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.

PM sent.

Agreed. But when you don't live on the coast, don't set the bar that high:) We're looking forward to when our boys get a bit older to take the Mooney down to the Bahamas to do a bareboat charter.

Stephen, Sorry to hear of the sale but you'll love sailing. We've had a Hunter 260 for about 10 years now. It is waterballasted but has great cabin/cockpit room, relative to trailer sailers. We too looked at McGregors but, after getting onboard, were disappointed in the size relative to the H260. If you're interested, and do get one, and it is not hampered by Covid, there is an annual event in Pensacola around June called the B.E.E.R. Cruise. Mostly trailerables that meet up and do about a 4-5 day cruise overnighting in a few places. Feel free to PM me if you want to chat.

The J is a great option. I've flown with my family at near max gross on trips often. As other's have said, if weight becomes an issue, you can leave 15-20 gallons behind and still have good range. A longer trip might evolve into a day's experience with a lunch stop. Weekend trips with 4 adults, light baggage and 40 gallons is easy. With respect to rougher strips, I'd make sure you were careful on the landings, quick to slow and taxi. Also, making sure the shock discs are in good condition as all this will help mitigate disrupting the sealant in your tanks (if it's still a wet wing).

FWIW - I just pulled a UGB16 off of my J to install a JPI EDM 900. Oil Pressure transducer went bad and couldn't find a replacement so I had to STC. That said, I'd let the UGB 16, along with the probes etc that were on it, go for a very reasonable price if you're interested.

I use Joey and the fellas. Good group. But, as others have said, there are other great shops out there.

And on that note, my space will be empty a week from now. Family trip to Destin for a week. 2 hrs each way in the J. I'll be home in time coming back to eat lunch and mow the yard! You're going to love Mooney. Especially that Ovation.

I know that there should be ramp space but not too sure on hangar space. If anything, it will be in a group hangar. Did you put your name on the list?

I spoke with Joey a few weeks ago and he mentioned you. You're basing at CNI?

They will also teach you the wrong answers since that is the "correct" answer on the exam. I recall that there were several questions that they advised you must answer incorrectly and that they've highlighted this long ago but no corrections have been made. Mind you this was some 12 years ago for me.