Parker_Woodruff

Under BasicMed I certainly won't ever be owning a turboprop... A new Seneca V is just over $1MM. So hopefully I could find a factory demo plane (probably doesn't exist) for $800K.

I'd be seeing if Piper would give me 20% off a brand new Seneca V.

I've never seen any insurance policy exclusions for failure of owner-produced parts. There are sometimes exclusions for flying an aircraft out of annual inspection (which can be remedied with a ferry permit & letting your insurance company know about it). But if your A&P/IA signed off on the annual...that's a real plane with a real occurrence that will be covered. A lot of the insurance paranoia on denied claims is overblown. If you & your airplane were legal to fly in good faith and you're in compliance with the basic policy provisions (territory, approved pilots, etc.), you really have nothing to worry about.

If by "group", you mean "Mooney owners", I wouldn't do that. It hasn't worked out so well for Commander. Can you imagine all us Mooney chefs in the kitchen?

A Mooney annual inspection, depending on the model, is a 24 man-hour deal if you do it by the book. That's the inspection. That's not additional repairs that you need to do if airworthiness squawks appear. To do that inspection, you're looking at about $2100 at a Mooney Service Center. They'll probably be able to do it a bit faster than 24 hours and a conscientious A&P who is not a regular with Mooneys may or may not take a little bit longer. I think my annual inspections normally were $3000-$5000 all-in on my M20J and M20K. That was work performed at Don Maxwell Aviation at GGG. That was also considering "if there's a squawk, fix it now" during the whole rest of the year. I think the M20K ran me about $5000-$6000 annually in maintenance, flying it about 150 hours per year. I had a couple really bad breaks with an alternator and then a coupler clutch failing within a few hours of one another (a really labor-intensive deal on the M20K), so that skewed it a bit high. If I had an M20R, I would have an engine overhaul reserve in the bank and budget for $5000 annuals. You'll probably do better than $5K but it's always best to be conservative. The M20R is probably the easiest Mooney to work on, actually.

Just east of you at 84R there is a good Mooney Service Center. Southwest Texas Aviation - JD Casteel.

Some aircraft insurance policies include coverage for liability of the sale of the aircraft for occurrences happening up to X months after the aircraft is sold and the policy canceled.

I forget - did they use the Porsche parts bin to build the VW or the VW bin to build the Porsche?

Hopefully it goes through they hire a legit engineering team and do what would almost certainly make them profitable - a good M10 with a good sales team.

Don, I don't know the answer to your question. But don't feel bad because it was only this past year that I learned an Anchovy is a fish, not a vegetable.

Got it. I’m not on IG

Only today’s post since Dec 31...I wonder who runs their social media.

...with a cryptic message... https://twitter.com/MooneyINTL/status/1217741878269005824?s=20

Yes. But if it’s a true maintenance error or part failure they very well might subrogate against the shop’s or the part manufacturer’s insurance. The maintenance logs are reviewed after almost every claim. When I was an underwriter we would be told the claim adjuster’s opinion on the condition of the aircraft or operation. A lot of those adjusters are A&P/IAs.

I wouldn’t want someone saying the precise reason I did or didn’t do something for a client if that person couldn’t see the file of what specifics were involved.

Yeah let’s not go into the whole names thing here but I’m happy to comment privately. I shoot straight and bluntly but unless I’m directly involved I won’t comment as if I know every fact on the scenario.

it depends on the carrier. There may have been internal reasons. I think I noted above or maybe in another post on this board...there was one powerhouse insurance company that got into light GA and quickly realized they didn't like the volume of claims that came with that entry in the light GA market. In a big knee-jerk reaction they non-renewed everyone who had just one claim. It was very strange as the non-renewals I was hearing were even for non-pilot-error reasons (hangar door falls on the plane, etc.). Again...any general statements I post on this board are certain to have their exceptions. And sometimes insurance companies do things for really dumb reasons...or no reason at all...or sometimes for good reasons that are buried deep within a new reinsurance negotiation. It's a interesting world there...but I am glad to be back on the agent/broker side...

I understand now (after re-reading for the 5th time).

I guess I have mistakenly read this as a separate accident for the 20J?

I feel you, my friend. But unfortunately on this board I have to speak in pretty broad terms and that's why I said "normally not a reason" In a perfect world I wouldn't have a job ...But in this imperfect world I'll push an underwriter pretty hard where it makes sense (such as in your case). And both sides (carrier and client) will get the honest truth.

It sounds like @kommershad 1 occurrence as a pilot but on an account basis there were still 2 occurrences. I'm not stating that he was or wasn't at fault in his decision-making of who he lets fly his aircraft, but the underwriter/insurance co sees the other pilot who was at fault in the second occurrence as "this is someone who our insured allows to operate his aircraft". The Named Insured pilot could be just fine to them, but they're worried about who is flying in the background. So into the mind of the underwriter we go: When I was an underwriter at a major aviation carrier I had a client with 3 claims in about a year on one plane and only one was an operational fault of the pilot (and it was the cheap claim). The other two were literally zero he could do anything about. But the pilot still broke the airplane on those 2 other occasions through no fault of his own. How many times could the company total that airplane and the Insured buy it back before everyone in the office is wondering why my initials keep showing up on the loss report next to that account? That account was non-renewed. I hated to do it. The claims guy said he had nothing but good experiences with that client and there was absolutely nothing shady about what was going on. That $100,000 airplane I think ended up costing the insurance co I worked for about $200,000 over the course of a year on the 3 claims. No one wants to be an underwriter on a single aircraft account that's had occurrence after occurrence. Again, I'm not saying this about @kommers, but underwriters can be some of the most skeptical people you'll ever meet because they've sadly been burned one too many times by many different scenarios: The loss-prone pilot who's not being reported by the aircraft owner and is regularly flying under the open pilot warranty. A Citation risk that's "pro-flown" (getting much cheaper pro-flown rates) and then a loss happens and there's an owner pilot flying in the background who was never disclosed to the ins. co. The guy who is running a flight school with his C172 but paying non-commercial rates hoping the insurance company doesn't find out. I've been the agent saying "I can't help you man - I know what you're doing and I just can't lie to the insurance company." It happens all the time. Sometimes you lay awake at night thinking about the fact you work for a publicly traded company and they've given you a letter of authority to underwrite risks that very well may show up on the next morning's loss report to the tune of $29 Million. Many have known sleepless nights of... "I insure that plane...I hope my file was in order because it just ran off the end of the runway..." Again, underwriters can be skeptical people, but they are people who sometimes deal with this part of the aftermath of an aviation accident. @kommersis the nice guy on this board, but he's possibly seen as loss-prone to an underwriter sitting behind a computer. That's when a good broker will have to go to bat for him or anyone else in that scenario.

Two losses here - my post was aimed at those with 1 loss in the last 5 years.

My garage occupant needs to get kicked out to the open outdoor space currently occupied by Home Depot lawn bags in favor of a Porsche 718 Cayman. But the Altima is my sales car that gets 38 mpg (hwy) for a cool $9000. Also I would like to acquire an airplane to consume that oil on the left. Hope's Subaru not pictured. I built an attainable version of the dream car the other night on Porsche's site...718 Cayman with Jet Black Metallic exterior. I know a lot of people don't like the turbo 4-cyl that replaced the 6-cyl of the 981. Having driven both, I'll take either one. The 718 is a better car IMO despite the fact it doesn't sound quite as nice as the 981. And even I, the manual transmission purist, have been sold on the Porsche PDK.

In summary, the overall message I'd give MS is this: Hard Markets (shrinking capacity, rate increases) are a lot shorter than soft markets. This whole deal shakeup should be over by middle/end of 2021. The general mentality at insurance carriers is "Get the increases while you can". What normally happens when rates go up is you get a lot non-aviation carrier interest and startup underwriting companies writing on that new paper. These companies have to buy up a book somehow, so they come in cheaper. Every other company has to decrease rates to hold onto market share.

A bunch of maintenance shops recently participated in a risk retention group and the deal tanked. If three aviation insurance carriers recently left the market in a 15 month period, rates must have been too low. They don't leave if they are making money.