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To be technically correct, it is the spread between block hours and credit hours. For example, this year for me: Block: 427.0 Credit: 1088.2 My favorite hours of the year, though, were in this little beastie:

Recommend you all take the time to read the contract of carriage next time you book an airline ticket. It is enlightening.

No, I was countering your statement that someone should be able to fly whatever they please after having "6000 hours and a couple of type ratings and reading the book". I was specifically referencing experiences I had with pilots who fit a similar profile to what you proposed, who would not...

As an aside, no, a military-trained pilot is not qualified to fly a tailwheel airplane like the Pitts or Six simply by virtue of their military training and experience. They can get a commercial single/multi instrument ticket via the FAA mil-competency exam, but it is not automatic -- they have...

I'm not sure where you're going with this. Are you trying to discount what I stated in the posts about the experienced corporate guys I flew with in the T-38 by nit-picking at the details? Yeah, if you want to be really specific about it, they didn't *own* the airplanes they flew in to the...

Here's one to get you started: https://www.stallion51.com/mustang-flight-ops/lee-lauderback/

Depends on the aircraft type. I was primarily a fighter/trainer guy and retired right at 20 years with about 4,000 hours. Tanker/bomber/transport guys get a lot more than I did as a pointy-nosed guy getting those hours 1 or 1.5 at a time. I even had two non-flying assignments during that...

Unfortunately, not my gig anymore. I actually really enjoyed taking folks up in the Eagle and T-38 who didn't do that as their day job.

It would be entertaining to watch, say, a straight military-trained jet dude with that number of hours in multiple military jets go try and fly a Pitts or a T-6 after having only read the book. I've personally seen the opposite, the high-time multiple type rated corporate guys have a go in the...

Precisely my point.

How many different ratings does it take for it to *stop* being a license to learn?

Time probably better spent better understanding STOL approach and landing techniques rather than ground roll reduction techniques.

Since neither the National Weather Service, nor you in your 172, have operations limited by 14 CFR Part 121 or an FAA-approved company-specific Flight Operations Manual, neither of those things are at all related to if that particular flight could have gone or not.

The more experience I get, the more I realize I don't know.

It is really impossible to know unless you have a chance to observe a lot of other pilots under a lot of different circumstances and doing a lot of different things. Very likely it is only the guys who work in professional training departments (across the board, from the military to the...

As a guy who is relatively new to the airline scene, I was surprised at the amount of anti-GA undercurrent attitude there is among airline pilots, and how it seems to be rooted in some kind of arrogance.

Apple also believes that it is the moral arbiter of what you may and may not think or speak using their devices:

You boys know what makes this bird go up? Funding makes this bird go up!

The more complete version of this table in the AIM includes (to the warm comfort of the airline peeps in the room) accompanying definitions for "light chop" and "moderate chop".