The no-XXXX aircraft maint. cost thread

That has been my experience too... Also seems like every time you "break in" a new shop that first annual there costs a bundle. There seems to be a premium that you have to pay to get a shop acquainted with your airplane and then it seems to go a lot more smoothly (and less expensively) after that.

Also there's always a step upwards in price for a retract since you have to jack it up and swing the gear. Not that it's all that much work, but shops like to be able to charge you a lot more for it.... I also think that it's a function of the chances of breaking something are a lot greater and if they drop an airplane it will be expensive. I've jacked a high wing Cessna for a gear test by myself (imagine jacking the airplane up so that your eye level is at the interior floor, looks like the airplane is flying in the hangar), and that was no picnic, but it always seemed to me that some shops wanted to stick it to me for the gear test.

Finally, I aways looked for and found shops that would let me do the inspection panel and interior remove/replace. That way I learned more and knew what was going on in my airplane and that gave me a lot more piece of mind (as well as saving more than a few bucks). Most AI's hate having to do the dog work of removing all those panels and are gald to have somebody do it for them.

 

GREAT idea!

I bought my Piper Arrow II 1 year ago, and unfortunately, even after a PPI, I've been playing catch up. The previous owner apparently thought installing a 430 was doing enough.

Initial inspection, oil, door lock fix, all filters, cowl fix (delamination), shimmy dampener, nose gear springs w/ labor: $4,623.02

Broken nose gear down lock/drag link: $3,400

Repair transponder: $977.91

Tires: $403.50

Wash, wax, polish: $300

Tires, new windscreen seals, nose wheel bearings, down and lock safety switch, misc. new strut parts: $2453.66

New starter and ignition switch $1,357.60

Oil change, new cowl latches: $327.90

Remanufactured DG: $411.51

Removal of panel to install new DG and service compass lamp: $626.17

Remanufactured Turn and slip: $207.59

3 prop hub inspections -- $750

New brake setup: $835.51, no labor yet

oil, lamps, new vacuum pump, gear service, new spinner backplate, new mixture cable: $1698.72

inspection: $600

Insurance: $311 per month, $1100 up front

Not counting my fuel, the monthly expenses, or a landing gear repair (due to a major screw up by a shop the previous owner used, about $10K that was refunded), the grand total is $20,073.09

Caveat Emptor.

 

The mere fact that I am lurking in this thread could be considered grounds for divorce...

 

The FSDO in my area is wanting all IAs to prove that the mechanics have the most current service manuals, parts manuals, ADs, service letters and service bulletins for all of the aircraft and engine manufactures. That can be around $1000 per aircraft per year and not one wrench has been turn yet.

 

The only kind of annual inspections I do are owner assisted annuals. Here is why.

I love airplanes...
I love to keep them flying in an airworthy condition.
I love playing with my kids so my time is valuable.

In order to do this I have the owner assist me in the annual grunt work.
This keeps prices low which saves the owner money that he can put back into the plane and it saves me time.

I have done it this way ever since I became an IA and have never had a complaint. I find that most owners are willing to do all the maintenance the FAR's allow the pilot/owner to do. These items are common upkeep things like spark plugs, oil changes, brake and wheel bearing maintenance, and cleaning the gascolater, kuno filters and such.

If I can verify that all these have been accomplished and the plane is openend up it can still take me 4-5 hours to really inspect a 172, do the bookwork/research, set the mag timing and do a compression test. This starts at $200 for a light single fixed gear airplane.

I don't do it to make big bucks, I do it because I like doing it and keeping them in the air. It shouldn't cost a fortune to fly, it's just too damned much fun to miss out on because of inflated maintenance costs.

Like that other fellow said, you can save a lot of money if you're willing to get dirty and help out. If your plane is in good condition, you should come away on the cheap end with an airworthy plane and a smile on your face. If it is poorly maintained and there are grimlins, then that is another story.

The cheapest way to maintain an airplane is to KEEP it in top condition in the first place. Once things deteriorate, just like an old 308 Ferrari, things get expensive in a hurry. Good luck.

 

You are a very good man!

I'm hoping that, since there has been a shake-up in the maintenance dept., us owners will be given the opportunity to be more hands-on. I second the idea that it is importnat to have a better understanding of your own airplane, and it seems that is a great way to do it.

 

It would behoove any aircraft owner to go by an FBO or aviation book seller and pick up the latest version of AC 43-13 and get to know it. Even if you don't do any of your own maintenance you'll get aquainted with proper procedures and practices and will be better able to tell if the work others do was done properly. You'd be suprised how many experienced salty old mechanics safety wire things backward...

 

Last annual? Started at $5000...till I reminded the service center the aircraft was still under warranty (end of it I might add). Ended up costing $3000.

Run don't walk from Cirrus ownership, it's too late for me....save yourselves!

 

Not sure if you are being 100% serious, but if so, you are the second person this week to say that!

 

THIS!

It gets better once you get into larger aircraft but the hack jobs I've seen done on the wiring of single engine piston airplanes scare the bejesus out of me.

Most airplanes of this size have some issue to be corrected wiring wise, bundles incorrectly routed so that they chaff on fuel lines, wires twisted together and wrapped up with electrical tape, coaxes for antenni simply laying in the belly of the airplane without a single clamp holding it in place, and even whole installs without a single wire marked. I've seen personally all of that.

Buy yourself AC43.13 (both parts, it's usually in the same book but make sure) and become aquainted with it. It's a cheap book too! It really is the bible when it comes to aircraft of that size.

 

I promise you I am being serious...

 

Do you care to expound?

 

I figured...that's a heck of an annual on a new fixed gear a/c. The ones I've had exposure to have all had serious avionics issues.