That's a Taylor Acoustic. You may also have caught a glimpse of the Tobias 5-string bass back there, too.

Sorry.. I don't like to assume folks will take the time to actually read everything on the screen. More of a, "trust me, it's in here" type thing. :)

More to come!

Thanks, Shawn!

Thank you!

Starr has been the carrier on almost all of the policies I’ve been a part of.

Hello Matiang, did you find the info?

Hi Chris. Yeah, I’m happy to share. Let me know how you want to connect.

Would still love to connect. Phone is 480 area then 341 and finally runway 5483. Hoping this doesn’t get removed since I tried in code.

I was already a student at this flight school so it made immediate sense to work with them. I was paying to use someone else's plane - why not mine?

Thanks for the questions, favbal2450. My rental price was at a similar price point to the others, so as to keep the activity strong. I scheduled the same as others, and if wanted to take it a long trip the same would apply. I don't think I ever took it for more than 2 nights on a trip -- so it wasn't an issue. The terms of my original agreement were provided by the school, the same as others before me. Over time, I've managed to tweak the terms in ways that I wanted, but it was after establishing a relationship with the school(s).

I’m sorry; are you saying this airplane was worth ~$50k? Tell me you don’t own an airplane without telling me you don’t an airplane.

@@MikeWebb-FlyingFinanciallyFree I know prices are inflated, but I looked to put in a 530 and new CDI and antenna a few years ago, was $15k without any other work. Can’t understand why it would take two full working weeks for a relatively simple install. Avionics shops gouge. My PA28 was probably worth 35. Needless to say I use FF and VORs.

It's certainly not cheap!!

Yeah, those cabin class twins always find a way to make everything more expensive, don’t they?

With all due respect, as someone who has been doing this for years now, the math does make sense. IF, you have a good fit. A $260k plane will almost certainly struggle to make money, but I’m not taking about anything like that, as the video describes.

I would love to see detailed number. I have a lot of clients that don't view all of the number so remain positive. Did you do a NVP (net present value) or IRR (internal rate of return) of the investment. Would you care to share your P&L, balance sheets and cash flow statements? FYI, when someone says "with all due respect" everyone know that you are actually calling other person an idiot. @@MikeWebb-FlyingFinanciallyFree

another way to look at is by is the hour. For ever you rented you have to put in $18 for upcoming inspections (every 100 hours), fuel $49, oil $3.5, insurance (hull $14 for only $80K so for a 250K plane you could estimate this to be about $50), reserve's for maintenance $20. So say the school is renting this at $165/hour and the school gives you a 80/20 split that leaves you with 132 gross profile per hour when your expenses are 132. That dos not include the financing of the plane at say 9%. This is whey you do the NVP and IRR mentioned so you can see the true cost in opportunity lost by doing the investment or the actual profit over time. So even if you are gifted a plane, you cannot rent for whatever you want to...the schools compete with each other and I am in Washington DC (a major market) so I have a strong grasp of what the rentals and actually know very specifically the rental history of each plane. The G1000s are more popular and a lot more expensive than the "steam gauge" planes, etc.. the complex and twin engine planes rent, but not nearly as much as the 172s with the G1000s. @@MikeWebb-FlyingFinanciallyFree

and I did not take a lot about the costs going up faster than the rental rates...ie cost of oil and gas. So at best you supplementing the plane by the leaseback. At worst you have huge exposure with very little upside.

@@hanshoffmeyer8258 I don't even know where to begin on countering your perspective, here. Your numbers are assumed on a basis that I can't track the logic of, and are nowhere near what I actually have been paying for years. And, yes, I'm in DC, too, so that aint the problem. How many planes do you own that are on leaseback? How has your actual experience (not hypothetical/theorized) worked out? I appreciate the interest in my video -- tell me how your real-world experience has been.

Don’t just run it full throttle and adjust pressure at the regulator knob

Yep. Pretty much nailed it. 😂

Glad you enjoyed it!

Hi Andy. A 310R, while a great plane (my uncle had one for a few years and I got to fly it once or twice), is a tough sell in a leaseback. As discussed, if the goal is to actually make money you want a plane that is flown often and is accessible to as many pilots as possible. A twin with turbocharged engines does not fit that bill. However, if there's a school that wants to specialize in "higher-end" multi-engine training with something like a 310, it could attract some good attention. Your goals determine whether a leaseback is a success; my normal criteria would say a 310R is not a good candidate.

@@MikeWebb-FlyingFinanciallyFree I figured this was the case even for a normally aspirated 310R. I appreciate your feedback. Thank you, sir.

I was only really able to find the time for making videos during the pandemic… keep wanting to get back to it - time is the only issue.

In the above video description there’s a link to a follow-up vid that details costs.

Generally speaking, the planes that fly often and regularly are the ones that have the best chance to be successful in a leaseback. Something like a SR-22 is harder because it won't fly as often (usually) and generate enough income to offset the expenses. But it could work in the right environment.