N8123V is costing more to maintain than it did a year ago.
Maintenance came to about $33 per hour flown this year against $26 the year before, about $5,133 more over this year's hours.
Ideas schools in this spot often explore
- Whether the repairs share a cause (one system, one part) that a single fix would address.
- Which maintenance items drove the rise, and whether they're one-offs or likely to recur.
- How the aircraft's maintenance per hour compares with the rest of the fleet.
Ideas, not recommendations. Your situation may differ.
Show the numbers
N8123V's maintenance cost $33.12 per hour flown over 2025-09-01 to 2026-08-31, against $25.73 over 2024-09-01 to 2025-08-31: up 29%, about $5,133 more over this year's 694.6 hours.
Maintenance per hour, this year: $33.12/hr
Maintenance per hour, the year before: $25.73/hr
Hours flown this year: 694.6 h
Unscheduled repairs this year: $5,470
Unscheduled repairs the year before: $0
Maintenance per hour, this year: $33.12/hr
Maintenance per hour, the year before: $25.73/hr
Hours flown this year: 694.6 h
Unscheduled repairs this year: $5,470
Unscheduled repairs the year before: $0
Facts from your data, not a diagnosis.
- Unscheduled maintenance came to $5,470 this year against $0 the year before. main factor
Unscheduled this year: $5,470
Unscheduled the year before: $0
- Hourly (guessed) maintenance came to $612 this year against $0 the year before. smaller factor
Hourly (guessed) this year: $612
Hourly (guessed) the year before: $0
A customer is still flying with an overdue balance.
$1,097 overdue
They have about $1,097 on invoices more than 30 days past due, and booked flights after the due date.
Ideas schools in this spot often explore
- A rule that bookings need the account current, or a card on file charged after each flight.
- How overdue balances are followed up, and how soon after the due date.
- Prepaid blocks of hours for regular customers, so flying is paid ahead.
Ideas, not recommendations. Your situation may differ.
Show the numbers
Student 2 has $1,097 on 4 invoices more than 30 days past due (the oldest due Jul 20, 2026) and flew 20 times since.
Student 2 overdue: $1,097
Student 2 flights since the due date: 20
Student 2 overdue: $1,097
Student 2 flights since the due date: 20
N6047Q is barely flying, and that makes everything about it look expensive. incomplete
Its insurance, hangar and calendar maintenance cost the same whether it flies or not, so at 1% utilization (the fleet 19%) it ended the period $111 short.
Ideas schools in this spot often explore
- Checking that all its fuel bills and fuel-card statements are imported, since its cost per hour may be understated.
- What instructors say about flying lessons in it: its equipment, how it handles, or how easy it is to book.
- Whether some of the fleet's training or rental demand could go to it, for example as the default aircraft for certain lessons or renters.
Ideas, not recommendations. Your situation may differ.
Show the numbers
N6047Q flew 4.5 hours at 1% utilization, against 19% for the fleet, and its operating cost of $737 was more than its revenue of $626: an operating loss.
Hours flown: 4.5 h
Utilization: 1%
Fleet utilization: 19%
Revenue: $626
Operating cost: $737
Operating margin: -$111
3 more
Fixed cost per month: $752
Operating break-even: 21.2 h/month
Actual hours: 4.4 h/month
Hours flown: 4.5 h
Utilization: 1%
Fleet utilization: 19%
Revenue: $626
Operating cost: $737
Operating margin: -$111
Fixed cost per month: $752
Operating break-even: 21.2 h/month
Actual hours: 4.4 h/month
Facts from your data, not a diagnosis.
- Fuel costs look incomplete for Aug 2026: fuel per hour went from $63.23 to $34.83 (down 45%), with no gallons in the data to explain it. Check that all fuel bills and fuel-card statements are imported. main factor
Fuel per hour, Jul 2026: $63.23/hr
Fuel per hour, Aug 2026: $34.83/hr
Change: -45%
- Bookings on N6047Q went from 6 in June 2026 to 4 in August 2026. smaller factor
Bookings, June 2026: 6
Bookings, August 2026: 4
- Instructors flew 2 of their 84 dual lessons in N6047Q (2%); 1 of 3 flew none in it. main factor
N6047Q share of dual flights: 2%
Instructors who flew none on N6047Q: 1
- N6047Q's operating cost per hour (12-month) was $378.95, 164% above the $143.76 of the rest of the fleet. main factor
Operating cost per hour (12-month), N6047Q: $378.95/hr
Operating cost per hour (12-month), rest of fleet: $143.76/hr
N744PS's engine is getting close to overhaul.
With 100.0 tach hours left at the pace it usually flies through the seasons, it's projected for January 2027, at about $84,000 (your setting).
Ideas schools in this spot often explore
- Overhaul quotes and shop slots, since lead times can be long.
- How the overhaul will be paid for (reserve, financing or cash) and when the money is needed.
- Overhaul, exchange or a factory engine: what each costs, and how long the aircraft would be down.
Ideas, not recommendations. Your situation may differ.
Show the numbers
N744PS's engine is projected to reach its 2,000-hour TBO about January 2027 (100.0 tach hours remaining at about 28.7 a month, through the seasons).
Hours remaining to TBO: 100.0 h
Tach hours per month: 28.7 h/month
Projected overhaul: January 2027
Overhaul cost: $84,000
Hours remaining to TBO: 100.0 h
Tach hours per month: 28.7 h/month
Projected overhaul: January 2027
Overhaul cost: $84,000
Facts from your data, not a diagnosis.
- N744PS: 100.0 tach hours remaining to TBO (2,000 less 1,900.0 since overhaul), at about 28.7 tach hours a month, month by month as it flew from 2025-09-01 to 2026-08-31: about January 2027. main factor
Hours remaining to TBO: 100.0 h
Tach hours per month: 28.7 h/month
The cash flow forecast has months where more goes out than comes in, January 2027 most of all.
In the forecast, revenue there is expected at about 61% of an average month, and N744PS's engine overhaul ($84,000) falls in it, leaving about $82,230 more going out than coming in.
Ideas schools in this spot often explore
- When the large cost has to be paid: a deposit, payment terms, or financing that spreads it over several months.
- What brings in revenue in the slow months: ground school, simulator time, or block-time packages sold ahead of winter.
- Timing maintenance that isn't due yet into the stronger months before or after it.
Ideas, not recommendations. Your situation may differ.
Show the numbers
The cash flow forecast for September 2026 to February 2027 has 2 months with more going out than coming in. The most negative is January 2027: about $29,981 of expected revenue against $112,211 of costs, $89,002 of them known upcoming costs (N4521K's 100-hour inspection, N744PS's engine overhaul and N8123V's annual inspection). The running total over the 6 months ends at -$44,974 (an estimate, not a bank balance).
November 2026 forecast net: -$675
January 2027 forecast net: -$82,230
January 2027 expected revenue: $29,981
January 2027 expected costs: $112,211
January 2027 known upcoming costs: $89,002
Running total after 6 months: -$44,974
November 2026 forecast net: -$675
January 2027 forecast net: -$82,230
January 2027 expected revenue: $29,981
January 2027 expected costs: $112,211
January 2027 known upcoming costs: $89,002
Running total after 6 months: -$44,974
Facts from your data, not a diagnosis.
- N744PS's engine overhaul ($84,000, from your overhaul cost setting) is projected for January 2027. main factor
N744PS's engine overhaul: $84,000
- January 2027's expected revenue is $29,981, 61% of an average month by the pattern in your past months. smaller factor
January 2027 seasonal index: 61%
January 2027 expected revenue: $29,981
Students who stop flying tend to stop at 10–20 hours.
6 of the students who stopped flying stopped there; students who get past it bring in about $7,990 each over their next 30 hours of flying.
Ideas schools in this spot often explore
- What students meet at that point in training: the first solo, a stage check, the written test, or the cost so far.
- A check-in with students as they near that point, before they've stopped booking.
- Whether students who stopped there had gaps between lessons beforehand, and how long.
Ideas, not recommendations. Your situation may differ.
Show the numbers
6 of the 10 students who stopped flying (60 days or more without a booking, after 3 or more lessons) stopped between 10–20 hours flown (60%). Students who flew past 20 hours brought in a median of $7,990 over their next 30 hours.
Students who stopped: 10
Stopped in the band: 6
Band, hours flown: 10–20 hours
Share in the band: 60%
Median revenue after 20 hours: $7,990
Students past the band: 11
1 more
Who: Student 12, Student 13, Student 14, Student 15, Student 16, Student 18
Students who stopped: 10
Stopped in the band: 6
Band, hours flown: 10–20 hours
Share in the band: 60%
Median revenue after 20 hours: $7,990
Students past the band: 11
Who: Student 12, Student 13, Student 14, Student 15, Student 16, Student 18
N744PS's costs have risen faster than its rate.
Since its rate last changed, its cost per hour has gone from about $255 to $290, about $14,138 over the hours flown since.
Ideas schools in this spot often explore
- Whether fuel prices or fuel burn per hour account for the rise.
- When the lease terms changed, and whether the rate was reviewed then.
- When the hourly rate was last reviewed against its cost per hour.
Ideas, not recommendations. Your situation may differ.
Show the numbers
N744PS's hourly rate last changed in September 2025 (from $375.00 to $395.00 on its invoices). Its operating cost per hour has gone from $254.62 (the 12 months before September 2025) to $289.93 (the 12 months to Aug 31, 2026), up 14%; over the 400.4 hours flown since, that's about $14,138.
Hourly rate: $395.00/hr
Rate last changed: September 2025
Cost per hour before: $254.62/hr
Cost per hour, 12 months to now: $289.93/hr
Hours flown since: 400.4 h
Hourly rate: $395.00/hr
Rate last changed: September 2025
Cost per hour before: $254.62/hr
Cost per hour, 12 months to now: $289.93/hr
Hours flown since: 400.4 h
Facts from your data, not a diagnosis.
- Fuel went from $87.90 to $107.95 per hour flown. main factor
Fuel per hour, before: $87.90/hr
Fuel per hour, now: $107.95/hr
- Lease payments went from $83.12 to $95.90 per hour flown. smaller factor
Lease payments per hour, before: $83.12/hr
Lease payments per hour, now: $95.90/hr
- Insurance went from $25.24 to $28.47 per hour flown. smaller factor
Insurance per hour, before: $25.24/hr
Insurance per hour, now: $28.47/hr
N744PS is booked for much longer than it flies.
It flew about 57% of the time booked, leaving time worth about $12,798 that no one else could book.
Ideas schools in this spot often explore
- Whether the booking length for these lessons includes briefing time that could be booked separately, so the aircraft is free sooner.
- How long bookings are blocked for: whether the default block fits the lesson, or leaves time nobody uses.
- Whether bookings start on time, and what happens to the time when a lesson ends early.
Ideas, not recommendations. Your situation may differ.
Show the numbers
N744PS flew 42.6 of its 75.0 booked hours (57%) in this period; the fleet flew 70% of its booked time. The 32.4 booked hours not flown are worth about $12,798 at its revenue per hour.
N744PS booked hours: 75.0 h
N744PS hours flown: 42.6 h
N744PS share flown: 57%
Fleet share flown: 70%
N744PS booked hours: 75.0 h
N744PS hours flown: 42.6 h
N744PS share flown: 57%
Fleet share flown: 70%
Facts from your data, not a diagnosis.
- Bookings averaged 3.0 booked hours for 1.7 hours flown. main factor
Booked hours per booking: 3.0 h
Hours flown per booking: 1.7 h
Cancellations are costing the fleet real flying time.
9% of bookings were cancelled or no-shows, 34.0 scheduled hours worth about $7,430 at the usual rate.
Ideas schools in this spot often explore
- Whether the day most cancellations fall on has something in common: weather patterns, instructor rosters, or a recurring group of students.
- What's different about the bookings of the instructor on most of them: students, times, or workload.
- How the cancellation and no-show policy is set: notice period, fees, and whether it's applied consistently.
Ideas, not recommendations. Your situation may differ.
Show the numbers
Cancelled and no-show bookings were 9% of the fleet's 179 bookings; on 3 aircraft they covered 34.0 scheduled hours: N4521K 16.0 h (9%), N744PS 6.0 h (11%), N8123V 12.0 h (11%).
Fleet cancellation rate: 9%
Scheduled hours: 34.0 h
N4521K hours: 16.0 h
N4521K rate: 9%
N744PS hours: 6.0 h
N744PS rate: 11%
2 more
N8123V hours: 12.0 h
N8123V rate: 11%
Fleet cancellation rate: 9%
Scheduled hours: 34.0 h
N4521K hours: 16.0 h
N4521K rate: 9%
N744PS hours: 6.0 h
N744PS rate: 11%
N8123V hours: 12.0 h
N8123V rate: 11%
Facts from your data, not a diagnosis.
- 6 of the 17 cancelled or no-show bookings fell on a Saturday. smaller factor
On Saturdays: 6
Cancelled or no-show bookings: 17
- One instructor was on 5 of the 12 cancelled or no-show bookings that name an instructor. smaller factor
With the same instructor: 5
Naming an instructor: 12
- 16 of the 17 cancelled or no-show bookings that name a customer were booked again by the same customer within 7 days. main factor
Booked again: 16
Naming a customer: 17
Rebooked share: 94%
Fuel cost per hour went up on 3 aircraft.
N8123V's rose 29% against the three months before, about $408 more over this period.
Ideas schools in this spot often explore
- Where fuel is purchased and at what price: contract pricing, self-serve against full-serve, and fuel-card fees.
- Leaning and run-up procedures in the syllabus, and whether they're followed consistently.
- Whether the hourly rate or a fuel surcharge moves with fuel prices.
Ideas, not recommendations. Your situation may differ.
Show the numbers
3 of 4 aircraft had fuel cost per Hobbs hour up 18–29%, Jun–Aug 2026 against Mar–May 2026 (N8123V up 29%, N6047Q up 19%, N744PS up 18%); fleet-wide it rose 2% because N4521K's fell.
Fleet fuel per hour, Jun–Aug 2026: $71.45/hr
Fleet fuel per hour, Mar–May 2026: $69.72/hr
Fleet-wide change: 2%
Aircraft that rose: 3
Aircraft compared: 4
N4521K change: -23%
3 more
N6047Q change: 19%
N744PS change: 18%
N8123V change: 29%
Fleet fuel per hour, Jun–Aug 2026: $71.45/hr
Fleet fuel per hour, Mar–May 2026: $69.72/hr
Fleet-wide change: 2%
Aircraft that rose: 3
Aircraft compared: 4
N4521K change: -23%
N6047Q change: 19%
N744PS change: 18%
N8123V change: 29%
Some ground lessons don't appear to have been billed.
3 ground lessons have no ground-instruction charge for the same student within 14 days, about $237 at the usual rate.
Ideas schools in this spot often explore
- How ground time is recorded and billed: whether the instructor or the front desk closes out each session.
- Whether some ground sessions are prepaid in a package or meant to be free, and how those are marked.
- A regular check that every booked ground session has an invoice line.
Ideas, not recommendations. Your situation may differ.
Show the numbers
3 of 10 ground bookings in this period have no ground-instruction revenue for the same student within 14 days; the average ground charge was $79.
Ground bookings: 10
With ground revenue: 7
Without: 3
Average ground charge: $79
Ground bookings: 10
With ground revenue: 7
Without: 3
Average ground charge: $79
Owner payouts booked for N8123V don't match the leaseback terms.
The payments in QuickBooks are about $219 less than what the terms in fleet setup give in this period.
Ideas schools in this spot often explore
- Whether the leaseback agreement's payout terms still fit what the aircraft earns and costs to run.
- Which months' owner payouts differ from the agreement, and whether a payment was missed, doubled, or paid on old terms.
- What the aircraft would need to earn per hour, after the owner's share, to cover its own costs.
Ideas, not recommendations. Your situation may differ.
Show the numbers
At $22 per Hobbs hour, N8123V's owner was owed $1,619 for 73.6 hours; the books show $1,400 paid, $219 less than the terms give (14%).
N8123V payout owed: $1,619
N8123V payout booked: $1,400
N8123V revenue: $12,880
N8123V operating cost before payout: $7,894
N8123V net after payout: $3,367
N8123V payout owed: $1,619
N8123V payout booked: $1,400
N8123V revenue: $12,880
N8123V operating cost before payout: $7,894
N8123V net after payout: $3,367
The schedule is crowded at some times and empty at others.
Saturday morning was about 95% booked while Saturday evening was about 0%, so demand at the busy times can't all be met while aircraft sit at others.
Ideas schools in this spot often explore
- Pricing that differs by time slot: off-peak rates for the emptiest times.
- Which bookings in the busiest slots are flexible, such as solo practice or rentals, and could move.
- Whether instructor schedules match the busy slots, or leave them short.
Ideas, not recommendations. Your situation may differ.
Show the numbers
1 time slot in the week was 85% or more booked, the fullest Saturday morning (95%), while 11 were 25% or less, the emptiest Wednesday evening (0%), Thursday evening (0%) and Saturday evening (0%). Across N4521K, N744PS and N8123V, in open hours.
Saturday morning booked: 95%
Wednesday evening booked: 0%
Thursday evening booked: 0%
Saturday evening booked: 0%
Aircraft counted: N4521K, N744PS, N8123V
Saturday morning booked: 95%
Wednesday evening booked: 0%
Thursday evening booked: 0%
Saturday evening booked: 0%
Aircraft counted: N4521K, N744PS, N8123V
Ground lessons are a smaller part of training than in the previous period.
Ground time was 10% of dual hours, against 25% the period before.
Ideas schools in this spot often explore
- How ground lessons are booked and recorded: on the schedule, or added afterwards.
- Whether the syllabus or instructors changed how much ground time goes with each flight.
- Whether ground time is billed the same way it was in the previous period.
Ideas, not recommendations. Your situation may differ.
Show the numbers
Ground lessons were 10% of dual hours in this period (12.5 ground, 127.1 dual), well below 25% in the previous period (Jul 2026).
Ground hours: 12.5 h
Dual hours: 127.1 h
Ground as a share of dual: 10%
Ground hours, previous period: 40.0 h
Dual hours, previous period: 162.8 h
Share, previous period: 25%
Ground hours: 12.5 h
Dual hours: 127.1 h
Ground as a share of dual: 10%
Ground hours, previous period: 40.0 h
Dual hours, previous period: 162.8 h
Share, previous period: 25%
3 aircraft are due for inspection in the same two weeks.
Together they flew 98% of the fleet's hours, so having them down at once would leave the schedule short.
Ideas schools in this spot often explore
- Bringing one inspection forward a few days so the aircraft aren't down at the same time.
- Whether the shop can take two aircraft in the same week, and how long each would take.
- Which bookings fall in those weeks and could move to other aircraft.
Ideas, not recommendations. Your situation may differ.
Show the numbers
N744PS's 100-hour inspection (about Sep 19, 2026), N8123V's 100-hour inspection (about Sep 19, 2026) and N4521K's 100-hour inspection (about Sep 24, 2026) are projected within 14 days of each other; together these aircraft flew 98% of the fleet's hours from 2026-06-03 to 2026-08-31.
N744PS 100-hour: about Sep 19, 2026
N8123V 100-hour: about Sep 19, 2026
N4521K 100-hour: about Sep 24, 2026
N744PS share of fleet hours: 18%
N8123V share of fleet hours: 32%
N4521K share of fleet hours: 48%
N744PS 100-hour: about Sep 19, 2026
N8123V 100-hour: about Sep 19, 2026
N4521K 100-hour: about Sep 24, 2026
N744PS share of fleet hours: 18%
N8123V share of fleet hours: 32%
N4521K share of fleet hours: 48%
Facts from your data, not a diagnosis.
- Together N744PS, N8123V and N4521K flew 98% of the fleet's hours from 2026-06-03 to 2026-08-31. main factor
Share of fleet hours: 98%
- N744PS: 100-hour about Sep 19, 2026; 28.7 tach hours a month, 18% of the fleet's hours. smaller factor
N744PS hours per month: 28.7 h/month
N744PS share of fleet hours: 18%
- N8123V: 100-hour about Sep 19, 2026; 52.2 tach hours a month, 32% of the fleet's hours. smaller factor
N8123V hours per month: 52.2 h/month
N8123V share of fleet hours: 32%
- N4521K: 100-hour about Sep 24, 2026; 74.1 tach hours a month, 48% of the fleet's hours. main factor
N4521K hours per month: 74.1 h/month
N4521K share of fleet hours: 48%
Students are booking further ahead than they were.
The typical booking was made 15.5 days ahead, against 8.5 in the three months before.
Ideas schools in this spot often explore
- Whether the popular times are filling up further ahead, and whether students can still get the slots they want.
- How far ahead the school's scheduling rules let students book, and whether that has changed.
- Whether the change came from one group: new students, renters, or one instructor's students.
Ideas, not recommendations. Your situation may differ.
Show the numbers
Bookings for August 2026 were made a median of 15.5 days ahead, against 8.5 days for May 2026 to July 2026 (+82%).
Median days booked ahead: 15.5
Median days booked ahead, before: 8.5
Month: August 2026
Bookings with a booked-at time: 162
Median days booked ahead: 15.5
Median days booked ahead, before: 8.5
Month: August 2026
Bookings with a booked-at time: 162
Instructors rarely take students up in N6047Q.
It got 2% of the school's dual lessons in this period, though it was available to fly.
Ideas schools in this spot often explore
- What instructors say about flying lessons in it: its equipment, how it handles, or squawks that stay open.
- Whether the scheduling software or front desk defaults lessons to other aircraft.
- Which lessons it suits, such as a stage of training or a type of student, so it gets regular bookings.
Ideas, not recommendations. Your situation may differ.
Show the numbers
N6047Q got 2 of the 84 dual flights (2%) in this period while available; 1 of 3 instructors flew no lessons in N6047Q.
N6047Q dual flights: 2
N6047Q share of dual flights: 2%
Instructors who flew none on N6047Q: 1
Dual flights, all aircraft: 84
Instructors: 3
N6047Q dual flights: 2
N6047Q share of dual flights: 2%
Instructors who flew none on N6047Q: 1
Dual flights, all aircraft: 84
Instructors: 3
Not in your data: gallons on fuel bills. The cards leave out what depends on them.