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News & Video on Light-Sport Aircraft, Sport Pilot Kits, and Ultralight Aircraft

Cessna (Shenyang) Aircraft

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

Email: corpcomm@cessna.textron.com

Phone: (800) 423-7762

Witchita, KS 67215 - USA

Cessna — Skycatcher (2012)

By Dan Johnson || Leave a Comment

Cessna had a great 2011 with more LSA registrations than any other brand, by a wide margin and for the first time. In this video we speak with new Skycatcher Business Leader Tracy Leopold and regional sales manager Kelly Spaulding about the leadership changes, price changes, and more regarding the LSA entry from the world's largest airplane producer.

Cessna had a great 2011 with more LSA registrations than any other brand, by a wide margin and for the first time. In this video we speak with new Skycatcher Business Leader Tracy Leopold and regional sales manager Kelly Spaulding about the leadership changes, price changes, and more regarding the LSA entry from the world’s largest airplane producer.

Cessna — Skycatcher Discover Flying (0812)

By Dan Johnson || Leave a Comment

Meet the eight youthful-faced Cessna "kids" that served as ambassadors for Cessna as they flew eight distinctively-painted and numbered Skycatcher LSA around the USA promoting Sport Pilot, Light-Sport Aircraft... and, of course, Skycatcher. After we meet each ambassador pilot and their dispatcher to hear of their experiences, we speak with Tracy Leopold about Cessna's move into Primary Category certification so the company can more quick satisfy Skycatcher demand in Europe.

Meet the eight youthful-faced Cessna “kids” that served as ambassadors for Cessna as they flew eight distinctively-painted and numbered Skycatcher LSA around the USA promoting Sport Pilot, Light-Sport Aircraft… and, of course, Skycatcher. After we meet each ambassador pilot and their dispatcher to hear of their experiences, we speak with Tracy Leopold about Cessna’s move into Primary Category certification so the company can more quick satisfy Skycatcher demand in Europe.

Cessna — Skycatcher

By Dan Johnson || 2 Comments

With Special Light-Sport Aircraft #1 from the biggest general aviation producer, Cessna showed off Rose Pelton's very own aircraft that she flew to Sebring from Wichita. The wife of company CEO, Jack, this is Rose's own airplane and she was kind enough to let us show you around it. Jump inside with us as we show you around the 1,000+ selling Skycatcher.

With Special Light-Sport Aircraft #1 from the biggest general aviation producer, Cessna showed off Rose Pelton’s very own aircraft that she flew to Sebring from Wichita. The wife of company CEO, Jack, this is Rose’s own airplane and she was kind enough to let us show you around it. Jump inside with us as we show you around the 1,000+ selling Skycatcher.

LSA “Market Failing” Statement and My Response

By Dan Johnson || 3 Comments

This month, I had an email exchange with a leader in aviation. I debated if I should reply. For a time, I did not but I felt compelled given the person's stature. I was driven to attempt informing those this individual might influence. I further pondered if I should write an article about it, but I feel one must confront potential errors if for no other reason than to promote healthy dialogue.
Cessna Skycatcher sold briskly for a time but was withdrawn from the market after more than 270 were delivered. Is that a failure?

Cessna Skycatcher sold briskly for a time but was withdrawn from the market after more than 270 were delivered. Is that a failure?

I am not to going reveal with whom I had this exchange. Personality isn't important to the discussion but this person expressed what I suspect represents the opinion of a fair share of general aviation pilots, at least those who have not fully explored recreational aircraft such as LSA, or light kits, or ultralights. The following comes from our second round of email. In the first, the writer referred to LSA "market failings" and I asked what was meant. The person wrote, "As for the 'LSA market's failings,' I'll point to a few: Cessna Skycatcher dead and gone, Piper and Cirrus both abandoned the market after fitful starts." My reply: I would not in any way call those market failings. I would call them the market functioning quite perfectly. Cessna Skycatcher was not the product the market wanted; even their own dealers or flight schools generally didn't embrace it. As they worked on the design, people told them they made poor choices (engine, vertical tail volume, more) but Cessna felt they had to do it their way. I write this a big fan of Cessna; I did much of my early flying in Cessnas, have flown them many hundreds of hours, and I've owned three. Rather than develop their own model, Piper chose... to contract with Czech Sport Aircraft to rebadge their existing SportCruiser LSA as the PiperSport. They sold more than 70 in one year. I'm not sure that qualifies as a market failing.
Cirrus planned to represent the company-named SRS. This model flew for years before in Europe and still does as the Fk14 Polaris. It may return to the USA under the European name and will be represented by Hansen Air Group.

Cirrus planned to represent the company-named SRS. This model flew for years before in Europe and still does as the Fk14 Polaris. It may return to the USA under the European name and will be represented by Hansen Air Group.

Cirrus also selected an existing model. However, they insisted on "Cirrus-izing" their SRS model and got so deeply into it that they never made it to market. That model, known as the FK Lightplanes FK14 Polaris is quite successful in Europe. It comes from a manufacturer still producing, one that has been in business quite profitably for nearly 30 years. Therefore, I'd hardly call that a market failing either. I implored of this other aviation leader... "Market failing" is such a negative term, especially when it may be incorrect. I hope you will consider not repeating it. Let's keep it positive. I could not rest with the preceding. The naysayer's general viewpoint appears to represent what I'd call a common myopia among American pilots who fail to consider the rest of the world. Here is a link to an article recently published by General Aviation News that gives more detail. Summary factoid:  In 2014, the General Aviation Manufacturers Association (GAMA) reported deliveries of 969 single engine piston certified aircraft worldwide. For comparison, LSA-like aircraft sold around the world in that year exceeded 3,000 units. The negativity continued with the other writer stating, "Several of the LSAs that remain on the market have poor flying qualities... and prices for LSAs are higher than what was anticipated at the start." My reply: Yes, some LSA prices are much higher than we once expected but most of those are all-carbon-fiber, full glass-paneled aircraft with autopilot, ADS-B out, airframe parachutes, leather interiors, and more such deluxe equipment that customers demanded. As we all know, such fancy gear adds considerably to prices even without high certification costs.
For a few months named PiperSport, the more permanently named SporCruiser was previously and is still successfully represented by U.S. Sport Aircraft.

For a few months named PiperSport, the more permanently named SporCruiser was previously and is still successfully represented by U.S. Sport Aircraft.

We also have perfectly airworthy (as judged by FAA designees) and fun to fly airplanes available for $50-75,000, which, given inflation, is actually less expensive than we forecast. Those prices are for three axis, fixed wing aircraft but if you will accept a gyroplane (still only a kit LSA, due to FAA's reluctance to fix this), a weight shift aircraft, or a powered parachute, the prices can be much lower. You may not care for those aircraft but many pilots do. They fly like a duck... etc., so any new aircraft that satisfies is a good thing — they keep pilots flying — and their prices can dip below $30,000. In 2004 dollars that's less than half what we once forecast. Forecasts of market functions — like weather forecasting — are often wrong. In 2003 and 2004, no one, myself included, correctly guessed where the LSA market was headed. Flying qualities can be very subjective; it depends what you want, are ready for, and what mission you have for the airplane. I've flown some certified airplanes that have less than optimal flying qualities. An H-model Beechcraft Bonanza I loved had a nightmarishly complex fuel system and my insurance check instructor absolutely forbade me from deliberately stalling it.
BushCat (along with a few other brands) is a great example of how LSA prices are actually lower than once expected if compared in constant dollars.

BushCat (along with a few other brands) is a great example of how LSA prices are actually lower than once expected if compared in constant dollars.

Finally the writer added, "Very few LSA makers are thriving financially, and several are barely hanging on." My reply: I will not say that is wrong as I have no access to their accounting documents, but companies like Tecnam, Pipistrel, Aeropro, AutoGyro, and several others seem to be doing quite well. Would you expect every single manufacturer to thrive financially? If that is a requirement for market success by your definition, then the GA Type Certified market is not particularly healthy either. While I would not disagree that some producers are suffering in a lethargic world economy, "hanging on" is still in business. Indeed, only a few of the 90+ manufacturers have departed the LSA market permanently. If I look at general aviation companies like Maule and Eclipse (contemporarily) or Bellanca and Navion (from days gone by), I see TC producers that are not even hanging on anymore, or marginally so. Again, this is the market working, not failing. This is much like an economic recession being a corrective occurrence as it redirects malinvestments to better purposes. Our exchange also included talk about FAA Part 23 rewrite project about which this person also has reservations and I responded to those comments as well. However, the above is enough for now and makes my point, I hope. If you have comments about this article and the opinions of the other writer or my replies to that person, feel free to post them on my Facebook page, where I've posted a brief preview to this article.
2112_5

Click on chart to enlarge.

Chart Sources: LAMA and LAMA Europe; ByDanJohnson.com Market Share Info; GAMA; Recreation Aviation Australia; and, other individuals that offered input. Best Effort Statement: While care was taken and broad experience was applied to the counting, considerable interpretation was needed to create this chart. National figures are based on reports from many countries, laboriously assembled by GAMA, a study made significantly more difficult by widely varying reporting systems that define aircraft differently and group them by differing methods. GAMA's numbers were then further interpreted based on expert knowledge. For Further Comparison: The U.S. type certified single engine piston (SEP) fleet — accounting for an estimated 80% of the global fleet of such aircraft — numbers 137,500 aircraft. Worldwide, the TC SEP fleet may count 165-175,000 aircraft; all other countries have about 20% of the global total. As we can identify about 13,000 LSA-like aircraft in the USA, America represents about 20% of all such recreational aircraft in the world; 80% are operating in other countries.

This month, I had an email exchange with a leader in aviation. I debated if I should reply. For a time, I did not but I felt compelled given the person’s stature. I was driven to attempt informing those this individual might influence. I further pondered if I should write an article about it, but I feel one must confront potential errors if for no other reason than to promote healthy dialogue. I am not to going reveal with whom I had this exchange. Personality isn’t important to the discussion but this person expressed what I suspect represents the opinion of a fair share of general aviation pilots, at least those who have not fully explored recreational aircraft such as LSA, or light kits, or ultralights. The following comes from our second round of email. In the first, the writer referred to LSA “market failings” and I asked what was meant.

Going, Going, Gone … So Long, Skycatcher?

By Dan Johnson || Leave a Comment

In the last few days, I was informed about a most unusual negotiation. A group that I agreed not to identify approached Cessna Aircraft with an offer to buy all remaining Skycatcher LSA. Various reports identify more than 80 aircraft parked around Wichita, home to the aviation giant. Some Skycatchers are allegedly complete, some supposedly lack engines or other components. The group with which I communicated made a multimillion dollar offer to acquire all this static inventory. Cessna took it seriously enough to send some executives to discuss the offer in person. "We thought we had it done," I was told by the leader of the group making the offer. "Eventually they got back to us and said it was a no-go. I think they plan to use the aircraft and parts they represent to maintain the existing Skycatcher fleet," my source said. Cessna has a proud tradition of supporting all their models for the long run. It is said you can still get parts for a Cessna 195, production of which ended 60 years ago. AOPA's LSA-friendly journalist, Al Marsh, reporting on the organization's website wrote, "Cessna Aircraft officials have decided that the remaining 80 two-seat Skycatcher light sport aircraft will not be sold, but rather will be used for spares. The decision came in late January when dealers were notified that the aircraft is no longer in the Cessna lineup. Cessna CEO Scott Ernest declared last fall [at the National Business Aircraft Association convention] that the Skycatcher had 'no future.' The Skycatcher no longer appears on the Cessna website." See earlier articles on the brouhaha created by Ernest's vehement dismissals of the Cessna LSA's future here and here. Our LSA market report shows 275 Skycatchers have been registered, including those still in Cessna's name. Subtracting 87 aircraft claimed to be sitting idle, this suggests 188 have been delivered to customers. My source indicated that Cessna experienced challenges with Shenyang Aircraft in China and might see the value in using unsold aircraft as a parts bin for those customer airplanes. Back when Cessna made the decision to contract with Shenyang to build Skycatchers, a wave of malcontent erupted with many Americans denouncing the move. (See our two articles here and here.) The company appeared to surmount that problem but as the 162 model finally got into customers hands some weren't impressed. When new CEO Ernest replaced Jack Pelton and sharply raised the price from $115,000 to $149,000, many took them up on the opportunity to get back their $5,000 deposit. Skycatcher never recovered and the once-strong order book numbering close to 1,000 withered dramatically. Al Marsh continued, "There was a brief effort to approve the Skycatcher in the Primary category for delivery in Europe [where a reported 80 orders were on the books; see article], but changes demanded by the FAA that would have required additional expensive flight testing halted those plans. Efforts to sell all remaining Skycatchers failed because Cessna officials did not want customers to be frustrated by a lack of parts." (See Al's full report at the link above.) One commenter to the AOPA story wrote, "It's a shame that the market can't support these newer low cost planes." While I hear his lament, I believe the market can and does support lower cost airplanes; in fact, much lower cost SLSA than Cessna's Skycatcher are available. And LSA sales are finally showing growth after some very sluggish years. The uncomfortable truth is Skycatcher didn't grab the market as the big company expected and now it appears to be flying off into the sunset. Legacy producers Cessna, Piper, and Cirrus may have all departed the LSA space but plenty of others are ready to fill the skies including huge kit builder Van's Aircraft plus numerous U.S. and foreign manufacturers. The next phase of this invasion by brands you never knew until the last decade may be in the four seat space where LSA companies are moving aggressively to develop much more cost effective four seaters (and even larger aircraft) to add to their two-seat LSA designs.

In the last few days, I was informed about a most unusual negotiation. A group that I agreed not to identify approached Cessna Aircraft with an offer to buy all remaining Skycatcher LSA. Various reports identify more than 80 aircraft parked around Wichita, home to the aviation giant. Some Skycatchers are allegedly complete, some supposedly lack engines or other components. The group with which I communicated made a multimillion dollar offer to acquire all this static inventory. Cessna took it seriously enough to send some executives to discuss the offer in person. “We thought we had it done,” I was told by the leader of the group making the offer. “Eventually they got back to us and said it was a no-go. I think they plan to use the aircraft and parts they represent to maintain the existing Skycatcher fleet,” my source said. Cessna has a proud tradition of supporting all their models for the long run.

Prototype Skycatcher Flies; CEO Pelton Feted

By Dan Johnson || Leave a Comment

Cessna CEO (and LAMA board member) Jack Pelton was named winner of the 2008 Aviation Week Laurel for Business and General Aviation. Notably, the international magazine referred to Cessna's LSA when making the award, "Jack Pelton has pushed Cessna to develop, refine, and deliver aircraft across its full line [including] the Skycatcher trainer..."

A Russian business aviation website released early news of Cessna making their first Skycatcher flight in Wichita, Kansas. LSA news spans the globe...when it's about Cessna. *** Jets.RU correspondent Paul Richfield wrote, "Cessna's 162 Skycatcher prototype flew for the first time on March 8 with test pilot Dale Bleakney at the controls. The one-hour mission included flight maneuvers to assess the stability and controllability of the new design." Big deal, you say? We have 75 approved SLSA models; they all took a first flight and you heard about few, if any, such flights. True, but none of them was Cessna. Even if the aircraft may appear unremarkable to you, LSA market entry by the $5 billion a year aircraft manufacturer is remarkable. *** The prototype Skycatcher is the first of three airframes to be built in Wichita, Cessna said. Next will be their "first production model," while a third is slated to be an engineering test article to meet ASTM standards. All Skycatcher engineering and test work will be done in Wichita. *** An intriguing part of the news was that "a final decision on powerplant selection is pending." UPDATE -- Cessna Director of Corporate Communications, Doug Oliver, read this post and clarified their meaning, "Our recent release on the first flight of the Skycatcher prototype may have been a bit misleading when it said we continue to evaluate the Continental engine. We mean only that we continue to gather data. We have selected the Continental engine for the Skycatcher...and we remain committed to Continental."

A Russian business aviation website released early news of Cessna making their first Skycatcher flight in Wichita, Kansas. LSA news spans the globe…when it’s about Cessna. *** Jets.RU correspondent Paul Richfield wrote, “Cessna’s 162 Skycatcher prototype flew for the first time on March 8 with test pilot Dale Bleakney at the controls. The one-hour mission included flight maneuvers to assess the stability and controllability of the new design.” Big deal, you say? We have 75 approved SLSA models; they all took a first flight and you heard about few, if any, such flights. True, but none of them was Cessna. Even if the aircraft may appear unremarkable to you, LSA market entry by the $5 billion a year aircraft manufacturer is remarkable. *** The prototype Skycatcher is the first of three airframes to be built in Wichita, Cessna said. Next will be their “first production model,” while a third is slated to be an engineering test article to meet ASTM standards.

Cessna’s “First Lady” gets Skycatcher #1

By James Lawrence || Leave a Comment

For those who missed the announcement back in 2007 when the Cessna C-162 Skycatcher was first announced, the planned delivery of the very first production airplane will stay in the Cessna family, as the happy owner is none other than Rose Pelton of Wichita, Kan. *** In case that name sounds familiar, it should: hubbie Jack Pelton is Cessna's CEO. *** “When I first saw the Skycatcher mockup at Oshkosh in 2007, I knew that was the aircraft I wanted to learn to fly in,” said Mrs. P. “I couldn’t be more excited...” *** More than 1,000 of the new, all-metal, Continental O-200D-powered SLSA have been ordered. *** Also in the next issue of Plane&Pilot, you'll want to check out the story of King Schools' new Web-based training system for sport and private pilot certificates. It'll be available through the Cessna Pilot Center network of flight schools. *** Side-Note Dept: Here's an interesting back-and-forth between the John and Martha King and Evektor VP Jim Lee on the King's blog about the spin testing on the C-162, which led to two separate crashes. As Lee attests, the Skycatcher isn't the only spin-tested LSA - the Evektor SportStar had 400 spin tests! *** Makes me want to know how many other SLSA have had spin testing, though ASTM doesn't require it for the LSA certificate. More on that as I do some digging... *** Meanwhile, we wish Mrs. Pelton many happy hours in her new Skycatcher. That airplane should be highly valuable one of these days for its place in Light Sport history. *** ---photos courtesy Cessna Aircraft

For those who missed the announcement back in 2007 when the Cessna C-162 Skycatcher was first announced, the planned delivery of the very first production airplane will stay in the Cessna family, as the happy owner is none other than Rose Pelton of Wichita, Kan. *** In case that name sounds familiar, it should: hubbie Jack Pelton is Cessna’s CEO. *** “When I first saw the Skycatcher mockup at Oshkosh in 2007, I knew that was the aircraft I wanted to learn to fly in,” said Mrs. P. “I couldn’t be more excited…” *** More than 1,000 of the new, all-metal, Continental O-200D-powered SLSA have been ordered. *** Also in the next issue of Plane&Pilot, you’ll want to check out the story of King Schools’ new Web-based training system for sport and private pilot certificates. It’ll be available through the Cessna Pilot Center network of flight schools.

Midwest School Gets First Skycatcher

By James Lawrence || Leave a Comment

Here’s a spot of welcome news for all those who've been waiting to get their hands on a Cessna 162 Skycatcher: Kansas Aviation, Inc. gets first honors for putting the long-delayed S-LSA into service for flight training and rentals. *** An interesting note: the school is a wholly-owned subsidiary of Yingling Aircraft, Inc., one of three domestic sites Cessna picked to assemble and test fly the Skycatcher once it arrives from the Chinese factory where it’s fabricated. *** The airplane was first delivered to a retail customer, Bravo Sierra Group, which leases the aircraft to Kansas Aviation for use in its Cessna Pilot Center (CPC). *** Rental rate harkens back to the day when sub-$100/hr rental rates were common: the Skycatcher is available at $98 per hour wet. *** Dave Tiday, the school's manager and Chief Flight Instructor, believes the Skycatcher “will be key to developing the next generation of pilots.” *** Powered by a Continental O-200D, 100-hp air-cooled engine with a fixed-pitch propeller, the Kansas Aviation C-162 has a Garmin G300 avionics system with a single, split-screen PFD (primary flight display) and an MFD (multi-function display). *** The school will also offer a Light Sport Aircraft Transition Course to train certificated pilots in the differences between conventional GA single engine planes and the Skycatcher.  *** Congratulations to Kansas Aviation!

Here’s a spot of welcome news for all those who’ve been waiting to get their hands on a Cessna 162 Skycatcher: Kansas Aviation, Inc. gets first honors for putting the long-delayed S-LSA into service for flight training and rentals. *** An interesting note: the school is a wholly-owned subsidiary of Yingling Aircraft, Inc., one of three domestic sites Cessna picked to assemble and test fly the Skycatcher once it arrives from the Chinese factory where it’s fabricated. *** The airplane was first delivered to a retail customer, Bravo Sierra Group, which leases the aircraft to Kansas Aviation for use in its Cessna Pilot Center (CPC). *** Rental rate harkens back to the day when sub-$100/hr rental rates were common: the Skycatcher is available at $98 per hour wet. *** Dave Tiday, the school’s manager and Chief Flight Instructor, believes the Skycatcher “will be key to developing the next generation of pilots.” *** Powered by a Continental O-200D, 100-hp air-cooled engine with a fixed-pitch propeller, the Kansas Aviation C-162 has a Garmin G300 avionics system with a single, split-screen PFD (primary flight display) and an MFD (multi-function display).

Cessna Ships 50th Skycatcher

By James Lawrence || Leave a Comment

Here's an item we've all waited for: Cessna exercising it's production mojo by shipping its 50th production Skycatcher S-LSA. *** The company manufactures and ships the C-162 from its Shenyang Aircraft manufacturing site in China to the US final assembly facility (Yingling Aviation, Wichita, KS). *** Current Cessna projections call for 30 total deliveries by year's end, with another 150 more in 2011. *** The skies will be white with Skycatchers before long! *** That's welcome and none-too-early news for the industry as well as all those Skycatcher owners who've been patiently waiting delivery, which includes flight schools across the country hoping this will be the next 150/152. *** Price is holding steady at $112,000, including a Garmin G300 avionics deck and the Continental O200D engine. Cessna has also added five flight training schools to its network, which bumps its U.S. presence to more than 280 Cessna Pilot Centers. *** Five of them already use the Skycatcher for flight training duties: • Downtown Aviation; Memphis, TN • Eagle Aircraft; Valparaiso, IN • Kansas Aviation; Wichita, KS • Panorama Flight Service; White Plains, N.Y • Space Coast Aviation; Merritt Island, FL (which also rents the C-162 for $99/hr) *** The more LSA people see, the more they'll grok that LSA are here to stay.

Here’s an item we’ve all waited for: Cessna exercising it’s production mojo by shipping its 50th production Skycatcher S-LSA. *** The company manufactures and ships the C-162 from its Shenyang Aircraft manufacturing site in China to the US final assembly facility (Yingling Aviation, Wichita, KS). *** Current Cessna projections call for 30 total deliveries by year’s end, with another 150 more in 2011. *** The skies will be white with Skycatchers before long! *** That’s welcome and none-too-early news for the industry as well as all those Skycatcher owners who’ve been patiently waiting delivery, which includes flight schools across the country hoping this will be the next 150/152. *** Price is holding steady at $112,000, including a Garmin G300 avionics deck and the Continental O200D engine. Cessna has also added five flight training schools to its network, which bumps its U.S. presence to more than 280 Cessna Pilot Centers.

Skycatcher: To Be or to Be, Not

By James Lawrence || Leave a Comment

The last ride into the sunset for the C-162

A story posted by Daniel McCoy, a reporter for the Wichita Business Journal, claims the star-crossed Cessna 162 Skycatcher will likely not enjoy the longevity and success of other notable Cessna icons such as the C-172 and C-150/152. Skycatcher was one of the first SLSA out of the gate for the new category created by FAA in 2004. But troubles with manufacturing and two highly publicized airframe parachute deployments during flight testing, including an airframe redesign after the first one, contributed to the dark cloud that seemed to follow the once-bright promise of Cessna’s entry. The market-perceived lackluster specifications sheet and barebones/industrial interior finish relative to many other LSA entries also contributed to the steady attrition in the once-1000-plus order sheet for the Skycatcher. The news came yesterday at the NBAA (National Business Aviation Association) confab in Las Vegas. Company CEO Scott Ernest made the remark that Skycatcher had difficulty attracting market share and had lost a sizable percentage of its multi-year back orders. Ernest said he saw “no future” for the aircraft. Cessna’s prop aircraft division jumped into the discussion soon after by stating that there are still Skycatchers available for delivery in the aviation giant’s inventory and that the C-162 is still officially in the company’s product line. McCoy goes on to cite GAMA (General Aviation Manufacturers Association) data that shows no deliveries of the troubled LSA through the second quarter of 2013. Just 19 were delivered in 2012. Although there was a surge in deliveries, once production wrinkles were finally ironed out at the main assembly factory in China, it now seems likely Cessna will not overtake Flight Design as the top-selling LSA manufacturer. Skycatcher was the brainchild of former Cessna top dog Jack Pelton, who moved on rather abruptly in 2011 to take over the reins at EAA (Experimental Aircraft Association) after a reported $38 million dollar loss at the Wichita-based company. Originally targeted by Pelton to cost under $100,000, once the design was stabilized, it debuted at $109,000. Still, more than 1,000 would-be owners signed on. The general consensus for the surge credited Cessna’s proud history at producing quality aircraft for the strong initial market support. Then came setbacks – years of them – and the gradual attrition from the order book rank and file. When the price skyrocketed to $149,900 in 2011, the airplane likely lost whatever enthusiasm remained. Perhaps some hard bargainers will wrangle a lower price for those Skycatchers in inventory. We can assume Cessna will continue to support the fleet, which will in time likely number around 300 delivered. Meanwhile, perhaps the best lesson from all this for industry watchers can be attributed to AvWeb’s Paul Bertorelli, who put forth the notion that if Cessna can’t successfully build a cheap LSA, perhaps we should stop complaining about what is clearly impossible. Indeed, I’ve long urged us to instead celebrate the variety, sophistication, reliability and entry-level affordability the current fleet brings us today. Remember, a new Cessna 172, the mainstay of entry level flight training for decades, now costs north of $400,000. Although LSA registrations in general were down a bit in 2012 for a variety of reasons that had more to do with delivering existing inventory and conservatively slower production rates than lack of support for the industry, 132 SLSA models have been accredited to date thanks to the successful ASTM/FAA partnership program. Meanwhile, rest in peace, Skycatcher: we hardly knew ye.

A story posted by Daniel McCoy, a reporter for the Wichita Business Journal, claims the star-crossed Cessna 162 Skycatcher will likely not enjoy the longevity and success of other notable Cessna icons such as the C-172 and C-150/152. Skycatcher was one of the first SLSA out of the gate for the new category created by FAA in 2004. But troubles with manufacturing and two highly publicized airframe parachute deployments during flight testing, including an airframe redesign after the first one, contributed to the dark cloud that seemed to follow the once-bright promise of Cessna’s entry. The market-perceived lackluster specifications sheet and barebones/industrial interior finish relative to many other LSA entries also contributed to the steady attrition in the once-1000-plus order sheet for the Skycatcher. The news came yesterday at the NBAA (National Business Aviation Association) confab in Las Vegas. Company CEO Scott Ernest made the remark that Skycatcher had difficulty attracting market share and had lost a sizable percentage of its multi-year back orders.

Tom Poberezny; AOPA Survey; Good Bye, Skycatcher!

By Dan Johnson || Leave a Comment

Moving among the glitterati, Tom Poberezny got to meet celebrities with an aviation interest such as John Travolta.

Following his father's ground-breaking work, Tom preserved support for the "51% rule" and promoted the SP/LSA regulations.

The "Big Daddy" digital instrument from MGL Avionics.

Cessna says Skycatcher has "No future."

Once upon a time, way back at the dawn of LSA — 10 years ago come next Oshkosh — I consulted to EAA about the then-new emergence of Sport Pilot / Light-Sport Aircraft. In those days, Tom Poberezny was running the show. In 1989 he took over from his dad, affectionately known to some as Pope Paul. By then, Tom had been a major figure in aviation for many years. When I worked inside EAA HQ during 2004 and 2005. I often had the pleasure of meeting with Tom and occasionally his wife Sharon. I can't say we became good friends, but we got to know each other and we both wanted great things for aviation. Zap ahead to AirVenture 2011 when a troubling thing happened. As since-departed Rod Hightower took over as President of EAA, the organization appeared to abruptly shove Tom to the sidelines. About the same time, Phil Boyer left the top job at AOPA and the contrast could not be more sharp. AOPA made big celebrations of Phil and welcomed then-new guy Craig Fuller. It was a smooth, professional transformation. Contrarily, EAA leadership appeared to virtually discard Tom hardly stopping to recognize his years of service. I found it regretful, and a missed opportunity to promote EAA. Beyond opening day of the big show, Tom was no where to be seen. Time for a fixer upper. Led by an old PR friend, Dave Gustafson, a new group has formed around a website and the purpose of honoring Tom Poberezny. The group pushing this plan is a who's-who of aviation, including: Dick VanGrunsven (RV designer), Jim Irwin (Aircraft Spruce), Dale Klapmeier (Cirrus), Frank Christensen (Eagle), Burt Rutan (SpaceShipOne and Scaled Composites), Bob Hoover (airshow legend), Jeremy Monnett (Sonex) and more. Along with daily management of EAA, Tom oversaw the funding, design, and supervised the construction of the world-class EAA museum. He initiated the Young Eagles program, the world's most successful program for introducing young people to aviation. He led EAA's support of the Sport Pilot license and the LSA category, and he preserved the 51% rule governing EAB aircraft. "A more complete list of Tom's accomplishments can be seen at the Honor Poberezny website", noted the group. "You might find some surprises on that list." Gustafson and organizers ask that those similarly moved should "sign our Roster of Support online" and to join in the celebration at AirVenture 2014. ••• AOPA recently ran a survey asking readers of their eBrief about the equipment in their airplanes. Those of us who commonly fly Light-Sport Aircraft have gotten used to — and even depend on — glass cockpits, meaning we have one or more computer screen instruments. In my experience the appearance of round dials, affectionately known as "steam gauges," is increasingly rare. Many LSA in which I get to fly have no round dials ... not a single one. With multiple back-ups to the digital readouts, who needs them? However, that's not the case in general aviation aircraft. AOPA asked what their readers are using their cockpits and here's the answers: Steam gauges — 71.13% Glass cockpits — 25.46% Other — 3.42% ••• Finally, It appears Cessna is no longer promoting their Skycatcher LSA. Indeed we saw their deliveries grind to a halt and even with several dozen aircraft in various states of readiness on ramps around Wichita, the aviation giant has made surprisingly little effort to sell them. According to Aviation Week online's "Things With Wings" blogger Joe Anselmo, "Cessna President and CEO Scott Ernest is signaling that Skycatcher, the company's low-cost, Chinese-built light-sport aircraft, has been relegated to the history books. 'There's no future,' Ernest said when asked about the aircraft at a Cessna press conference October 21 at the NBAA convention in Las Vegas, Nevada. Asked if that meant the project would be discontinued, he replied, 'No future.' Skycatcher was launched six years ago with great fanfare by Ernest's predecessor, Jack Pelton. Offered at an introductory price of $109,500, the aircraft attracted 720 orders worth more than $75 million in the first three weeks after launch, and backlog ultimately topped 1,000. But the project was bedeviled by manufacturing problems at its Chinese partner. Cessna also was forced to raise Skycatcher's price, which caused its backlog to evaporate."

Once upon a time, way back at the dawn of LSA — 10 years ago come next Oshkosh — I consulted to EAA about the then-new emergence of Sport Pilot / Light-Sport Aircraft. In those days, Tom Poberezny was running the show. In 1989 he took over from his dad, affectionately known to some as Pope Paul. By then, Tom had been a major figure in aviation for many years. When I worked inside EAA HQ during 2004 and 2005. I often had the pleasure of meeting with Tom and occasionally his wife Sharon. I can’t say we became good friends, but we got to know each other and we both wanted great things for aviation. Zap ahead to AirVenture 2011 when a troubling thing happened. As since-departed Rod Hightower took over as President of EAA, the organization appeared to abruptly shove Tom to the sidelines. About the same time, Phil Boyer left the top job at AOPA and the contrast could not be more sharp.

2012 LSA Market Shares — Cubs & Surprises

By Dan Johnson || 3 Comments

Our annual review of LSA Market Share brings our updated fleet chart and a second chart showing prior-year registrations. While sales of new SLSA remains below par, the market appears to be experiencing spotty but regular recovery from earlier low points. The first half the year foretold a better recovery but the last half of the year stalled somewhat. Regardless, based on traffic to this website, LSA interest is higher than ever. For January 2013, ByDanJohnson.com set all-time records in Unique Visitors and all other measuring criteria Thank you for your support! 2012 Market Share report — Nearby, we present our standard market share numbers. Our original chart remains consistent, illustrating the "installed base," or "fleet size." Because we know many of you seek recent-year information we are repeating the Calendar Year chart that debuted last year. For the second year in a row Cessna lead in 2012 with an impressive 94 registrations though this is down 30% from 134 in 2011. While Cessna looked to set a new record with 76 registrations (152 annualized) in the first half of 2012, their pace slowed sharply in the second half, adding only 23, perhaps a result of their announcement about switching to Primary Category as a means of entering the European market. The Wichita giant is singlehandedly restarting Primary Category with the first such application in nearly 20 years, a decision that may inspire other companies to go this route. Perhaps the most noteworthy story in 2012 registrations is an even better performance by CubCrafters. The Washington State company added 48 new registrations, up 33% from 36 in 2011. Company marketing boss John Whitish reported 52 SLSA sales, which prompts us to ask that you read the notice at the end of this article. Congratulations to CubCrafters, clearly a company to keep watching. A remarkably steady climber is Aerotrek, which took the #3 slot for 2012 registrations, a notable improvement from their #5 spot in 2011. Despite some reports that all SLSA are expensive, Aerotrek has a very attractive price point and an impressively built, folding wing aircraft available in tailwheel or trigear. Aerotrek consistently replies to our listings, with the goal of making our FAA registrations report more precise. This happens, for example, when sales occur to Canada with no N-number assigned or when a SLSA drops down to ELSA perhaps as the owner wants to make design changes (which is allowed as is owner maintenance). Other companies also see differences explained by deregistration, accidents that remove the aircraft from the registry, or simple errors in data entry after a sale. Regardless of the variables in counting registrations versus sales, bravo to Aerotrek! Based on their faithful feedback we have been able to improve our accuracy. Other top guns in 2012 include perennial leaders like Flight Design, which remains convincingly atop the overall fleet and added 11 more registrations during the year and American Legend which revived from a sluggish 2011 to add 11 SLSA in 2012. SportCruiser importer US Sport Aircraft fulfilled the last of the PiperSport orders and rewrote their distributor agreement with Czech Sport Aircraft; they added another 10 SLSA in 2012. In a pleasant but unexpected turn, importer Phoenix Air USA added an impressive 10 SLSA registrations of their extremely lovely motorglider. Congratulations to all these leaders. A member of the exclusive Over-100 Club listing only eight SLSA producers is Tecnam. The Italian company showed renewed vigor logging six registrations in the second half of the year. They also successfully completed an FAA audit in Italy. Among their five SLSA models, four are high-wing models yet their low wing Sierra has 51 units flying in America, more than any other Tecnam model. Another European producer with facilities in Italy is Pipistrel, which overcame regulatory hurdles in mid-year and has begun delivering SLSA to Americans. They also logged six in the last half of the year. Both Tecnam and Pipistrel report active sales outside the USA. Unfortunately, one former high flyer, Remos, lost its U.S representative and has become very quiet though earlier this year, their CEO said they had recovered from the previous CEO's high-spending ways. We are watching a few companies not on our fleet chart. One new entry to the SLSA scene is Bristell, in a new partnership with fractional ownership provider, AAP. They join some other companies that have not been active long enough to get on the fleet chart, but nonetheless deserve attention. These companies include World Aircraft Co., which is bringing all production to their Paris, Tennessee facility. Breezer is now established on the Sun 'n Fun campus and more is expected from them. Sky Arrow producer Magnaghi has new life and may resurge. Aero's AT-4 (formerly known as Gobosh) is back with new representation. Just Aircraft got rave reviews on their SuperSTOL model and this mostly kit company is enjoying a solid run of business something like 100% kit producers Zenith Aircraft and Sonex. While mentioning kit builders (not on our SLSA list), we must include Van's Aircraft, which has seen registration of 203 RV-12 kits. We are also watching the pulse on seaplanes lead this year by Progressive Aerodyne, which earned SLSA approval even as FAA increased their oversight via highly detailed audits. Congratulations to the SeaRey team for this significant accomplishment. This brief look at the LSA market is not complete. One observation is that the "All other producers" category is now the largest percentage, indicating small producers continue to develop sales. Some companies not reflected in our Top-20 and Top-10 charts may emerge into these lists in the future. Others that have been in the Top-20 but which are no longer producing new aircraft were omitted. However, all SLSA models are covered in our SPLOG reports and you may also examine our Featured Aircraft (right column of most pages) for more exciting Light-Sport Aircraft and other aircraft Sport Pilots can fly. As I have said for years, a loud shout-out is owed to Jan Fridrich of the Czech LAA for the LSA Market Share report. Jan is also head of LAMA Europe and a tireless worker for the advancement of Light-Sport aviation. He invests many hours to analyze data for each report. Thanks, Jan, on behalf of all ByDanJohnson.com readers. During 2013, we will work to solicit comments from producers to evaluate the sales versus registration numbers. This is not an easy task and no promises are made yet the effort seems worthwhile in the pursuit of better information. Notice: As always, we observe for you that all numbers here are derived from FAA's N-number registration database and are subject to data entry errors. Figures presented are not identical to sales recorded by the companies though over time the numbers draw closer. UPDATE 2/13/13: GAMA held a press conference today where they released their industry numbers. Get more on GAMA here, but this is where their figures relate to the Light-Sport market. Piston aircraft, singles and twins, suffered a minor drop, only 1.9% down; GAMA did list some LSA in their report but did not use them in summary tables. Turbines were up and GAMA added agricultural crop-spraying planes to their membership; many ag planes are turbine powered. Jets were down slightly more at minus 3.4%. Like the Light-Sport industry, GAMA is hoping for improvement in 2013 and they announced some interesting initiatives to this end.

Our annual review of LSA Market Share brings our updated fleet chart and a second chart showing prior-year registrations. While sales of new SLSA remains below par, the market appears to be experiencing spotty but regular recovery from earlier low points. The first half the year foretold a better recovery but the last half of the year stalled somewhat. Regardless, based on traffic to this website, LSA interest is higher than ever. For January 2013, ByDanJohnson.com set all-time records in Unique Visitors and all other measuring criteria Thank you for your support! 2012 Market Share report — Nearby, we present our standard market share numbers. Our original chart remains consistent, illustrating the “installed base,” or “fleet size.” Because we know many of you seek recent-year information we are repeating the Calendar Year chart that debuted last year. For the second year in a row Cessna lead in 2012 with an impressive 94 registrations though this is down 30% from 134 in 2011.

Grand LSA News Wrap-Up… Pre-Oshkosh

By Dan Johnson || Leave a Comment

Cessna's Discover Flying team and their numbered Skycatchers: From left... Ed Honey (dispatcher); Conor Dancy; Luis Acosta; Jen Scanlan; Ben Alimena; Zoe Cunningham; Chris Rogers; Luke Patterson; and Taylor Breum.

Breezer Aircraft USA moves to the Sun 'n Fun campus.

One of each: the new Rotax 912 iS is installed on one side while the familiar 912 ULS remains on the left of Lockwood's AirCam.

Yowie! This airplane can almost jump off the ground. See it at Oshkosh. photo by Randee Laskewitz

The popular and versatile Lotus Floats have a new home and improved service.

Allegro gains support of more leaders in North Carolina.

CESSNA'S DISCOVER FLYING I met new business leader for the Skycatcher LSA, Tracy Leopold, at Sun 'n Fun 2012 where she confirmed the Wichita giant's support for their lightest aircraft, now being assembled in Independence alongside other Cessna models. As summer began, Tracy's Skycatcher group amped up their game with a program called Discover Flying Challenge. *** After hiring eight university graduate flight instructors — plus a ninth to act as dispatcher — the team took off in all directions and will reunite again at AirVenture 2012. Meanwhile, the youthful team is visiting Cessna Pilot Centers and non-CPC FBOs plus fly-ins and air shows all the while doing what college grads do these days: updating Facebook and Twitter feeds and blogging about their activities. *** "We wanted to do something different, something that would get the attention of the next generation of pilots while at the same time getting the Skycatcher in front of the public," explained Tracy. Keep up with the 8+1 at Big C's Facebook page. It's great to see Cessna's dedication to their littlest airplane and we wish them huge success at finding more, younger pilots. |||| BREEZER AT LAKELAND In early July, Breezer Aircraft USA, announced they entered into a five-year lease with Sun 'n Fun to move their flight training and related aviation services to the SnF campus at the Lakeland, Florida airport. Breezerites will headquarter in Hangar B, familiar to airshow attendees as part of the indoor displays. *** This is part of the vision that airshow boss John "Lites" Leenhouts has for making SnF into a seven-day-a-week, year-round destination, instead of just a once-a-year event. *** Along with their flight training ops, Breezer USA plans to offer builder's assistance for their Breezer II kits and will offer Rotax maintenance. They'll be joining Pilot Mall and the Seaplane Pilots Association on the SnF campus. Breezer USA chief Mike Zidziunas — pronounced by most folks as "Mike Z" — said, "We've been working on this plan for many months." At a "Fire Hub" event in late June, he was pleased to forecast the arrangement "...any day now." *** Mike Z also plans to work with students of the Central Florida Aerospace Academy at Sun 'n Fun, to have a hands-on program allowing students to obtain their A&P Certificate by the time they graduate from high school. Mike Z is an A&P with a Light Sport Repairman Rating, a certified Rotax Mechanic and importer of the Breezer II Light-Sport Aircraft.  Contact Mike at 941-915-8883 or send him an email |||| FIRST U.S. ROTAX 912 iS INSTALLATION? So far as I know the very first Rotax 912 iS got installed and it will work side-by-side with its older brother, the ubiquitous 912 ULS. How's that? They are both installed on an AirCam (one of my favorite flying machines and the aircraft I used to obtain my multiengine rating). Proprietor Phil Lockwood and his Lockwood Aircraft team are completing the new installation, which other manufacturers have observed is a significant project. This should provide a superb test bed as AirCam can operate exceedingly well with either engine. *** One of Phil's top lieutenants is John Hurst, an electronics guru who has been hard at it for a year to totally redesign the Lockwood website. On my recent visit to Sebring to plan for the 2013 Expo, he gave me a brief review on my iPad (it works best in landscape mode). The navigation is vastly improved but of great interest to many mechanics or homebuilders are exploded-part drawings that themselves explode into detail views. You can zoom in so far that every nut and bolt seem to jump off the screen. The Lockwood bunch are like the Energizer Bunny, always moving and improving. I don't know how you do it, guys and gals, but keep on flyin'. |||| JUST AIRCRAFT'S EXTREME(ly) COOL AIRPLANE Speaking of flying, you never know what Troy Woodland might be cooking up at Just Aircraft. How about something, umm... genuinely extreme? Come to think of it, they haven't settled on a name for their new aircraft and Extreme rather fits the bill (even if it has become a bit overused). *** Their newest creation, which we just saw at Just in prototype form, is looking good and standing tall... quite literally on its huge tires and what seemed to be mile-long gear legs. Troy's business partner Gary Schmitt showed me a video of them drop testing the Extreme (or whatever it may be called) four-plus feet without any obvious damage or deformation. To those that have no experience with such tests that may not sound too high, but I've observed such tests in my days with BRS parachutes and I'm here to tell you that is huge! Commonly such test are done at two or even one foot. *** The giant tires and gear combine with automatic leading edge slats. Not fixed slots, these slats hinge sideways in two sections — inner and outer wing elements — to allow the bird to take off in something like two fuselage lengths. To assist, the flaps are elephant-ear sized, dropping to 40 degrees, which means the tail feathers also had to be enlarged. All this is a work in process and I'm spilling the beans a bit so don't hold me or Just Aircraft accountable, but what a so-cool project! *** The two section slats allow the inner section to slap closed before the outer, which means control stays effective even at ridiculously slow speeds. All this is great for the shortest imaginable takeoffs and landings and that's a good thing given Just's truly extreme factory runway. Right outside the factory is a parking lot leading to a 400-foot grass runway on a slope inclined enough that you could nearly foot launch a hang glider. Crazy? Not at all, as I witnessed young pilot John von Kaenel take off and return like it was any runway (well, assuming good preparation and technique). Hopefully attendees can watch demonstration flights of the extreme new Just at AirVenture 2012. |||| LOTUS FLOATS FINDS NEW HOME   After years in the aircraft float business, the developer of inflatable Full-Lotus floats decided to focus on non-aviation products. Design rights, inventory and production tooling were sold to Aircraft Floats Manufacturing, Inc. (AFM), The Canadian company will continue producing the standard line of Full-Lotus floats and has started deliveries of floats as well as replacement parts for maintenance and repairs to existing owners. The company will soon start introducing type-specific rigging instructions for a variety of popular aircraft designs, something not previously offered by Full-Lotus. *** The one-of-their kind Full-Lotus floats are a lightweight, robust, air-inflated system introduced in 1985 for ultralight aircraft and since adapted for general aviation use. The design uses multiple bladders inside a tough vinyl casing with polycarbonate protective shell. "The result is a float system that can be beached on rocky shores without worry and that can bump most submerged objects at taxiing speed without damage," reported AFM. Inflation provides a shock-absorbing capability unique to aviation floats. *** AFM's new production facilities are located on the Huronia Airport (CYEE) in Midland, Ontario, next to Zenair Limited, the well-known kit aircraft manufacturer. Visit AFM's website, call 705-526-4537, or send email. |||| LSA AMERICA / ALLEGRO MOVES Wrapping our tour of LSA news, we look at another move for the U.S-based producer of the Allegro Light-Sport Aircraft. LSA America, which has already made one landing in Halifax County, North Carolina, "prepared for another flight today that will bring the company to the Halifax-Northampton Regional Airport," reported owners Doug and Betty Hempstead. The company will move from its current location in Littleton officials said at a recent groundbreaking ceremony at the new location. *** Halifax County Board of Commissioners Chairman James Pierce told the audience the company plans to build a 16,000-square foot manufacturing facility at the airport. "While the Littleton site works well, the airport needed to promote the business side. The [new] location is a great business opportunity." Pierce noted that LSA America's move is important to the community because it will create 34 jobs within two years. "We're excited about the opportunity to partner with LSA." You gotta love when politicians boost aviation so congratulations to Doug and Betty... and that's our news for now. We're traveling to Oshkosh for much, much more, so stay tuned to ByDanJohnson.com!

CESSNA’S DISCOVER FLYING I met new business leader for the Skycatcher LSA, Tracy Leopold, at Sun ‘n Fun 2012 where she confirmed the Wichita giant’s support for their lightest aircraft, now being assembled in Independence alongside other Cessna models. As summer began, Tracy’s Skycatcher group amped up their game with a program called Discover Flying Challenge. *** After hiring eight university graduate flight instructors — plus a ninth to act as dispatcher — the team took off in all directions and will reunite again at AirVenture 2012. Meanwhile, the youthful team is visiting Cessna Pilot Centers and non-CPC FBOs plus fly-ins and air shows all the while doing what college grads do these days: updating Facebook and Twitter feeds and blogging about their activities. *** “We wanted to do something different, something that would get the attention of the next generation of pilots while at the same time getting the Skycatcher in front of the public,” explained Tracy.

LSA & Lightplane Highlights at Oshkosh 2012

By Dan Johnson || Leave a Comment

A most unusual critter appeared at the Oshkosh Arch, the electric eVolo helicopter with 18 electric engines (yes, it hovers!).

I got to sample cabin comfort in the dreamy Lisa Akoya. photo by UltralightNews

Randall Fishman's 4th Generation electric airplane. The ULS is also Part 103 legal.

Terry Raber's Aerolite 103 is still available for $15,000 ready to fly and nicely equipped! photo by UltralightNews

Quicksilver Aeronautics has new business-like owners and we interviewed them. photo by Randee Laskewitz

Pipistrel reported selling several aircraft, focused on this great-bargain Alpha model that earned SLSA approval while at the show.

B.O.T. Aircraft now produces the Speed Cruiser, with 60 improvements on an earlier model, the Bilsam Sky Cruiser.

We talked to several developers of aircraft using the Rotax 912 iS fuel-injected engine, such as this curvy Arrow Copter gyroplane. photo by Randee Laskewitz

Minnesota's Ion Aircraft boasted of their new U-tail configuration.

A little humor at the event was likely often photographed... clever.

The Goodyear blimp was an example of lightened spirits at Oshkosh 2012. photo by Randee Laskewitz

In the near future, we'll present fuller stories of some of the following short bits from Oshkosh 2012. With UltralightMews, we shot videos on most of the following, too, so watch for those as we can post them. Enjoy! CESSNA & PRIMARY CATEGORY Early on in the week, Cessna announced they would transition their LSA Skycatcher to Primary Aircraft status. That requires a Type Certificate and FAA production approval but the Wichita giant can do this handily even if will add some cost. More on in a later article. However, here's a way Cessna can recapture some 80 orders from Europeans cancelled earlier this year. On a more fun note, it was a pleasure to meet all nine of their youthful ambassadors that worked in the Discover Flying Challenge program. We shot a video featuring each participant and we'll post that as soon as possible. (In the near future, we'll feature a brief review of Primary Category versus LSA.) AHOY, AKOYA! Lisa gave a first-ever U.S. showing of their dreamy Akoya seaplane. I got to climb inside it to discover that the example at Oshkosh was the one and only flying prototype. If they can build a test article this pretty, I can't wait to see the final version. With its sea wings — front and back I discovered — Akoya spurns the usual chine-edged hull for a smoothly rounded fuselage. Videos show the unusual configuration is quite effective. They invited me to come fly and see for myself and I'll try that in early 2013. ELECTRIC AIRWAYS Randall Fishman of Electric Aircraft showed his superb ULS, a sleek single place ultralight-style motorglider that can make Part 103, he says. At $59,000, this is the most expensive Part 103 ultralight vehicle ever but it is also by far the most sophisticated. The soaring crowd will see that price tag as an incredible bargain and I expect he'll sell a few. I hope I didn't drool on it when I shot photos; it is gorgeous and represents his fourth generation all-electric aircraft. In another corner of the Lightplane area was last year's electric charmer, the eLazair, returning with even better hardware that allows an hour flight after a one hour charge! Now they plan to supply all the drive components where last year they said it was just an example to demonstrate electric flight. HAPPY BIRTHDAY, PART 103! Speaking of Part 103, aviation's most free segment celebrated its 30th anniversary, slightly before the official September date. If you thought the category went away, the truth is you drifted not the aircraft. Several examples are available as brand-new aircraft and one reason you may have felt it disappeared is because serious accidents, fatalities in particular, are very rare. Let's review: you still need no pilot license (none!), no N-number, no airworthiness certificate, no medical, and you can buy one ready-to-fly. In our heavily-regulated society — aviation most definitely included — this near-total freedom is simply remarkable. Every line of the regulations for this charming class of airplanes can be printed on the front and back of a single page of standard office paper. A standout example is the Aerolite 103, selling nicely equipped (electric starting, flaps, brakes, partial enclosure, and more) for $15,000 factory-built and ready-to-fly. QUICKSILVER RISING Quicksilver, now called Quicksilver Aeronautics, made a splashy return with displays in the Lightplane area as well as the LSA Mall. The company announced plans to pursue Special LSA status (and ELSA) while retaining kits as Experimental Amateur Built. They're already well underway with the work and we might see a new SLSA by Sebring if all goes well. It's also worth noting this company was the very first to earn FAA approval for their GT 500 two seater as a Primary Aircraft... way back in 1993. Their U.S. sales boss, Todd Ellefson took the chance in a press conference to welcome Cessna to their exclusive club (currently also including Rans and their S-7 Courier). SHOW SUCCESS Pipistrel had a spectacular show reporting 10 paid orders -- the "best Oshkosh ever," they said -- split about half for their new $89,000 Alpha (including freight and prep) plus selected other models from their wide line. The Slovenian company with production facilities in Italy has already delivered 10 of the just-finished Alpha Trainer models and goes home flush with new orders. At Oshkosh, the company was able to resolve some questions and earned airworthiness certificates for the new model, making it #126 on our SLSA List. While I didn't ask all companies, I know Flight Design logged several sales and so did Evektor. Though plenty of exhibit spaces were empty around the grounds — and even more unbelievably inside the four giant halls — many companies were upbeat about the quality of visitors and felt they gathered many good leads. SKY ARROW IS BACK! New Sky Arrow producer, Magnaghi Aeronautica, brought their first production example as they rev up the assembly line. This company took over from the now-bankrupt developer and is blending this manufacturing in with their substantial aerospace business. Importer Jon Hansen was all smiles as folks recognized the return of a great flying LSA (that also has Part 23 approval, by the way!). As a very important side note, Sky Arrow has helped more of Able Flight disabled scholarship winners earn their Sport Pilot wings than any other model. ADS-B ANYONE? Dynon showed their new ADS-B box for just $995. Way down from what we once though might be $20,000 per aircraft, the avionics leader offers a remotely-mounted device that interacts with their gorgeous SkyView glass screens and provides airborne traffic and subscription-free weather. Other companies also offered low-cost ADS-B solutions including a portable, panel-top Garmin ADS-B as did Dual Electronics. Grand Rapids also announced a unit so ADS-B, previously affordable only by bizjet owners, is now available for everyman pilots. SPEED CRUISIN' Doc Baily and Reiner Tauren gave Oshkosh attendees their first look at the B.O.T. Aircraft Speed Cruiser. Reiner took this project over from the original designer, made some 60 improvements big and small and was testing the market for yet another LSA model. (FAA officials and I compared notes and we see another 30-40 models in various stages of development!) Speed Cruiser is not yet approved under the ASTM standards but work is underway. REACH FOR THE SKY SkyReach showed their new BushCat, another super value LSA for less than $60,000, decked out in a striking zebra graphic scheme. The company has taken over from Rainbow Aircraft and will continue selling the even-less-expensive Cheetah. This company offers LSA bargains that some folks believe aren't available. LAW ENFORCERS We saw at least three examples of working LSA in the sense of law enforcement usage (the only commercial use permitted beyond flight instruction and rental and only possible for exempt public-service organizations like police or border patrols, etc.). Flight Design's CTLS has been shown before with wing mounted cameras, but we also saw high-tech installations on Tecnam Eaglet and the World Aircraft Sentinal, the latter with a completely different approach from Near Earth Observation Systems, Ltd (NEOS) that represents terrific capability at bargain prices. 912 iS SIGHTINGS Americans got their first view of the slick Arrow Copter gyroplane at the Rotax BRP display. Along with the twin-engined AirCam and another example in the Pipistrel display, this European gyroplane featured the new 912 iS fuel-injected engine that is generating many orders. Rotax boss Christian Mundigler reported shipping nearly 200 of the new powerplants just since the spring launch. MAINLINE ATTENTION GA mainstays, Sensenich props and Wipline floats both announced LSA products in a continuing endorsement of the importance of the new aviation category. It was just eight years ago at Oshkosh that FAA announced the Sport Pilot/Light-Sport Aircraft rules and the industry has since output close to 3,000 aircraft in a dizzying 126 models from 89 manufacturers. INTRODUCING ION To most eyes, the Ion Aircraft being developed in Saint Paul, Minnesota looked like a new appearance but "a, not the" Steve Martin and his partner Steve Schultz report work on a second flying prototype. If all goes well they expect to enter production, soon, though they may run into the FAA first article inspection machinery (see below). The airplane has a unusual "U-tail" they call it, and they see some advantages. DIGITAL CIRCUIT BREAKERS? Vertical Power patiently explained their electronic circuit breaker concept to me... again, and I get it now. A few producers (World Aircraft, The Airplane Factory, SportCruiser, and more) are using their VPX box now to simplify their cockpits while adding capabilities and versatility. After routing most electric system through the behind-the-panel device, other systems can employ the greater control. As if to prove the point convincingly, Vertical Power teamed up with X-Plane developer Austin Meyer to create the "Runway Seeker," a clever system that can fly an airplane with a failed powerplant to a safe runway, actually guiding the homebuilt or LSA to a point near final approach. Runway Seeker will adjust flaps and flying speed to optimize a safe engine-out landing at the most appropriate airfield. Much as I believe in airframe parachutes (and Runway Seeker doesn't change my mind), developer Marc Ausman has created a most useful escape system. He reports the spouses of airplane owners are very keen on it; it makes them feel safer flying in their family airplane. FAA WATCHING CLOSER FAA is increasing their visitation of LSA producers operating under ASTM acceptance. The agency plans to visit all active producers. But a newer directive is to be released perhaps in September for FAA to perform compliance verifications before any new LSA model can gain an airworthiness certificate. Such first article inspections will bump back the list of companies to be audited. THE WEEK THAT WAS Taken as a whole, the reports from sellers were positive, more upbeat than last year. Many commented on the empty exhibit spaces even as they said the buyers were better qualified, so quantity isn't everything. Safety at the show was also worth a smile. We love going to these shows and we really love going home afterward. The 12-hour outdoor days are intense but we wouldn't miss Oshkosh for the world. Watch for more in-depth coverage to follow.

In the near future, we’ll present fuller stories of some of the following short bits from Oshkosh 2012. With UltralightMews, we shot videos on most of the following, too, so watch for those as we can post them. Enjoy! CESSNA & PRIMARY CATEGORY Early on in the week, Cessna announced they would transition their LSA Skycatcher to Primary Aircraft status. That requires a Type Certificate and FAA production approval but the Wichita giant can do this handily even if will add some cost. More on in a later article. However, here’s a way Cessna can recapture some 80 orders from Europeans cancelled earlier this year. On a more fun note, it was a pleasure to meet all nine of their youthful ambassadors that worked in the Discover Flying Challenge program. We shot a video featuring each participant and we’ll post that as soon as possible. (In the near future, we’ll feature a brief review of Primary Category versus LSA.) AHOY, AKOYA!

Discussion: LSA – Primary Category – Part 23

By Dan Johnson || Leave a Comment

Icon Aircraft has requested a weight exemption for their A5 amphibian. What does this mean?

Cessna elected to go Primary Category with the Skycatcher. What are the implications?

Quicksilver Aeronautics (as it's now called) was the very first to win Primary Category approval for its GT500, way back in 1993. The company will now add SLSA and ELSA status to Experimental Amateur Built, thereby covering every possible method of FAA approval.

Rans also gained Primary Category approval for its S-7 Courier in addition to SLSA and EAB methods. They report $1.4 million to certify as Primary; can they charge enough to cover this?

Since AirVenture 2012, I've been part of several discussions about the way — and reasons why — aircraft become certified. Sound boring? Yes and no. One way this might get your interest is to consider if Icon could join Cessna in going Primary Category instead of LSA. Disclaimer: I have no info about any such decision from Icon; this is merely a discussion. Perhaps even more to the point is the price of airplanes based on their certification cost. *** COST Some informed estimates from knowledgeable persons suggests the cost of taking a fully designed, tested, and otherwise ready LSA through the full process of ASTM approval including the manufacturing process may be the cost of one airplane at retail. In other words, it might cost $125-150,000 to "certificate" a new LSA, after all design work and testing has been done. A weight shift trike might cost $80,000 as ASTM standards are somewhat simpler for those aircraft types. • The cost of Primary Category has been similarly estimated at about $1 million, but understand all these figures are just discussion, not fully informed values. • And a major organization has estimated the cost of Part 23 certification to be valued at $50 million, however, that figure reportedly includes the cost of designing and testing... so certification cost alone might be perhaps half, or $25 million. It's challenging to be certain of the total cost of certification as some expenses will be comingled or "burdened" by non-certification tasks. But in round numbers and just for discussion certification costs might be $150,000 for an LSA, $1 million for a Primary, and $25 million (or so) for Part 23. Even if the numbers are off by a wide margin, the differences are huge and you don't have to be an economist to see how this affects the retail price of airplanes. *** INNOVATION A smart, motivated small producer might come up with an innovative new LSA and achieve it for a fairly modest investment, perhaps $250,000 to design and "certify" to ASTM standards, though costs might be higher for a more complex aircraft or less for one of the simpler categories of LSA. In contrast, just to gain FAA approval for a new GA-type airplane might cost $25 million... 100 times more than doing it all for a LSA! This enormous disparity explains how designers can create 126 new SLSA in seven years and why so few type certificated airplanes have come to market in recent decades. The incredible flowering of LSA designs has been one of the sector's most impressive achievements. *** COMPANY GOALS Cessna has said it will go Primary and most experts believe this is mainly to get into the European market without waiting five or more years for EASA to establish clear rules. However, Cessna has said it will remain Sport Pilot eligible in the USA, meaning a Sport Pilot certificate holder can fly it, meaning it can't weigh more than 1,320 pounds. Therefore adding weight to the Skycatcher isn't presently in the cards... apparently. *** EXEMPTIONS Icon has requested a higher weight exemption. Absent such an exemption, a Sport Pilot might not be able to fly the A5 because its designers want to provide features that could cause the design to exceed LSA weight parameters. If the exemption isn't granted by FAA, would Icon go Primary to solve this dilemma? Ah, one more detail emerges. *** A Primary Category Skycatcher or A5 could be flown without a medical if the EAA/AOPA third class medical exemption is granted. An aircraft heavier than LSA parameters would still require a Recreational or Private pilot license but possibly not a medical. Would this meet the goals of either Cessna or Icon? Both companies state the more easily achieved Sport Pilot certificate factors significantly into their plans. *** PERFORMANCE One more thing: Should Icon be granted their weight exemption (to 1,680 pounds) and if they stick with the Rotax engine, will the 100-hp 912 iS give the plane enough power to meet their design goals? Some are convinced 100 horsepower isn't enough, but others observe that the Diamond Katana with a 100-hp Rotax flies satisfactorily at about the same weight although it is a cleaner airplane. *** Again, I repeat, the preceding is merely a discussion, but one with many plot twists. It will certainly be interesting to watch how FAA rules on either exemption mentioned above and how companies and organizations pursue their goals. More importantly, how will the market (that is, you pilots) demand each kind of certification? Only time will tell.

Since AirVenture 2012, I’ve been part of several discussions about the way — and reasons why — aircraft become certified. Sound boring? Yes and no. One way this might get your interest is to consider if Icon could join Cessna in going Primary Category instead of LSA. Disclaimer: I have no info about any such decision from Icon; this is merely a discussion. Perhaps even more to the point is the price of airplanes based on their certification cost. *** COST Some informed estimates from knowledgeable persons suggests the cost of taking a fully designed, tested, and otherwise ready LSA through the full process of ASTM approval including the manufacturing process may be the cost of one airplane at retail. In other words, it might cost $125-150,000 to “certificate” a new LSA, after all design work and testing has been done. A weight shift trike might cost $80,000 as ASTM standards are somewhat simpler for those aircraft types.

Rocky Mountain LSA Expo 2012 Wrap-Up

By Dan Johnson || Leave a Comment

Flights Inc., uses the Skycatcher for basic training.

Skycatcher uses the exclusive-to-Cessna Garmin G300.

Though basic, Skycatcher is comfortable. See a full-length pilot report.

SportCruiser's Colorado dealer promotes the Sportshares partnership program.

With all the electronic goodies installed, students get a modern training platform.

Roving reporter Dave wraps up coverage of the Rocky Mountain LSA Expo event. —DJ |||| "Cessna is one of the most recognized names in the aviation industry. Last year it lead the LSA market for new registrations. So I was surprised to hear again and again, 'Look, there's a Skycatcher; this is the first time I've ever seen one.' Honestly, I heard that phrase or one very similar to it at least 30 times! *** "Flights, Inc., was at the Rocky Mountain Light Sport Aircraft Expo for the first time. They operate one of the largest Part 141 flight schools in Colorado, teaching with Cessna 172s and 182s, Piper Seminoles, and now, the Cessna Skycatcher. 'The Skycatcher is the only light sport aircraft built by a mainline aircraft manufacturer,' reported the big flight school. 'It is also one of the few light sport aircraft powered by a Continental 0-200 engine.' They elaborated, 'This gives Skycatcher a better power-to-weight ratio than a 172, with the 100 horsepower calculating to 13.2 pounds per horsepower.' Flights Inc., added that this gives the Skycatcher excellent short field landing and take off performance and, remember, we're talking about a mile-high location with soaring density altitude. *** "Flights Inc., is using the Skycatcher in a training environment and is one of the few schools that has been able to successfully market the Skycatcher, and have done a number of certifications and first solos in it. They have also found that the plane is being used more for 'time building' by pilots while doing cross country flights and more. They are also finding that many of their students are using light sport to enter the field of aviation and then moving up into other categories. 'One of the reasons is that pilots realistically get a sport pilot license for around $4,000, about half the cost of a private pilot license.' *** "For those wanting to see whether flying is something they might like Flight Inc. offers a Discover Flight for $99. After a first taste, a student can enroll in an 'accelerated' course where a Sport License can be obtained in as little as 30 days. *** "Eric Gray of Fox Aerosport was at the Rocky Mountain Light Sport Aircraft Expo with a beautiful PiperSport. Eric explained to visitors that the before the plane was called the PiperSport it was known as the SportCruiser. After Piper decided to exit the Light-Sport Aircraft marketplace, the aircraft which had always been built by Czech Sport Aircraft, was again named the SportCruiser. *** "Eric indicates that sales of the SportCruiser are doing well, with the biggest misconception being that Light-Sport Aircraft wouldn't perform well at the higher density altitudes of Colorado. *** "Once Eric gets a potential customer into a SportCruiser and can demonstrate the lighter weight of SportCruiser powered by the 100-hp Rotax 912 ULS, that misconception quickly disappears. Aerosport operates a full sales and service outlet for Light-Sport Aircraft. *** "They are also able to offer the 'Sportshares' program of fractional aircraft ownership. In this program a customer interested in purchasing a SportCruiser can buy a share of the craft for as little as $5,000 to $6,000. The factory will then help sell off the other shares of the craft, until all five shares have been purchased. Fox Aerosport operates from a 5,000 square foot hangar and office facility and is an authorized and trained service outlet for Rotax aircraft engines. *** For a full explanation on the Sportshares program watch our video:

Roving reporter Dave wraps up coverage of the Rocky Mountain LSA Expo event. —DJ |||| “Cessna is one of the most recognized names in the aviation industry. Last year it lead the LSA market for new registrations. So I was surprised to hear again and again, ‘Look, there’s a Skycatcher; this is the first time I’ve ever seen one.’ Honestly, I heard that phrase or one very similar to it at least 30 times! *** “Flights, Inc., was at the Rocky Mountain Light Sport Aircraft Expo for the first time. They operate one of the largest Part 141 flight schools in Colorado, teaching with Cessna 172s and 182s, Piper Seminoles, and now, the Cessna Skycatcher. ‘The Skycatcher is the only light sport aircraft built by a mainline aircraft manufacturer,’ reported the big flight school. ‘It is also one of the few light sport aircraft powered by a Continental 0-200 engine.’ They elaborated, ‘This gives Skycatcher a better power-to-weight ratio than a 172, with the 100 horsepower calculating to 13.2 pounds per horsepower.’ Flights Inc., added that this gives the Skycatcher excellent short field landing and take off performance and, remember, we’re talking about a mile-high location with soaring density altitude.

Older Gentleman Versus Enthusiastic Teenager

By Dan Johnson || Leave a Comment

Some Cessna 152s are in sweet condition...

...others not so much (hopefully, this one is headed to the paint shop).

Cessna Skycatcher is "different" than the same company's earlier two-seat trainer.

Remos' newest GX has all the modern equipment and a new-airplane smell.

Recently, an AvWeb video stirred controversy among many LSA fans; I heard from several and that usually means more feel similarly. The subject concerned the value and challenges of LSA as flight trainers compared to old standards like Cessna 150s. I want to express another view. *** Are LSA harder to fly, specifically, are they harder to land? The best way to respond is to say that they are different. In fact, that's what Cessna's top demo pilot says about Skycatcher compared to Cessna 150s and 172s. Here are some reasons why: • LSA are lighter so they tend to be affected by wind eddies more than a heavier airplane; • LSA generally have more responsive handling and commonly use joysticks versus yokes which, due to increased leverage, means pilots can more easily overcontrol them. Many are lighter in pitch than a Cessna 150 which can cause PIOs. Some say the lighter handling makes a better pilot and if you learn in a LSA, you won't notice any great challenge; • LSA perform better, especially in glide so they meet the runway at shallower angles, which demands somewhat more finesse. All this can mean some extra time is needed to convert from a Cessna 150 (or other GA airplane) to a LSA, however... *** LSA also offer several advantages: • Cessna 150s and 152s, the newest of which was manufactured in 1985 — 27 years ago; the average age is well over 35 years old — may be older than the students who come to fly them. The oldest LSA are seven years old and most folks agree that new is nice; • Cessna 150/152s almost never have any modern avionics, where nearly all LSA sport glass screens and more; • LSA are much quieter; listen for yourself; • C-150s use more fuel, certainly so compared to the new fuel injected Rotax 912 iS and most cannot use auto fuel at one third less cost (though STCs are available so 150s can burn mogas); • LSA are roomier, often having a lot more interior space. They have better visibility. Many come with airframe parachutes. And they smell newer. Really, would you love to rent a 35-year-old car from Hertz? *** Another point is the durability of LSA in a flight school. Here the Cessna 150 is a tried and true workhorse. Many have well over 10,000 hours. Some feel LSA cannot match this. None have passed that number of airframe hours but we have several examples with more than 3,500 hours on them and they seem to be holding up just fine. Here's one example. Here's another *** The downside for LSA: they aren't as well known, they cost a lot more (new always does), the mechanics don't know them as well, specifically, some ask if LSA are more difficult to keep maintained? Regarding the latter... *** US Aviation (the location for the above mentioned video) offered to tell us about another part of that video, namely the maintenance issues surrounding LSA and comparing that company's experience with Cessna 150/152s. Watch for it.

Recently, an AvWeb video stirred controversy among many LSA fans; I heard from several and that usually means more feel similarly. The subject concerned the value and challenges of LSA as flight trainers compared to old standards like Cessna 150s. I want to express another view. *** Are LSA harder to fly, specifically, are they harder to land? The best way to respond is to say that they are different. In fact, that’s what Cessna’s top demo pilot says about Skycatcher compared to Cessna 150s and 172s. Here are some reasons why: • LSA are lighter so they tend to be affected by wind eddies more than a heavier airplane; • LSA generally have more responsive handling and commonly use joysticks versus yokes which, due to increased leverage, means pilots can more easily overcontrol them. Many are lighter in pitch than a Cessna 150 which can cause PIOs. Some say the lighter handling makes a better pilot and if you learn in a LSA, you won’t notice any great challenge; • LSA perform better, especially in glide so they meet the runway at shallower angles, which demands somewhat more finesse.

Cessna Drops 80 Skycatcher Orders in Europe?

By Dan Johnson || Leave a Comment

No Skycatchers for Europe? See the update at the end of the article.

This article has been updated; see at end. According to a French dealer for Cessna, 80 Skycatcher orders have been cancelled. Why? Well, possibly this... *** For many months, my LAMA Europe colleague, Jan Fridrich and others have tried to convince EASA to adopt the U.S. version of LSA rules including acceptance of ASTM standards as the means of certification for these light aircraft. EASA arrived at different rules that demand that producers meet DOA and POA regulations, which are rather expensive and burdensome. (EASA is the European Aviation Safety Agency, roughly the equivalent of FAA for the entire European Union. DOA is Design Organization Approval and POA is Production Organization Approval. In addition EASA demands a Restricted Type Certificate). EASA has accepted ASTM standards via its CS-LSA (Certification Specification [for] Light-Sport Aircraft) but layered on top of this is their DOA/POA/Type Certification requirement. *** A small number of LSA builders — Evektor, Tecnam, Flight Design, and possibly others — have reportedly gained these approvals, so it is possible for companies to comply. But EASA "Fees & Charges" are considerably higher for non-EU producers (like Cessna) partly because non-European manufacturers must pay for a minimum of two inspectors to travel from Europe to perform investigations and the company must allegedly pay a high hourly cost for each inspector even while they travel. Some have estimated the cost of EASA approval at beyond $200,000 for an aircraft like Skycatcher plus lesser charges in following years. In Cessna's case, the cost would surely include additional expense when those EASA inspectors also visit China where Skycatcher is manufactured. *** If it is true that Cessna considered it too expensive or burdensome to make the effort, can you imagine any other non-European producer being willing to spend the money? While the rules put in place by EASA probably were not intended to lock out non-EU producers, that could nonetheless be the result. *** My associate, Jan Fridrich, wrote, "I was just informed that the French dealer of Cessna announced end of Cessna's effort to certify Skycatcher in Europe. You know that I reported this in January from Sebring." To quote the source, here is what the French dealer wrote on their website: "Aeromecanic is sad today to confirm that Cessna is canceling all Skycatcher's orders for the European market. • First of all we would like to thank all our customers who trusted us and Cessna while ordering this aircraft over the last two years. • Aeromecanic was proud to have the incredible number of 80 orders; this was possible thanks to our hopes in the great job of Cessna's engineers. • We really want to say all of our customers that Aeromecanic is working hard to propose another great solution for all flying clubs, flight schools, and private owners. • We are really sorry to give such bad news, but once again Aeromecanic will be with you to ensure your operations." *** Whatever the reason for Cessna's apparent withdrawal, the good news is that other countries are accepting ASTM standards and sales are proceeding. American producers have sold to Australia and Brazil without added hoop-jumping. Yet according to Aeromecanic, Europeans won't be flying the Skycatcher. Updated 4/15/12 and 4/17/12 — According to a relayed message [since updated directly by Cessna], Cessna Manager, External Communications, Andy Woodward wrote, "Reports from various sources indicate that the Cessna Aircraft Company is cancelling plans to sell the Skycatcher in Europe. These reports are inaccurate. Cessna has not cancelled plans to sell the Skycatcher in Europe; we will temporarily suspend taking new orders for the Skycatcher until European Aviation Safety Agency (EASA) certification has been granted. *** The Skycatcher program in Europe has been hampered by the differences in aircraft classification between the Europe and the United States. Cessna is working with the EASA to certify the Cessna 162 Skycatcher and we are striving to find an economical solution that benefits our customers and satisfies EASA standards. We will recommence accepting orders when we are clear on a path towards cost effective certification from EASA. *** Some parties are interpreting the return of Skycatcher deposits as being more significant than it is. This is just a step we are taking to make sure we maintain a positive relationship with the Skycatcher customer. It's impossible to gauge how long certification will take, and we don't want a procedure that is beyond our control to affect our relationship with our customers." |||| Thanks to Francois Besse of Altipresse for first alerting to us to communications from Cessna and for Cessna's subsequent clarification.

This article has been updated; see at end. According to a French dealer for Cessna, 80 Skycatcher orders have been cancelled. Why? Well, possibly this… *** For many months, my LAMA Europe colleague, Jan Fridrich and others have tried to convince EASA to adopt the U.S. version of LSA rules including acceptance of ASTM standards as the means of certification for these light aircraft. EASA arrived at different rules that demand that producers meet DOA and POA regulations, which are rather expensive and burdensome. (EASA is the European Aviation Safety Agency, roughly the equivalent of FAA for the entire European Union. DOA is Design Organization Approval and POA is Production Organization Approval. In addition EASA demands a Restricted Type Certificate). EASA has accepted ASTM standards via its CS-LSA (Certification Specification [for] Light-Sport Aircraft) but layered on top of this is their DOA/POA/Type Certification requirement. *** A small number of LSA builders — Evektor, Tecnam, Flight Design, and possibly others — have reportedly gained these approvals, so it is possible for companies to comply.

2011 Market Share Info… and We Set Records

By Dan Johnson || Leave a Comment

...is setting records

CubCrafters achieved the #2 performance in 2011, a credit to their highly refined and very potent Cubalike with a 180-hp engine. photo courtesy CubCrafters

Cessna's Skycatcher leads in 2011 registrations. photo courtesy Cessna Aircraft

The LSA Market Share numbers are complete for 2011 and we offer them below. But first, if you will permit, I wish to say a hearty thanks to all the visitors that helped ByDanJohnson.com achieve an all-time record month in January 2012 following a strong December 2011. In the first month of the new year we broke nearly every prior record: Unique Visitors, Total Visits, and Hits. We also serve a 25% international audience in nearly every country on Earth. We appreciate the long-term loyalty of our sponsors and each of you who are Members. Your $29 annual donation to this website helps us provide lots of free information. Thank you for your support. 2011 Market Share Report Nearby, we present our standard market share numbers. Our original chart remains consistent, illustrating the "installed base," or "fleet size." However, we know many of you want current-year information and therefore we begin our first Calendar Year chart. *** No question about it. Cessna easily won the 2011 race with 134 registrations, the most ever in one year for one company and 48% of all registrations for the year. Flight Design achieved nearly this number for two years running (109 and 103 in '06 and '07). Even Cessna can't yet match that. Experts and former Cessna people wonder how many of the 1,000 original Skycatcher deposits could be returned after a dramatic 30% price increase but that takes nothing away from Wichita giant's performance at delivering aircraft, slowly in 2009, accelerating in 2010, and zooming upward in 2011. *** The second biggest story in 2011 registration performance is CubCrafters. Their 36 new registrations vaulted the company into the number two spot in overall fleet, while Cessna and the SportCruiser are tied in third. Last year deliveries were good enough for second in 2011, yet CubCrafters has a solid record of adding to their fleet (15-51-19-24-39-36 in '06 thru '11). Cessna didn't start delivering until 2009. *** In third and fourth place for 2011 are perennial leader Flight Design, which remains convincingly atop the overall fleet, and the SportCruiser. Importer US Sport Aircraft has done well to carry on after Piper left the LSA scene. Both Flight Design and US Sport Aircraft have strong customer support programs that help account for their success. *** Another interesting accomplishment are the twin (but different) companies of Jabiru USA and Arion, which tied for 2011 registrations. Jabiru is one of our Big Eight with more than 100 aircraft in the fleet (though Evektor is nearly ready to make it Big Nine). Arion is all-U.S. design and manufacture and has been steadily adding SLSA to a respectable fleet of kit-built LS-1s. *** Some solid producers American Legend, Tecnam, and Remos had a slow year but reported sales at Sebring 2012 in response to new models and programs from each company. *** It's little surprise to see Aerotrek in the #5 spot for 2011 and #12 overall. The company has one of the best price points among SLSA and an impressively built, folding wing aircraft available in tailwheel or trigear. *** In the Up-and-Comers Department, I suggest keeping an eye on American producers Allegro, World Aircraft, and Progressive Aerodyne plus European builders Pipistrel and Fk Lightplanes. Finally, SportairUSA has the broadest selection of SLSA plus the coolest options worth a closer look. *** This brief review of the LSA market is not complete. Please see all our SPLOG reports and Featured Aircraft for more on the Light-Sport Aircraft and other aircraft Sport Pilots can fly. 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. ••• A sincere thank you goes to Jan Fridrich of the Czech LAA for his work on the LSA Market Share report. Jan is also head of LAMA Europe and a tireless worker for the advancement of Light-Sport aviation. He invests many hours to analyze data for each report. Thanks Jan, on behalf of all ByDanJohnson.com readers.

The LSA Market Share numbers are complete for 2011 and we offer them below. But first, if you will permit, I wish to say a hearty thanks to all the visitors that helped ByDanJohnson.com achieve an all-time record month in January 2012 following a strong December 2011. In the first month of the new year we broke nearly every prior record: Unique Visitors, Total Visits, and Hits. We also serve a 25% international audience in nearly every country on Earth. We appreciate the long-term loyalty of our sponsors and each of you who are Members. Your $29 annual donation to this website helps us provide lots of free information. Thank you for your support. 2011 Market Share Report Nearby, we present our standard market share numbers. Our original chart remains consistent, illustrating the “installed base,” or “fleet size.” However, we know many of you want current-year information and therefore we begin our first Calendar Year chart.

Cessna Feels The Pinch …and Pinches Back

By James Lawrence || Leave a Comment

The Sky's no limit...in greenbacks.

Pipistrel's new trainer LSA, the Alpha, will make a debut in 2012 at about $80,000. artwork courtesy Pipistrel

In a recent piece on AvWeb, Paul Bertorelli takes a good look at Cessna's decision to bump the price of the Skycatcher by a cool $35K — yes, that's 35 thousand. Okay, it's not every day we see a 31+% price hike in a retail price of anything, especially in this economy. *** Yet Cessna's move should come as no surprise to anyone who knows, as Bertorelli points out, that the price of aircraft has grown faster than the rate of inflation for decades. Thirty years or so ago, a new Cessna Skyhawk could be had for around $30,000. Today it's 10 times that number, or more than $300,000, whereas inflation applied to that original $30K number would put the figure just north of $100,000...about three times higher. *** Meanwhile, the aviation giant has up until now done its best to keep the price close to it's original near-$100,000 level. Most recent raise was from $112,000 to around $114,000. *** Originally announced in 2007, more than 1,000 orders were racked up in short order. *** Then came more than two years of delays — first deliveries were made last year and 150 or so Skycatchers have been delivered this year. *** All along, Cessna tried mightily to hold the line on price increases even in the face of production cost increases: it of course wanted to hold onto that $75 million in orders; wholesale decimation of the Skycatcher order book would have been a heavy hit, even for Big C. *** The company pressed on through at least one major tailfeather redesign to keep the program viable, and keep original placeholders on board with a gradually-climbing price that stayed close to the original ticket of just under $110,000. *** Now the scrappy Skycatcher has climbed the U.S. delivery numbers to its recent, current position of #2. Only longtime leader board-topper Flight Design has registered more LSA in this country. *** How does Cessna's new $149,900 price compare? Look at the price of equivalent-quality SLSA out there; you're looking at a typical sticker-shock number of $125-150K*. Big C is only raising its product to market parity, and to help support production costs, after having worked hard at it's "holding the line" image. Also factored in: many of the instrument options are now standard, so the price increase isn't baldly wholesale: some perks are factored in. *** Still, those options are no longer voluntary. *** I wonder how deep in the red Cessna went with the delays in production, increased design and retesting costs — the company has proudly, and deservedly, boasted that it took Skycatcher through a program more rigorous than the ASTM standard, including spin testing... that's how the original design flaw was uncovered in the first place. *** Bertorelli goes on to reflect on the marketing and psychological effect of the price jump, and whether it will cause a bailout of significant numbers of remaining production number holders. He also has some interesting insights on how Cessna has always been good at maintaining its profit margin, even if it meant raising prices and accepting the lower sales numbers that resulted. That's how companies survive, after all *** It's a good read, check it out for an insight into how big aviation business cope these days. *** He concludes with a compelling question that deserves more thought and some comment: if Cessna, with it's offshore Chinese production, can't produce a relatively "low cost" SLSA, does that put the kibosh on the notion entirely? *** I have my own thoughts, viewed from a slightly different angle: look at my recent post on the Pipistrel Alpha Trainer that was just introduced around $80,000, and that's not a stripped model either. I read an online forum thread a couple days ago in which several posters flat out decried the $80K price point. "Impossible!" they cried. *** Yet here is a lean, mean, well-oiled design/production house in Slovenia that is showing us the way of the future, perhaps. The company just sold 200 Alpha trainers to India; the production prototype is planned for debut in April. *** I believe the company President, Ivo Boscarol, when he says he will produce the airplane at that price. His vision all along has been that if you do things in a very targeted, innovative and efficient manner, you can produce affordable, quality aircraft that will sell, even with the euro/dollar exchange rate, in the $80K range in America. *** Take another look at what we complain about as a "high cost" light aircraft: adjusted backwards to the before-inflation rate (1975, roughly); we're looking at $19,000 for the Alpha ...had it been available in that year. *** Before we cry in our $7 microbeers, we should lament the destruction of our currency by the craziness of world economics for the last 70 or so years. That is the real culprit. An ounce of gold still buys approximately the same goods it bought in 1950...1920...1900. It's not that things are more expensive. It's our currency, no longer backed by gold or silver, that's taken the hit. *** Why do you think China among other national governments is buying gold like it was on fire sale? Because it is. *** Aviation companies like every other enterprise must find ever-more-efficient ways of surviving, let alone thriving, by continuing to discover how to do the impossible, even if they have to grapple with perceived realities, such as this misplaced notion that there are no cheap light aircraft. *** Put another way, I'll buy an $80,000, all-composite, well-equipped, good-performing aircraft for $19K any day of the week... even if I have to find a few partners to help me out with the purchase, since my salary also buys a quarter of what it did a generation ago ('75). But that's another, and unfolding, story. * For the record, not all SLSA cost $125-150,000; we have good quality, airworthy, and good performing aircraft for below $100,000. —DJ

In a recent piece on AvWeb, Paul Bertorelli takes a good look at Cessna’s decision to bump the price of the Skycatcher by a cool $35K — yes, that’s 35 thousand. Okay, it’s not every day we see a 31+% price hike in a retail price of anything, especially in this economy. *** Yet Cessna’s move should come as no surprise to anyone who knows, as Bertorelli points out, that the price of aircraft has grown faster than the rate of inflation for decades. Thirty years or so ago, a new Cessna Skyhawk could be had for around $30,000. Today it’s 10 times that number, or more than $300,000, whereas inflation applied to that original $30K number would put the figure just north of $100,000…about three times higher. *** Meanwhile, the aviation giant has up until now done its best to keep the price close to it’s original near-$100,000 level.

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