February 2006 - American Bonanza Society

More documents

Recommendations

Info

TRANSITION TRAININGIf you are weighing the costs of ownership of a Bonanza orBaron, you will soon be asking your agent for the effect onyour premium and the underwriting requirements fortraining when you buy that aircraft of your dreams.If you do not have your instrument rating, now is thetime to consider that. Although you may be asked if youhave your instrument rating in the event you are buying aBonanza, not all carriers require it. If your transition is intoa Baron, it is more likely that aninstrument rating will be requiredalong with the multiengine rating.If you do nO! have these ratings, itmay be possible to obtain them beforeyou solo in your newly purchased aircraftif that is required. However, do notcount on that. as it is best to have them behind you so you canfocus on learning about all those new bells and whistles. Thefeatures that make a pilot salivate-turbocharged engines,autopilots, ice protection. weather radar, GPS, higher speeds,more engines, higher horsepower, etc.-take a great deal offocus and training to master.At this point, the usual questions are:1. What will be the training requirements?2. What will be the cost of the premium now and inthe future?Aircraft insurance underwriters assign factors to variouscategories of risk based on the pilot's experience, aircraftmake and model, use, territory flown and estimated hourlyexposure. The lower rates are promulgated for the newer,fixed-wing, single-engine, fixed-gear aircraft with a competentand experienced pilot for that panicular make and model.If that category of risk is considered a number I, then alater model complex single- or twin-engine aircraft flown bya safe and competent pilot flying an acceptable aircraft couldbe considered a number 1.5 to 2.5. The first year of transitionmay be as high as 3 to 3.5 or higher.These same factors can be used as a rule of thumb toestimate your projected premium when you move to a complexaircraft for the first year. As you build hours and getmore comfortable in the aircraft, your risk factor and premiumwill begin to decline.One reason for the higher premium would be that partiallossesare more severe for single-engine and multiengineretractable-gear aircraft. If the average repair expense for asingle-engine, retractable-gear aircraft due to a gear collapseor gear-up landing is $60,000, then a twin-engine aircraft iseasily twice that amount. That is because both engines willlikely be damaged and require teardown and repair.Since all training will be requiredfrom a source acceptable to theparticular underwriter. this shouldbe cleared with them well aheadof the training.Unfortunately, these complex aircraft have more gearrelatedaccidents.Knowing why underwriters charge higher premiumsmay assist you in planning when to make the transition. Themajority of underwriters feel that a pilot should have aninstrument rating and at least 250 hours of recent fl ight timefor a single-engine, and 500 hours for a twin-engine transition.If you have less time or want to step up more quicklyto a higher horsepower or more advanced aircraft, then thecost is likely going to be higher.The normal requirement for anacceptable transitioning pi lot is thatthe candidate obtain IOta 15 hours ofdual training in a Bonanza. [n the caseof multi engine, a rating and 15 to 20hours dual or more may be requiredprior to solo flight in the aircraft.Yes, it is true that the FAA requires less training, but itis normally not a good idea to point this out to the underwriter.Since it is fairly certain that the FAA is not going topay the claim, the underwriter is going to follow hislher ownrequirements and so must the transi tioning pilot to have coverageif a claim occurs during the process.Most underwriters also require an additional 10 hours ormore of solo flight prior to carrying passengers after a transition.This pan of the requirement minimizes passenger exposureto potential injuries, gives the pilot time to focus onprevious training and builds hislher confidence.If the pilot is less experienced or the aircraft is morecomplex, the underwriter may require more dual training.Furthermore, a particular underwriter may require additionalsimulator-based training. If you are moving up to a pressurizedor turbine-powered aircraft, it is likely you will berequired to obtain your annual training from an approvedsource that has a simulator.Since all training will be required from a source acceptableto the panicular underwriter, this shou ld be cleared withthem well ahead of the training. It is best to contact yourFalcon representative with the transition you have in mindbefore writing a check for the aircraft. This gives you achance to plan for a safe and insurable transition with theleast amount of additional premium and risk.BPPP is an ideal option to stay current and followthrough with a long-term goal of staying safe and proficient.The average pilot will find time to train initially, but willthat commitment be there in the years ahead? [f the answer isyes, then the purchase of a Bonanza or Baron is a great idea.Falcon Insurance is the agency for the official ABS insurance program. JohnAllen may be reached 01 1·8DO-259·4A8S (4227). Falcon's websile is
REGIONAL NEWS,SoutheasternBonanza SocietyAviation history abounded as 35 ofus visited Dayton, Ohio, October 6-9.Our excursions began at the PackardMuseum where we inspected more than50 restored luxury cars. From bigsedans to small sports cars, Packards arestill recognized for their state-of-the-arttechnology. The collection coveredPackard's experience with aviation andmarine engines, built for the P-5 1 fightersand PT boats as well as some specialtycars.The next day at the Air ForceMuseum's restoration facility, knowledgeableguides gave us a wellinformedtour, pointing out that most ofthe items are designated as being thefirst, best or achieving some operationaldistinction. Wright-Patterson AFBhas played a significant part in thedevelopment of new technologies. Infact, we were told a basic phrase aroundthe base is. "Air Force technology doesn'tcome from UFOs but fromBeavercreek, Ohio."Our next stop was Carillon Park,which presented replicas of va riousaspects of Dayton's industrial hi storyincluding the Wright brothers, CharlesKenering (inventor of the automobilestaner system) and Col. Edward Deeds(third President of 'ational CashRegister). In the James DickeTransportation Center, a half-dozenrestored trolleys and railcars were openfor inspection. Then we paid a visit to theWright Cycle Complex shop where ideasfor the world's fi rst airplane were born.Back at the airport we viewed alook-alike of the Wright B Flyer. JohnWarlick, the Flyer's chief pilot, arrivedin his period dress of an Army SignalCorps lieutenant to give us the historybehind the plane.Our entire Saturday was spent atthe world-famous Air Force Museum infour huge display hangars, watchingThe Wright Cycle Complex shop, birthplace of the world's first airplane, was just one of the many historic sitesthe SEBS group toured in Dayton. Ohio.movies at the !MAX theater or touring aseparate hangar of past presidential andR&D aircraft.Saturday's banquet, sponsored bythe Dayton Engi neers Club, was held ina prestigious faci lity originally built andorganized by Dayton community leaders,including Orville Wright. Dinnerand the oral presentation by NationalPark Service Ranger Robert Petersonwere excellent.As Sunday rolled in, we rolled out.It was a terrific fly-i n. I encourage anyonewith an interest in joining one ofour fly-in s to contact Troy Branning(branning@be llsouth.net). - Jay WilsollSoutheastern BonanzaSociety & North EastBonanza GroupDecember 1-4. more than 40 SEBSand EBG members and guestsenjoyed fantastic weather in theBahamas at the beautiful Cape SantaMaria Resort, which we had all to ourselves.Thursday evening, as the sunsettled into the ocean, we all gatheredfor a rum punch party and deliciousconch fritters followed by plenty ofshrimp and lobster.ThroughOut Friday, day trips werearranged for fishing (with the catchserved that night at dinner). Scuba divingand snorkeling were popular acti vi ties aswell as using the resort 's Hobie Cat andocean kayaks on the smooth water insidethe bay. Many guests took walks alongmore than a mi le of ocean beach front.That evening a local band provided aneclectic mix of after-dinner music forlistening and dancing enjoyment.Saturday'S banquet was fabulousand the different desserts were a realtreat as we waited for our ever-popularprize drawing.We had more of the same beautifulsky on Sunday for a leisurely morningat the resort and most used the afternoonhours for departure. Wow ! What aweekend'I highly suggest you mark yourcalendars for our December trip to theBahamas thi s year, as HarveyKriegsman is planning a special fly-into Andros Island. - Jay Wilson--@-ABS February 2006www.bonanza.orgPage 9484
Page 7 and 8: Boyer and his Government Affairssta
Page 9 and 10: Enter ABSThis time around. I j oine
Page 11 and 12: Stepping back in time for a moment,
Page 13 and 14: M~ WJSiC techniqueBY BILL COMPTON,
Page 15 and 16: There was a man at BAL who bought a
Page 17 and 18: autopilot had become nonfunctional.
Page 19 and 20: Perhaps the Cessna 210 owner was un
Page 21 and 22: 'Mi, 'lJi'('(·kJ'll!, 6J1/jfI(~ ~,
Page 23 and 24: with a patient and other possible c
Page 26 and 27: TECH NOTESTech Noles are from ASS T
Page 28 and 29: COMPRESSION CHECKS ( BOTH USUAL & U
Page 30 and 31: engine condition. There is a malady
Page 32 and 33: INTERIORSTHE INSIDE STORYPART VIIIB
Page 34 and 35: There are two problems with thearmr
Page 36 and 37: Repaired crack.Repairing a crushed
Page 38 and 39: A BRIEF HISTORY OF PILOTTRAINING IN
Page 40 and 41: My aviation daysstatted when I was2
Page 42 and 43: THE GARMIN GPSMAP 396THE "SWISS ARM
Page 46 and 47: ~ Life Membersij , '--"I~ ...-;::"~
Page 48 and 49: FEBRUA Y10-12 - BPPP Clinic. Lakela

February 2006 - American Bonanza Society

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?