Skycatcher

Since Cessna stopped producing the 152 in the 1980s, those without the budget to buy the bigger 172 Skyhawk have tended to drift into the cheaper recreational end of the market, while values for even 20 year old 152s have remained high enough to keep some potential aircraft owners out of the market.

Recognising the need to plug this gap in its product line, Cessna announced in 2006 that it was working on a new light sport aircraft program to examine the market and production feasibility of a new light aircraft. This culminated in the unveiling of its proof of concept Light Sport Aircraft at the 2006 EAA Airventure at OshKosh.

Quickly dubbed the Cessna Sport, the LSA proof-of-concept featured an all aluminium structure, and was powered by a Bombardier Rotax 912 engine with the capacity to carry two people in a side by side configuration. At the time, Cessna CEO Jack Pelton said that the aim of the LSA was to be able to offer an ‘entry level’ type aircraft, with the goal of being able to offer the aircraft with a price tag in the US$100,000 (A$151,962) region.

At the unveiling of the aircraft, Cessna announced that it intended to conduct a year-long feasibility study into producing and marketing a light sport aircraft. The company also committed to further refining the design of the Sport, with the proof of concept aircraft making its first flight on October 13 2006.

The strong interest shown in the LSA project from customers around the world soon led to a formal launch of the aircraft as the Model 162 SkyCatcher on July 22 2007 at the OshKosh AirVenture. The aircraft was an instant hit, with Cessna announcing only two days after its launch that it had taken orders for over 400 SkyCatchers at the introductory price of US$109,500 (A$166,398). Cessna also announced in November that it has taken orders for more than 1000 of the type, of which approximately 35 per cent are for customers outside of the USA.

Compared to the LSA concept, the SkyCatcher features a number of design refinements, and is currently on track to be the first Cessna aircraft certified under the American Society for Testing of Materials’ F2245 standard for light sport aircraft. Cessna also aims to have the aircraft certified for both Day and Night VFR operations under FAR Part 91.205.

Unlike other aircraft in the composite aircraft which make up the majority of the LSA, the major structures of the SkyCatcher will be constructed primarily from aluminium alloy. The semi-monocoque fuselage will use a traditional construction of frames and stringers covered by aluminium skins, while the 9.14m long wing structure is a two spar design, also covered in aluminium.

“The aircraft was an instant hit, with Cessna an nouncing only two days after its launch that it had taken orders for over 400.”

The 1.03m high cabin is accessible by two upward hinged doors, which open interiors will feature two carbon composite seats, behind which lies a 0.35 cubic metre space for luggage. Cessna says that it will have a shoulder-height width of 1.12 metres, making it wider than the larger Cessna 206 Stationair.

In the cockpit, the 162 features a Garmin G300 avionics suite, which includes a single split screen flight primary and multifunction display. The suite also includes a Garmin SL40 Com radio, GTX327 Mode C transponder and a 121.5 MHz Electronic Locator Transmitter will as standard equipment. A second P/MFD will be available as an option.

Breaking Cessna’s tradition of yoke controls, the SkyCatcher will feature central control columns, which will be mounted under the aircraft’s control panel. “From a pilot’s perspective, the most noticeable refinement is the use of the under the panel control stick design, which makes getting in and out of the cockpit much easier while still preserving the feel of a floor-mounted stick,” said Cessna spokesperson Anglea Landwehr

The 162 is powered by a Teldyne Continental O-200D, horizontally opposed four cylinder engine driving a two blade, fixed pitch propeller (Cessna had not yet announced the supplier of the propeller by December). The engine is capable of producing 100bhp at 2800rpm and has a time between overhaul of 2000 hours.

Landwehr says that the manufacturer examined different options for the powerplant – such as the Rotax 920 used on the LSA concept demonstrator – before settling on the Continental engine. “The decision to use the O-200D was because of its advantages in operations, warranty and maintenance, and customers preferred it,” said Landwehr.

According to Cessna’s preliminary specifications, the SkyCatcher has a maximum speed of 118knots and a maximum climb rate of 890 feet per minute. At a cruising speed of 112kt with 77 per cent power at 6000ft, the aircraft has a range of 390nm giving it an endurance of 3.4 hours. Maximum cruise speed is 118knots.

The SkyCatcher’s maximum clean stall speed will be 45 knots and 39 knots with full flaps, in accordance with the ASTM regulations. This makes the aircraft capable of landing in 317m over a 50ft obstacle with a 128m ground roll. Takeoff distance to clear the same obstacle is 381m.

As a light sport aircraft, the 162 has a standard empty weight of 376.5kg, which when coupled with its 222kg maximum useful load gives it a maximum gross weight of 598.7kg. The aircraft also has a usable fuel load of 90.85 litres and a service ceiling of

Somewhat controversially, Cessna announced in November 2007that assembly of SkyCatchers would be outsourced to Shenyang Aircraft Corporation in China. Under its arrangement, Cessna will ship the aircraft’s avionics, engines and raw materials to SAC’s facility in Shanghai where they would be assembled before being shipped to one of three centres in the United States for final fit out. From there, the aircraft will then be ferried or shipped to local dealers for customer delivery.

The key driver for this decision was the difference in labour costs which has allowed Cessna to keep down the retail price of the aircraft. Nevertheless, there has been some concern about outsourcing the construction of the aircraft, as Landwehr explains.

“We received some comments of concern just after the announcement was made that Cessna had decided to partner with Shenyang Aircraft Company in China to manufacture the SkyCatcher. We’ve received very few comments since that time and there haven’t been any order cancellations as a result of this decision,” she said.

Cessna also noted in a November press release that it will have engineers in residence at SAC to provide oversight and quality assurance over the up to 700 SkyCatchers which will be produced each year in Shenyang.

The prototype 162, which was assembled at Cessna’s Independence, Kansas facility made its first flight from Cessna Aircraft Field Airport, ahead of schedule on March 8 2008. This was followed by the first flight of the first production SkyCatcher on May 5, with both aircraft involved in the flight testing program, while a third aircraft was allocated to performing ground-based structural testing.

While the development path of the SkyCatcher progressed, the crash of the prototype aircraft on September 18 forced some changes to the schedule. The aircraft crashed after it became uncontrollable during power-on, cross controlled spin trials. The test pilot was able to bail out successfully and did not sustain any injuries.

The spin trials were not required under the ASTM standards but were being done as part of Cessna’s own testing program. “While the incident was unfortunate, the SkyCatcher program has continued to move ahead,” said Landwehr, adding that soon after the crash Cessna altered its plans and has since been using the first production aircraft as its primary test aircraft.

Cessna also confirmed in a November press release that the SkyCatcher remains on schedule for its first deliveries in the second half of 2009 with all the production jigs and tooling in place at Shenyang by the end of 2008.

With its relatively small price tag, and the prospect of being much cheaper to operate than any of the larger aircraft in its range, Cessna sees the affordability of the SkyCatcher as a way of making private flying more accessible to people who either own their aircraft or aspire to learn to fly. “We see it as a catalyst for new pilot starts,” said Landwehr. “We believe Cessna’s global sales, distribution, training and support network, already in place, will benefit this market. Cessna’s long-term growth is dependent on continuously bringing new pilots into the system.”

More locally, Cessna dealer Aeromil Pacific’s managing director Steve Padgett told Australian Aviation that interest in the SkyCatcher during 2008 had been strong with 18 aircraft sold and another 10 on order. The first SkyCatcher, which will be retained by Aeromail as a demonstrator, is due to arrive in Australia in 2012.

Padgett said that the economics of the aircraft and the fact the SkyCatcher is a traditional metal aircraft have been the key attractions for customers in Australia. “It’ll really be the cost of purchase, the cost of operation, and the traditional structure of the aeroplane that will continue to be the three points of interest for the aircraft. Add to that it has the Cessna name on the side,” he said.

The interest so far has been split between small independent flying schools and aero clubs who would use the SkyCatcher as a trainer aircraft and those interested in owning their own aircraft.

For many of the flying schools, a key driver of their interest in the Skycatcher is the need to replace older aircraft such as Cessna 152s and Piper Tomahawks with a new aircraft which is cost effective. “A lot of flying schools have got old 152s which have really reached the end of their days,” said Padgett. “People have just got to the stage where they just can’t keep operating these old aeroplanes and probably more to the point, people just won’t fly in them.”

Padgett also sees the SkyCatcher with its low acquisition and running costs as an aircraft which will attract new customers to their own private aircraft, with potentially 40 per cent of the market coming from private owners. “We see it as a whole lot of new people coming into the business and I think it is going to introduce a lot of people to owning an aeroplane. It’s like a little sports car for the weekend,” he said.

Naturally, as with other Cessna aircraft, Padgett sees that a number of purchasers of the SkyCatcher will over time more than likely continue to move up and purchase the larger Cessna singles or even move into the Citation range of business jets.

But for all the enthusiasm in the local market for the Skycatcher, Padgett admits that sales enquiries across its single engine offerings were down in the second half of 2008 as a result of the weakness in the Australian dollar. “We’re seeing that some smaller businesses who make their income in Australian dollars [such as those flying schools not affiliated to the airlines] are reconsidering their plans,” he said, but added that so far no customers have cancelled their orders for the aircraft.

Nevertheless, with production sold out for a number of years, the SkyCatcher is sure to continue the Cessna legacy of launching a new generation of pilots. “The SkyCatcher will bring the cost of flight training down to a level accessible to a much greater number of people,” said Landwehr. “This will result in a significant increase in new pilot starts, as well as enable pilots who have been priced out of the market to fly a new aircraft. By entering this market, Cessna will be creating an entirely new generation of aviators and customers.”