jwilcoxon78

Just make sure you're referring to a Non-Owned coverage as opposed to substitute aircraft coverage. Substitute aircraft coverage is typically used as language to provide coverage to assist the Insured with the extra expense of renting a substitute aircraft while your aircraft is down for covered repairs. This would not mean that you are covered for any physical damage you may cause to any aircraft rented during this time.

The policy you have for your Mooney could have, or have added, a non-owned provision.

Parker, your first point is not quite the case. While a named pilot is considered an "insured" under the policy, they do not have the same rights as a Named Insured. Being considered an insured under the policy grants them rights of protection for liability under the policy but not necessarily protection against subrogation for damage to the Named Insured's aircraft that they might be liable for. There is typically a "No Benefit to Bailee" provision in the policy. This is why your point two is sometimes contained in a policy. My thoughts, and as you've highlighted, always have a non owned policy to cover the damage to any aircraft you might be flying and/or make sure you have a waiver of subrogation in the borrowed aircraft's policy.

Cole did my prebuy and has performed all of my annuals (3). Great guys with lots of Mooney specific knowledge. The guy I bought 32Y from was impressed with Cole as well so he had a prebuy performed on the K he then purchased. He also seems to be pleased with Joey.

Thanks for the catch. Should read 1qt/10hrs.

Carlus did my IO360 a few years ago now and a little over 300 hours ago. Running great on about 1qt of oil/10hours.

Awesome!

I've got a non Mooney pilot friend who went low carb and has dropped some 40 lbs. Still has a lot to go though. Have a cousin who did the same with similar results. I'd love to give it a try but, man I love beer!!!

Better to have and not need than to need and not have. Same goes for a lot of other things...

We may have prematurely cancelled our vacation in the Destin area but better safe than sorry I suppose. My luck is that it'd enter the Gulf and spool back up into a 1-2. But, it does seem to be trending more for a northerly direction.

Very interesting. Says that it was designed for the space program though. Can't think of a more critical, enclosed space to get this right.

Anything over an hour and everyone is usually out.

SE FL, take a good inventory of your avionics!

Cole did my prebuy and has since performed all the annuals. He knows a lot. I could possible help you out with some transportation logistics as well. My Dad and I just went to the Runway Café on Father's Day. Pretty tasty. That $100 burger though, holy smokes it was huge!

I had an incident awhile back at my home field. I was returning from an x-c, checked the weather some 15 miles out which indicated light winds favoring rwy 23. I made a call 10 out to advise of crossing overhead and entering the LH downwind for 23, called when in the downwind, called on base turn and called on final. About 100 feet AGL, I see very bright lights on the other end of the field and a bit higher than I. King Air 350 rolling straight in. Knowing the gravity of this situation, I sidestepped left and climbed out on the upwind, making a call to advise. At this time, the King Air comes over the radio announcing his "position". I reaffirmed my intent to go around. His response was that "the windsock is favoring rwy 5". In his defense, he was correct that the sock was dead still but favoring 5. However, he didn't know that when he was 10 miles out making his straight in approach. I didn't want to argue with him over the radio since, you know, I'm still flying an airplane. Needless to say, he was in his car and gone by the time I pushed back into my spot. Should I have reconfigured upon seeing the wind sock? There's a valid argument there. But, reported winds favored 23 and they were light at that. There was no other traffic heard or seen so I didn't disrupt the flow.

When I was working on my PPL, I was stationed in South Korea. I did my first solo XC flight 3 times on FS prior to the actual flight. All my visual way points were spot on in the sim vs real life. this was in '03 so I believe it would've been FS98 at that time. I may have more hours real world now vs what I've accumulated on FS over the years. I do hope they hold true to the original formatting in that it is a true sim but, as other's have said, I've have to build a new machine and find the time.

In my opinion, as much as you can afford, certainly if you have a family. Ex. you and one or two other's are flying in your aircraft. Sadly, there is a mishap wherein all occupants are fatally injured. A wrongful death claim by one of your passengers alone will well exceed a $100K sublimit. Now, your family (your Estate) will be pursued for whatever else the Claimant's feel they are rightfully owned. As pointed out, the funds from the hull settlement, any Estate assets and/or death benefits your Estate received in your passing. Without a higher limit, all the work you've done to secure your family's financial burden upon your death is quickly eroded. However, if you're single and/or never fly non-immediate family members, a $1MIL/$100K limit seems reasonable. It's certainly a case by case basis that you and you're broker should discuss in detail.

I used Sensenich in Gainesville, GA. They got mine down to .07 IPS. I like that they're actually a prop shop so they've got good working knowledge of balance. Mine was asking for a lot of weight so they so that there was a bit of static weight on it that could be removed. Did that and then just had to add a slight amount of counterweight to get it dialed in. I like that approach instead of just slapping on the weight it asked for and moving on.

Just had mine done for around $300. Well worth it.

I'd found some time ago when I was searching that it was also the same knob used on electric guitars. Ended up just using epoxy to repair mine though. It split in half.

No good.

If I'm PIC, I'm legally responsible for the safe operation of the aircraft. Nope. If I'm PIC (not in the Student Pilot solo flight context) it's on me. Perfect! This is exactly what I hope other's take the mindset of so that THEY are protected. The crux of the discussion is not about an individual's record, but that THEY are properly covered.

I'd have to let my close friend know how my policy works and, if it didn't include a waiver, request a waiver. My close friend would also ask the question as to subrogation because they've been involved in this very conversation:) The Carrier's duty is to it's Named Insured first and foremost.

Parker might be able to better answer but one part of the evaluation is the total amount of the claim, not just that there was a claim. What I'm saying in my example is that it reduces the loss ratio for the Named Insured.

And this is where the rubber meets the road. All losses are different. If it is a CFI with a student pilot and they bounce it in on the nose, you're right. If it is a commercial student who is properly rated for the flight and they bounce it in on the nose, the Commercial student is at fault. You've added to the "drill" example though. I was pointing it out in it's purest form. In your scenario, if you said, do it precisely this way, and it breaks, I'd agree you're at fault. If the user ignores your instructions, they would be on the hook for it.