How much do you pay per hour?
Joined: Sep 2002
Posts: 19
Likes: 0
From: England
I'm in two clubs and hire the cheapest from both:
C150 for £58 per hour
PA38 for £85 per hour
Currently looking at buying a PFA permit type aircraft where running costs are typically £20 per hour (all in!) - provided you do your own maintenance
Cost of aircraft are incredible: start from ~ £3,000.
Also found a C150 rebuilding offer - but need to find a licenced engineer to oversee the work.
C150 for £58 per hour
PA38 for £85 per hour
Currently looking at buying a PFA permit type aircraft where running costs are typically £20 per hour (all in!) - provided you do your own maintenance
Cost of aircraft are incredible: start from ~ £3,000.
Also found a C150 rebuilding offer - but need to find a licenced engineer to oversee the work.
Spink Pots
Joined: Jan 2003
Posts: 255
Likes: 0
From: Up in the air
Originally posted by Monocock
I appreciate that the £120 / hr Warrior might be all new with whistles and bells but a less than half price Jodel for example gives just as much (if not more) rewarding flying as the next plane.
Joined: Sep 1999
Posts: 755
Likes: 0
From: EGPT/ESVS
£2414.23, so far, everything taken into account
OK OK so it's not hiring, but it's worth it!
Half Scale P47 Thunderbolt
Russell
OK OK so it's not hiring, but it's worth it!
Half Scale P47 Thunderbolt
Russell
Joined: Nov 2000
Posts: 408
Likes: 6
From: Melbourne
Dude:
Are you sure you paid GBP 130 for a Duchess in Australia? Seems excessive to me.
Last week near Sydney I rented a nice new C172 (with only 700 hours TT) for AUD 175 per hour, which I calculate to be about GBP 70 per hour - plus landing fee of about GBP 4.
Are you sure you paid GBP 130 for a Duchess in Australia? Seems excessive to me.
Last week near Sydney I rented a nice new C172 (with only 700 hours TT) for AUD 175 per hour, which I calculate to be about GBP 70 per hour - plus landing fee of about GBP 4.
Thread Starter
Joined: May 2001
Posts: 437
Likes: 0
From: Far East
On track,
The Duchess I hired was $300 AUD and was charged on an air switch (activated above 60kts) so it was great for circuits or visiting big airports where lots of taxiing is required, also meant runups were not rushed - I hate paying for planes the second the master switch goes on. It was $360 (~£130) dual. I know you can get cheaper at Sydney, but I was in Brisbane, besides it was an impeccable plane, plus there was P68B Partenavia for the same price.
Some interesting responses. Obviously clubs are expensive, but not everyone wants to or can commit to a syndicate. I personally could not get into most syndiactes because I dont have a lump sum for a share, and I wouldnt want to be periodically charged for maintenace fees. I know some groups don't split maintenance like that (ie monthly fees), but some do, and I know I prefer to have a simple and consistant charge for flying!
D
The Duchess I hired was $300 AUD and was charged on an air switch (activated above 60kts) so it was great for circuits or visiting big airports where lots of taxiing is required, also meant runups were not rushed - I hate paying for planes the second the master switch goes on. It was $360 (~£130) dual. I know you can get cheaper at Sydney, but I was in Brisbane, besides it was an impeccable plane, plus there was P68B Partenavia for the same price.
Some interesting responses. Obviously clubs are expensive, but not everyone wants to or can commit to a syndicate. I personally could not get into most syndiactes because I dont have a lump sum for a share, and I wouldnt want to be periodically charged for maintenace fees. I know some groups don't split maintenance like that (ie monthly fees), but some do, and I know I prefer to have a simple and consistant charge for flying!
D
Joined: Oct 2000
Posts: 510
Likes: 0
From: England
Dude~ has introduced a very important point which we should have included much earlier in the discussions. i.e. when does the charging time start and end?
I know of the following arrangements used by different owners:
Brakes-off to Brakes-on.
Hobbs meter which starts when master switch moved.
Hobbs meter with oil pressure switch which starts when engine started.
Hours meter in engine tacho which records 1:1 at cruise rpm and therefore much slower when warming up engine, doing checks, and taxying.
Take-off to land plus a fixed time (often ten minutes)
Take-off to land, i.e. just airborne time.
It always seems completely wrong to me to charge the same hourly rate while I am warming up an engine, or checking and setting instruments, or waiting at the hold. Seems crazy to encourage hirers to skimp warming a cold engine up properly, and to rush the checks and taxi, just because the owners want to maximise revenue.
As per an earlier post, our group charges take-off to land time, so there is no pressure to rush the warm-up, the checks, or the taxying, and if ATC want you to wait ten minutes at a holding point, there is no real financial penalty.
I know of the following arrangements used by different owners:
Brakes-off to Brakes-on.
Hobbs meter which starts when master switch moved.
Hobbs meter with oil pressure switch which starts when engine started.
Hours meter in engine tacho which records 1:1 at cruise rpm and therefore much slower when warming up engine, doing checks, and taxying.
Take-off to land plus a fixed time (often ten minutes)
Take-off to land, i.e. just airborne time.
It always seems completely wrong to me to charge the same hourly rate while I am warming up an engine, or checking and setting instruments, or waiting at the hold. Seems crazy to encourage hirers to skimp warming a cold engine up properly, and to rush the checks and taxi, just because the owners want to maximise revenue.
As per an earlier post, our group charges take-off to land time, so there is no pressure to rush the warm-up, the checks, or the taxying, and if ATC want you to wait ten minutes at a holding point, there is no real financial penalty.
Joined: Jul 2001
Posts: 302
Likes: 0
From: N.E. Derbyshire, UK
Was previously paying £60 per (Hobbs) hour for a C150 at Netherthorpe.
Just joined a group operating a Cessna F172N with all the bells and whistles. Cost is £30 per month for hangerage and insurance, then £55 per (tacho) hour including maintenance and engine fund, with no home-base landing fees at Gamston.
Just joined a group operating a Cessna F172N with all the bells and whistles. Cost is £30 per month for hangerage and insurance, then £55 per (tacho) hour including maintenance and engine fund, with no home-base landing fees at Gamston.
Thread Starter
Joined: May 2001
Posts: 437
Likes: 0
From: Far East
QHH 1013, interesting you say tacho rates are 1.1 x cruise rpm. I have been wondering at what rpm does 1.00 tacho 'hr' equal 60 minutes? I used to think that it was, 60 minutes = qhr tacho at max rpm. but this is evidently not the case in aircraft I have flown. Can anyone shed any light on the precise tacho rate?
Incidently, QHN 1013, what do you take to be cruise rpm? Bit pedantic I knwo, but just wiondered! 75% power..?
Dude.
Incidently, QHN 1013, what do you take to be cruise rpm? Bit pedantic I knwo, but just wiondered! 75% power..?
Dude.
Joined: Oct 2000
Posts: 510
Likes: 0
From: England
Dude~, Actually I said 1:1 (i.e. one-to-one) at cruise rpm and my only source of this information was the man (owner) trying to hire me the aircraft. It would be even better if it registered 1:1 at MAX rpm. Perhaps I was mis-informed.
It could even be that its all a bit variable from aircraft to aircraft.
Where are you Ghengis - can you help on this one?
It could even be that its all a bit variable from aircraft to aircraft.
Where are you Ghengis - can you help on this one?
Joined: Jul 2002
Posts: 524
Likes: 0
From: uk
Look at the replies, I am lucky to have to pay only:
Robin 2160: £77/hr
Pa28-161: £72/hr (or Warriors with RNAV at £76/hr)
Pa28-181 Archer 2: £82/hr
All are wet and include as many landings as I want at the based airfield
Robin 2160: £77/hr
Pa28-161: £72/hr (or Warriors with RNAV at £76/hr)
Pa28-181 Archer 2: £82/hr
All are wet and include as many landings as I want at the based airfield