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The cost of operating in Australian aviation — whether you’re a student working toward your CPL, a private pilot trying to keep current, or an operator running a training fleet — has risen sharply over the past few years. It’s not one thing. It’s everything, all at once. And for a sector that was already running on tight margins before COVID, the compounding effect of these increases is genuinely threatening the accessibility and viability of general aviation in this country.

In this episode I want to break down each of the major cost pressures, talk about what it means for operators, pilots, and students, and finish with some practical budgeting strategies for those trying to stay airborne.

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Well we did it!! 200 episodes is no mean feat. Thank you to everyone who has helped along the way, joined me on interviews, or just the most important part - you the audience!!! A huge thanks to all my supporters and Patrons, I couldn't do it without you!!

We had to move locations due to the weather so apologies for the noise but I trust you will enjoy the interviews with some great fellow aviators!!!

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• What’s actually happening in the job market right now
• The fuel situation — how will it affect GA?
• And I’ll finish with some highlights from my Airshow trip to NSW

Interview with Phil Unicomb - Click HERE!!

Top End Pilots Group Facebook Page

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Today on the show I’m delighted to be joined by Aaron Kaplan — a seasoned aviation professional with deep experience in the helicopter sector and industry advocacy. Aaron is currently the Deputy HOO with United Aero Helicopters, where he’s built his career around helicopter flight training and operational excellence.

Check out Aaron's LinkedIn profile here

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Phil’s been flying since 1976. He’s competed in aerobatics since the 80s. He co-founded Action Aerobatics and helped produce around 40 state and national champions.

He formed the Skyaces formation aerobatics team, flown everything from Harvards to jets, served as Chief Pilot and CFI at the Royal Newcastle Aero Club, runs Phil Unicomb Aviation, and in 2025 was awarded the Col Pay Award for Lifetime Service to General Aviation at the CASA Wings Awards.

Phil Unicomb Aviation YouTube Channel

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Imagine you’ve just lifted off.

You’re passing 200 feet. Everything feels normal.

Then the engine note changes.

Not silence…
not failure…
just a rough, struggling loss of power.

The aircraft is still climbing — but barely.

Do you keep going?

Turn back?

Land ahead?

In the next few seconds, the wrong decision can be fatal.

Today we’re talking about the emergency we train for the least…
yet one that catches pilots off guard more than almost any other.

ATSB avoidable accidents: Managing partial power loss after takeoff in single engine aircraft

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You might already hold a night VFR rating, be working towards an instrument rating, or be planning to start one soon. And at some point in your training, someone will tell you that once you’re qualified, you’re “allowed” to fly at night.

But today I want to challenge that idea.

Because being allowed to fly at night, and being genuinely ready to fly at night — especially on instruments — are not the same thing.

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Every flight instructor has faced the same moment.

You see a student starting to unravel. Directional control is slipping, workload is climbing, and things are heading in the wrong direction. Instinct kicks in — you reach for the controls to “help”.

That moment — the decision to assist rather than decisively take over — sits at the centre of a recent Australian court case that ended in a training aircraft crash, the loss of a student’s flying career, and almost $800,000 in damages awarded against a flight training organisation.

This case should make every instructor and operator pause and reflect.

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