Cessna 162 Skycatcher

The Cessna 162 Skycatcher is a cautionary tale in general aviation. Announced in 2006 as Cessna's entry into the Light Sport Aircraft (LSA) market, the Skycatcher was supposed to bring the Cessna name and manufacturing quality to the rapidly growing sport pilot segment. Instead, it became one of the most troubled aircraft programs in recent GA history, with production lasting only from December 2009 to December 2013.

The Skycatcher was manufactured by Shenyang Aircraft Corporation in China -- a decision that generated enormous controversy in the GA community. Complaints centered on exporting American aerospace jobs, concerns about Chinese manufacturing quality, and geopolitical tensions. Quality issues during production validated some of these fears and damaged the aircraft's reputation from the start.

Of the 1,200 orders initially placed, only 192 aircraft were actually delivered before Cessna pulled the plug. The remaining approximately 80 unsold aircraft were used for parts until December 2016, when they were scrapped. This makes the Skycatcher one of the smallest production fleets in certified/LSA aviation.

The aircraft itself is a conventional high-wing, strut-braced, tricycle-gear two-seater powered by the Continental O-200-D engine producing 100 HP. It flies adequately but unremarkably. The fleet's small size, parts availability concerns, and troubled reputation make it a niche choice in today's LSA market.

There is only one variant of the Skycatcher. Minor production changes were made during the short run, but nothing significant enough to warrant separate designations. Early production aircraft (2009-2010) had slightly different control feel due to later control system modifications addressed by ADs.

The Skycatcher performs competently for its class. Maximum cruise speed is 118 KTAS at 75% power, with fuel burn of 5.5 GPH. This is adequate for an LSA trainer/sport aircraft, though not class-leading -- several LSA competitors (Flight Design CTLS, Tecnam P2008) offer similar or better performance.

The Continental O-200-D engine is a purpose-built LSA variant of the venerable O-200 family, weighing approximately 180 lbs -- about 35 lbs lighter than the O-200-A used in the Cessna 150/152. The 2,000-hour TBO is respectable for the class. The engine is carbureted and uses 100LL avgas (not mogas-approved from the factory).

Rate of climb is 890 FPM at max gross weight -- quite good for a two-seat LSA. Service ceiling is 14,625 feet. Takeoff ground roll is 640 feet, with solo pilots reporting 300-foot takeoff rolls at light weights.

One notable handling characteristic: the Skycatcher uses single-hand, panel-mounted control yokes rather than the traditional Cessna dual-yoke system. This is unusual for a Cessna and was a source of mixed reviews from pilots accustomed to the conventional setup.

The free-castering nosewheel requires brake application for directional control during taxi -- unlike the steerable nosewheels on other Cessna singles. This was another departure from Cessna convention that frustrated some pilots transitioning from 150s and 172s.

Landing technique differs from the 150/152 as well. The Skycatcher has less tail clearance in the flare, making it more susceptible to tail strikes, particularly in gusty conditions. A flatter approach with good speed control is recommended over the full-stall landings common in 150/152 training.

The Skycatcher's 490-lb useful load is tight. With 24 gallons of fuel (144 lbs), only 346 lbs remain for two occupants and any personal items. Two average-weight adults (180 lbs each = 360 lbs) exceed the post-fuel payload by 14 lbs, requiring reduced fuel.

This is the LSA weight limitation in action -- the 1,320-lb max gross weight constrains the useful load to the point where two standard adults cannot fly with full fuel. Larger pilots will find they need to plan fuel loads carefully on every flight.

The 470 nm range with full fuel is good on paper, but only achievable solo. With two aboard and reduced fuel (17 gallons), practical range drops to about 320 nm -- still adequate for local and regional VFR flying.

Related aircraft: cessna-150, cessna-152, mosaic

• Flight Training (5/10): This was the intended primary mission, and it works adequately. The Skycatcher is a functional two-seat trainer under Sport Pilot or Private Pilot programs. However, the tiny fleet (192 aircraft), parts availability issues, and control system ADs have limited adoption by flight schools. Most schools that tried Skycatchers have since replaced them with Cessna 150/152 aircraft or other LSAs. For Part 61 sport pilot training, it is capable. For Part 141 programs, it lacks the fleet commonality and support infrastructure needed.
• Backcountry (1/10): Not suitable. Light weight, low useful load, and no bush modifications available.
• Business Travel (1/10): Two seats, VFR only, LSA limitations. Not applicable.
• Aerobatics (1/10): Not aerobatic category.
• Cross-Country (3/10): 470 nm range is adequate for VFR day trips, but the LSA speed limitation, VFR-only capability, and two-seat configuration limit practical cross-country utility. The cessna-150 does this job about as well and has vastly better parts support.
• Cargo Hauling (1/10): Two seats, 490 lbs useful load (which must include pilot + passenger + fuel). Cargo capacity is effectively zero after accounting for two occupants and fuel.
• Local Fun (6/10): This is the Skycatcher's strongest case. Low fuel burn (5.5 GPH), relatively low acquisition cost ($50K-$110K), and sport pilot certificate eligibility make it an affordable way to fly. Under MOSAIC rules, the Skycatcher becomes more attractive as pilot certificate requirements potentially broaden.
• Surveying (2/10): Too small, too light, and too limited in useful load for sensor equipment.

The Skycatcher was delivered with a basic but functional panel:

The Garmin G300 was a small multifunction display that is now outdated. Most Skycatcher owners have added at minimum an ADS-B compliant transponder (uAvionix SkyBeacon or Garmin GTX 345). Major panel upgrades are technically possible but economically questionable given the aircraft's low hull value.

The STC market for the Skycatcher is extremely thin:

The small fleet size (192 aircraft) means there is virtually no economic incentive for STC developers to create modifications for the Skycatcher. No engine upgrades, STOL kits, or performance modifications exist.

Parts Availability (Poor): This is the Skycatcher's Achilles heel. With only 192 aircraft delivered and factory parts support from Textron largely discontinued, parts sourcing depends on:

• Remaining new-old-stock parts from the Textron supply chain
• The 80 scrapped aircraft (parts exhausted by approximately 2016-2018)
• Cessna 162 owner network peer-to-peer parts trading
• Generic Continental O-200 parts where compatible (not all O-200-D parts interchange with O-200-A)
• Fabrication of simple structural parts by A&P/IA mechanics

Long-term parts availability is the most significant risk factor for Skycatcher ownership. A single hard-to-source part can ground the aircraft for months.

Mechanic Familiarity (Rare): Very few A&Ps have significant Skycatcher experience. The aircraft's unique control system, castering nosewheel, and LSA maintenance rules (which differ from standard Part 23 certified aircraft) mean most mechanics approach it as an unfamiliar type. Finding a qualified LSA repairman or A&P with Skycatcher experience requires effort.

Annual Cost Range:

• Condition inspection (LSA equivalent of annual): $1,500-$2,500
• With typical squawks: $2,500-$4,500
• Engine reserve: $9/flight hour ($18,000 / 2,000 TBO)
• Total ownership: $6,000-$12,000/year for 50-75 hours

Expensive Items:

• O-200-D overhaul: $16,000-$20,000
• Prop overhaul (fixed pitch composite): $1,500-$2,500
• Control pushrod replacement (per AD): $2,000-$3,500
• Canopy replacement: $3,000-$5,000
• Brake overhaul: $800-$1,200

The Skycatcher market is thin and illiquid:

Price Tiers:

• Needs work / lapsed annuals: $40,000-$55,000
• Airworthy, basic condition: $55,000-$80,000
• Well-maintained, low time, current: $80,000-$110,000

New retail price started at $109,000 in 2009 and rose to $149,000 by 2011. Current used values are below original purchase price for most examples, though well-maintained specimens have stabilized.

MOSAIC Impact: Under MOSAIC rules (see mosaic), the Skycatcher's value could increase modestly. MOSAIC broadens the pilot certificate requirements for LSA operation, potentially expanding the pool of eligible pilots and buyers. However, MOSAIC also enables many more attractive aircraft to enter the LSA-eligible pool, which may offset any value gain for the Skycatcher specifically.

Key ADs:

• AD 2011-24-10: Inspection and replacement of the elevator control system pushrod assembly. This was a critical safety AD addressing potential loss of pitch control. The pushrod connection could develop play, leading to elevator flutter or control difficulty. Compliance required inspection and, in many cases, replacement of the pushrod assembly.
• AD 2012-07-03: Inspection of wing attachment hardware. Required inspection of wing-to-fuselage attach bolts for proper torque and condition.
• AD 2012-04-51R1: Rudder cable inspection and replacement to prevent potential loss of rudder control.

Common Problems:

• Control system wear: The single-hand yoke mechanism and associated pushrods are unlike other Cessna designs. Wear patterns are less understood due to the small fleet size, and replacement parts are difficult to source.
• Nosewheel/brake wear: The castering nosewheel design causes accelerated brake pad and disc wear during taxi operations. Pilots coming from steerable-nosewheel Cessnas tend to use excessive braking.
• Canopy seal leaks: The bubble canopy can develop seal leaks over time, allowing water intrusion into the cockpit.
• Continental O-200-D parts: The O-200-D is a variant of the O-200 family, but some components are D-specific and not interchangeable with the O-200-A used in Cessna 150/152 aircraft. This limits the parts pool.
• Airframe parts scarcity: With only 192 aircraft delivered and 80 more scrapped for parts (depleted by 2016), the parts supply is finite and shrinking. Cessna/Textron discontinued factory parts support relatively quickly after production ended.
• Paint and composite durability: Some owners report premature paint adhesion issues and composite component degradation.

• Hull insurance: 1.5-2.5% of hull value annually. For a $75,000 aircraft, expect $1,125-$1,875/year.
• Liability: $500-$800/year for $1M coverage.
• Pilot requirements: Sport Pilot certificate minimum. Most insurers want 100+ hours total time and a checkout in type.
• Insurer familiarity: Not all insurers are familiar with the Skycatcher. Specialty LSA insurance brokers (Avemco, BWI) are the primary sources.
• Control system ADs: Insurers are aware of the AD history and may require documentation of compliance as a condition of coverage.

See insurance-underwriting for general insurance guidance.