Hmmm.
I think if it was my plane, I might have one acft chosen as a test article, and move the windshield anti-ice into the before takeoff checklist, not the before taxi checklist. And turn it off after landing, not before engine shutdown. And of course if environmental conditions were conducive to windshield fogging or icing, have the pilots strictly comply with the manufacturer's guidance. But on clear/dry days with no reason for the windshield to fog or ice up, delay turning it on for a bit.
But I'm not running a commercial operation either, so you guys are probably screwed
We have some similarly silly things we do with the T-6, but since it's a fairly "new" plane and the contract was poorly written (we don't even have the rights to know the serial numbers of a defective batch of oil pump bearings! WTF!) we're not allowed to write our own ops or maintenance procedures yet. The plane is fragile and has a bunch of dumb design features, but the revision process is backlogged and they're still working through maintenance and manufacturing change proposals from several years ago.
We have a few bare wire bundles that chafe through, because they're exposed to the environment (flapping in the wind, some of them) and they sit up against the edge of a piece of sheet metal! Of course a bare wire sitting against a sheet metal edge and out in the windstream will chafe through. But the change process is so backlogged, it might be a decade or longer before hawker-beech officially authorizes wrapping that wire bundle. So the "fix" is to wait until the wire inevitably wears through, hope someone catches it before it shorts out, and then wrap it with electrical tape and use zip-ties to keep the tape from unravelling after being exposed to 316 kts of wind, 120 deg heat, and -50 deg cold at up to 34,000 ft.
And that's just one thing we know about and can't change. The T-6 is one big flying kludge from spinner to tailcone, and it takes literally years to get even simple changes approved. Other examples... The tires suck. Even filling them with nitrogen, it's not uncommon for them to lose more than half their air pressure over a 2 day weekend. We've had guys stranded off-station because their tires went flat between Friday and Sunday, and the FBO was out of nitrogen on Sunday or the guy who knew how to use the nitrogen filler was at church or whatever. Crappy tires, they blow all the time too, but nothing has been done about it in the 7 or so years we've been flying the T-6.
Awesome. No wonder why we can't manage to buy a replacement tanker or a new fighter.
