Does Possible Columbia Acquisition Nix A NextGen High-Wing?

by ANN Managing Editor Rob Finfrock

Though overshadowed somewhat by the news of a factory-installed, diesel-powerplant option in the venerable Skyhawk, Cessna also had news to share on two of its newest aircraft programs this week at AOPA Expo 2007.

The planemaker touted over 850 orders for its newly-introduced 162 SkyCatcher light-sport aircraft -- making it by far the most popular LSA, by orders, in the US marketplace. As ANN reported, Cessna took the wraps off a mockup of the aircraft at AirVenture 2007 in July, one year after the company unveiled a proof-of-concept aircraft in Oshkosh.

Though Cessna stuck with a resolutely old-fashioned approach to its LSA -- sticking with all-aluminum construction, and a venerable, albeit updated, Continental O200 powerplant -- the planemaker stresses the all-new SkyCatcher isn't just a rehash of the old 150/152 line.

To drive that point home, one only needs to check out the planned standard avionics package. All SkyCatchers will sport an exclusive Garmin glass cockpit, termed the G300. A single-screen combination PFD/MFD, optimized for the plane's strictly-VFR mandate, will be standard, with a two-screen panel optional.

First flight of the prototype SkyCatcher is set for the first half of 2008 and deliveries are expected to begin in 2009. Cessna expects to produce up to 700 a year at full-rate production.

There was little question of Cessna's likely success in producing an appealing LSA... but there are many questions surrounding the future of Cessna's Next-Generation Piston (NGP) proof-of-concept aircraft, in the wake of Cessna's Letter-of-Intent to purchase bankrupt Columbia Aircraft Manufacturing.

After all, Columbia brings to the table two appealing, all-composite aircraft -- the 350 and 400, both four-seaters based on a single airframe -- that are popular with buyers (although not to the sales levels Cessna is accustomed to) and, most importantly, already certified.

So, where does Cessna's proposed five-door, six-seat high-wing proof-of-concept aircraft fit in? Well, to paraphrase Monty Python... it isn't dead, yet.

Cessna noted its flight test engineers have racked up more than 180 hours over the past 15 months flying the NGP... and have made aerodynamic modifications based on the data collected on those flights.

"The latest modifications have shown positive changes to the performance characteristics," said Van Abel, Cessna’s project engineer for the NGP. "Our team has captured data that validates predictions for the production configuration."

With the prospect of Cessna-badged Columbias looming large, Cessna says it remains committed to producing "a family of innovative airplanes that would set the standard among single engine pistons for performance, comfort and value."

Until recently, that would have implied eventual production of the NGP, and other variants of the smooth high-wing airframe... but now, it's anyone's guess what route Cessna will take in developing a worthy competitor to the Cirrus SR22.

And don't count the NGP out just yet in that decision, Abel says.

"There is still much work to be done," in building a business case for the NGP, Abel said. "We are in the process of working the configuration so we would have the potential of multiple powerplants, and we continue to study features and materials."

The NGP proof-of-concept incorporates a higher percentage of composite materials than past Cessna aircraft. The company will not release performance data or specifications until a launch decision is made.

FMI: www.cessna.com