Skycatcher IFR?

xyzzy wrote:
On Oct 12, 7:30 pm, Matt Whiting wrote:
Does anyone know if the Skycatcher will be IFR certified? It doesn't
appear to be from what little I've found at the Cessna web site.

Matt

You've gotten a lot of good replies here so it may be redundant, but I
did want to mention I saw the Skycatcher at OshKosh and asked one of
the Cessna salesdrones if it would be IFR capable and he said no.

Putting the technical and regulatory limitations aside, I doubt Cessna
would want to cannibalize 172 sales by offering a much cheaper IFR
alternative.


That is too bad, but certainly not surprising given the mission of the 162.

Matt

I think you are right.

Helen

Matt Whiting wrote:
Helen wrote:
What the FAA issues is a Special Airworthiness Certificate rather than
a standard airworthiness certificate. While issued by the FAA, the
standards that must be met are all published by ASTM rather than the FAA.

Helen

Matt Whiting wrote:
Helen wrote:
The VFR only limitation is strictly on the light sport airman not
the light sport aircraft. You aren't going to find this anywhere in
the FARs because most of these planes are not certified by the FAA,
but by ASTM.

Are you sure about this? I thought the FAA still had to certify
them, just that they will certify any that meet the ASTM standard.

Matt

Yes, understand. However, I still think it is the FAA that is really
certifying the aircraft even though they aren't developing the standards.

I don't think ASTM has any authority to certify aircraft, but I could be
wrong.

Matt

Matt Whiting wrote:


Then follow that link up there the 601XLi might be just the plane
for you.

Except that the wing is in the wrong place!

Matt

Keep on the look out for the Zenith Patriot. It is going to be an LSA only
(no kit) high wing.

Gig 601XL Builder wrote:
Matt Whiting wrote:

Then follow that link up there the 601XLi might be just the plane
for you.
Except that the wing is in the wrong place!

Matt

Keep on the look out for the Zenith Patriot. It is going to be an LSA only
(no kit) high wing.

This one here? http://www.sport.aero/index2.html

Looks interesting.

Matt

Matt Whiting wrote:
Gig 601XL Builder wrote:
Matt Whiting wrote:

Then follow that link up there the 601XLi might be just the plane
for you.
Except that the wing is in the wrong place!

Matt

Keep on the look out for the Zenith Patriot. It is going to be an
LSA only (no kit) high wing.

This one here? http://www.sport.aero/index2.html

Looks interesting.

Matt

That's it. Please note the "150" in the name. As you can imagine that isn't
an accident.

If you are a Cessna pilot, you'll LOVE the Tecnam line of IFR available
LSAs. We have an Echo on the line. It is super stable, super roomy,
and has a super useful load. We have a 6'9" 310lb student taking
lessons in it with a 200lb instructor! It has the stability you need
for IFR, and useful load you need for long range tanks if you are going
to fly hard IFR. Best of all, you won't sacrifice roominess. It's
every bit as comfy as a 172. The IFR certified Rotax 912S burns about 4
gph, mo gas preferred. Available glass or traditional. The new 2008
panel is superb, available glass or traditional, and complete with cup
holder.

http://www.tecnamaircraft.com/Tecnam_Aircraft.htm
http://www.chesapeakesportpilot.com/sales.htm

Helen

Matt Whiting wrote:
Gig 601XL Builder wrote:
Robert M. Gary wrote:
On Oct 15, 6:24 am, "Gig 601XL Builder" wrDOTgiaconaATsuddenlink.net
wrote:
Robert M. Gary wrote:
On Oct 12, 4:30 pm, Matt Whiting wrote:
Does anyone know if the Skycatcher will be IFR certified? It
doesn't appear to be from what little I've found at the Cessna web
site.
Matt
Will Sport aircraft be allowed to be IFR certified?
-Robert
There is at least one S-LSA aircraft that is IFR
certified.http://www.newplane.com/amd/amd/601_SLSA/601.html
So then I assume the pilot would need a current class 3 medical,
correct?

-Robert

And an IFR ticket. But the question wasn't about pilot certificates it
was about aircraft.


Yes. I'm instrument rated and was simply wondering what, if any, LSA's
could be flown IFR. I;m debating whether to buy one just for fun
flying, but with the capability to occasionally fly in IMC if needed. I
can buy a 20 year-old 182 that burns 12 GPH or I can buy a new LSA that
burns half that ... and is new!

Yes, I give up two seats, but most of my flying is alone anyway or with
one other person, so I'll just rent when I need four seats. That was
the rationale behind my question.

Matt

Helen wrote:
If you are a Cessna pilot, you'll LOVE the Tecnam line of IFR available
LSAs. We have an Echo on the line. It is super stable, super roomy,
and has a super useful load. We have a 6'9" 310lb student taking
lessons in it with a 200lb instructor! It has the stability you need
for IFR, and useful load you need for long range tanks if you are going
to fly hard IFR. Best of all, you won't sacrifice roominess. It's
every bit as comfy as a 172. The IFR certified Rotax 912S burns about 4
gph, mo gas preferred. Available glass or traditional. The new 2008
panel is superb, available glass or traditional, and complete with cup
holder.

It wasn't obvious from a quick perusal as to what the key differences
are between the Super Echo and the Bravo. Is there a comparison table
somewhere on the Tecnam web site that I simply didn't find?

Any idea as to the price target of the P2006T?

Matt

Matt Whiting wrote:
Helen wrote:
If you are a Cessna pilot, you'll LOVE the Tecnam line of IFR
available LSAs. We have an Echo on the line. It is super stable,
super roomy, and has a super useful load. We have a 6'9" 310lb
student taking lessons in it with a 200lb instructor! It has the
stability you need for IFR, and useful load you need for long range
tanks if you are going to fly hard IFR. Best of all, you won't
sacrifice roominess. It's every bit as comfy as a 172. The IFR
certified Rotax 912S burns about 4 gph, mo gas preferred. Available
glass or traditional. The new 2008 panel is superb, available glass
or traditional, and complete with cup holder.

It wasn't obvious from a quick perusal as to what the key differences
are between the Super Echo and the Bravo. Is there a comparison table
somewhere on the Tecnam web site that I simply didn't find?

Any idea as to the price target of the P2006T?

I should have added "as delivered in the USA"

Matt

Think about Skyhawk vs. Cardinal and you have the difference. Both are
good planes. The wing shapes are a bit different and the Bravo is
strutless. The wing shape makes the Echo an easier trainer but the
Bravo faster. The Bravo easily dose the legal limit of 120kts. The
Echo has more headroom since it doesn't have a large wing spar running
through the roof like the Bravo. The Bravo starts at $99,900 US
delivered. A reasonable VFR instrument package would put you at about
$110K. The engine upgrade required for IMC is about $9K. Either engine
you can file IFR with on this plane. However the 912S is required for
flight into IMC.

Helen

Matt Whiting wrote:
Helen wrote:
If you are a Cessna pilot, you'll LOVE the Tecnam line of IFR
available LSAs. We have an Echo on the line. It is super stable,
super roomy, and has a super useful load. We have a 6'9" 310lb
student taking lessons in it with a 200lb instructor! It has the
stability you need for IFR, and useful load you need for long range
tanks if you are going to fly hard IFR. Best of all, you won't
sacrifice roominess. It's every bit as comfy as a 172. The IFR
certified Rotax 912S burns about 4 gph, mo gas preferred. Available
glass or traditional. The new 2008 panel is superb, available glass
or traditional, and complete with cup holder.

It wasn't obvious from a quick perusal as to what the key differences
are between the Super Echo and the Bravo. Is there a comparison table
somewhere on the Tecnam web site that I simply didn't find?

Any idea as to the price target of the P2006T?

Matt

Helen wrote:
Think about Skyhawk vs. Cardinal and you have the difference. Both are
good planes. The wing shapes are a bit different and the Bravo is
strutless. The wing shape makes the Echo an easier trainer but the
Bravo faster. The Bravo easily dose the legal limit of 120kts. The
Echo has more headroom since it doesn't have a large wing spar running
through the roof like the Bravo. The Bravo starts at $99,900 US
delivered. A reasonable VFR instrument package would put you at about
$110K. The engine upgrade required for IMC is about $9K. Either engine
you can file IFR with on this plane. However the 912S is required for
flight into IMC.

Ah! I looked at those pictures several times and didn't even see the
lack of wing struts. Thanks.

Matt