The annual is in December. The owner has flown around 150 hours a year for a long time. In that way only one “major” service is required. The annual is the 150 hour check. Of course the owner knows he could bring the annual forward by two months but he can now only fly 150 hours in the next fourteen months before the next 150 check is due, or the annual has to come forward again.
A typical scenario and one which in theory works until the juggling with the hours around the time of the annual / 150 check and the engineers commitments unexpectedly results in a missed deadline and a far greater expense, or the annual ends up taking two months because an engine overhaul is required or parts aren’t available.
I think that is the real life scenario being referred to.
Of course in the real world people don’t all fly Pipers and Cessnas and parts aren’t just sitting on the shelf. There is fortunately a huge variety of types still flying. Unless you have experience of some of the problems keeping them operating I doubt you are in a position to comment constructively.
As I have said before changes need to be justified.
I don’t and wont excuse the CAA or EASA making any change unless they can justify their reason for doing so.
.. .. .. And I know it is a problem because my engineer raised precisely this issue with me. It is causing him a huge headache, and he also tells me his local CAA office is fed up with other engineers complaining about the change. That tells me one thing - the changes are ill thought out, have not been properly “advertised” and have been introduced with complete disregard to the parties involved!
I will not support such a system.