Operating Cost for C150 or PA28?
Join Date: Mar 2005
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1800 hours @ 90 knots = 162000 Nautical miles = 186545 Statute miles!
Pretty amazing really and they nearly all run perfectly well for even longer
The Lyc. 0-235 as mentioned above in the 152 goes for 2880 hours (nearly 300000 miles!!!) with a bit of care and service, regular use is the key.
EASA - Look around, my base airfield is like a ghost town compared to a few years ago. Many groups and private owners have sold their aircraft, they have voted against EASA by simply walking away. Whats round the corner?
Pretty amazing really and they nearly all run perfectly well for even longer
The Lyc. 0-235 as mentioned above in the 152 goes for 2880 hours (nearly 300000 miles!!!) with a bit of care and service, regular use is the key.
EASA - Look around, my base airfield is like a ghost town compared to a few years ago. Many groups and private owners have sold their aircraft, they have voted against EASA by simply walking away. Whats round the corner?
Join Date: Oct 2015
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Quick question
Good afternoon.
I was just searching the Internet as I am thinking of getting into the world of flying.
In your blog you have Engine resere and Cosmetic reserve at 400 or 500.
What is that for
Regards,
Garry
I was just searching the Internet as I am thinking of getting into the world of flying.
In your blog you have Engine resere and Cosmetic reserve at 400 or 500.
What is that for
Regards,
Garry
Join Date: Jun 2018
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It's a fund where users of the airplane deposit money for every hour of usage, so that there is enough money for engine overhaul and costs regarding the paint/look of the airplane, when the time comes to fix it.
Gazza, some items have an expensive & finite, if somewhat elastic, lifetime. A reserve is a way to account for a future $$ hit when that expensive item falls due. If the engine has a 2000hr recommended overhaul interval and it costs $20,000 to overhaul, you need to put away $10/hr for each hour flown if you're starting from a 0hr engine. If you fly 100hrs/year then you need to reserve $1000/yr to cover the anticipated cost. This presumes the engine will make it to that overhaul period. It could last longer, but it could also have something happen before then. If you bought the plane with a half life engine, then you have to double your reserve in order to have the funds accounted for when the engine reaches it TBO. In private operations, TBO is usually recommended, however it at least gives you some idea to plan for the 'how long is a length of string' expected lifetime.
If a paint job costs $10,000, and is expected to last 10 years, then you have to set aside $1000/yr for that future cost.
If a paint job costs $10,000, and is expected to last 10 years, then you have to set aside $1000/yr for that future cost.
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Join Date: Mar 2014
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At the original poster: please refine "ops costs". What are you aiming, total cost or pure operational costs or commercially calculated including depreciation? It you go for Total Cost of Ownership, my real world guestimate numbers are £115 per flight hour for a C150 and £150 for C172/PA28 at 100 flight hours per year.
The more you fly it, the cheaper it gets. Which is why you can get a c150 share and pay £60 an hour wet plus £130 a month, which is much cheaper than if you own it.
Join Date: Jul 2012
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Mine a PA28-181
Insurance including hull US$6,000
Annual Euros 2,500
Re Trust GBP 35
Maintenance US $1,000 oil, filters etc (cost 500 just to get a case of oil here)
I flew about 60 hours - so a scary amount per hour - but less than it would have cost to rent - but I do not need to work about getting it back at a particular time.
Insurance including hull US$6,000
Annual Euros 2,500
Re Trust GBP 35
Maintenance US $1,000 oil, filters etc (cost 500 just to get a case of oil here)
I flew about 60 hours - so a scary amount per hour - but less than it would have cost to rent - but I do not need to work about getting it back at a particular time.
Join Date: Dec 1999
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I would also recommend an LAA aircraft, maintenance costs are a fraction of figures quoted and engine goes on condition, often the aircraft will fly better and perform better than a Cessna or Piper as well.
Join Date: Jul 2012
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Out of interest, any you would recommend looking at? say for a budget of £15k-£20k. I had seen a few with Jabiru 2200s e.g. Jabiru 430, 450 or a few Pulsar, not sure if they can be registered as LAA though or only microloght, I just don't know enough about it to be honest!
Last edited by gordonquinn; 4th Jul 2018 at 15:35.
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Not in the OP but my Europa XS Tri-Gear costs £23 an hour for fuel at 120 knots (130 knots with spats on) £750 a year for insurance (£50K hull value) and £400 a year for annual inspection and LAA fees.
The new rules also mean the aircraft can be flown at night and in IMC, also training and paying flights can be made by non owners.
Never going back to C of A aircraft again
The new rules also mean the aircraft can be flown at night and in IMC, also training and paying flights can be made by non owners.
Never going back to C of A aircraft again
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Factor in whatever you like it will still come out a country mile cheaper than any c of a aircraft.
Ok it’s about £8 an hour for engine fund. My aircraft engine has done 90 hours and TBO is 2000 but wait, LAA engines can be run on condition!
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Not in the OP but my Europa XS Tri-Gear costs £23 an hour for fuel at 120 knots (130 knots with spats on) £750 a year for insurance (£50K hull value) and £400 a year for annual inspection and LAA fees.
The new rules also mean the aircraft can be flown at night and in IMC, also training and paying flights can be made by non owners.
Never going back to C of A aircraft again
The new rules also mean the aircraft can be flown at night and in IMC, also training and paying flights can be made by non owners.
Never going back to C of A aircraft again
Any tips on looking for a good one?
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I am almost done on my PPL(A), I'm just waiting for my paperwork to be finished so I can go for my checkride. However, most of my ~75 hours were in a Tecnam P2002JF, the certified version of the P2002 Sierra and I have also flown the C150 and a couple of C152's (one of which was an aerobat) when the Tecnam was in maintenance.
These Rotax powered machines are cheap to run (17-18 l/ph Mogas or Avgas), quite powerful (less than 1.5l engine size for almost the same power output as a ~4 litre lyco). They're cheaper to maintain, and you can have all the glass cockpit stuff if that floats your boat.
I decided I really prefer flying the Tecnam although you can be lazy in the Cessna with rudder coordination if you want. Not so in the Tecnam, it's lighter, slippier, and you have to fly it properly. Also you can buy a non-cert version for half the price of the certified JF, and if the Sierra doesn't quite do it for you, these days there are quite a few types with a similar mission available. When I first went to this school and found they used the Tecnam I was disappointed at first, until I'd also flown the C152 (a "Real Aircraft®" as some have told me) and I realised it wasn't any more of a "Real Aircraft®" than the Tecnam is.
TL;DR - I think LAA is the future, I don't fly in the UK (yet, that's for another thread) but everything I read these days seems to indicate that the CAA is doing everything it can to make life more difficult, complicated, and expensive.
These Rotax powered machines are cheap to run (17-18 l/ph Mogas or Avgas), quite powerful (less than 1.5l engine size for almost the same power output as a ~4 litre lyco). They're cheaper to maintain, and you can have all the glass cockpit stuff if that floats your boat.
I decided I really prefer flying the Tecnam although you can be lazy in the Cessna with rudder coordination if you want. Not so in the Tecnam, it's lighter, slippier, and you have to fly it properly. Also you can buy a non-cert version for half the price of the certified JF, and if the Sierra doesn't quite do it for you, these days there are quite a few types with a similar mission available. When I first went to this school and found they used the Tecnam I was disappointed at first, until I'd also flown the C152 (a "Real Aircraft®" as some have told me) and I realised it wasn't any more of a "Real Aircraft®" than the Tecnam is.
TL;DR - I think LAA is the future, I don't fly in the UK (yet, that's for another thread) but everything I read these days seems to indicate that the CAA is doing everything it can to make life more difficult, complicated, and expensive.
