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SkyCatcher

Should you learn to fly in an LSA to save money?

One important reason that light sport aircraft (LSA) are increasing in popularity is due to the fact that they are cheaper to own and operate. However, should student pilots consider learning how to fly in an LSA rather than a conventional general aviation (GA)? That’s exactly what Sherwyn A asked in a recent question posted on Ask a Flight Instructor. Specifically, Sherwyn A noted that it would cost $90 per hour to do flight training in an LSA verses $115 to $130 an hour in a C172. However, he also added that he would like to:

…fly C172s or similar category and would most likely have to be checked out on the C172 etc later. Would my savings by obtaining the PPL in the LSA be lost by having to get checked out in a C172? What’s typically involved in getting checked out in another aircraft? Should I just pursue the PPL in the C172 to begin with?

Jim Foley responded by writing that it depends because although he has had his pilot license for several years, he finds the Skycatcher LSA slightly more difficult to fly because it feels a bit squirly. Nevertheless, he was quick to add that if it takes 50 hours to obtain a pilot license, that’s $4,500 verses $7,000 plus the cost of transitioning – probably 10 hours or less. In other words, the savings can be considerable.

Curtis Ide then added that it should only take 5 hours or less to do the transition. Since 5 hours with an instructor in a C172 will cost around $1,000, Sherwyn A will come out a few hundred dollars ahead with extra flying hours.

However, Curtis also added that Sherwyn A will need to consider how many of each aircraft his flight training school has. After all and if only one LSA is available, it might be better off doing flight training in a more expensive aircraft as its inevitably that the LSA may be grounded for maintenance or is being used by another student. 

Nevertheless and if you are looking for an affordable option for flight training, by all means its worth considering doing flight training in an LSA.

A review of the Cessna Skycatcher from a CFI’s perspective

Meg Godlewski has written a very lengthy article for General Aviation News about the Cessna Skycatcher from the perspective of a CFI. In fact, the Skycatcher was designed as a light sport aircraft (LSA) as well as an inexpensive training platform and Meg noted that at the flying club where she evaluated the aircraft, it has proven to be popular with both the club’s student pilots and with its fully licensed members.

However, Meg also wrote that despite having a familial resemblance to a Cessna 150, comparing the Skycatcher to one is like comparing a 1966 Ford Mustang with a 2011 model. Hence, here are just a few of the differences as well as characteristics that Meg noted about the Skycatcher:

On the Ramp. Meg wrote that the wing-strut on the Skycatcher is anchored behind the door rather than in front of it as the door is a gull-wing type that opens upward – something that other Cessna pilots would not be accustomed to. Moreover, the door is extremely light as it does not contain any insulation. This also means that you do not need to slam it shut but you will also need to ensure that it is securely latched before taking off as it could open upward during a flight and cause damage to the aircraft.

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Pre-Flight. Meg pointed out that the Skycatcher does not have electronically actuated fuel gauges but rather there are well-marked tubes at wing level inside the cockpit – just like what you would find in a Piper Cub. Since there is no way to switch tanks, there is a warning placard to remind the pilot that takeoffs are not allowed with less than one quarter tanks.

However, Meg expressed some concern that having the Garmin 300 calculate weight and balance could mean pilots will, at some point, no longer be able to read tables and graphs or do the calculations longhand. On the other hand, the representative of the flying club who owns the aircraft she was testing commented that many pilots don’t even bother to do weigh and balance calculations before taking off as they (mistakenly) believe what fits inside an aircraft must be safe.

Take-Off. Meg wrote that the Skycatcher is intended to be a day-time and VFR flight only aircraft. Hence, a pilot will probably not need any back-up instruments and navigation for safe flying.

Otherwise, meg pointed out that the Skycatcher has toe brakes, making it easier for student pilots to transition to other Cessna aircraft, but the angle at which one’s heel will rest on the floor in relation to the pedals also makes it challenging not to “ride the brakes during ground operations” while the aircraft’s castering nosewheel meant her first attempts to keep the nose on the yellow taxi line had “all the grace of a drunken rhinoceros.” Moreover and due to the lack of sound proofing, the Skycatcher is louder than other Cessna aircraft while landings will take some practice as the aircraft “doesn’t want to stop flying.”

Meg’s entire and very detailed review of Cessna Skycatcher is well worth reading by both would-be pilots who may receive their training in one as well as by experienced pilots who may find themselves either flying or owning one.