jwilcoxon78

In that scenario, the claim would be evaluated on the covered loss amount. If that amount renders it a total loss under the policy, you would receive the insured value, irrespective of the engine damage. However, if the covered damage didn't render it a total, the policy would only pay for the covered repairs, even if the failed engine adds significantly to the cost.

Outstanding! Happy to link up with you and chat Mooney and/or do some flying.

Downloaded Podcasts are my go to.

I'm an aviation claim's adjuster and have dealt with many theft claims sadly. Do have them report it to Garmin and ACPI Industry Forms (acpi.org) (your insurance carrier may do this anyways) I concur that it is most likely other aviators, or at least people into aviation, as most of the removals are "clean" and they mostly take certain avionics. I've had thefts where Bose headsets were left in. You'd think a "normal" criminal would take those as well due to their easy access. Additionally, on one incident, we reviewed the video. It was very late at night when the folks were in view. In the background, you could see what appeared to be a stationary, operating aircraft on the ramp. The anti-collision lights and beacon were very visible. On another incident, at a separate airport, there were no cars in or out of the airport area. Best guess is they flew in.

I used Dorr and they've been great. I'd avoid the larger institutions. It can be difficult to connect with the right folks if necessary. Especially BofA.

This is false. Depending on the policy language, yes, the attorney (and carrier) is obligated to defend the Insured until settlement or judgement or award is reached. Generally speaking, the duty to defend outweighs the duty to indemnify. The attorney hired on your behalf is more obligated to the Insured than the carrier. As you highlighted, with the excess exposure, the carrier has no more exposure with respect to indemnity. That being the case, the attorney certainly has to work with the Insured more closely. At any time, an Insured can retain their own counsel at it's own expense. Conversely, if the loss can be settled within the policy limit, the Insured is rarely consulted. The defense attorney and carrier simply work through the matter with the plaintiffs, only bringing in the Insured when necessary. Remember, settlement negotiations are to avoid litigation. Once it goes to court, the ball is out of everyone's hands. In some cases, the cost of defense can be more than the policy limit/settlement made. The carrier has a duty to settle, or attempt to settle, the claimant's claims on behalf of the Insured within the policy limits. If the claim is obviously in excess of the limit, in most states, the carrier must immediately tender the limits in an "attempt" to settle.

Especially with a sublimit on a severe case, you'll likely get an excess letter from your carrier to advise you that you could face an exposure in excess of your policy's limit. In a covered loss, the carrier would retain an attorney on your behalf to defend and negotiate settlement within the limit of the policy. In the event the limit is obviously not enough, and depending on the language of the policy, the carrier would tender the limit to the claimant and continue to defend you (unless it's accepted). Additionally, the Insured can elect to contribute on the front end to try to get the case settled. Meanwhile, the Plaintiff's will also try to get anyone else that they can with a policy (airframe, engine, prop manufacturers; maintenance shops, etc).

Good info as I was contemplating an upgrade on the Apple Watch. Looks like I'll stick with what I've got.

Bit of a typo there. DNN is about 69 miles NW of ATL.

You offer great advise but I almost look forward to your clever disclaimer more so:)

I didn't know about his affection for red either. However, my plane has red on it as well so it "worked". I joked that the engine looked better that the plane. I'm at about 430 TSOH from Gann and she's running just fine.

We have a J with the same profile, minus the Rockies stuff (we're in the SE) I'm 165, wife is 135 and kids (with carseats) are about 100 in total. 64 gallons and the back full of luggage (gets bulky more than weighty). Cut it down to 40 gallons and you've got 3 hrs endursance with IFR reserves. Given you're altitude requirements, seems a K might be more in your arena though.

Good point. So the Mooney has two worthless advantages

I saw on a post a couple of years ago from a local school out of RYY (I believe). Air Force One flew under the CFI and a Student while it was outbound. They had the photo to prove it. How cool would that be. I was flying that day as well. On an IFR flight plan back into CNI. Announce that I had the airport in sight. Naturally, Approach told me to squawk 1200 freq change approved. I landed and taxied up to the ramp. The lineman came out on the phone. Hung up after I shut down. Said that, best I could interpret, the controller should've kept me on my assigned code. They called the FBO to make sure I was on the ground and shutdown. I believe the only leg up I'd have on the scrambled flight would be endurance, which is moot.

The cost of defense the policy can provide is a huge component as well that is often overlooked.