Parker_Woodruff

I am a big fan of the PA32R and PA34 products if they've been well maintained. The under-powered 260hp Cherokee Six (and potentially the 300hp variant) will quite possibly come with an insurance checkout requirement that the pilot fly with an instructor at 90% or more of the max takeoff weight.

Insurance is more or less disastrous for most pilots on a Cessna P337.

A lot of my job 1-2 years ago was informing underwriting companies how "yes, this plane is actually worth this much". I've also been on the other side of this having to tell owners "hey...your plane isn't worth this much..."

This happens because the prop has low inertia and accelerates very quickly. Adding power or RPM should be done slower with the MT propeller. Prop governor needs the pressure turned all the way up with this prop and it will lose pressure over time.

Thanks for posting. I hadn't heard of this channel, but I'm sure there's plenty of great things to review in my spare time. I just subscribed.

It looks like they just purchased an aircraft lending business, too. https://www.flyingmag.com/flying-acquires-aircraft-lender-sky-allies-capital/

Great airmanship!!

Yes, they're awesome! Who wants to go in with me on this one? https://www.loopnet.com/Listing/4241-Birdsong-Blvd-Lutz-FL/23251857/

That's fine. But they're better for the taxpayer and sometimes it's easier to establish a business at one without some home-cooked Airport Minimum Standards designed to keep competition out.

We need more privately owned airports.

They did this in Dallas and set them up at Love Field (DAL). Why these cities just don't charge what they need on the fuel flowage fee is beyond me.

I thought this post would have the below video of what happened at OSH. https://www.instagram.com/p/CvA2wwdgkWW/

Neat - I can't remember seeing one of these before.

They only offer dual in their seaplanes, but anyone here wanting to get their SES rating in FL should visit Ryan Seaplanes. You can even do a combined Commercial SEL & SES course. http://www.ryanseaplanes.com

Depending on aircraft value and limits of liability insurance needed, I'd put the insurance in a range of $1500 to $2200 but maybe $3000 if you needed a "smooth" limit and don't have any model experience.

While I certainly appreciate the enthusiasm, it's really best just to wait until you get your plane. One reason - since Don Kaye knows Bravos so well, he might recognize something that needs to be looked at with *your* plane as he flies it to make sure it's up to par.

Most underwriting companies are fine with BasicMed. But some start requiring a 3rd class or more advanced medical certificate upon reaching ages such as 75. Sometimes this is even required once per year, even if the certificate is good for 2 years with the FAA.

I do all of these at various intervals. I've backed up to hard drive, Google Drive at more regular intervals. Less frequently, I've printed and kept in a binder.

Depending on your geography and if you want the kids with you as they grow... Piper Seneca IV, V TN A36 Bonanza Beech B58 Baron Piper Turbo Saratoga Cessna T-206H

Thanks. Hopefully I'll find time to do this this week.

I think I'll be ok on the logbook entries. Kind of nervous about how it will treat the makes and models. Only one way to find out...I have ForeFlight right now, so I'll do that first.

I think he's referencing an insurance company requirement that past a certain age, pilots must fly with a CFI or other qualified pilot

All of the above said, I've considered an RV-12 while I save for a nice Mooney, Cessna 206, or PA32R...second baby on the way...and never know if a third might show up.

Under-built planes trying to fit into 1320 pounds. Pilots used to direct-drive engines all of a sudden have a different set of sounds with geared engines when they're on a approach to land. Not nearly the amount of inertia on these light airplanes, so cut the power and the plane behaves differently than a typical Skyhawk.

Yes and no. There are basically four types of insurance carriers when it comes to this subject: The carriers that have been accommodating to age over the past few decades. But are they competitive on price? Not for every model. Can the insured and broker have the discipline to stick with one of those carriers even when there's a more attractive price option at age 69? Because the aformentioned carriers won't be looking to pick a client up as new business at age 77 when the more attractively priced carrier goes dual crew only at age 75 or 77. Avemco might save your insurability at this age, but anecdotally the max value they'll insure decreases with age (if you don't have a long track record with them), and as you close in on 80 they may not pick you up unless you've been flying ____ hours per year. There are the carriers that you can expect will almost certainly drop you to dual only at or around age 75-80. There are the carriers that will just non-renew. There are the carriers that will pick up new business at ages 75-80 but with major underwriting restrictions. Within category number 2 above, these carrier(s) may evaluate the amount of hours the pilot is flying. 10 hours per year at age 75? Dual only next year. 85 hours per year at age 75? They'll let it ride a few more years before requiring dual only. I can all but guarantee a path for insurability (with some failsafes built in) through at least age 80 for clients with aircraft values at or below $250,000. One note - your first pilot error claim past age 70 might be your last claim, depending on the carrier. Remember - insurance companies are profitable on personal piston aircraft probably for the first time in a very long time now that rates are up. They don't have to squint anymore to try to make things work to add revenue. Fly often! It's good for you!