype #1 when it entered an “unrecoverable spin.” After Cirrus Design announced a slowdown in the development of their SRS, people have been wondering if Cessna would alter their plans for Skycatcher. Short answer: No. All is proceeding according to schedule. *** At AOPA Expo 2008, the Wichita giant reported that the now-lost Skycatcher prototype accumulated 220 hours in flight testing. Cessna will enlist their first production model to complete these primary evaluations. A third Skycatcher airframe will undergo various static tests. *** The company remains dedicated to ASTM standards. However, as general aviation’s leading producer, Cessna prefers to go beyond industry consensus standards so they also plan ground vibration tests (which can check for flutter) and airframe fatigue testing. Both employ elaborate test equipment to evaluate an airframe’s integrity and response to repeated in-flight loads.

Going Multimedia (Reluctantly at First)

By Dan Johnson || January 28, 2010 Leave a Comment

LSA Videos -- Direct from Sebring 2010... thanks to ultrafast editing by UltralightNews -- here are quick takes (top left, clockwise) on Rose Pelton's own Skycatcher; Belite Aircraft's Part 103 ultralight vehicles; the just-announced PiperSport; and the HKS-powered Quasar Lite.

Lots of other aviation news organizations embraced multimedia before ByDanJohnson.com did. We figured online was already quite lively with hyperlinks and true interactivity as represented by our exclusive PlaneFinder 2.0 feature. *** About a year ago, of UltralightNews approached me with an idea to do brief reviews of LSA. I accepted his invitation and today we are well on our way to having a 4-8 minute video mini-review for each of the 105 SLSA on the market. Other professional outlets like AvWeb, ANN, AOPA, and EAA offer multimedia topics all over the aviation map, but ByDanJohnson.com maintains a tight focus on all manner of light aircraft flown by Sport Pilots. *** With that manifesto in mind, we observe for you that we just posted new reviews on our LSA Videos page and we invite you to watch these... for free and without even having to register. That's the Internet way, though I hope you will consider signing up as a member for only $29 a year -- you can read hundreds of full-length pilots reports for the fee. *** After Sebring 2010, Loveman and I have made short videos of about 50 of the 105 SLSA plus a few other interesting aircraft in the Light-Sport space. We hope you enjoy them all. You can see these here or on UltralightNews' YouTube channel, which helps enlarge the number of viewers. But if you view them right here, you'll get a short paragraph to help you decide which ones to watch plus an easy hyperlink to all other content we have on that aircraft including all contact info. By this means, we think ByDanJohnson.com is delivering more value than other LSA resources. Go enjoy! They are fun, fast, factual, and free.

Flying through Turbulence; Even Big Boys Affected

By Dan Johnson || October 29, 2008 Leave a Comment

As events have significantly driven LSA sales to date, shows like AOPA's Expo, the Sebring LSA Expo, and Sun 'n Fun loom large on the horizon. At AOPA, Light-Sport Aircraft are expected to represent about a quarter of all display airplanes.

Most producers in the Light-Sport Aircraft sector welcomed the LSA market entry announced by Cessna and Cirrus at Oshkosh 2007. July of last year looks like the "good old days," as aviation from LSA to VLJs -- essentially all of GA -- is roiled by global economic uncertainty. *** Compounding the challenges, Cessna had an "unrecoverable" spin incident with their Skycatcher 162. Even BRS got drawn in with a rocket-deployed parachute that for reasons yet unknown didn't save the airframe. Both companies are sure to work out these issues; test failures are an accepted part of aircraft development. *** Cirrus stepped down to a 3-day workweek (AvWeb article) to cope with slowing sales. Like Cessna, Cirrus is managing multiple developments. Their jet project consumes plenty of resources so when watching costs, it's little surprise that the Duluth company might put their SRS Light-Sport project on the back burner. *** LSA producers already active in the field may gain from these development setbacks as they will give the newer, smaller companies more time to build their infrastructure. Meanwhile, marketing efforts continue...AOPA Expo starts in one week with 15 or so LSA expected, and planning is well underway for the year-starting Sebring LSA Expo and the season-launching Sun 'n Fun LSA Mall.

Most producers in the Light-Sport Aircraft sector welcomed the LSA market entry announced by Cessna and Cirrus at Oshkosh 2007. July of last year looks like the “good old days,” as aviation from LSA to VLJs — essentially all of GA — is roiled by global economic uncertainty. *** Compounding the challenges, Cessna had an “unrecoverable” spin incident with their Skycatcher 162. Even BRS got drawn in with a rocket-deployed parachute that for reasons yet unknown didn’t save the airframe. Both companies are sure to work out these issues; test failures are an accepted part of aircraft development. *** Cirrus stepped down to a 3-day workweek (AvWeb article) to cope with slowing sales. Like Cessna, Cirrus is managing multiple developments. Their jet project consumes plenty of resources so when watching costs, it’s little surprise that the Duluth company might put their SRS Light-Sport project on the back burner.

More Details Emerge on Cessna’s China Plan

By Dan Johnson || December 17, 2007 Leave a Comment

Read opinions of individuals expressing themselves regarding Cessna's China plan for Skycatcher. The Wichita giant is taken to task by many writers, but I admire Cessna's willingness to air these messages in a public forum. VP of Marketing Tom Aniello prefaces with the company's view of the decision.

Details continue to emerge regarding Cessna's plan to have the Skycatcher built in China. After fabrication, assembly, and flight test north of Beijing, Skycatchers will be partly disassembled and packed in containers for ocean shipment to the USA. Cessna CEO Jack Pelton indicated that at least three of Cessna's authorized service centers, including one in Wichita, will reassemble their LSA in the U.S. for delivery to retail customers through Cessna dealers. *** In addition to reducing Skycatcher production costs, Pelton was reported saying the Chinese agreement is advantageous for Cessna because, "we didn't want to lose focus" on the more profitable business jet market segment while ramping up the infrastructure necessary to build the LSA. *** Shenyang Aircraft will start work on tooling for the Skycatcher in 2008 and could start initial manufacturing operations late next year or early in 2009. Pelton believes Shenyang will have 400-500 employees working on Skycatcher when it reaches full production, forecast at 700 Skycatchers per year. Initial production rates will be closer to 150 to 200 aircraft per year, he said, then ramping up. *** Pelton said the Shenyang agreement does not include any Skycatchers for the Chinese market. But Chinese officials have already bought more than 100 Cessna Skyhawks for flight training.

Details continue to emerge regarding Cessna’s plan to have the Skycatcher built in China. After fabrication, assembly, and flight test north of Beijing, Skycatchers will be partly disassembled and packed in containers for ocean shipment to the USA. Cessna CEO Jack Pelton indicated that at least three of Cessna’s authorized service centers, including one in Wichita, will reassemble their LSA in the U.S. for delivery to retail customers through Cessna dealers. *** In addition to reducing Skycatcher production costs, Pelton was reported saying the Chinese agreement is advantageous for Cessna because, “we didn’t want to lose focus” on the more profitable business jet market segment while ramping up the infrastructure necessary to build the LSA. *** Shenyang Aircraft will start work on tooling for the Skycatcher in 2008 and could start initial manufacturing operations late next year or early in 2009. Pelton believes Shenyang will have 400-500 employees working on Skycatcher when it reaches full production, forecast at 700 Skycatchers per year.

LSA Market Shares Stabilize But Change On Horizon

By Dan Johnson || August 9, 2007 Leave a Comment

If you want more information on the leaders or any certified Special Light Sport Aircraft visit our SLSA List. Source: FAA registrations elaborated by Jan Fridrich of the Czech Light Aircraft Association. Czech aircraft comprise 31% of all LSA, the largest single country (USA has 25%).

In the month of July 2007 the LSA industry registered 71 more aircraft bringing the total to 904 fixed wing airplanes. That represents a spurt of 11% in one month and an even 60% growth in registered LSA since January 1st 2007. *** In all categories, Americans are flying 1,134 SLSA. Weight Shift aircraft registered an additional 27 aircraft, powered parachutes added 6 and LSA gliders achieved their first registration. *** The leading companies (see chart) were barely changed with the top five holding nearly identical market share from last month. CubCrafters inched up a notch and Czech Aircraft Works narrowly passed Remos. Further down the market share list, positions still saw little fluctuation. This equilibrium will surely be disturbed with the entry of Cirrus (by August 2008, they say) and Cessna* (in the second half of 2009) but for 27 months, customers have generally kept their brand loyalties. *Cessna reported more than 550 sales in the week of AirVenture Oshkosh. Cirrus' SRS prototype drew large crowds at their display. Many aviation leaders finally declared, "LSA is here to stay." UPDATE: AvWeb reported today that Cessna now has 720 orders for Skycatcher.

Cessna Announces a “Go” for their LSA

By Dan Johnson || July 10, 2007 Leave a Comment

Visitors will see the "final" version of this prototype at Oshkosh. We also expect to hear what engine they selected...Rotax or Continental. And, I expect we may hear another major GA producer announce LSA plans, too.

Few will be surprised at this point, but today Cessna made their official announcement that they will proceed with their LSA program. Though we've already seen a proof-of-concept aircraft, the Wichita company says they will unveil a full-scale mockup and program details at Oshkosh in less than two weeks. "After conducting extensive market research, it is clear to us there is a great need for this aircraft as we strive to drive down the cost of flying and learning to fly," said Cessna CEO Jack Pelton. "We believe this aircraft will make a major contribution to stimulating new pilot starts and will encourage already-licensed pilots to continue to fly because it will be more affordable." Pelton reported that the Cessna Sport incorporates several innovative features into the design and they believe they can deliver what they say is "the finest aircraft in the category at an attractive price." The company will brief media on Sunday, show the aircraft on Monday the 23rd, and have a forum on the Cessna LSA later on Monday.

Few will be surprised at this point, but today Cessna made their official announcement that they will proceed with their LSA program. Though we’ve already seen a proof-of-concept aircraft, the Wichita company says they will unveil a full-scale mockup and program details at Oshkosh in less than two weeks. “After conducting extensive market research, it is clear to us there is a great need for this aircraft as we strive to drive down the cost of flying and learning to fly,” said Cessna CEO Jack Pelton. “We believe this aircraft will make a major contribution to stimulating new pilot starts and will encourage already-licensed pilots to continue to fly because it will be more affordable.” Pelton reported that the Cessna Sport incorporates several innovative features into the design and they believe they can deliver what they say is “the finest aircraft in the category at an attractive price.” The company will brief media on Sunday, show the aircraft on Monday the 23rd, and have a forum on the Cessna LSA later on Monday.

Cessna Sport Sports a New Nose Job

By Dan Johnson || April 26, 2007 Leave a Comment

Top: Austrian Rotax Sport at AirVenture Oshkosh 2006. Below: American Continental Sport at Sun 'n Fun 2007. Both supply 100 horsepower.

Sun 'n Fun 2007 brought several interesting announcements; you'll want to keep reading SPLOG in the days ahead. One surprise was what Cessna did with the Sport, their possible entry into the LSA field. Comments ranged from, "Now, that's the right engine to use" to "What an ugly cowling" to other vivid expressions. Cessna shoehorned a 100-hp O-200 Continental into their proof-of-concept LSA entry (still with a spartan interior). Well, truthfully, it doesn't look like much shoehorning happened. Instead, to accommodate the Continental, Sport's nose cowling now bulges like a weightlifter. The O-200 also adds weight -- reportedly "only" 30 pounds when Continental releases their Light Sport engine. That will further squeeze useful load but the Continental engine may satisfy a flock of potential Cessna Sport buyers -- when and if the Wichita giant decides to produce it. General aviation still has a legion of folks who don't like the Rotax 912 series that otherwise dominates light-sport aviation. Maybe they just don't understand its strengths but Rotax has yet to win the hearts of GA mechanics.

Sun ‘n Fun 2007 brought several interesting announcements; you’ll want to keep reading SPLOG in the days ahead. One surprise was what Cessna did with the Sport, their possible entry into the LSA field. Comments ranged from, “Now, that’s the right engine to use” to “What an ugly cowling” to other vivid expressions. Cessna shoehorned a 100-hp O-200 Continental into their proof-of-concept LSA entry (still with a spartan interior). Well, truthfully, it doesn’t look like much shoehorning happened. Instead, to accommodate the Continental, Sport’s nose cowling now bulges like a weightlifter. The O-200 also adds weight — reportedly “only” 30 pounds when Continental releases their Light Sport engine. That will further squeeze useful load but the Continental engine may satisfy a flock of potential Cessna Sport buyers — when and if the Wichita giant decides to produce it. General aviation still has a legion of folks who don’t like the Rotax 912 series that otherwise dominates light-sport aviation.

Come See Them All…at the Sebring LSA Expo

By Dan Johnson || January 4, 2007 Leave a Comment

See -- and fly! -- the industry leading Light-Sport Aircraft from all across the nation. The season-opening airshow has high wings, low wings, mid-wings, flex wings, 'chute wings, rotary wings, and more.

We're down to the last week before the 2007 Sebring LSA Expo kicks off a new year in sport aviation. In attendance will be every market-leading airplane and some in the works. One of the most watched of these is the Cessna LSA. The company is still working on their "business case," a formal plan for the Textron board to allow them to consider Cessna's proposed entry to the world of Light-Sport Aircraft. But while the Wichita giant makes its decision key Cessna people will staff the company's exhibit at Sebring...virtually sealing the case for the Expo being an important event on the LSA calendar. Sun 'n Fun has also bought space to promote their full airshow in April. EAA will be hosting a whole series of forums. LAMA will holds its annual member meeting. And other groups will gather. Media people are asking for credentials. Bob Wood and his team are ready for a crowd at this season-opening trade show. Let's go flying!

We’re down to the last week before the 2007 Sebring LSA Expo kicks off a new year in sport aviation. In attendance will be every market-leading airplane and some in the works. One of the most watched of these is the Cessna LSA. The company is still working on their “business case,” a formal plan for the Textron board to allow them to consider Cessna’s proposed entry to the world of Light-Sport Aircraft. But while the Wichita giant makes its decision key Cessna people will staff the company’s exhibit at Sebring…virtually sealing the case for the Expo being an important event on the LSA calendar. Sun ‘n Fun has also bought space to promote their full airshow in April. EAA will be hosting a whole series of forums. LAMA will holds its annual member meeting. And other groups will gather. Media people are asking for credentials.

Cessna Visit; Checking Progress Toward Their LSA

By Dan Johnson || November 29, 2006 Leave a Comment

After engineers were satisfied with initial flight results, the proof of concept Cessna LSA has accumulated more than a dozen flights and continues its remarkably fast development.

Yesterday, I paid a visit to Cessna Aircraft and was generously hosted by John Doman, their VP of worldwide prop aircraft sales, Roger Martin, director of prop marketing, and Darren Jones, one of Cessna's LSA Core Team members and a principal author of the business case being prepared to show Cessna and Textron management why proceeding with the LSA is advised. Leaders are still grappling with several challenges but one aspect has been confirmed. Through potential customer research and by talking to their 400 Cessna Pilot Centers and their dozens of STAR dealers, Cessna has become certain of the market for an LSA. You may already be convinced of this but the world's largest airplane builder has data to prove their conclusion...such as 3,300 qualified customer surveys from those distributed at EAA AirVenture Oshkosh. We were also given a tour of their jet manufacturing in one of the largest buildings in the state of Kansas. In addition to lots of prop planes, Cessna leads all companies in bizjet production, putting more than 300 a year out the door.

Yesterday, I paid a visit to Cessna Aircraft and was generously hosted by John Doman, their VP of worldwide prop aircraft sales, Roger Martin, director of prop marketing, and Darren Jones, one of Cessna’s LSA Core Team members and a principal author of the business case being prepared to show Cessna and Textron management why proceeding with the LSA is advised. Leaders are still grappling with several challenges but one aspect has been confirmed. Through potential customer research and by talking to their 400 Cessna Pilot Centers and their dozens of STAR dealers, Cessna has become certain of the market for an LSA. You may already be convinced of this but the world’s largest airplane builder has data to prove their conclusion…such as 3,300 qualified customer surveys from those distributed at EAA AirVenture Oshkosh. We were also given a tour of their jet manufacturing in one of the largest buildings in the state of Kansas.

Unveiling New LSA at EAA AirVenture Oshkosh 2006

By Dan Johnson || October 23, 2006 Leave a Comment

New LSA expected at EAA's "Greatest Aviation Celebration" are only guesstimates at this time, what with Cessna and potential producers like Van's Aircraft (image) still veiled. We'll know more soon!

What fascinating new airplanes might we expect at AirVenture 2006 in only a few days? Excitement surrounds Cessna's "proof-of-concept" entry. The company has no final determination, but they'll reveal their PoC LSA near AeroShell Square at 9:30 on opening Monday. *** Later may come an entry from Van's Aircraft, supplier of the most popular kit aircraft. They report, "We are now in the earliest stages of building a 'proof-of-concept' airplane...the RV-12. It's an all metal side-by-side airplane with a low wing. It uses a tricycle landing gear and has a 100 hp Rotax 912S for power." Hmmm? Cessna is also rumored to be considering Rotax. What could this mean for Rotax's penetration into the GA world, what with the largest GA and kit producers looking at the brand? Decisions aren't final, though. Van's Aircraft added, "We'd welcome written or emailed thoughts on the concept. [But] we can't answer questions about the RV-12, either on the phone or in any written format." At AirVenture 2006, you might get some answers. Keep watching SPLOG.

What fascinating new airplanes might we expect at AirVenture 2006 in only a few days? Excitement surrounds Cessna‘s “proof-of-concept” entry. The company has no final determination, but they’ll reveal their PoC LSA near AeroShell Square at 9:30 on opening Monday. *** Later may come an entry from Van’s Aircraft, supplier of the most popular kit aircraft. They report, “We are now in the earliest stages of building a ‘proof-of-concept’ airplane…the RV-12. It’s an all metal side-by-side airplane with a low wing. It uses a tricycle landing gear and has a 100 hp Rotax 912S for power.” Hmmm? Cessna is also rumored to be considering Rotax. What could this mean for Rotax‘s penetration into the GA world, what with the largest GA and kit producers looking at the brand? Decisions aren’t final, though. Van’s Aircraft added, “We’d welcome written or emailed thoughts on the concept.

Cessna Unveils Their Light-Sport Aircraft POC

By Dan Johnson || October 23, 2006 Leave a Comment

Yes, it's a Cessna. Yes, it's a Light-Sport Aircraft. And yes, it's now out for all to see. Many industry insiders gave the big producer credit for a solid entry...or proposed entry; Cessna officials remain in "study mode" for their newest creation.

Almost first thing on opening day at AirVenture, Cessna lifted the black covering that kept their Proof-of-Concept LSA a secret. The veil is off and now we all know what the world's largest airplane builder has in mind. Top Cessna officials, including president Jack Pelton, still say they are studying the entry. They'll make their decision in the first quarter of 2007. Several issues are still being investigated inside the company and they will be surveying visitors at AirVenture to see what they think. *** The big question is..."What's it look like?" The photo explains much, but what you can't see is mostly metal construction with limited composite, It has gull-wing doors and significantly, it's powered by a 100-hp Rotax 912S. The Proof of Concept Cessna LSA had no interior or avionics. If they decide to proceed it will sell for under $100,000. *** Many industry leaders applauded the entry as credible and attractive and many I talked to enthusiastically welcomed Cessna, if for no other reason than the validation it offers to Light-Sport Aircraft.

Almost first thing on opening day at AirVenture, Cessna lifted the black covering that kept their Proof-of-Concept LSA a secret. The veil is off and now we all know what the world’s largest airplane builder has in mind. Top Cessna officials, including president Jack Pelton, still say they are studying the entry. They’ll make their decision in the first quarter of 2007. Several issues are still being investigated inside the company and they will be surveying visitors at AirVenture to see what they think. *** The big question is…”What’s it look like?” The photo explains much, but what you can’t see is mostly metal construction with limited composite, It has gull-wing doors and significantly, it’s powered by a 100-hp Rotax 912S. The Proof of Concept Cessna LSA had no interior or avionics. If they decide to proceed it will sell for under $100,000. *** Many industry leaders applauded the entry as credible and attractive and many I talked to enthusiastically welcomed Cessna, if for no other reason than the validation it offers to Light-Sport Aircraft.

Cessna LSA Flies, Prepares for Sebring, More…

By Dan Johnson || October 23, 2006 Leave a Comment

Now it flies! And you can see it up close and personal at the Sebring U.S. Sport Aviation Expo on January 11-14, 2007. Sebring is "the only US event of its size, totally focused on LSA and Sport Pilot!"

Unless you were hiding out in Italian vineyards like I was, you know Cessna flew their LSA on Friday the 13th (no superstition in Wichita, evidently). EAA's Sport Pilot website has more details (and in-flight photo proof). What you may not know is that the big company will make a marketing splash at Sebring's LSA Expo. Oh, I'm sure the Cessna LSA entry will also display at the AOPA Palm Springs Expo on Nov. 9-11. But Sebring's January 2007 Expo is the coming-out party for new and upgraded LSA. So Cessna's purchase of a booth at the Florida event is significant. *** They are also rumored to be checking out a parachute installation, probably since so many LSA come similarly equipped but it would also gain an extra safety margin for their test pilots. *** I'll be paying the world's largest airplane producer a visit in late November. They declined make the LSA available for press flights until a go/no-go decision in early 2007. But I'll have a further update after my visit

Unless you were hiding out in Italian vineyards like I was, you know Cessna flew their LSA on Friday the 13th (no superstition in Wichita, evidently). EAA’s Sport Pilot website has more details (and in-flight photo proof). What you may not know is that the big company will make a marketing splash at Sebring’s LSA Expo. Oh, I’m sure the Cessna LSA entry will also display at the AOPA Palm Springs Expo on Nov. 9-11. But Sebring’s January 2007 Expo is the coming-out party for new and upgraded LSA. So Cessna’s purchase of a booth at the Florida event is significant. *** They are also rumored to be checking out a parachute installation, probably since so many LSA come similarly equipped but it would also gain an extra safety margin for their test pilots. *** I’ll be paying the world’s largest airplane producer a visit in late November.