Parker_Woodruff

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!

RV-12 all day!!!

La Quinta is pet friendly. I'll be staying at the Best Western in town and I think they are pet friendly, too (maybe a small charge).

LSA insurance can be expensive (sometimes even higher than 6 seat retractable gear aircraft rates). Be cautious about which plane you choose. A rule of thumb: The more common the LSA, the greater likelihood insurance rates will be good.

I'm interested in streamlining my pilot logbook process. Right now I just keep it saved on my computer using Logbook Pro and every now and then (it's been awhile), I upload a backup to Google Drive. Has anyone moved their logbook info from Logbook Pro to Foreflight or Garmin Pilot? How successful were you? Did any problems arise that made it not worth the time? I've flown probably 30-50 different models in around 1900 flight hours. So I'm hoping aircraft make/models don't add too much complexity. https://support.foreflight.com/hc/en-us/articles/215954768-Can-I-upload-my-logbook-directly-from-NC-Logbook-Pro- https://www.garmin.com/en-US/blog/aviation/garmin-pilot-logbook-now-features-import-export-tool/ I use Foreflight now but I'm also fine to move to Garmin Pilot. Has anyone used both Garmin and ForeFlight logbooks and found one they prefer?

I still want to know how pilots that use electronic logbooks are supposed to keep their BasicMed paperwork in their logbook. Probably a good idea to keep a paper logbook just in case. I have done it for dual instruction and endorsements where a CFI signature is needed.

Read the last 3 paragraphs I wrote above. If you're in your late 60s thru 80s, commit yourself to flying 50+ hours per year (80 or 100 would be better) and get a flight review (and IPC, if you're instrument rated) at least once per year. If you have skipped a month, grab an instructor and go fly a short cross country dual. Maybe do some stall recoveries or unusual attitudes on the return leg.

Our society wants to govern by the exceptions, rather than generalizations. Yes, there are two people you know in their 80s that are better pilots than 90% of the fifteen pilots in their 50s that you do know. The truth is those are the exceptions. But there, generally speaking, aren't economies of scale for the exceptions when it comes to older pilots. It's rare when there's an accident that "hits home" in the type clubs that we see people talking about age when the pilot was, in fact, older. Let's not be in denial when these instances come up. And, in addition to age, we should talk about loss of control in IMC...there are real problems here across the age spectrum...but sadly these problems are likely worse as pilots age. I've had to have a discussion with an older pilot's friend to make sure he wasn't flying as sole PIC when I noticed he seemed mentally impaired. Thankfully the friend confirmed he wasn't flying sole PIC. These aren't comfortable conversations, but some of these conversations could stop accidents. By all means, the exceptions should keep flying. I give flight instruction to two pilots in their 80s. I've noticed a certain humility about them that is the opposite of the mentality I've experienced from other pilots. Those are the guys I will fly with (provided they also have well-maintained planes). I'm on the receiving end of the senior pilot "firing squad" at most airshows that I attend for Airspeed. I know what it's like to look at a pilot who is clearly in his 80s as he complains to me about insurance and be thankful he's not flying. It's the pilot whose wife steps away (and I get the impression it's because she knows he's already blasted whatever hapless insurance broker has been manning the previous 3 insurance booths he's walked up to that day and she doesn't want to hear it again). I also know what it's like to look at a pilot in his late 70s/early 80s and think: "Man, I can 99% guarantee this guy is an excellent pilot and I'd probably put my family on a plane with him. It's a shame insurance is a problem for him."

While I didn't run the premium indication given in the link, I'd guess at least 500 hours and instrument rated. Maybe 750+ or 1000+ total time. Aircraft hangared in the 48 contiguous states. No claims history in the past 5 years and pilot under 70 years old.

That's about right, if the pilot is well qualified.

Not bidding but I subscribed to your listings

You should be able to get a decent insurance policy at a (relatively) decent price if you get a Mooney at $250,000 or less... Above $250K and things can get tougher. 6 seat airplanes will be tougher and depending on the value you could be looking at some insurance carriers with pretty big coverage limitations. All are doable though... There are a lot of "it depends" statements as well as disclaimers I need to make for these situations. So call me or a reputable broker that can give you a good plan for good insurance and reasonable (all things considered) pricing.

I can't give legal advice, but not all the municipalities require insurance. Liability only is pretty inexpensive. The insurance carriers provide the cost of defense and almost never counts against the liability coverage limit. (Defense costs are in addition to the coverage limit). Hull claims are quite common, especially while the aircraft is parked or during ground operations. I write some liability only policies on Mooneys in the approx $300-$400/year range.

5%-20% or maybe 25% depending on the carrier. In time, it opens up other carrier(s) that require the instrument rating to even quote particular Mooney models which can further help your premium.

Also, most claims (whether or not they are age related) never get to the point of the NTSB being called. I'm very interested to know pilot age & wingtip strikes during taxi...but we won't get good info that from the NTSB or FAA.

It's not necessarily tripling the premium within the same carrier. One carrier might be very competitively priced but only allow for dual only or non-renew upon the pilot reaching age 75 or 80. The other carriers that offer coverage past age 75 or 80 might have a higher baseline premium to begin with. I insure many older pilots on certain aircraft and don't think I've seen the same carrier triple the premium due to age.

Aviation insurance doesn't have the laws of large numbers that auto insurance has, but I'm sure they can draw some conclusions depending on their sources. But there's no reason to think that older pilots aren't more susceptible to claims involving air transportation just because they are pilots or just because it's a plane and not a car.

Auto insurance companies charge more for older drivers, even those with no claim and accident history. Certainly pilots aren't immune from being a greater statistical risk.

If it's a profit center, then most insurance companies wouldn't automatically decline new business past a certain age.

I'm generally referring to the long body Mooneys (1989+) but there are also a lot of good insurance deals on the M20J and M20K that may not be as available on M20F and earlier models. Newer models seem to often be rewarded with lower premium per dollar insured. A $2000 insurance premium might insure a $120,000 M20F (very well qualified pilot, hangared, etc.) A $2000 insurance premium might insure a $160,000 M20K

It's been awhile since I've made a "sponsored" post. I'll take this opportunity to make a write-up on the current insurance market. If you attend MooneyMAX, you'll probably hear me talk a bit more about some of these things. Forces affecting rates New Market Capacity With rising aviation insurance rates, it seems there is eagerness from insurance companies to get into aviation or expand their current aviation product lines. This applies downward pressure on rates. Beacon Aviation Insurance, which has historically been known for aviation worker's compensation, has expanded their product offerings into aircraft hull & liability and aviation general liability. They're ramping up right now and we believe they'll be a strong force in personal aircraft insurance this year. A new underwriting company has been formed: Eiger Insurance Services. Mission Underwriting Managers is starting an aviation underwriting segment of their business. Market Capacity At Risk Any loss of market capacity has the chance of pushing rates higher. In the case below, I don't anticipate significant ramifications for most Mooney owners. Hallmark Insurance Group experienced major losses involved in their commercial auto insurance product line. Their A.M. Best ratings have been downgraded twice and now ratings have been withdrawn. https://finance.yahoo.com/news/am-best-withdraws-credit-ratings-201100756.html This is an insurer that would sometimes insure students in Mooneys. Most Mooney owners would not be insured with Hallmark. I think many of the other insurers will be able to pick up Hallmark's aviation business. Claim Inflation This is on going concern. Claim inflation continues to outpace inflation. Repair bills are very high. Lower value aircraft are at higher risk for being totaled with minor damage or gear-up landings. Large judgements on the liability side could cause insurers to rethink offering high limits of liability for general liability and corporate & commercial aircraft. The typically low liability limits offered on personal aircraft policies could be an attractive market for aviation insurers to keep their risks low. Claim Inflation - Forces rates up Desire for lower coverage limit risks could put downward pressure on personal aircraft rates if insurers seek to insure risks with lower limits of liability.

A few things: I think we attract a pretty good group of clients at Airspeed (our loss ratio seems significantly better than what the overall personal aircraft market is). Our typical client seems likely to participate in MooneySpace, the Mooney Pilots Facebook group, etc. Most of our clients fly a good amount. I have noticed we still get a good amount of younger owners. But you mentioned insurance rates for the brand...Mooneys have some of the best insurance rates for Single Engine Retractable gear. The newer Mooneys, especially, get very low rates...lots of companies compete for that business. They don't have the gear stigma that Piper Comanches do. There are thousands of Mooneys more than Commanders. Parts damaged in typical claims can be found one way or another for almost every Mooney produced. I think it's time for an insurance market update post.

Definitely a conversation to have with your broker. But typically there aren't any underwriting challenges.

I have not been doing much flight instruction work over the past few years, but I have noticed a couple common occurrences recently, both on flights and on various social media posts (Facebook, in particular). It seems a pilot will complain about the airplane not settling down, yet their approach speed is correct (such as 70 KIAS for an M20J). Here are the things that come to mind when I hear this: Observation 1 - Idle RPM set too high. I was flying with a client and he couldn't get the plane to settle. I said "let me demonstrate one". So I take it around the pattern and have the same problem he had. We taxied off the runway...I think his idle RPM was 800-900. It's quite possible you may know exactly what to do and, all things considered, be using correct pilot technique. But in reality, a high idle RPM could be forcing bad results, or worse, forcing you to use to bad pilot technique to get a desired result. Observation 2 - Not closing the throttle all the way. This one is often recognizable to me by sound. A pilot sets up a very good final approach attitude, airspeed, glidepath, etc. Everything is great...until the end But in the flare, the pilot hasn't completely closed the throttle control. The pilot may not be able to experience a full flare unless he spends an exceptional amount of time floating down the runway trying to bleed off airspeed. "Ballooning" is often the end result leading to either a go around or wasted runway as corrections are made. Note on your next flight - Check your engine idle RPM after the engine is fully warmed up. You may find your idle speed is too high and spoiling your otherwise great flying technique. - Make it a point to feel the throttle control reach its "closed" limit before you touch down. Happy Saturday! Insurance is fine and all, but it's nice to talk about flying.