Sport Flying With In Flight USA - May 2010
PiperSport – In For the Long Haul?
In Flight USA Exclusive Interview
By Edward S Downs
Piper’s new Light Sport Aircraft, the PiperSport. (Courtesy of Carl Miller)The recently completed Sun ‘n Fun Fly-In and Airshow certainly underscored the ever-growing popularity of Light Sport Aircraft. High on the list of exciting announcements made this year was introduction of the new PiperSport. Piper Aircraft’s entry into the S-LSA market re-kindled this writers desire to learn more about how the “big guys” are dealing with ASTM type certification challenges. Typically, my columns are written in the third person, keeping personal views and comments out of the story. This time is different. My quest to interview Cessna, and now Piper, about their decision and commitment to enter the S-LSA market has a personal side that I need to share.
I spent many years in the world of FAA aircraft certification and flight test engineering. My FAA regulatory background included a four year stint in Washington DC as a regulatory expert on behalf of my employer. In other words, I am an FAA kind of guy. In the early 90’s I found myself in the kit plane industry, participating in that industry’s first efforts to simplify aircraft and pilot certification. After several years of work, the Primary Category Aircraft and Recreational Pilot certificate evolved, but failed to take hold. In late 1999, I joined with an enthusiastic group of aviation businesses and aviation consumer organizations to try the simplification game again. This time was different. By late 2004, a team of dedicated companies, individuals, organizations and, yes, even the FAA, developed what we now call the Industry Consensus Standards. This was done under the guidance of a non-profit international organization, known by its acronym, ASTM. Implementation of the ASTM standards and Sport Pilot certificate resulted in the largest single change to the FAR’s since their ancestors came into being back in 1938. I knew that these new standards would mean radical changes in the way companies like Piper and Cessna would do business, if they chose to enter the market. I maintained a very personal interest in hoping that folks like Piper would step up to the plate and breathe some big time life back into recreational flying. I also hoped the big players would not simply jump into the market without fully understanding the ASTM process, especially in terms of how to support these great little airplanes for the long term.
The PiperSport (Courtesy of Carl Miller)Cessna decided to enter the market about three years ago, and is still working hard to deliver the Cessna-designed, but Chinese-manufactured, SkyCatcher to a waiting market. Several attempts on my part to interview Cessna executives regarding how they are dealing with manufacturing and support in the ASTM world met with a polite “no thanks.” Cessna explained that their many press releases, public statements and promotional programs tell their story with clarity and forthrightness. Earlier this year, Piper surprised folks by jumping into the fray with the PiperSport, an S-LSA that is both designed and manufactured off-shore. With promises of nearly immediate deliveries, I again wondered about Piper’s long-term commitment to a recreational market that had been abandoned for many years. Was it possible that the company which virtually invented recreational flying in the 1930’s was taking a shot at re-living history?
I contacted Piper through web site addresses and was surprised to receive a response from Mr. Mark Miller, Chief Corporate Spokesperson for Piper Aircraft. Mr. Miller politely queried me regarding the nature of my requested interview and arranged for me to interview Mr. Derek Zimmerman, Vice President of Supply Chain and Aftermarket Development. Mr. Zimmerman is the individual holding corporate responsibility for the success of the PiperSport program. I also took note of Mr. Zimmerman’s title, which deals with product developments and aftermarket support. Not a bad sign. The phone interview took about 45 minutes and was open and candid. For brevity, I have divided the remainder of this article into subjects, with some quotes paraphrased for clarity and continuity. I invite you to share in the business side of bringing an S-LSA into service, when done by what is arguably, the best known name in personal aircraft manufacturing.
Why enter the S-LSA market now?
As one might expect, Mr. Zimmerman answered from a corporate perspective, “Piper Aircraft has just experienced a perfect storm of financial and business goal revitalization. Piper’s new owner, Imprimis, has established an entirely new set of corporate goals that truly recognize the strategic value of this iconic company. Imprimis is very enthusiastic about our piston line of aircraft and sees growing the pilot base as a key to long-term success. When asked if Piper’s international expansion figured into the equation, Mr. Zimmerman remarked, “Absolutely. Our expansion into the Pacific Rim and China requires an aircraft that has a low cost to own and operate, and is capable and well-suited for expanded training operations. The S-LSA route gives Piper the ability to capitalize on immediate domestic and foreign opportunities more quickly than might otherwise be possible in traditional an airplane development program. As I said, it is the perfect storm of timing, opportunity, need and financial stability, all hitting at the same time.”
Why a foreign plane?
“Actually,” responded Mr. Zimmerman, “we were not so much looking for a foreign plane as we were the right plane. Once the decision was made to look at an existing design versus starting from scratch, we let the airplane lead the way.” At this point, this writer needs to mention that S-LSA type aircraft have been manufactured in Europe for years, giving some off-shore companies a decided advantage in development and tooling. Known as Advanced Ultra Light Aircraft (in no way related to ultra light aircraft as we know them in the U.S.) they have been certified, at a lower than S-LSA gross weight, under European Union regulations for years. Mr. Zimmerman continued, “Our search was for a great airplane that would fit into the look, feel and heritage of the Piper line. It also had to be manufactured by a firm with a strong technological base. Ideally, we wanted to deal with a country having a long history of aerospace manufacturing, and the Czech Republic more than meets that requirement.”
What attracted Piper to the SportCruiser?
“First,” said Mr. Zimmerman, “to be clear, the SportCruiser is no longer being manufactured. Piper holds the exclusive sales and distribution rights for the PiperSport, a plane designed and manufactured by Czech Sport Aircraft exclusively for Piper Aircraft. The SportCruiser was an airplane originally manufactured by Czech Aircraft Works, which ceased to exist in 2009. Czech Aircraft Works was reorganized, with new financing and management, in 2009 and became what is now Czech Sport Aircraft (CSA). We were attracted to the SportCruiser’s maturity, as well as its construction and performance. Although the PiperSport evolved from the latest version of the SportCruiser, the PiperSport is actually the fifth iteration of the airplane, with significant engineering and performance improvements.
Does the PiperSport comply with your desire to have a product that fits in with Piper tradition?
“Absolutely,” answered Mr. Zimmerman. “The PiperSport is manufactured using contemporary materials that are well understood around the world, even in undeveloped areas. It looks and flies like it has Piper DNA. It has everything we wanted. An excellent range is coupled with an above average useful load. Handling is great and it lends itself very well to the training duties we are sure it will see. It is roomy with a baggage capacity that permits a wide variety of missions. Our selection experts evaluated a number of designs, and the PiperSport was the clear winner.”
The PiperSport appears to share the same high cost we are seeing in other S-LSA offerings. Why not less expensive?
“Price is really a function of features and construction,” said Mr. Zimmerman, “and consumer expectations are driving these decisions.” When asked to explain, Mr. Zimmerman continued, “Consumers want an S-LSA that is closer to an Archer III than a Cub. In fact, the PiperSport cruise speed is within 10 knots of an Archer. Our PiperSport customers wanted a full deck of advanced avionics and a full aircraft recovery system as standard equipment. Few realize that the recovery system alone can add up to $6,000 to the end cost of an S-LSA. With a well-equipped PiperSport starting at just under $120,000, we are attractively placed amongst the competition especially given the performance and features of this aircraft.
Can the PiperSport be used for advanced flight training, such as IFR and CFI?
“There are two answers to that question,” stated Mr. Zimmerman. “First, there is nothing in the FAA regs or ASTM standards that prohibits the use of an S-LSA for Private Pilot, IFR or CFI training. In fact, flying time obtained in a PiperSport can be used right up through the ATP certificate. Second, it is certainly our desire to be able to support future spin training and IFR flight in this category of aircraft. CSA is actively engaged in the process of reviewing spin performance before categorically stating the spin training portion of CFI instruction can be done in the PiperSport. Currently, Rotax also restricts the use of their engine in actual IFR conditions; we are looking into that restriction as well.” This writer needs to add that IFR training, and a Private Pilot check ride, can be conducted under the hood. Rotax is reviewing their limitation and may resolve the issue with enhanced maintenance procedures.
What does Piper think about the Rotax engine?
Mr. Zimmerman’s answer was a bit surprising in its candor. “Simply stated,” said Mr. Zimmerman, “Rotax has become the new international standard in this category of aircraft and with a 2,000 hour TBO, very competitive. Rotax offers excellent world-wide technical support, which is very important to our plans for global distribution of the PiperSport. We, at Piper, appreciate that Rotax requires service professionals to undergo Rotax-approved training as a part of the Consensus Standard process and we are now bringing our service network up to speed. Rotax offers significant web-based resources and our plant here in Florida is close to significant Rotax expertise. We are being very careful to observe ASTM certification considerations. Of course, it is also convenient to have the PiperSport manufactured in a plant that is in such close physical proximity to Austria, where the engine is manufactured.” Mr. Zimmerman continued, “From a personal standpoint, I have been amazed by the fuel economy. We have been flying our PiperSports here at the factory, a lot, and have been surprised by average fuel consumption rates as low as 3.5 GPH.”
What is it like to work with ASTM Standards?
“Exciting and dynamic,” answered Mr. Zimmerman. The ASTM process provides Piper and CSA with a measure of additional flexibility to make decisions as to the best way to get a job done. An S-LSA maintenance manual, for example, is different than we are accustomed to seeing with a Piper product manufactured to FAA standards. We are working closely with CSA to share perspectives in order to ensure that their maintenance procedures continue to meet both ASTM requirements and customer expectations. We are also becoming much more active in ASTM activities and will soon have a team in place that specializes in Consensus Standard practices. Our plan is to be an active part of the ASTM process. Fortunately, with 70 years of worldwide regulatory compliance behind us, Piper has learned to adapt.
Are there any long-term support issues to deal with?
“Yes, there are some special issues to consider,” stated Mr. Zimmerman. Going forward, parts and service will be handled through the PiperSport distribution and service network. Personnel are being trained at this time. Major repairs or alterations that may not be specifically covered in the ASTM approved maintenance manual will still need to be coordinated through Czech Sport Aircraft. Ultimately, it is Czech Sport Aircraft that signs the Statement of Compliance, meaning they have the final call as to activities that might affect the flight characteristics of the airplane. Our world-wide service centers will coordinate such unusual repairs or modifications with customer support here at the home office, which will then work with Czech Sport Aircraft. The goal is always for this activity to be seamless to the end user.” In his closing statements, Mr. Zimmerman pointed out an important reality. “Remember that Piper has a heritage of supporting their airplanes that spans 70 years. We are deeply committed to a culture of quality and support. That culture extends all the way to the Czech Republic.”
I wish to thank Mr. Zimmerman and Piper Aircraft for being willing to talk about business issues that are frequently considered private. In tone, candor and knowledge, it is clear the Piper sees a true, long-term business model being presented by S-LSA certification. Piper is offering the S-LSA PiperSport not simply because they build it, but because they genuinely believe in the future of both the PiperSport and ASTM process.
