Demo school. A sample flight school with four aircraft and two years of invented flights and bills (September 2024–August 2026). Sign in to see your own school's numbers.
Dashboard
2026-07-01 to 2026-09-30
Jul 1, 2026 – Sep 30, 2026
2026-07-01 to 2026-09-30
Revenue
$109,581
−27%vs. previous period
Operating cost
$68,447est
−29%vs. previous period
Operating margin
$41,134est
−24%vs. previous period
Utilization
13.8%
−6 ptsvs. previous period
Hours flown
501.4
−27%vs. previous period
Revenue
$260,7106-month total+42%vs. the 6 months before
Apr–Sep, by calendar month.
Utilization
16.5%6-month average+5 ptsvs. the 6 months before
Apr–Sep, by calendar month. Based on your weekly schedule.
Its bookings fell from 3 to 0 a month, and with costs that don't shrink with fewer hours it ended the period $3,230 short.
Ideas schools in this spot often explore
What changed for the customers who used to book it: instructor assignments, availability, or price.
Whether its mix of dual, solo and rental flying matches who actually wants to fly it.
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 7.5 hours at 1% utilization, against 14% for the fleet, and its operating cost of $4,272 was more than its revenue of $1,043: an operating loss.
Hours flown: 7.5 h
Utilization: 1%
Fleet utilization: 14%
Revenue: $1,043
Operating cost: $4,272
Operating margin: -$3,230
3 more
Fixed cost per month: $758
Operating break-even: 33.9 h/month
Actual hours: 2.5 h/month
Hours flown: 7.5 h
Utilization: 1%
Fleet utilization: 14%
Revenue: $1,043
Operating cost: $4,272
Operating margin: -$3,230
Fixed cost per month: $758
Operating break-even: 33.9 h/month
Actual hours: 2.5 h/month
Facts from your data, not a diagnosis.
Bookings on N6047Q went from 3 in July 2026 to 0 in September 2026. main factor
Bookings, July 2026: 3
Bookings, September 2026: 0
Solo flights were 50% of N6047Q's bookings, against 19% for the rest of the fleet. main factor
Solo share, N6047Q: 50%
Solo share, rest of fleet: 19%
Instructors flew 3 of their 192 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 $387.63, 165% above the $146.31 of the rest of the fleet. main factor
Operating cost per hour (12-month), N6047Q: $387.63/hr
Operating cost per hour (12-month), rest of fleet: $146.31/hr
—A customer is still flying with an overdue balance.$1,097
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
N744PSN744PS's engine is getting close to overhaul.$84,000
With 100.0 tach hours left at the pace it usually flies through the seasons, it's projected for April 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 April 2027 (100.0 tach hours remaining at about 18.5 a month, through the seasons).
Hours remaining to TBO: 100.0 h
Tach hours per month: 18.5 h/month
Projected overhaul: April 2027
Overhaul cost: $84,000
Hours remaining to TBO: 100.0 h
Tach hours per month: 18.5 h/month
Projected overhaul: April 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 18.5 tach hours a month, month by month as it flew from 2025-10-01 to 2026-09-30, × 0.72 for its recent trend: about April 2027. main factor
Hours remaining to TBO: 100.0 h
Tach hours per month: 18.5 h/month
—Students who stop flying tend to stop at 10–20 hours.$31,961
Students who stop flying tend to stop at 10–20 hours.
$31,961 est revenue after that point
4 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
4 of the 8 students who stopped flying (60 days or more without a booking, after 3 or more lessons) stopped between 10–20 hours flown (50%). Students who flew past 20 hours brought in a median of $7,990 over their next 30 hours.
It flew about 57% of the time booked, leaving time worth about $26,702 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 89.6 of its 157.2 booked hours (57%) in this period; the fleet flew 70% of its booked time. The 67.6 booked hours not flown are worth about $26,702 at its revenue per hour.
N744PS booked hours: 157.2 h
N744PS hours flown: 89.6 h
N744PS share flown: 57%
Fleet share flown: 70%
N744PS booked hours: 157.2 h
N744PS hours flown: 89.6 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
—Students who were flying regularly have stopped booking.$24,392
Students who were flying regularly have stopped booking.
$24,392 est Their average monthly revenue
8 students with regular lessons haven't booked for 14 days or more, about $24,392 a month of revenue between them.
Ideas schools in this spot often explore
Whether the aircraft type most of them last flew was often unavailable, or a step up from what they trained in.
A personal check-in with each student: schedule, money, motivation, or instructor fit.
Booking the next lesson before the student leaves the current one.
Ideas, not recommendations. Your situation may differ.
Show the numbers
8 students with at least 3 lessons in the 60 days to 2026-09-30 have had no booking for 14 days or more: Student 1 (30 days), Student 3 (32 days), Student 5 (32 days), Student 7 (30 days), Student 8 (31 days), Student 9 (30 days), Student 10 (31 days), Student 11 (30 days).
Students: 8
Student 1: days since last booking: 30
Student 3: days since last booking: 32
Student 5: days since last booking: 32
Student 7: days since last booking: 30
Student 8: days since last booking: 31
4 more
Student 9: days since last booking: 30
Student 10: days since last booking: 31
Student 11: days since last booking: 30
Average monthly revenue, together: $24,392
Students: 8
Student 1: days since last booking: 30
Student 3: days since last booking: 32
Student 5: days since last booking: 32
Student 7: days since last booking: 30
Student 8: days since last booking: 31
Student 9: days since last booking: 30
Student 10: days since last booking: 31
Student 11: days since last booking: 30
Average monthly revenue, together: $24,392
Facts from your data, not a diagnosis.
5 of the 8 students last flew a Piper PA-28-181 Archer III. smaller factor
Last flight in a Piper PA-28-181 Archer III: 5
Students: 8
N744PSN744PS's costs have risen faster than its rate.$19,688
Since its rate last changed, its cost per hour has gone from about $255 to $304, about $19,688 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 $303.79 (the 12 months to Sep 30, 2026), up 19%; over the 400.4 hours flown since, that's about $19,688.
Hourly rate: $395.00/hr
Rate last changed: September 2025
Cost per hour before: $254.62/hr
Cost per hour, 12 months to now: $303.79/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: $303.79/hr
Hours flown since: 400.4 h
Facts from your data, not a diagnosis.
Fuel went from $87.90 to $111.82 per hour flown. main factor
Fuel per hour, before: $87.90/hr
Fuel per hour, now: $111.82/hr
Lease payments went from $83.12 to $97.26 per hour flown. smaller factor
Lease payments per hour, before: $83.12/hr
Lease payments per hour, now: $97.26/hr
Insurance went from $25.24 to $31.50 per hour flown. smaller factor
Insurance per hour, before: $25.24/hr
Insurance per hour, now: $31.50/hr
N4521K, N6047Q +2Cancellations are costing the fleet real flying time.$15,178
Cancellations are costing the fleet real flying time.
9% of bookings were cancelled or no-shows, 70.0 scheduled hours worth about $15,178 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 aircraft with most of the cancellations: squawks, availability, or the students who book it.
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 376 bookings; on 4 aircraft they covered 70.0 scheduled hours: N4521K 36.0 h (10%), N6047Q 2.0 h (14%), N744PS 12.0 h (10%), N8123V 20.0 h (8%).
Fleet cancellation rate: 9%
Scheduled hours: 70.0 h
N4521K hours: 36.0 h
N4521K rate: 10%
N6047Q hours: 2.0 h
N6047Q rate: 14%
4 more
N744PS hours: 12.0 h
N744PS rate: 10%
N8123V hours: 20.0 h
N8123V rate: 8%
Fleet cancellation rate: 9%
Scheduled hours: 70.0 h
N4521K hours: 36.0 h
N4521K rate: 10%
N6047Q hours: 2.0 h
N6047Q rate: 14%
N744PS hours: 12.0 h
N744PS rate: 10%
N8123V hours: 20.0 h
N8123V rate: 8%
Facts from your data, not a diagnosis.
11 of the 35 cancelled or no-show bookings fell on a Saturday. smaller factor
On Saturdays: 11
Cancelled or no-show bookings: 35
N4521K had 18 of the 35 cancelled or no-show bookings. smaller factor
On N4521K: 18
Cancelled or no-show bookings: 35
32 of the 35 cancelled or no-show bookings that name a customer were booked again by the same customer within 7 days. main factor
Booked again: 32
Naming a customer: 35
Rebooked share: 91%
N8123VOwner payouts booked for N8123V don't match the leaseback terms.$828
Owner payouts booked for N8123V don't match the leaseback terms.
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
N8123V's fuel cost per Hobbs hour was $74.41 in Jul–Sep 2026, up 18% from $63.31 in Apr–Jun 2026, against a fleet-wide rise of 0%, with under 3 months of flying in a window, so it isn't priced.
Fuel per hour, Jul–Sep 2026: $74.41/hr
Fuel per hour, Apr–Jun 2026: $63.31/hr
Rise: 18%
Fleet-wide change: 0%
Hours flown this period: 164.9 h
Fuel per hour, Jul–Sep 2026: $74.41/hr
Fuel per hour, Apr–Jun 2026: $63.31/hr
Rise: 18%
Fleet-wide change: 0%
Hours flown this period: 164.9 h
N8123V, N744PS +13 aircraft are due for inspection in the same two weeks.
3 aircraft are due for inspection in the same two weeks.
Together they flew 99% 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
N8123V's 100-hour inspection (about Oct 27, 2026), N744PS's 100-hour inspection (about Oct 28, 2026) and N4521K's 100-hour inspection (about Nov 5, 2026) are projected within 14 days of each other; together these aircraft flew 98% of the fleet's hours from 2026-07-03 to 2026-09-30.
N8123V 100-hour: about Oct 27, 2026
N744PS 100-hour: about Oct 28, 2026
N4521K 100-hour: about Nov 5, 2026
N8123V share of fleet hours: 33%
N744PS share of fleet hours: 18%
N4521K share of fleet hours: 48%
N8123V 100-hour: about Oct 27, 2026
N744PS 100-hour: about Oct 28, 2026
N4521K 100-hour: about Nov 5, 2026
N8123V share of fleet hours: 33%
N744PS share of fleet hours: 18%
N4521K share of fleet hours: 48%
Facts from your data, not a diagnosis.
Together N8123V, N744PS and N4521K flew 98% of the fleet's hours from 2026-07-03 to 2026-09-30. main factor
Share of fleet hours: 98%
N8123V: 100-hour about Oct 27, 2026; 35.7 tach hours a month, 33% of the fleet's hours. smaller factor
N8123V hours per month: 35.7 h/month
N8123V share of fleet hours: 33%
N744PS: 100-hour about Oct 28, 2026; 18.5 tach hours a month, 18% of the fleet's hours. smaller factor
N744PS hours per month: 18.5 h/month
N744PS share of fleet hours: 18%
N4521K: 100-hour about Nov 5, 2026; 46.4 tach hours a month, 48% of the fleet's hours. main factor
N4521K hours per month: 46.4 h/month
N4521K share of fleet hours: 48%
—Students are booking further ahead than they were.
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
N6047QInstructors rarely take students up in N6047Q.
Its bookings fell from 3 to 0 a month, and with costs that don't shrink with fewer hours it ended the period $3,230 short.
Ideas schools in this spot often explore
What changed for the customers who used to book it: instructor assignments, availability, or price.
Whether its mix of dual, solo and rental flying matches who actually wants to fly it.
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 7.5 hours at 1% utilization, against 14% for the fleet, and its operating cost of $4,272 was more than its revenue of $1,043: an operating loss.
Hours flown: 7.5 h
Utilization: 1%
Fleet utilization: 14%
Revenue: $1,043
Operating cost: $4,272
Operating margin: -$3,230
3 more
Fixed cost per month: $758
Operating break-even: 33.9 h/month
Actual hours: 2.5 h/month
Hours flown: 7.5 h
Utilization: 1%
Fleet utilization: 14%
Revenue: $1,043
Operating cost: $4,272
Operating margin: -$3,230
Fixed cost per month: $758
Operating break-even: 33.9 h/month
Actual hours: 2.5 h/month
Facts from your data, not a diagnosis.
Bookings on N6047Q went from 3 in July 2026 to 0 in September 2026. main factor
Bookings, July 2026: 3
Bookings, September 2026: 0
Solo flights were 50% of N6047Q's bookings, against 19% for the rest of the fleet. main factor
Solo share, N6047Q: 50%
Solo share, rest of fleet: 19%
Instructors flew 3 of their 192 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 $387.63, 165% above the $146.31 of the rest of the fleet. main factor
Operating cost per hour (12-month), N6047Q: $387.63/hr
Operating cost per hour (12-month), rest of fleet: $146.31/hr
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.
With 100.0 tach hours left at the pace it usually flies through the seasons, it's projected for April 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 April 2027 (100.0 tach hours remaining at about 18.5 a month, through the seasons).
Hours remaining to TBO: 100.0 h
Tach hours per month: 18.5 h/month
Projected overhaul: April 2027
Overhaul cost: $84,000
Hours remaining to TBO: 100.0 h
Tach hours per month: 18.5 h/month
Projected overhaul: April 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 18.5 tach hours a month, month by month as it flew from 2025-10-01 to 2026-09-30, × 0.72 for its recent trend: about April 2027. main factor
Hours remaining to TBO: 100.0 h
Tach hours per month: 18.5 h/month
Students who stop flying tend to stop at 10–20 hours.
$31,961 est revenue after that point
4 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
4 of the 8 students who stopped flying (60 days or more without a booking, after 3 or more lessons) stopped between 10–20 hours flown (50%). Students who flew past 20 hours brought in a median of $7,990 over their next 30 hours.
It flew about 57% of the time booked, leaving time worth about $26,702 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 89.6 of its 157.2 booked hours (57%) in this period; the fleet flew 70% of its booked time. The 67.6 booked hours not flown are worth about $26,702 at its revenue per hour.
N744PS booked hours: 157.2 h
N744PS hours flown: 89.6 h
N744PS share flown: 57%
Fleet share flown: 70%
N744PS booked hours: 157.2 h
N744PS hours flown: 89.6 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
Students who were flying regularly have stopped booking.
$24,392 est Their average monthly revenue
8 students with regular lessons haven't booked for 14 days or more, about $24,392 a month of revenue between them.
Ideas schools in this spot often explore
Whether the aircraft type most of them last flew was often unavailable, or a step up from what they trained in.
A personal check-in with each student: schedule, money, motivation, or instructor fit.
Booking the next lesson before the student leaves the current one.
Ideas, not recommendations. Your situation may differ.
Show the numbers
8 students with at least 3 lessons in the 60 days to 2026-09-30 have had no booking for 14 days or more: Student 1 (30 days), Student 3 (32 days), Student 5 (32 days), Student 7 (30 days), Student 8 (31 days), Student 9 (30 days), Student 10 (31 days), Student 11 (30 days).
Students: 8
Student 1: days since last booking: 30
Student 3: days since last booking: 32
Student 5: days since last booking: 32
Student 7: days since last booking: 30
Student 8: days since last booking: 31
4 more
Student 9: days since last booking: 30
Student 10: days since last booking: 31
Student 11: days since last booking: 30
Average monthly revenue, together: $24,392
Students: 8
Student 1: days since last booking: 30
Student 3: days since last booking: 32
Student 5: days since last booking: 32
Student 7: days since last booking: 30
Student 8: days since last booking: 31
Student 9: days since last booking: 30
Student 10: days since last booking: 31
Student 11: days since last booking: 30
Average monthly revenue, together: $24,392
Facts from your data, not a diagnosis.
5 of the 8 students last flew a Piper PA-28-181 Archer III. smaller factor
Since its rate last changed, its cost per hour has gone from about $255 to $304, about $19,688 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 $303.79 (the 12 months to Sep 30, 2026), up 19%; over the 400.4 hours flown since, that's about $19,688.
Hourly rate: $395.00/hr
Rate last changed: September 2025
Cost per hour before: $254.62/hr
Cost per hour, 12 months to now: $303.79/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: $303.79/hr
Hours flown since: 400.4 h
Facts from your data, not a diagnosis.
Fuel went from $87.90 to $111.82 per hour flown. main factor
Fuel per hour, before: $87.90/hr
Fuel per hour, now: $111.82/hr
Lease payments went from $83.12 to $97.26 per hour flown. smaller factor
Lease payments per hour, before: $83.12/hr
Lease payments per hour, now: $97.26/hr
Insurance went from $25.24 to $31.50 per hour flown. smaller factor
Insurance per hour, before: $25.24/hr
Insurance per hour, now: $31.50/hr
Cancellations are costing the fleet real flying time.
9% of bookings were cancelled or no-shows, 70.0 scheduled hours worth about $15,178 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 aircraft with most of the cancellations: squawks, availability, or the students who book it.
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 376 bookings; on 4 aircraft they covered 70.0 scheduled hours: N4521K 36.0 h (10%), N6047Q 2.0 h (14%), N744PS 12.0 h (10%), N8123V 20.0 h (8%).
Fleet cancellation rate: 9%
Scheduled hours: 70.0 h
N4521K hours: 36.0 h
N4521K rate: 10%
N6047Q hours: 2.0 h
N6047Q rate: 14%
4 more
N744PS hours: 12.0 h
N744PS rate: 10%
N8123V hours: 20.0 h
N8123V rate: 8%
Fleet cancellation rate: 9%
Scheduled hours: 70.0 h
N4521K hours: 36.0 h
N4521K rate: 10%
N6047Q hours: 2.0 h
N6047Q rate: 14%
N744PS hours: 12.0 h
N744PS rate: 10%
N8123V hours: 20.0 h
N8123V rate: 8%
Facts from your data, not a diagnosis.
11 of the 35 cancelled or no-show bookings fell on a Saturday. smaller factor
On Saturdays: 11
Cancelled or no-show bookings: 35
N4521K had 18 of the 35 cancelled or no-show bookings. smaller factor
On N4521K: 18
Cancelled or no-show bookings: 35
32 of the 35 cancelled or no-show bookings that name a customer were booked again by the same customer within 7 days. main factor
Booked again: 32
Naming a customer: 35
Rebooked share: 91%
Owner payouts booked for N8123V don't match the leaseback terms.
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
N8123V's fuel cost per Hobbs hour was $74.41 in Jul–Sep 2026, up 18% from $63.31 in Apr–Jun 2026, against a fleet-wide rise of 0%, with under 3 months of flying in a window, so it isn't priced.
Fuel per hour, Jul–Sep 2026: $74.41/hr
Fuel per hour, Apr–Jun 2026: $63.31/hr
Rise: 18%
Fleet-wide change: 0%
Hours flown this period: 164.9 h
Fuel per hour, Jul–Sep 2026: $74.41/hr
Fuel per hour, Apr–Jun 2026: $63.31/hr
Rise: 18%
Fleet-wide change: 0%
Hours flown this period: 164.9 h
3 aircraft are due for inspection in the same two weeks.
Together they flew 99% 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
N8123V's 100-hour inspection (about Oct 27, 2026), N744PS's 100-hour inspection (about Oct 28, 2026) and N4521K's 100-hour inspection (about Nov 5, 2026) are projected within 14 days of each other; together these aircraft flew 98% of the fleet's hours from 2026-07-03 to 2026-09-30.
N8123V 100-hour: about Oct 27, 2026
N744PS 100-hour: about Oct 28, 2026
N4521K 100-hour: about Nov 5, 2026
N8123V share of fleet hours: 33%
N744PS share of fleet hours: 18%
N4521K share of fleet hours: 48%
N8123V 100-hour: about Oct 27, 2026
N744PS 100-hour: about Oct 28, 2026
N4521K 100-hour: about Nov 5, 2026
N8123V share of fleet hours: 33%
N744PS share of fleet hours: 18%
N4521K share of fleet hours: 48%
Facts from your data, not a diagnosis.
Together N8123V, N744PS and N4521K flew 98% of the fleet's hours from 2026-07-03 to 2026-09-30. main factor
Share of fleet hours: 98%
N8123V: 100-hour about Oct 27, 2026; 35.7 tach hours a month, 33% of the fleet's hours. smaller factor
N8123V hours per month: 35.7 h/month
N8123V share of fleet hours: 33%
N744PS: 100-hour about Oct 28, 2026; 18.5 tach hours a month, 18% of the fleet's hours. smaller factor
N744PS hours per month: 18.5 h/month
N744PS share of fleet hours: 18%
N4521K: 100-hour about Nov 5, 2026; 46.4 tach hours a month, 48% of the fleet's hours. main factor
N4521K hours per month: 46.4 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%).
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 3 of the 192 dual flights (2%) in this period while available; 1 of 3 instructors flew no lessons in N6047Q.
N6047Q dual flights: 3
N6047Q share of dual flights: 2%
Instructors who flew none on N6047Q: 1
Dual flights, all aircraft: 192
Instructors: 3
N6047Q dual flights: 3
N6047Q share of dual flights: 2%
Instructors who flew none on N6047Q: 1
Dual flights, all aircraft: 192
Instructors: 3
Not in your data: gallons on fuel bills. The cards leave out what depends on them.
est Includes estimated values: inferred bills, placeholder fixed costs or allocated fuel. Figures for cancellations, downtime and unbilled ground sessions are estimates by design.
Informational only, based on your data. Not financial, legal, or aviation-maintenance advice.
School
Aircraft operating margin
$41,134est
School-level revenue
Instruction
$18,785
Ground instruction
$2,958
Other revenue
$412
Shared overhead
−$16,125
Operating result
$47,164est
Aircraft loans
−$3,450est
Net after loan payments
Cash view: includes loan principal
$43,714est
Summary
Built from the numbers above. Signed-in schools also get a summary written by AI.
2026-07-01 to 2026-09-30: three of four aircraft covered their operating costs; N6047Q lost $3,230 on 8 hours.
Operating margin was down $13,186 on the previous period, $11,007 of it on N4521K.
A customer kept flying with about $1,097 more than 30 days overdue.
N744PS's engine is projected to reach overhaul about April 2027; overhaul cost $84,000 (your setting).
Data gaps: not recorded in your data: gallons on fuel bills.
Students & instructors
Lessons and flights by type
Dual hrs
Solo hrs
Rental hrs
Ground hrs
School
289.9
96.3
115.2
52.5
Instructor 1
166.3
0.0
0.0
19.0
Instructor 2
65.1
0.0
0.0
18.5
Instructor 3
58.5
0.0
0.0
15.0
Instruction revenue: flight instruction $18,785, ground instruction $2,958. Flight hours are Hobbs time; ground hours are booked time.
Instructor capacity
Instructor
Booked hrs
Available hrs
Booked share
Available from
Instructor 1
279.4
294.9 est
95%
From bookings (estimate) · Days with no bookings aren't counted
Instructor 2
106.6
127.3 est
84%
From bookings (estimate) · Days with no bookings aren't counted
Instructor 3
93.5
115.5 est
81%
From bookings (estimate) · Days with no bookings aren't counted
Booked: dual and ground lessons. Available: from the instructor's schedule when a connected source has it; otherwise from their bookings, first booking start to last booking end on each day they had one, within your open hours (an estimate: days with no bookings aren't counted); otherwise their weekly hours from Settings.
Students
Student
First booking
Last booking
Hours flown
Days since last
Longest gap (days)
Student 1
2024-09-01
2026-08-31
57.1
30
6
Student 3
2024-09-01
2026-08-29
41.9
32
9
Student 5
2024-09-02
2026-08-29
47.5
32
7
Student 7
2024-09-03
2026-08-31
30.9
30
7
Student 8
2024-09-03
2026-08-30
49.3
31
5
Student 9
2024-09-06
2026-08-31
54.0
30
7
Student 10
2024-09-06
2026-08-30
53.1
31
6
Student 11
2024-09-07
2026-08-31
52.4
30
5
Where students stop flying
8 students stopped flying in the 12 months to 2026-09-30: no booking for 60 days or more, after 3 or more lessons. Hours flown when they stopped (Hobbs).
10–10
410–20
120–30
130–40
140–50
Hours flown when they stopped
When the schedule is full
Day
Morning6am–11am
Midday11am–2pm
Afternoon2pm–5pm
Evening5pm–10pm
Mon
18%
34%
24%
6%
Tue
21%
27%
25%
14%
Wed
20%
32%
37%
6%
Thu
25%
39%
27%
6%
Fri
32%
36%
15%
6%
Sat
64%
26%
14%
1%
Sun
22%
17%
13%
14%
Booked time as a share of open hours, by weekday and time of day, across N4521K, N744PS, N8123V. Shading runs from empty to the busiest slot (64%). Outlined: 85% or more booked. Leaves out N6047Q: too few bookings in this range to count.
Informational only, based on your data. Not financial, legal, or aviation-maintenance advice.