May depend. I've looked at the policies of most of the clubs and flight schools I've dealt with through the years. All of them had a single policy that covered all the aircraft - both owned and leasebackd - for both liability and hull damage.
It is my understanding that all of our airplanes are covered by the same insurance policy.
If the insurance isn't valid until after you are checked out, it means insurance isn't valid while you are getting checked out. Being paranoid, I'd get it in writing that the insurance is in force WITH the CFI aboard.
What's "FI"?
me being too lazy to spell out fuel injection.
More like a revenue requirement.
Whatever the instructor chooses to do.
Struth. Operating in another country just might make you appreciate the FAA.
The CFI is working for the student, not the insurance company. IMO it's whatever the student chooses to do.
There are almost as many variations as there are flight schools/FBOs/clubs.
As with any other profession, if I'm working for the student, I exercise my professional judgement about the tasks I think need to be accomplished. Of course, the creation of a plan of action includes trainee input but ultimately the tasks are my choice.
So during the checkout, the instructor gives the owner a list of maneuvers to accomplish (at the owner's rating level). Does the owner have the option of saying "No,, let's just do take off and landings", and is the instructor obligated to place a signoff in the owner's logbook upon completion?
I'm just pointing out what I don't like about the use of a undefined term.
What's a "signoff" in a logbook? I've never heard of that. Is that an actual thing in the FARs? Does it define what should be tested? If not, #2 above is still an issue to me.
A CFI is required to sign the logbook of any pilot who receives instruction. Signature, CFI number, and expiration date. There's no requirement to list the type of training but there's usually a column for "dual received" and "simulated instrument."
Normally they require "checkouts" based on hours from a CFI with experience in the make/model. Good luck finding a CFI with experience in a C-150. Most of those that trained or instructed in C-150s are retired.
The short answer is that "checkout," is highly unlikely to be the language in the policy (Edit: wrong - this one has it). "... must log X hours of dual instruction from an FAA Certified Flight Instructor..." is pretty standard but just as vague as to content. Cases on the provision are few and far between but the overall thrust is that it's still not about what the pilot considers dual instruction but what the CFI is willing to sign their name to.
Really? Aren't we talking about Cessna 150? I don't think there would be any trouble finding a CFI acceptable to an insurer. At absolute worst it might require a CFI to be specifically approved. And in many cases, CFIs are approved even with little or no time in type, especially in simple aircraft. (My favorite story was being approved in a Mooney Ovation with 0 time in type - I think the underwriter was smoking something with a funny small
)
Well, you found the policy that uses that phrase.
Amazingly, not a thing. Didn't even give me a break for taking an FAA approved training course.
That will often do it.
Yeah, I caught that later and mentioned it in a later post - 2 up from yours.
Every time I’ve tried to pin an insurance company down about whether they required something specific, it’s come back as whatever I, as the instructor, want to do. They seem to be willing to trust instructors to ensure pilot proficiency.
Maybe. But so was Ibehind the power curve
