Parker_Woodruff

ATP 99% of the time won't help you for a SE piston aircraft. I don't know what carrier you're with, so I don't know if you're maxed out on discounts. It's all carrier dependent. But each carrier has a set number of discounts they give...

I'm running on 7+ years without. It's not fun being without...especially considering getting back in the market in this market...

Selling my M20J in 2010 was pretty easy. It had new avionics. A couple callers who wanted a deal right then and there but wanted me to wait a week while they sold their plane. I sold it to someone here on MooneySpace who offered a non-refundable $1000 to hold the plane for a short time. Selling my M20K in 2013 was a complete beatdown even though it was an Encore Conversion with new paint and the advertised price was better than comparable airplanes. It would have sold in a day in today's market at far more than I advertised it for back then. The worst was all the people calling on my Controller ad trying to sell me sketchy risk-free loans...whatever that means...I only had a couple potential buyers call about the plane in 90 days or so and it eventually sold. I was willing to take either plane to the Mooney Service Center of their choice. In the end, neither buyer of the M20J or M20K asked for a prepurchase...almost all my maintenance was done at Don Maxwell.

I've owned 2 Mooneys and presently insure about 160 of them. I've always been inclined to the cleanest, newest airframe possible and willing to upgrade the other stuff later on. For me, that's been a 1990 M20J-AT with 6900 hours and a 1987 M20K with about 1400 hours. If you see yourself wanting to put $20,000 in the plane, I'd **personally** rather do that with an airplane built in the '70s over one in the '60s. That said, I lean towards the 1976 M20F...but...what year was that engine overhauled? 10 years ago? Ok. 25 years ago? I'd likely pass... It's been for sale awhile...maybe they'll work on the price...

Different companies look at it differently but yes typically they’ll look the other way when there is little/no payment (some don’t even consider if it’s less than $10K paid). The other side of it is we many times have to report all accidents and incidents whether or not insurance was involved. Basically, your submission will get flagged but then we send a note to underwriting and they usually let things go with no penalty. After all, you’re fulfilling your obligation to let them know of anything that may give rise to a claim.

It depends. Sometimes if they have a similar model experience, the insurance company will just specifically approve a CFI. Other times, they might require the CFI go fly the plane solo for an hour and then give instruction. I've had to do this twice recently. Go fly the E solo because I only had C time but obviously know how to run an IO-360 from the F and J models. Or fly the Acclaim solo for an hour (that was fun) because I had plenty of Ovation time, but not Acclaim time.

If we are talking a $225,000 SR-22 and a $225,000 M20R, rates aren’t that far off .

Seems like the rates are running about the same these days.

Ok, we all want to know what’s going on. I now have two clients with missing engines today. 2 different carriers.

And I'll add to my note above regarding turning it in to the insurance company... Insurance policies require that you advise the insurance company of any situation that could give rise to a claim within a reasonable period of time. So if the situation drags past a few weeks, they should be involved since they could be the ones eating the loss and have every right to recover damages from those responsible. And again, they're on the hook for the expenses in investigating, making demands of the shipping company, etc.

For all of the above recommending an attorney - that can work, but the other way is to send it to your insurance company. They're really good at subrogating, it takes a lot of the hassle out of your hands, and you get back to flying on your terms.

Probably $3000-$3500. The cost of switching airplanes will more than eclipse the first year's insurance hit. Especially if sales taxes are involved...

Assuming a $100K airplane...It's doable but look for $4500-$6000 for your first year. Year two with a good amount of RG time for all pilots involved should be $3K or less. 6 months ago I probably could have done this for $3500. Parker@airspeedinsurance.com 214-295-5055

Needs a new prop

Seth, can you remind me why your cowling has the different opening on the top left side?

You’d never make the saved premium back that you’d have to spend for a field approved conversion like that. And there is no fixed gear M20E in the underwriting tables...so you might not even get a better rate. Just be with the right insurance company at age 68 and re-evaluate with your broker at age 74.

Yes but sometimes it’s easier to get than a policy including physical damage

If their renewal application doesn't ask if you've received an IPC in the last 12 months, make sure to let them know. Also, confirm with them they checked that box in USAIG's quoting system before binding your renewal.

If you're talking about from a rating perspective, it depends on the insurance company. Regardless of insurance... - Annual IPC for instrument rated pilots (USAIG offers a discount for this) - Starr gives discounts for completing a complete phase of the WINGS program within the previous 12 months. - Annual instrument training for VFR-only pilots - Fly with a CFI who knows your make/model once or twice per year. - Fly a good amount of hours per year. When I worked for an insurance carrier they let us use the company airplane (C182) but they wanted us to fly at least 90 hours per year.

Non-instrument rated pilot on your policy brings less carriers willing to quote. Your $1MM smooth with Old Republic was likely due to a good broker calling in a favor for you.

come back next year with 100 RG and I bet you're in the low $2000s or better.

USAIG is different than AIG. AIG - American International Group USAIG - United States Aircraft Insurance Group. Which involves Berkshire Hathaway.

Every one of the airports listed, with the exception of Chuckanut, WA (assuming BLI was the airport) has either a high density altitude or a shorter runway (~3600 is the longest runway other than BLI or SAF). I wonder if there is some tense maneuvering going on at these shorter runways.

Yep, and USAIG didn't play the huge race to the bottom in rates. I would guess they lost a lot of market share in that time, but no one has been truly surprised by any of their moves. As an agent, I can't tell you how much I appreciate the way they conduct business. When I start the workday, I pretty much always know what to expect from them. They've been doing this for about 100 years, so I guess they have a good idea of what works...

My first hand experience is that the RV-8A is the most common homebuilt I've insured at Airspeed. Never flown in one. It seems with pilot time above 500 hours, they are in the low-mid $1000s per year to insure for $100K Hull. Tailwheel version is more, of course.