Instructor Requirements for Insurance

[RobertGary1]

Unless the instructors is flying solo open pilot warranty doesn’t really affect instructors. Now I’ve seen new owners have a requirement for dual from an instructor that meets a certain number of Mooney hours but that’s listed separately than open pilots. 
As professional cfi’s we carry our own professional liability although if you’re going to instruct a certain client repeatedly it can be good to be named. 

[midlifeflyer]

15 hours ago, Dickard said:

I completed with my transition training with Don Kaye who MORE than met insurance requirements.  Now I just want to fly with my local instructor who is a young guy trying to build time.  He's only got 60+ hours in retractable gear aircraft and just less than 10 in a turbo Mooney (K model I believe?).  He's a mountain flying guy, which is what I'm looking for.

Assuming you (a) don't need the dual to meet a specific insurance requirement which (b) mentions the qualifications of the instructor, your only significant insurance-related issue is making clear who is acting as PIC on the flight.

i give instruction in airplanes for which I don't  meet the OPW and it's something I always to to protect my client in case of a mishap.

[carusoam]

Soooo…..

See if I have this correct…..

1) Pilot has really good Transition Training already…. Don Kaye knows Bravos!

2) Pilot Has a really good local CFII to work with that comes with mountain experience and some good Turbo Mooney experience….

3) Pilot Has good guidance on the discussion pre-flight defining who is PIC…

4) The Bravo is a great high altitude machine….

5) Of all the LBs, The Bravo has a lower power to weight ratio…. But has a nice TC….

 

Expect that once you get some time in the aircraft… your local Mountain Flying CFI can fill in the critical details you want to add to your Bravo experience…

Otherwise finding a Bravo instructor with mountain flying expertise…. 
 

The usual spot to find such expertise may be hidden in here…

The MooneyFlyer is the next best place to look by mountainous state….

Best regards,

-a-

 

[Dickard]

8 hours ago, carusoam said:

Soooo…..

See if I have this correct…..

1) Pilot has really good Transition Training already…. Don Kaye knows Bravos!

2) Pilot Has a really good local CFII to work with that comes with mountain experience and some good Turbo Mooney experience….

3) Pilot Has good guidance on the discussion pre-flight defining who is PIC…

4) The Bravo is a great high altitude machine….

5) Of all the LBs, The Bravo has a lower power to weight ratio…. But has a nice TC….

Best regards,

-a-

 

Seems about right.  But what is "a nice TC"?

[LANCECASPER]

22 minutes ago, Dickard said:

Seems about right.  But what is "a nice TC"?

Turbo Charger? If you are going to stay on Mooneyspace you need to learn to understand and speak "Carusoam"    : )

[carusoam]

At 270hp… the Bravo has pretty good horsepower….

Since we are discussing mountain flying…. The airports in the area can be over a mile high…

This is where the TC / Turbo charger is going to make a difference compared to the NA / normally aspirated engines…

 

It would be great to have a Bravo CFII near by….  But a good mountain flying CFII will be really good as an alternative….

 

do a search on Leadville…. There are a few discussions around here…. It gets on a few bucket lists….

Best regards,

-a-

[carusoam]

At 270hp… the Bravo has pretty good horsepower….

Since we are discussing mountain flying…. The airports in the area can be over a mile high…

This is where the TC / Turbo charger is going to make a difference compared to the NA / normally aspirated engines…

 

It would be great to have a Bravo CFII near by….  But a good mountain flying CFII will be really good as an alternative….

 

do a search on Leadville…. There are a few discussions around here…. It gets on a few bucket lists….

Best regards,

-a-

[donkaye]

8 minutes ago, carusoam said:

At 270hp… the Bravo has pretty good horsepower….

Since we are discussing mountain flying…. The airports in the area can be over a mile high…

This is where the TC / Turbo charger is going to make a difference compared to the NA / normally aspirated engines…

It would be great to have a Bravo CFII near by….  But a good mountain flying CFII will be really good as an alternative….

do a search on Leadville…. There are a few discussions around here…. It gets on a few bucket lists….

Best regards,

-a-

Maybe not.  I was teaching at the MAPA PPP Mountain Flying Class about 20 years ago.  Of course flying into Leadville is a must.  I had flown in there many times before this issue arose.  Anyway, we got out, got the shirt, and cup, and were headed out.  The student couldn't get the engine started.  I let him try too many times without resting the starter for enough time, and it finally failed.  You need to know the airplane.  I would estimate the DA on that day was over 13,000 feet.  Hindsight says the mixture needed to be almost at idle cutoff to get the correct fuel/air mixture.  Then both the throttle and mixture needs to be adjusted in coordination for both taxi and takeoff.  Push the mixture full in on the runway and the engine will be flooded.  It's necessary to apply a little mixture, then a little throttle, then repeat the sequence until full power is established, and then takeoff-a lesson well learned that day.

[carusoam]

2 hours ago, donkaye said:

Maybe not.  I was teaching at the MAPA PPP Mountain Flying Class about 20 years ago.  Of course flying into Leadville is a must.  I had flown in there many times before this issue arose.  Anyway, we got out, got the shirt, and cup, and were headed out.  The student couldn't get the engine started.  I let him try too many times without resting the starter for enough time, and it finally failed.  You need to know the airplane.  I would estimate the DA on that day was over 13,000 feet.  Hindsight says the mixture needed to be almost at idle cutoff to get the correct fuel/air mixture.  Then both the throttle and mixture needs to be adjusted in coordination for both taxi and takeoff.  Push the mixture full in on the runway and the engine will be flooded.  It's necessary to apply a little mixture, then a little throttle, then repeat the sequence until full power is established, and then takeoff-a lesson well learned that day.

Great lesson!

restarting a TC’d engine at altitude has some unique challenges to be familiar with….

Leadville on a hot day must be close to the critical altitude for restart…. With the TC not spinning…

Thanks and best regards,

-a-

[Dickard]

On 6/1/2022 at 8:05 AM, LANCECASPER said:

Turbo Charger? If you are going to stay on Mooneyspace you need to learn to understand and speak "Carusoam"    : )

Got it. I'll try to do better next time. :-)

[Dickard]

19 hours ago, carusoam said:

At 270hp… the Bravo has pretty good horsepower….

Since we are discussing mountain flying…. The airports in the area can be over a mile high…

This is where the TC / Turbo charger is going to make a difference compared to the NA / normally aspirated engines…

 

It would be great to have a Bravo CFII near by….  But a good mountain flying CFII will be really good as an alternative….

 

do a search on Leadville…. There are a few discussions around here…. It gets on a few bucket lists….

Best regards,

-a-

The exact reason that I sought a turbo.  My business flying will take me to Los Alamos and Tucson.  So, I'll be hopping over the Spanish Peaks and the Sangre de Cristo range. I've driven through Leadville many times on my way to Copper Mountain.