Gentreau

That certainly appears to be a good approach, however I think the concern for the average flying school is profitability more than purely numbers of hours. If you plot the figures given by poteroo above as an example, you get the results shown in the attachment. You can see that the incremental savings reduce significantly after about 400 hours per year. The impact of increasing annual hours from 500 to 600 (a 20% increase) is only a reduction of $4 per hour in costs. The question a flying school has to ask is how much they need to reduce their prices in order to get those extra hours. If they have to reduce the price significantly, it may not be worthwhile. If you plot some imaginary figures showing the impact of price versus hours flown (lower price = more hours) the annual profit peaks at some point and then reduces. The trick then for the school is to find that specific combination at which the combination of hours flown @ price XXX = max profit. The other consideration is how much actual demand there is in the catchment area of the school. There is a certain number of hours above which they will never go, as the demand is simply not there. In a limited market, it is sometimes better business to charge more, even if it means losing some customers. All in all a very tricky balancing act for a small business to perform. .

But from an accounting point of view they are only missing some cashflow for 6-8 weeks, and with the reserves that RAA has, that isn't an issue. As the financial year runs July to June then the only delays which would actually effect the results would be registrations due in June which get delayed until July and hence the revenue is not recognised until next financial year. It seems to me that the net result will be that there was a cashflow shortfall which was later made up as registrations caught up and the annual results won't look much different if the problems are sorted out before June. Also the staff should have a quiet Christmas 2013 as there will be few registration renewals due around that time. .

Which is exactly what an elite group, limited to people of certain sexual orientations, aims to do. I believe it was Edna Everage who once said. "I don't like talking about lesbianism, it leaves a nasty taste in my mouth"

Can one of you who knows the facts clarify how much of the cost to a flying school is down to the purchase, financing and depreciation of the aircraft ? It seems to me that once a high value machine is paid for and written down, the hourly cost would probably reduce significantly. If true, that would also argue in favour of using machines with lower initial cost and hence lower depreciation. .

And how much are landing fees ? They could add up if you're doing circuits....

And there was me thinking it was the Australian version "Barbies & Tinnies"

Hmm, you seem to have added a 'B' and a 'T' did the original poster miss someone out ?

Isn't that what you do to a paddock when you want to mack an airstrip ??

Like the Rallye "Tin parachutes" ? http://www.pprune.org/private-flying/129643-flying-tin-parachute.html#post1332570

Just for comparison, here in France typical hourly dual prices from a commercial instructor are: Flexwing - 110 Euros (138$) 3-axis - 120 Euros (150$) Autogyro - 160 Euros (200$) I have to say that 238$ per hour seems very high to me, and I wonder if that's because the aircraft being used is at the top end of the price range. That said, looking at the website for a certain flying school in NSW, I see that they will train you on a Jab 170 for 190$per hour dual. Does nobody get trained on basic machines these days ?

Hi Jodes, you have chosen an excellent book to read, but it can take some understanding. Which chapter are you reading which is causing the confusion? It may be that a later section explains it more clearly. .

We have two of them in our hangar, one with 900+ and the other on 760. Both still running like clockwork. The official TBO in the Rotax 582 manual is 300hrs, however I see that one of the biggest french authorised repair centres tells people to bring 582's for overhaul at 450hrs

If anyone wants to know where to find the Toy Stories series, please pm me. .

There's two whole series of James May Toy Stories did they broadcast them in Oz ? .

Or as a revenue stream ... ? .

I have to agree with the insurance idea. My french microlight insurance, negotiated by our national federation, automatically includes an unconditional payment to next of kin in case of fatality (16k Euros). The RAA could perhaps look at negotiating a deal on that kind of insurance for members rather than thinking of direct hand-outs. .

Dave Sykes used SPOT when he flew his flexwing from UK to Oz and we were able to follow him all the way down, even through Myanmar and over the oceans, it worked very well.

So you think there is a list, it hasn't changed, and it's always been there ? Not the impression I get....

I suggest that is because the book was never correctly written before now, even though it should have been. Let's face it, you should recieve a full and definitive list of everything you have to provide in order to renew a registration, with a note saying that regardless of whether you think you have already provided it, you should do so again. To be fair, a placard could be removed or fall off since the last renewal. If RAA are unable to provide that, then you could be forgiven for asking why it did not already exist .... Another point for those who are whinging about specific requirements (are you all Poms?) until they're changed, you have no choice but to respect them. .

That looks great, what's the difference in level between the crown and the sides ?

What's the impact for recreational pilots ?

I agree with that sentiment. Might be worth understanding why the aircraft is available for hire with that many known faults. Are you confident in the owner/operator and whoever is maintaining it ? Not sure about your regs in Oz, but if it's for hire, aren't there higher maintenance standards required ?? .

Careful how you word that, they might think you mean 911 style .........

Interestingly in this case, having supporters from far flung places is only a problem for the anti-airfield side. By definition their supporters should be local to have any credibility. Visiting pilots however, can come from anywhere to use the facilities, and hence support the continued operation of the airfield. Does anybody here or on Shoalhaven council know when I will next be in NSW ? EDIT: Just recieved the standard answer from Peter Marczuk at Shoalhaven council, so that's one more email on file.

Anyone got a legal opinion on whether he can withdraw it ?