Gordon Arnaut wrote:
Jim,

That's a good point about the tiny cost of LSA certification. It adds almost
nothing to the cost of the plane.

In fact LSA "certification" bears no resemblance to the conventional
certification we are all familiar with. As I understand it, it simply
involves building a prototype and then filling out a bunch of paperwork
stating that your plane and manufacturing setup complies with the standards.
There is no flight testing, structural testing, or testing of any kind, that
I'm aware. Even the responsibility for devising and administering the
certification standards themselves has been outsourced to a private-sector
entity, the ASTM. It's like the FAA isn't even involved at all.

Someone mentioned liability insurance and that's probably an expense that is
incurred by the manufacturers, although I doubt that this adds up to a whole
lot either.

Others have mentioned the high cost of labor and this too is valid.

However, Cessna has all of these costs -- and more --and is still able to
price a brand new Skyhawk at $155,000. This is a tremendous value when
compared to one of these new LSAs that cost close to $100,000.

Let's look at the CT2K for example. This composite plane carries a list
price of $85,000 and with even a few panel options that most of us would
consider essential, you are close to $100,000. this plane has an empty
weight of under 600 pounds and a gross weight of just over 1200lbs., which
is less than half of the Skyhawk.

The Skyhawk seats four in a well-appointed cabin with 20g seats, full gyro
panel, a decent radio stack and a robust Lycoming powerplant. It has had the
benefit of a rigorous FAR 23 certification process that is comparable to the
standards that business jets have to meet. It is a very substantial, real
traveling airplane -- the CT2K comes off rather toylike by comparison.

Yet somehow Cessna manages to give you all this for a cost of only about 50
percent more than the CT2K. Either Cessna is some kind of manufacturing
genius or the LSA is way overpriced. You are literally getting more than
twice the airplane for only half again as much cost.

Regards,

Gordon.
[snip]

Gordon,

Some time ago, a friend of mine graphed the cost of increasingly large
hard drives for computers. As luck would have it, the graph was a
straight line. My friend then went on to explaine that if you extended
the low end of the line until it crossed the x axis, this was the base
cost of producing & delivering any hard drive. I wonder if such an
analysis makes any sense in the light plane market? Given the nature of
todays technologies for assembling composite/legacy structures, labor,
realestate, profit, etc. Is there a cost associated with this class of
ariplane (LSA or not) below which a commercial plane can't be delivered
without structural changes to how we assemble airplanes?

Evan