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Aviation History
1960
1960 - 0406.PDF
Sport and BusineFLIGHT, 25 March 1960 The British Scene Operating Costs. A sizeable book could be written on the subjectof the cost of operating one's aircraft once it has been purchased. There are broadly three types of private operation, each with its ownlevel of costs. The first is the executive aircraft run at a company's expense,equipped for regular all-weather operation and employing a professional pilot. The second is the private aircraft operated by a reasonablywealthy owner/pilot, maintained by professional engineers almost regardless of expense and equipped to the standard of the owner'sability as a pilot. The third type is the enthusiast's aircraft, usually owned by a pilot of limited means who carries out most of the aircraftmaintenance, except for certification, himself. Group operation often has advantages here over individual ownership. One can either tie-up a large capital amount in a new aircraft, withlittle subsequent maintenance, or one can buy an o'der machine quite cheaply in which case a heavy maintenance programme is involved.One enthusiast owner of a Proctor writes: "In my particular case the whole business is rather on a par with messing about in boats. Youjust have to enjoy maintenance as well as flying, or give up ... you must be an engineer and be able to survey an aircraft in detail andbuy without a C of A knowing exactly what you have bought. You must know the legislation and obligations attached to aircraft operation,and be able to do all kinds of engine and airframe maintenance." A few examples may help to give an idea of typical costs. Hangaragefor a light British twin may cost about £8 10s per month at a club airfield, and for a larger twin-engined type about £23 per month ata Ministry of Aviation airport. Assuming an annual utilization of 300hr the cost per aircraft mile for a Piaggio P. 166 has been estimatedSI 5$ 6d. Another example is provided by the makers of the Civil Clockwise from top left; Super Aero 45, Piper Comanche, PZL-102 Kos, and Cessna 172 operated by Buonfortuna Ltd Prentice, who state that (assuming a 150hr utilization, engine checksphased with airframe inspections and a three-year C of A) the main- tenance cost per flying hour will be 9s 6d and the total direct runningcost per hour will be £4 19s. Private and Business Centres. Developments at two aerodromesnear London are indicative of the new atmosphere in British private and executive flying. These concern the establishment of improvedfacilities for private pilots at Biggin Hill, Kent, and the building up of Luton Airport as a nucleus of a business-flying centre. At Biggin Hill, Surrey Aviation Ltd are doing their best to makeup for the lack of facilities following the closure of Croydon Airport last year. At present the company has the use of two of the airfield'sthree runways, and is negotiating with the Air Ministry for the tiiird, which is 2,000yd long. A new control tower is now under constructionand DF equipment is to be installed in it. Two of the directors of Surrey Aviation are J. R. Maitland andEdward Drewery, whose company, Maitland-Drewery Aviation, sup- plies a charter and "fly yourself" aircraft hire service at Biggin. Thiscompany uses a Czechoslovak Aero 45 and two Prentices, and plans to enlarge the fleet in the immediate future to include six ChampionTri-Travellers and a number of Chipmunks. If official support is given to the efforts of Surrey Aviation at Biggin Hill, this ex-RAFairfield could indeed take the place of Croydon. The company concerned with the business-flying development atLuton Airport is the Aviation Division of Sir Robert McAlpine and Sons Ltd, who have for 15 years operated their own business aircraft.Their first machine was a Gemini, and their current fleet comprises a Piaggio P.166, Cessna 310C, D.H Rapide and Lockheed 12. Thecompany's aviation manager is Capt Ray Young, formerly with Jerwy Airways, and the maintenance department has a chief engineer andfive other licensed engineers. The firm is the official Piaggio spares stockist in this country, and has sold a number of P. 166s. The division's work is twofold, involviife the normal type of execu-tive flying for the personnel of the parent company, and in addition the recently expanded advisory and maintenance service provided forother companies operating their own business aircraft. The Piaggio P-^6 operated by McAlp'ine Aviation at Luton Air- port, seen outside one of the company's hangars there
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