All aircraft manufactures will apply a number of hours of labor for every number of flight hours for an inspection. In most case this number is double if not triple the number of hours required. This is the manufactures gift to the service providers, as the cost for an hour of labor for the inspection is $105 to $125 and hour.

Please remember this is for an inspection, not for work. Any issues uncovered at the inspection level are then going to be added on to the bill as maintenance, not inspection.

Have you or anyone you know ever watched a 100 hour inspection. I have an every time it was with the same result. The manufacturer calls for say 3 hours of labor for every hour of flight. or 300 hour labor hours per 100 hour inspection. On average that will be $31,500.

I have never seen any inspection take more than 76 hours. Worked added on is extra. So the average actual time multiplied by $105 an hour is $8,000…so for every 100 hour inspection you are usually over paying $23,500 too much, plus the added work generated by the inspection.

That is why the average cost for a 100 inspection ranges between $45,000 and $75,000. it starts with the fact that you are over paying for the basic inspection by $23,500 and that add on work is pretty much at the same ratio.

An AD stands for an “Airworthiness Directive”. This is issued by the FAA or NTSB and is a required fix. This may be a one time event or it can be every so many hours or calendar time. But it is required and you and your aircraft are neither legal to fly or insured. You must know if your AD’s are accomplished and current.

And SB stands for a “Service Bulletin.” Service Bulletins are not required however many of them do have to do with aircraft performance and should be complied with. So SB’s are not involving airworthiness but just convince items the manufacture developed and may or may not make much sense to compile with depending on your usage. Typically are two thirds of the SB’s are preformed. Although with EAP you would be informed of every SB with a recommendation as to it’s importance to you operations.

TBO’s stand for “Time between Over Hauls” TBO’s must be complied with when they are due. TBO’s are the engine life on your aircraft.

MPI’s stand for Major Periodical inspections. MPI’s must be complied with when they are due. MPI’s are the hot section on your engines.

 EAP saves clients money in several ways. First and foremost, is the power of the fleet. The fleet allows for fleet pricing. 1 aircraft gets zero benefits when it comes to pricing. 5 starts to become a fleet but again is limited. Hundreds and thousands of engines or air frames set the prices a service provider charges which results in huge savings for all the aircraft in the fleet. It is a simple concept. Volume rules.

Only licensed maintenance and or engine service providers provide the work. Each provider must be licensed and current for EAP to enter into any kind of work arrangement with them.

A 91 operator is typically an aircraft owner that uses the aircraft for his own purposes.

A FAR part 135 certificate holder is a commercial operator and as such must be registered and certified by the FAA to operate for hire to non owners of the aircraft.

VMO is a jet aircraft term that means Velocity Maximum Operating speed. In other words the “red Line”

When you enroll in our program we will set up the various pro-rata’s based on hours and maintenance evenats both hourly and calandar.

Then we will agree on your monthly useage which may variy from month to month but you would pay into the reserve account based on agreed on hours. So you would be expected to pay into the maintenance reserve account the agreed upon amount.Twice a year we would have an accounting of actual hours flown and you would either recieve credit for hours now flown and paid for or charged for hours flown and not paid for.

This format will allow you to fly whatever hours require as needed and the reserve account would be settled twice a year based actual flight hours flown.