The new SkyCatcher returns the plane maker to the two-place market via the fast growing light-sport aircraft category. Photo by Jim Koepnick

The world’s largest general aviation airplane manufacturer, at least as measured by unit sales, is now officially in the special light-sport aircraft (S-LSA) business. Sunday morning at EAA AirVenture Oshkosh 2007, Cessna unveiled its 162 SkyCatcher, its entry into the exploding S-LSA market.

"Ten years ago EAA had a vision to develop the next stage of sport aviation," said EAA President Tom Poberezny. "That included both the aircraft and the pilot. Today is the validation of this concept."

Poberezny shared the stage with Jack Pelton, chairman, president, and CEO of Cessna.

Cessna unveiled its S-LSA intentions here last year by unveiling a proof-of-concept airplane. The 162 SkyCatcher, while it shares many of the same basic characteristics of the one shown last year, is different in many respects.

A key difference is the Continental O-200D, a 100-hp air-cooled engine. The proof-of-concept plane originally sported a Rotax engine, the same basic type powering many of the competitive S-LSA airframes. However, recent appearances of the original plane showed it with the Continental powerplant slated for the production version.

"We saw a very strong market preference for the Continental engine," Pelton said. "There were several reasons; one certainly was the track record of the engine. It is a proven design, and most aviation mechanics around the world at our Cessna service stations are familiar with it."

The SkyCatcher is a high-wing, tricycle gear, two-seat plane, constructed primarily of aluminum and fastened together with rivets—a construction media and assembly technique with which Cessna is intimately familiar. There are some composites in the airframe but, according to Pelton, only where it makes sense.

A number of traditional challenges with Cessna piston singles were addressed in the 162. The interior is painted, eliminating the plastic panels that lined the inside of the original 150 and 152. The nose wheel is castering, does not steer, and is expected to eliminate the nose-wheel shimmy common to many smaller Cessnas. The seats are fixed, and the rudder pedals adjust fore and aft to accommodate different pilots. Adjustable seats in many light airplanes have had problems staying locked in place.

Garmin developed an all-new glass instrumentation setup for the 162, the G300. All flight instrumentation, engine instrumentation, and a moving map are presented through a single display panel. Operation of the G300 primary flight display is similar to the G1000 system offered in much of the Cessna fleet and, according to Pelton, should make for a "tidy" transition to the larger planes.

A Garmin SL40 com transceiver, GTX327 Mode C transponder, VFR GPS, and a 121.5 MHz ELT round out the standard avionics complement. A second G300 display, an autopilot, and a 406 MHz ELT are optional.

The airplane is equipped for both day and night VFR operation. Other options include wheelpants and a full airframe parachute.

The floor-mounted sticks equipping the proof-of-concept plane have been replaced with a patent-pending, panel-mounted system Cessna believes mimics the control feel provided by a floor-mounted stick. The panel-mount arrangement makes it easier to get in to and out through the top-opening doors.

Poberezny announced that EAA is, in fact, the launch customer for the SkyCatcher. Through a generous donation from the Emil Buehler foundation, EAA will receive the second and third airplanes off the production line. One will be dedicated to the Young Eagles program and the other will be used in the EAA Air Academy program.

"The Buehler foundation has been a longtime supporter of youth education in aviation," Poberezny said. "They have made this gift to ensure that today’s youth see the pathway toward a lifelong engagement with aviation."

Pelton shared that the first 162 will go to a very special person, his wife. His wife, who is not a pilot, often rides along in Pelton’s personal classic Cessna 195 and his newer 206 Stationair.

"She was looking for the right airplane to learn to fly in," Pelton said. "When she saw [the 162], she said wow! This is an airplane I want to learn to fly in. She said she wants to buy one so she brought her check down yesterday and signed up."

First flight is expected to occur in the first half of 2008, with deliveries expected to begin in the second half of 2009. Production is expected to ramp up to 700 airplanes a year by 2011.

Pelton indicated that a handshake agreement for where the plane will be manufactured is in place, but won’t disclose what those arrangements are until formal contracts have been signed.

Cessna, with its network of 300 training centers worldwide, will provide a complete package of aircraft sales, financing, insurance, flight training, and maintenance.

Cessna is taking orders for the plane here at EAA AirVenture. The base price for the first 1,000 examples will be $109,500. A $5,000 deposit is required.

The SkyCatcher prototype is on display at the Cessna Pavilion in the Main Aircraft Display area.