Learning to fly was a challenge. That was true for Orville and Wilbur, Bob Hoover, Sean Tucker, and you. It’s a fact of life.
Developing the skill to guide a heavier than air machine off the ground, control it with confidence and precision in flight, then put it back on the ground in one piece does not come easily to any of us.
If you’re reading this, the odds are good you’ve accepted that challenge. Congratulations.
Becoming a pilot puts you solidly in the ranks of an exclusive group who have gone where most of the human population of this planet will never go. Frankly, a considerable percentage of our friends and neighbors fear the possibilities too much to seriously consider, let alone pursue, the path you’ve chosen.
Being a trailblazer isn’t for everyone. It’s a good fit for you, though. Be proud of that.
So, you fly. Probably in a rented airplane. You fly it because it’s available and affordable, although all too often calling recreational flying affordable is stretching the meaning of the word to its absolute limit.
Would you fly more if it cost less? Would you enjoy flying more if you had access to an airplane with specific equipment, or seating arrangements, or power, or…whatever? Would you saddle up and launch off on the adventure of a lifetime?
The preceding are rhetorical questions. Questions you’ve no doubt asked yourself a number of times, always coming to the same conclusion: I can’t afford to own an airplane. The price is simply too high.
Here’s an important point to keep in mind. That belief is not based on objective facts, it’s merely a subjective opinion. An opinion that is largely based on erroneous information, supposition, and perhaps just a tinge of fear. The truth is you probably can afford to own an airplane.
As you scoff at that idea, let me direct you back to the younger, less sophisticated version of yourself. That’s the version that couldn’t imagine how you could ever afford to own a brand-new car. Or a house. How could you, or someone like you, ever put together the massive piles of money necessary to buy such things? Impossible.
And yet, you did it. Or at least you’re on your way to doing it. Somewhere along the way you found a workable means of saving enough, investing enough, and leveraging enough cash to make the ownership of a car or a home not just possible, but a reality.
The same can be true for the ownership of an airplane. And I’m not suggesting you go deeply into debt or sell the farm. Not at all. I’m suggesting something far less painful. Instead, let’s get creative and maybe a little collaborative to make our wildest dreams come true.
Option Number 1: Sole ownership
Knowing what your primary mission might be is a prime decision-making factor when considering buying an airplane. If you want something that’s big and fast with the ability to carry a heavy load, that’s going to require a serious infusion of cash.
But is that what you really need?
If most of your flying is going to be solo, or with one other person, there are a plethora of suitable aircraft on the market that can be had for less than the cost of that new car you once thought was so unattainable.
Problem solved? Not entirely.
You very well may be able to swing the purchase price of the aircraft without breaking the bank. The next question you’ll want to ask is do you have the fiscal oomph to cover the various costs associated with personal aircraft ownership. That includes hangar charges, maintenance costs, and insurance. Maybe you can. Maybe you can’t. Either way, you’re still a candidate for ownership.
As granddad always said, there’s more than one way to skin a cat.
Option Number 2: Co-ownership
The obvious nature of math tells us that bringing in a partner, someone to own an equal share of the aircraft, cuts our total cost in half. Half! That’s a serious discount. Add a second or a third individual to the mix and the cost of being an aircraft owner gets dangerously close to fitting the definition of the word inexpensive.
The good news is those co-owners will probably fly only a few dozen hours a year, as will you. The airplane will be available most of the time, at a truly bargain-basement price, and all you’ll have to do is pay your fractional share of any associated costs. Yahoo!
Option Number 3: Join a flying club
Historically, the flying club model hasn’t been as popular in the U.S. as it has been in Europe, but the undeniable benefits of flying clubs have caused literally hundreds of them to pop up over the years.
Like the co-ownership model, the cost of accessing the aircraft is reduced to impressively low levels. Yet, unlike co-ownership, you might choose to be a member of the club with no responsibility beyond paying your dues on time and following the club’s rules. You can opt to avoid the managerial requirements of owning an aircraft entirely. Even so, you may find yourself in a club that affords you the option of flying multiple aircraft — a possibility that might not have been conceivable as an individual owner.
All of which leads us to the inescapable conclusion that you — yes, you — can own an aircraft if that’s your goal, or at the very least a share of an aircraft. And you can do it affordably.
Now back to the original questions that are no longer rhetorical. Would you fly more if it cost less? Would you enjoy flying more if you had access to an airplane with specific equipment, or seating arrangements, or power, or…whatever? Would you saddle up and launch off on the adventure of a lifetime?
There is no better time than right now to find out. Onward!
I think in a very few years we are going to see electric trainers, and after that, we’ll have electric airplanes equivalent to 172s and Warriors. These airplanes will have a significantly lower cost of operation than what we are flying now. Right now, electric cars cost more than gasoline equivalents, but price parity is expected in the next five years or so. At that point, there’s little reason to own a gasoline powered car (unless you specifically want one). Electrics are faster, cheaper to run, take less maintenance, and we won’t have to buy oil from countries who are not our friends.
Airplanes will do the same. Composite structures, modern avionics (like the G5, etc.) plus smooth, silent, almost zero maintenance electric motors, and no exhaust noise or smells – look for a resurgence of general aviation. Remember, the airplanes most of us are flying in are almost 50 years old and are the very best technology 1940 had to offer.
GA has a bright future if we go with modern technology. Flying antiques isn’t the way to make progress (again, unless you specifically want one).
Good article, I agree to buy a 172, or even a Piper Arrow is not a breaking the Bank purchase with 20% down and 10 or more years payments are reasonable for most pilots. I think the “other” costs are in actual care and feeding of the aircraft. Hanger costs alone can equal the monthly payment costs of the aircraft, inspections, overhaul allowance, and the occasional and unexpected oh shit, how much will it cost to fix? Add up. After all, these are 30+-year-old aircraft and these costs are to be expected unless you’re an Osteridge. So when looking at an aircraft purchase look at the whole picture seriously as numbers don’t lie.
Answer to your opening question? Would you fly more if it cost less. NO. I accept the costs and adjust my other recreational costs as necessary.
Same theme, expressed different ways, doesn’t change the seemingly obvious death spiral GA finds itself in. Whether because of the disappearing middle class or, if one wishes to deny that, the lack of secretly-rich youth interested in learning to fly, most every indicator predicts continued decline. Just last week, I went to a hangar sale closeout of the last remaining club on our field. From 85 members and 3 airplanes 20 years ago, to 11 and one (a very nice 2500 hour IFR 2000 Archer III (leather, air-conditioning!)) now. IIRC, it was about a $1500 buy in, $300/month including 1 hour flight time, and $125/hr after that; in other words, a bargain. Advertising, open-hangar days, discovery flights, posters at every airport in the area – nothing worked and the plane was down to 75 hours per year. Five of the remaining members expected not to be able to pass their next medical. They sold it last month and dissolved the corporation.
By all means, I’m open to hearing stories of present day success, but I haven’t witnessed any in my area for a long time. It’s the money, but not just the money. Perhaps there are zillions near my rather prosperous locale who can afford to fly, but very very few are choosing to do so.
HiFlite, while the prevalent and pessimistic attitude that GA is dying is common, as you suggest, it’s demonstrably not true.
GA flights are up. GA fuel sales are up. Pilot numbers are up. In fact, by almost any reasonable measure GA is currently in a growth period.
I would humbly suggest, if you’re not seeing a rosy picture for GA these days, you’re looking in the wrong place. The good news is out there, it’s verifiable, and it’s continuing. This particular column provides three good reasons why that is true today, and hopefully, well into the future.
Yes, I would fly more if it was less expensive. It has not only become more expensive to fly, but that increase in expense is faster than the rate of inflation. I have a real-world example. I learned to fly in 1986 in a Cessna 172. The rental cost for that airplane was $50 an hour. I found the airplane that I learned to fly in at flight school near me. Just for old time’s sake, I made an appointment and flew that airplane again a couple of months ago. The rental cost is now $145. That is fairly reasonable as far as 172s go, but the airplane also has 7,000 hours on the airframe as well as avionics and engine improvements. When I learned to fly in it, the airplane was almost new.
If I go to one of the websites that gives me the value of a dollar over time based on the CPI, $50 should be $121.05. The $145 rental rate is about 16.5% higher than what the CPI says it should be if all things are constant. However, I see a lot of 172s in my area that go for much more than $145, including a few newer 172s that are in the $175 per hour range.
BTW, all the rates that I mention above are wet.
Anyone care to comment on why the cost is rising faster than inflation?
Thanks!
I don’t know how many potential students pilots I’ve had who balked at the cost of flying, yet went on to buy a new pickup for $50k or more. It all just comes down to desire. In regard to flying clubs, it’s important for members to agree on a mutual proportionate amount of flying they each want to do, even if this is contractual in terms of annual flight time. When I earned my Private certificate 35 years ago, I joined a small flying club of five individuals who only flew an hour or so a month. I was strongly cautioned that as a new member, I shouldn’t fly “too much. We’re not going to subsidize your flying.” I believe flying clubs thrive on an economy of scale based on mutual agreement.
Besides the purchase cost of owning an aircraft, the 1961 Cessna 175B that I fly costs $97 per hour, at 100 hrs per year.
I own it with 3 other pilots and we still barely fly it 100 hrs a year.
The costs are in 2 parts, the fixed costs and the variable costs.
The fixed costs are $47 per hour, hangar, insurance and annual.[northern California ]
the variable costs are $50 per hour; fuel and maint. reserve.
So, with splitting the fixed costs, my costs are $62 per hour… I don’t see how it could be significant lower?
We do almost all of the maintenance and repairs ourselves, under the guidance of an A&P IA.
That’s a great first-hand story, JimH. It sounds as if you’ve successfully proven the Option #2 model by lower the cost of ownership and operation by splitting costs four ways. I tip my hat to you, Sir.
Thanks Jamie,
To achieve these numbers, we do almost all of the work ourselves, with a friend A&P who has done the owner assisted annuals for over 15 years.
Others can do the same with older Cessnas , Pipers, etc.
I’m fortunate that one of our co-owners is a CFI, so our BFRs cost us nothing.
The other pilots are retired military and treat the aircraft with care.
I’m a retied electrical engineer, so I diagnose the problems the occur, so no ‘shotgunning’.
We do a lot of repair vs replace, except for cylinders. When we replace failed cylinders we buy new assemblies. We’ve had poor results with overhauled cylinders; cracks, exhaust valve guides…
We usually fly a 60% power ,and lean aggressively, so the aircraft is easier to maintain.
The Cessna 175 is a good performing aircraft, if flown properly, keeping the cylinders cool and the oil hot.
Since recently turning 80 I think you wrote the story of my life since just after I turned twenty. I was fortunate to be able to raise a family and establishing a career in aviation. Looking back I have slowed down a little but I haven’t quit. really a great way to go since I never worked a day in my life.
Jim Hamilton, Captain Eastern Air Lines (Retired only because of age)
Flying is a dangerous and expensive sport. There are no shortcuts.
GBigs, I’d argue that aviation is not at all dangerous, not necessarily expensive, and rarely a sport. But I know you like to take a negative view to most posts, so I appreciate you taking the time to whine in this space once again.
Might I ask in complete sincerity, why do you read an aviation publication? You seem to only ever have negative comments to share and an inexhaustible distaste for the industry. That confuses me tremendously.
My comments are not critical they are more extensions to your premise. The fact is aviation is inherently dangerous hence the exhaustive training and strict rules that govern the ‘sport.’ How is aviation a sport: an activity involving physical exertion and skill… And yes, there can be a competitive aspect to flying…aircraft and hangar envy, logbook time comparisons, ratings comparisons, arguments over the impossible turn, towerless fields, interpreting the FARs and AIM. I read aviation pubs for the same reason everyone else does, for information, entertainment AND opinions.
You didn’t even touch on the truly most affordable single owner option: building one yourself! This is the way all of my friends accomplished their dream of ownership, I’m joining them in short order. Whilst this may not be achievable by everyone, there’s lots of options available that allow for easier building and the actual honest to goodness chance to succeed. Even used homebuilt’s are a great option if you do your homework and have it checked out well.
The only real obstacle is the individual persons willingness to do it. Overcome that and the chance to own an aircraft is obtainable.
I read this article and thought about writing about this other option (someone beat me). I own two homebuilt airplanes and have less in them than what I had in an old (but nice) certified airplane. But it all depends what you get of course.
Building is certainly not for everyone, and as someone else posted, getting the airplane is a small section of the journey.
I am finishing an orphaned kit (2 seat Rotax 912 powered) I bought for not a lot and have around $25K in it (maybe more but don’t want to know). But the effort in building was major. Maybe too much. And I think you can get a used plane for less. But the advantage is maintenance since you can do your own annuals and components tend to be cheaper. And I think you can get cooler and better performing homebuilt airplanes than certified.
Storage is a big issue. I used to live in a major city and hangar space was impossible to get and cost $1500/m for a small t-hangar. Since I am not going to stop owning an airplane I decided to move to a small town to an airpark (yes I am that passionate). And no I don’t like having my nice plane outside.
Anyway, be aware that if you explore the homebuilt world you may hear that the only way to go is to buy an RV kit and spend three figures in the kit alone. Don’t get me wrong, amazing airplanes and kits. But jeez, who can afford that. There are options if you look but better be handy.
Chris
Having gone both routes and being currently in the midst of a top on my current ride, renting is far superior to owning. Unless you fly for business or well over 100 hours, paying with the magic plastic card is the way to go. Buying the airplane is usually less than 1/2 of the financial battle. Hangar, tiedown, annual, insurance etc, eat your piggy bank alive. So for my tailwheel fix, I own because it is so hard to find a good tail wheel rental. For cross country and instrument flight, the rental fits the bill just fine.
Costs for parts and long delivery times can really ruin the ownership dream. Add in ever rising insurance costs and the break even hours per year just keeps climbing.
Believe me or not that VW picture is the exact same type of the first brand new car I ever bought even the exact same color Bahama Blue! It was a 1964 model I bought in 1964 that cost then $1500. dollars. That was the total cost without a radio. The first and only airplane I bought in the 1980s was a 1942 J-3 Cub that cost us $13000. at that time! Big difference, no? Airplanes really do cost a lot more than the average American could afford!
I would think it’s more a matter of priorities and containment.
Priority being the gamut of activities that can be had in lue of airport to airport transportation under a myriad of regulations.
Containment being surprise!!! Well, you just blew up a $65k engine or need your wings pulled for repairs.
Perhaps the true joy in GA is the challenge of one more day passing without crashing or financial disaster 🤔