Nov 21
Onko koneesi ylivakuutettu?
Are You Overinsured?
November 19th, 2014 by Mike Busch
Cessna 172RG gear-upI received a plaintive email from Bob, the owner of a Cessna 172RG Cutlass who found himself in an unexpected predicament. Seems he had an unfortunate gear-up landing. The airplane suffered only minimal damage, largely limited to minor belly damage and the outer four inches of the prop tips curled back. The engine had only about 100 hours SMOH at the time of the incident. Surely, all of this would be covered by insurance.
Unfortunately, Bob was about to learn a painful lesson about hull insurance:
“When I bought the $60,000 hull insurance policy, I didn’t read the fine print that said $60,000 wasn’t really available to fix the airplane in the event of a mishap. The actual amount available is the $60,000 policy limit minus the salvage value. The insurance company claims that they can get about $15,000 for the airplane for salvage, which only leaves me with about $45,000 to get the airplane fixed.
“Now here’s the rub: The repair shop has given a flat-rate bid of $41,000 plus tax to repair the airframe and do the requisite post-prop-strike engine teardown inspection. However, the bid explicitly excludes the cost of any necessary engine repairs beyond replacement of routine parts (rings, bearings, gaskets, etc.). The engine shop tells me that if the teardown inspection reveals that crankshaft and/or crankcase is damaged, the additional cost to repair could wind up being tens of thousands of dollars.
“Looking at the risk equation: In the best-case scenario, the repair cost is $41,000 plus tax and the insurance will cover it (just barely). In the worst-case scenario (if the case and crank are bad), I could wind up being out of pocket as much as $20,000, which would be painful. Alternatively, I could let the insurance company take the airplane, accept the $60,000 payout, and move on. But the airplane is only minimally damaged, and losing it under these circumstances would also be painful. What should I do?”
Rest of the story is here.
Oct 24
KOULUTUSMATERIAALI 13 NOV 2014 ILMATILA-UUDISTUKSESTA
Finavia has produced training material for general aviation concerning the airspace update WEF 13 NOV 2014. The material is available on AIS-website. The training material is only in Finnish.
The web site contains information about the change and its effect especially for general aviation. Its purpose is to contribute fluent and safe airspace change introduction. The web site aims to present the most important changes in a clear and easily understandable format.
Feedback of the training package may be sent to ilmatila2014(a)finavia.fi
AIP AIRAC AMDT 02/2014, WEF 13 NOV 2014 can be downloade here. AMDT contains 13 NOV 2014 valid airspace change as well as applicable parts of Single European Rules of Air (SERA) implementation.
Download of AIS Products and Services from here.
Source: https://ais.fi/C-en
Sep 24
UK CAA:n lentolupakirjavaatimukset sekä ohjeita uuden eurooppalaiseen lentomiehistöasetuksen soveltamiseen
Changes to CAP 804 ‘Flight Crew Licensing Mandatory Requirements, Policy and Guidance’
CAP 804 has been amended to take account of changes to the Aircrew Regulation introduced by amending Regulation (EU) No. 245/2014 and consequent changes to advisory and guidance material. CAP 804 has also been amended to reflect the passing of end dates during the transition period.
The significant changes introduced by the amending regulation are:
•The introduction, for aeroplanes only, of the En-Route Instrument Rating (EIR), the Competency Based route to obtain the Instrument Rating and revised terms for the conversion of instrument ratings held on other third-country International Civil Aviation Organization compliant (ICAO-compliant) licences.
•The introduction of the cloud flying rating for sailplanes and powered sailplanes.
•Changes to the requirements for an examiner licensed by one European Aviation Safety Agency (EASA) State to test a candidate licensed by another EASA State (briefing by the candidate’s State authority is no longer required; new rules apply).
The amendment to the regulation also makes numerous miscellaneous improvements to the text of the existing rules to resolve anomalies and ambiguities that have been encountered when applying the rules.
Source: UK CAA
