Production Schedule

[Todd Peterson]

I just wanted to let everyone know our first open production slot is now March, 2009. All airplanes booked between now and then are Katmai's with varying landing gear configurations.

[joejenie]

Congrats Todd! I guess that definitely makes our values hold up doesn't it! I might have to start thinking about my next Katmai and I haven't even received my first one.;)

Joe Rainey

[nworth]

Congrats Todd! I guess that definitely makes our values hold up doesn't it! I might have to start thinking about my next Katmai and I haven't even received my first one.;)

Joe Rainey
Unlike the problem Cirrus is facing with rapidly declining used aircraft prices due to rapid production of new models, the limited production rate of Peterson conversions keeps the availability low and the value high.

Joe, I guarantee you will love your plane. I have never had a moment of regret about mine.

[joejenie]

The only regret I have is that I didn't buy a second one for floats!:D

[kwmoore]

The only regret I have is that I didn't buy a second one for floats!:D
Todd can probably help you out with that. ;)

Five more weeks for mine and I believe I'm experiencing relativistic time dilation.

[joejenie]

This is going to be the longest fall I have ever experienced! I'm about ready to get in my plane and head to Eldorado and start helping getting mine done!(Just kidding Todd!);):D

[Todd Peterson]

We will increase our production rate somewhat next year but one can only build an airplane so fast and still retain the quality we all want. In addition all our airplanes are custom built which makes it impossible to run them off a "cookie cutter" production line like others do.

As most everyone knows back in the early 1980's we were producing a Wren every four days. I can build four 260SE's in the same time period as one Wren so you get the idea of the production I once had. While the quality was good it does not come close to the quality we now have. Due to constraints on my time I had virtually no personal contact with our customers after the airplane was sold. Now I am with our customers from the start of the project through the check out to the final fill up for the trip home. I wouldn't trade the quality and personal attention we now have for anything, including more revenue. Some things in life are just more important than money.

[joejenie]

Todd,

Out of the next 12-15 orders (assuming that you are building about 1 a month), how many of those orders have the IO-550 vs. the IO-470? I'm betting all of them are taking the bigger motor. Am I right?

I've never met anyone that wouldn't take more HP if you give them a chance!:D

[Todd Peterson]

I would guess it is about a 50/50 split or maybe 60/40 with the edge going to the IO-550. The owners flying in the mountains are all ordering the King Katmai. Everyone else is pretty much sticking with the IO-470. The thing that has surprised me is that everyone wants the longer wing of the Katmai.

When I get a few minutes I'll get some hard numbers on the IO-470 vs the IO-550 and let you know what I find.

[Todd Peterson]

I took a quick look at our production schedule and we are scheduled to build four 230 HP Katmai's, four 260 HP Katmai's and six 300 HP King Katmai's.

[joejenie]

How many of them are big tundra tire machines vs. x-country machines? Is everyone opting for the longer wing now as well? Thanks for the info as usual and tell your airport manager hi for me.:rolleyes::p

[kwmoore]

The thing that has surprised me is that everyone wants the longer wing of the Katmai.
Looks like most or all new customers are opting for the extended wing.

Wise bunch. This mod delivers a 4-5 knot extra cushion at the low end, and possibly an extra couple of knots cruise. All told, it seems like a good deal using the "$1000/knot rule." :p

The number of options and combinations now reads like a California election ballot:

230 hp/260 hp/300 hp

Standard or extended wing

Standard, heavy duty (bushmaster), or tundra landing gear

Standard, extended, or "really extended" baggage area

BRS

Not to mention BAS seatbelts, generator, "bulging" side windows, stainless steel strut (and wing?) leading edges, abrasion boots, flap gap seals, and for all I know, a gun rack.

So just what is the key distinguishing feature of a Katmai vs. a 260se/stol or King Katmai vs. 300se/stol? :confused: I guess it must be the extended wing rather than the "off-roading" gear, because Norm's and my planes are Katmais even though they have the Park Avenue landing gear and speed kit. Granted, instead of the bear's paw mine does have the smaller "poodle print" logo on the instrument panel...;)

If the IO-550 plane is a "King Katmai" and the IO-470 powered version is a "Katmai," what then do we call the 230 hp plane with extended wing? "Queen Katmai?" "Cub Katmai?" "Katmai Junior?" "Katmai Lite?" :confused: ;) It should be obvious to all that I'd better not abandon my day job for a career in Marketing...in any case, they're all cool planes! :D

...and tell your airport manager hi for me.:rolleyes::p
Ah, I see Joe has also experienced the good fellowship that is part of the EQA fuel island experience...:o

[Todd Peterson]

I'm here all the time and I could even get confused. I forgot to include one 260SE in the mix for 2008. I've always said one of the great things about our airplanes is they are all custom built for a specific individual.

The longer wing has proven to be a very popular option. When it comes right down to it the only difference between the 230SE, 260SE or the upcoming 300SE and the 230, 260 and 300 Katmai is the longer wing. All the options between the two airplanes are interchangeable. About half of the Katmai's to be built have the Bushwheels with the rest being a standard landing gear with the aerodynamically cleaned up wheel pants.

The El Dorado fueling experience is becoming kind of a "rite of passage".

[Todd Peterson]

Our production at this facility is now sold out to January, 2010. While I knew the Katmai was a winner the first time I flew it I guess I had no idea as to how popular it would become with those flying in the backcountry or how quickly it would get everyone's attention.

We are in the process of approving two other installation centers in the U.S. for the construction of our airplanes. I am personally familiar with both of these facilities as they have done work for us in the past. This will quickly provide additional production capacity while not going through the painful quality control problems of hiring a bunch of new mechanics and then trying to churn out the work quickly. I went through this with the Wren and have watched other companies struggle with the demands of retaining quality workmanship while increasing production and have learned there are better ways to do this. The installation facility we have in western Kansas is already booked up through early spring of 2008.