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THIS is the issue! The accountant is lazy. Liability is the only issue for you as as a CFI so if your insurance covers you properly then all the other extra work with an LLC or S Corp may not be needed. Though there are some potential tax benefits you should discuss with your own lawyer/CPA...

I’m pretty sure most owners policies cover rental planes. Sent from my iPhone using Tapatalk

Well it would depend on who worked on the aircraft and whether they have insurance. That would be part of the initial evaluation. I would certainly be looking at that before walking away from this. I agree being informed matters ...but when people make such a concerted effort to screw someone...

Not sure why an aviation attorney is needed? This is a contract case. You can hire an expert to provide an opinion about the corrosion and airworthiness. Obviously there are more facts to evaluate but this doesn’t require a specialist attorney. I will say that the prior owner probably isn’t...

As an attorney I disagree with those that don’t say to get an attorney. There is a lot that I would need to know but I a Bill of Sale which says the plane was sold as airworthy would be significant. Even absent that language “fitness for a particular purpose” means the plane can fly. I’m...

I believe they all receive some serious credits and reimbursements from Boeing. Sent from my iPhone using Tapatalk

I have a ‘62 250. I wanted to be able to carry 4 adults and get somewhere with some speed. I typically run at 155 TAS on 12-14 gph. There are some good planes that are well equipped. I bought mine with an Aspen, 430, Stec 50 a/p with alt hold. Downside is I didn’t have as detailed a prebuy with...

I just asked for a quote to move into a twin. I have no twin time but assuming I had 25 hrs by the time I purchased, IFR rated, HP and complex time and $129K hull value - they said $6-$8k and many insurers aren’t even insuring new twin pilots. [emoji853] Sent from my iPhone using Tapatalk

Oh the pesky foreigners. (Sarcasm)

I don’t disagree that he wasn’t ready. Don’t know how he was signed off for this...maybe he seemed ready before but he was panicky about what was happening as evidence by his first radio call. I know the controller told him what to do. But my first response when he told him to fly 300 and enter...

Wow. It was clear this guy was waaay to nervous and rather than deal with it - ATC gets short and terse with him. That didn’t help situation. No point in lecturing him that he didn’t follow instructions and everyone had to move - he could have spent that airtime informing him what he needed to...

Pretty heroic effort by the two pilots. Sent from my iPhone using Tapatalk

Nice video. Curious if you were at pattern altitude when you cancelled IFR? I’ve been taught not to cancel in case you have to go missed back into IMC. If, however you can stay in the pattern at correct altitude then certainly less risk. Sent from my iPhone using Tapatalk

In some places you can reach clearance delivery from radio on ground. Other places you call by phone. If I do it by phone I Bluetooth that through my headsets while plane is running. They give me my clearance with a void time and off I go. Sent from my iPhone using Tapatalk

Just terrible to be that close to putting it down safely. Even then - people survive crashes into trees - so he just had nothing helping him and his passenger. Thoughts to their families. It’s hard not to think of these every time I launch. I recently did an engine out practice near my home...

That’s a high time plane which will make selling it later on difficult. Logbooks are a 1/3 of planes value so if they are really missing logbooks that’s a problem as well when you go to sell. Ask yourself how much this plane will be worth if you have to spend $35K on an engine. It’s a low entry...

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Well after listening I have a problem with ATC request for him to turn and climb on his 2nd approach. It was clear there was freezing rain and this pilot was already on second attempt and didn’t sound like someone who was in charge of what he was doing. I say that only because his radio work was...

My CFI has me set the plane up at just about 1/2 dot above GS intercept by dropping gear and adding first flap setting. Then it’s down to DA or MDA or transition to visual. I fly a Comanche 250 so speed is about 90 Knots on final. A bit faster as I reach GS intercept so the gear and flaps slow...

Can’t help but think Hypoxia. He thought everything was fine but wasn’t. I hate speculating but it’s just so odd to have that communication above 10K and then everything just goes to hell after that. Sent from my iPhone using Tapatalk