100hr Hourly
which country?
In NZ my C172M was approx 800 to 1200 dollars for 100 hour check. The aircraft was maintained to ATO standards.
Tyres, brakes and lights normally included in the 100 hour check but other defect repair other than those was usually 1000 on top of that.
My other 100 series Cessna with O-470 has averaged out over the last 18 years of ownership at 3500 dollars per 100hour/annual. The lowest one was 800 dollars and the highest one 16,000.
Quite a lot of dosh for POO (pride of ownership)
Tyres, brakes and lights normally included in the 100 hour check but other defect repair other than those was usually 1000 on top of that.
My other 100 series Cessna with O-470 has averaged out over the last 18 years of ownership at 3500 dollars per 100hour/annual. The lowest one was 800 dollars and the highest one 16,000.
Quite a lot of dosh for POO (pride of ownership)
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Depends very much on the country, age of aircraft, type of maintenance provider and a pile of other variables.
Brand C is very much more expensive these days as more countries are mandating CAP requirements.
Also there is a big difference between the two types you mentioned, - I doubt you would get one done for less than $2000. I assume you are in Australia- in NZ you would also have the cost of the ARA to factor in.
A figure somewhere between $1000 to $15,000 would be in the ballpark. I have seen invoices presented for similar figures recently.
Brand C is very much more expensive these days as more countries are mandating CAP requirements.
Also there is a big difference between the two types you mentioned, - I doubt you would get one done for less than $2000. I assume you are in Australia- in NZ you would also have the cost of the ARA to factor in.
A figure somewhere between $1000 to $15,000 would be in the ballpark. I have seen invoices presented for similar figures recently.
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100 hourly
Average cost of early model C172 is about $2000 and $3000 for a C20/C207. That's not including any major defects and a lot of the owners time helping the LAMES under supervision. There is no real typical cost for older aircraft and be prepared to pay up to $15,000 for a 100 hourly. If you are looking to fly privately then it will cost you **** loads, but if you can hire it out or use it as a business tool then at least some of the costs can be claimed (you will need a good accountant).
Given the current financial climate, there should be some bargains coming onto the market if you have some spare $$$. Be warned, aircraft ownership can cost you dearly if you don't know what you are doing.
But having said that, it's a **** load of fun and will, IMHO, make you a better pilot knowing your machine like the back of your hands. 
Given the current financial climate, there should be some bargains coming onto the market if you have some spare $$$. Be warned, aircraft ownership can cost you dearly if you don't know what you are doing.
But having said that, it's a **** load of fun and will, IMHO, make you a better pilot knowing your machine like the back of your hands.
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Cesnna have standard hours for the 'standard' 100hrly for each model. About 14 for a modern 172(?) plus oil + filters etc etc and you are about on the minimum. More for retractables, more for more cylinders etc etc. No-one ever gets away with the minimum. However, if you end up with a $15k 100hrly, it will likely be because its not been done properly at previous 100hrlys.
The variations come about because some LAME;s will fix and replace stuff, some will leave and some will fix and replace stuff even if its not broke. Some will religously use the manufacturer's maintenance manual, even when its not legally required, some will use their professional interpretation of some othe 'legal' document. It all depends.
So you cannot really get a standard price for a 100hrly because some LAME's give you oranges and some give you apples. You have to decide which you prefer - but bear in mind those very cheap 100hrlys will lead to the $15k + 100hrly eventually.
The variations come about because some LAME;s will fix and replace stuff, some will leave and some will fix and replace stuff even if its not broke. Some will religously use the manufacturer's maintenance manual, even when its not legally required, some will use their professional interpretation of some othe 'legal' document. It all depends.
So you cannot really get a standard price for a 100hrly because some LAME's give you oranges and some give you apples. You have to decide which you prefer - but bear in mind those very cheap 100hrlys will lead to the $15k + 100hrly eventually.
A straight forward no glitch 100 hrly on the Bo is around $2000, but chuck in a glitch or an AD or two and you can be looking at $10-15k before you can say "Faaaaaaaaaaaaaaaaaaack"!
Dr
Dr
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Wouldn't be too many of those $2k 100 hrtlys FTDK would there! Just got the bill for the last 100 on my archer. $1300 plus another bill for $680 to replace a vac pump which karked prior to the 100. The 100's range from around $1000 to $2000. Very rarely get a horror one, but costs can quickly run out of control if you need to replace all engine hoses, cables, hydraulic hoses etc.
And an archer is a whole lot better aircraft than a 172.
And an archer is a whole lot better aircraft than a 172.
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Yer average house brick is a better aircraft than a 172
Interesting comment Pete? I would have thought there were more C-172 flying in the world than any other brand in the same category.
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Fixed gear single engine is about 20 hours labour for the basic 100hrly insp for engine & airframe.
Add about 1 hour for tech records/paper work/log entries etc.
Add about another 2-3 hours if it is the first time this particular MRO sees your aircraft for a good log book audit (to work out what is due etc). We've picked up some interesting stuff like prop o'haul overdue by 2 years and the likes.
Elec, Radio & Inst inspections for IFR on top of this.
Other AD compliance are extra on top of this.
eg if you are due an AD/INST/8 or 9, AD/RAD/43 & 47 (Compass swing, fuel cal etc, altimeter cal).
add about another 3 - 5 hours for a jack/gear swing for retract U/C. (not that it takes 5 hours, but there will be at least 2 staff working on it together for 1.5 - 2.5 hours or more if it needs work)
Ask your MRO for their hourly rate and you start to get some idea.
Engine flexible hoses every six years can be a couple of grand. Not many flexible airframe hoses on a fixed gear single.
If the owner wants to watch add 50%, if they want to help - double it.
Add about 1 hour for tech records/paper work/log entries etc.
Add about another 2-3 hours if it is the first time this particular MRO sees your aircraft for a good log book audit (to work out what is due etc). We've picked up some interesting stuff like prop o'haul overdue by 2 years and the likes.
Elec, Radio & Inst inspections for IFR on top of this.
Other AD compliance are extra on top of this.
eg if you are due an AD/INST/8 or 9, AD/RAD/43 & 47 (Compass swing, fuel cal etc, altimeter cal).
add about another 3 - 5 hours for a jack/gear swing for retract U/C. (not that it takes 5 hours, but there will be at least 2 staff working on it together for 1.5 - 2.5 hours or more if it needs work)
Ask your MRO for their hourly rate and you start to get some idea.
Engine flexible hoses every six years can be a couple of grand. Not many flexible airframe hoses on a fixed gear single.
If the owner wants to watch add 50%, if they want to help - double it.
Last edited by kingtoad; 19th Nov 2008 at 22:03.
Yer average house brick is a better aircraft than a 172
Interesting comment Pete? I would have thought there were more C-172 flying in the world than any other brand in the same category.
But seriously, yes the 172 is probably the leader in it's class in sales. I don't think that necessarily makes it the best in it's class however. Just means there's a lot of people who will settle for what is in my opinion severely average.
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100 hourly
Not all owners don't know what they are doing, some actually know their own machine better than qualified LAMES. Especially if they have owned it for a while and have similar skills to a LAME. I know dozens of owners who do most of the work required (under supervision) and save $$$ by doing the work themselves. A lot of them are retired engineers who have worked on bigger aircraft. There are a lot of things a pilot can do legally by themselves such as spark plugs, oil, tyres, wheel bearings etc. But at the same time, there are also many that hinder the work and actually cost the owner more in the long run if they stuff up.
