GA Aircraft Flown

[Clark Griswold]

2 minutes ago, brabus said:

My only comparison to heavies is the airlines, which I know isn’t apples to apples, but I don’t think it’s far off much of the time. These styles of flying allow for significant decay of stick/rudder skills and dealing with EPs/abnormals/unintended events that require them (vs. manipulating automation/simply pushing buttons). It is a disservice to young pilots especially not having ACE - the mil is holding them back on advancing their skills/maintaining solid proficiency.
 

There’s a lot of airline pilots who could really use some GA time for this reason, and the ones who don’t care and rest on their 6900 airline hours don’t seem to realize they don’t really have 6900 hrs of flying, they have 6900 hrs of managing computers and rinse/repeating the same taxi flows/departures/arrivals (over generalization a bit, but point remains).   

You are not far off the target, my time in tankers 01-05 had a LOT of one to a full stop at the Died flying essentially the same mission 2-3 days in a row.

Complacency and expectation bias was a real CRM / ORM issue.

Variety is the spice of life and necessary in the development of a military aviator 

[brabus]

Break break from previous post:

Has anyone here put their airplane in an LLC and leased to a flight school? A good friend owns the school and is very meticulous with aircraft mx, cleanliness, etc…he likes nice things and does everything possible to keep them nice. I’m not really worried about the wear/tear - someone jacks it up, that’s what insurance is for. So I’m good with that part of the conversation, more interested in what ways have you seen agreements work well vs. don’t recommend. Things like who pays for what (directly vs. reimbursed), how does money flow between the customer/flight school/your LLC, etc.

If you have any firsthand data on this subject, please DM me (or put it here if you think everyone else wants to read it).