Eric Butcher

Here's a live query - I own a PA28-181 Archer II and operate it on a non-citizen trust in the Eastern Caribbean, primarily out of Barabdos.

During Covid I had the airplane in storage with my A&P on Guadeloupe for a year getting in back in late July of 2021.

When I went to insure it - the premium had doubled and they insisted on valuing it at half what it would cost to replace (it has 650 on a new engine, 4600 total time, new bare metal repaint, interior, glass and all external plastics in the past six years, full IFR with ILS autopilot, a separate STEC altitude hold AP too) so not a beater.

The astonishing thing is that to fly it they insist on 1,000 hours minimum total time and 50 hours on type - seems excessive to say the least - for a bundle of cash on a pilot by pilot basis they will “consider” pilots with lower times.

Now here is the kicker, they just told me that if they were to be insuring it now de novo (three months after the last quote) that the premium would be double that of three months ago - but so long as it does not lapse it will be the same staggering US$13,000 that I paid this year.

I should say as well that the major problem is that one cannot shop around as no companies in the US are able to sell insurance here - I can understand that as why spend tens of thousands of dollars to be licensed in Barbados to sell insurance to the few airplanes here.

Previously I had managed to get my airplane covered direct with a syndicate at Lloyds in London but they dropped out deciding that my tiny PA28 was a bit anomalous in the mix of Antanov and Boeing cargo planes they cover.

Anyone got any ideas on how to get more reasonable priced insurance? 

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Here's a live query - I own a PA28-181 Archer II and operate it on a non-citizen trust in the Eastern Caribbean, primarily out of Barabdos.

During Covid I had the airplane in storage with my A&P on Guadeloupe for a year getting in back in late July of 2021.

When I went to insure it - the premium had doubled and they insisted on valuing it at half what it would cost to replace (it has 650 on a new engine, 4600 total time, new bare metal repaint, interior, glass and all external ... more

Here's a live query - I own a PA28-181 Archer II and operate it on a non-citizen trust in the Eastern Caribbean, primarily out of Barabdos.

During Covid I had the airplane in storage with my A&P on Guadeloupe for a year getting in back in late July of 2021.

When I went to insure it - the premium had doubled and they insisted on valuing it at half what it would cost to replace (it has 650 on a new engine, 4600 total time, new bare metal repaint, interior, glass and all external plastics in the past six years, full IFR with ILS autopilot, a separate STEC altitude hold AP too) so not a beater.

The astonishing thing is that to fly it they insist on 1,000 hours minimum total time and 50 hours on type - seems excessive to say the least - for a bundle of cash on a pilot by pilot basis they will “consider” pilots with lower times.

Now here is the kicker, they just told me that if they were to be insuring it now de novo (three months after the last quote) that the premium would be double that of three months ago - but so long as it does not lapse it will be the same staggering US$13,000 that I paid this year.

I should say as well that the major problem is that one cannot shop around as no companies in the US are able to sell insurance here - I can understand that as why spend tens of thousands of dollars to be licensed in Barbados to sell insurance to the few airplanes here.

Previously I had managed to get my airplane covered direct with a syndicate at Lloyds in London but they dropped out deciding that my tiny PA28 was a bit anomalous in the mix of Antanov and Boeing cargo planes they cover.

Anyone got any ideas on how to get more reasonable priced insurance? 

Show Less

Here's a live query - I own a PA28-181 Archer II and operate it on a non-citizen trust in the Eastern Caribbean, primarily out of Barabdos.

During Covid I had the airplane in storage with my A&P on Guadeloupe for a year getting in back in late July of 2021.

When I went to insure it - the premium had doubled and they insisted on valuing it at half what it would cost to replace (it has 650 on a new engine, 4600 total time, new bare metal repaint, interior, glass and all external ... more

Here's what I hope is a bit of misinformation.

I have had an FAA PPL for the past ten years or so. I do not live in the US and fly my own US registered airplane in the Eastern Caribbean.

After the great COVID medical and flight review disaster, I have now found a way to get my medical on one of the islands in the region (easier and safer than visiting the US pre-vaccine).

Now here is the odd thing - I have flown for the past ten years with an FAA Class 3 medical - including some flights down from the US.

I am being told that for international flights a Class 3 medical is not now (and maybe never was) good for flights outside the USA and that I should get a Class 2.

My flights are all VFR private flights in my own airplane - can anyone point me at the rule that says Class 3 is no good.

I am aware that some jurisdictions do not have three classes but only 2 (Barbados in the Eastern Caribbean is one - they have never given me an issue) in particular EASA, so if ramp checked in a Dutch or French island (this suggestion is coming from a French island) they will expect to see a Class 2??? That said I was checked in Guadeloupe a couple of years back without any issue. 

So a question for someone with definitive answer am I good for a Class 3 or do I need a Class 2 - I am not a comm. pilot so I think it is good as a PPL medical for two years?

Show Less

Here's what I hope is a bit of misinformation.

I have had an FAA PPL for the past ten years or so. I do not live in the US and fly my own US registered airplane in the Eastern Caribbean.

After the great COVID medical and flight review disaster, I have now found a way to get my medical on one of the islands in the region (easier and safer than visiting the US pre-vaccine).

Now here is the odd thing - I have flown for the past ten years with an FAA Class 3 medical - including some flights down ... more

Here's what I hope is a bit of misinformation.

I have had an FAA PPL for the past ten years or so. I do not live in the US and fly my own US registered airplane in the Eastern Caribbean.

After the great COVID medical and flight review disaster, I have now found a way to get my medical on one of the islands in the region (easier and safer than visiting the US pre-vaccine).

Now here is the odd thing - I have flown for the past ten years with an FAA Class 3 medical - including some flights down from the US.

I am being told that for international flights a Class 3 medical is not now (and maybe never was) good for flights outside the USA and that I should get a Class 2.

My flights are all VFR private flights in my own airplane - can anyone point me at the rule that says Class 3 is no good.

I am aware that some jurisdictions do not have three classes but only 2 (Barbados in the Eastern Caribbean is one - they have never given me an issue) in particular EASA, so if ramp checked in a Dutch or French island (this suggestion is coming from a French island) they will expect to see a Class 2??? That said I was checked in Guadeloupe a couple of years back without any issue. 

So a question for someone with definitive answer am I good for a Class 3 or do I need a Class 2 - I am not a comm. pilot so I think it is good as a PPL medical for two years?

Show Less

Here's what I hope is a bit of misinformation.

I have had an FAA PPL for the past ten years or so. I do not live in the US and fly my own US registered airplane in the Eastern Caribbean.

After the great COVID medical and flight review disaster, I have now found a way to get my medical on one of the islands in the region (easier and safer than visiting the US pre-vaccine).

Now here is the odd thing - I have flown for the past ten years with an FAA Class 3 medical - including some flights down ... more

Slowly making my way through the SFAR - my medical expired April 2020 so I am good with the SFAR extending me to end of June (fingers crossed for a further extension as I am out side the US, we have no CFi, no AME and no A&P on this island and the borders remain closed).

On the flight review - I have done the WINGS courses picked up from FAASafety.org (actually quite fun to do) - so I have 50 hours or so in the past year, so good with the minimum of ten in the previous twelve months and I have the three WINGS credits (I have the certificates).

I was wondering what I do next - do I have to notify the FAA separately of the three credits or do they automatically know through the website? 

Thinking as with the medical, carry the old medical and the section of the SFAR, that I would carry the section of the SFAR relating to flight reviews, my log showing the expiry of the old one in may and the three credits certificates.

The reason I need it is to enable a local engine health flight and, as soon as the borders open up, to take it to Guadeloupe for the annual, due end of July (if the three month periods in the SFAR are not extended I hope I will be able to get to Guadeloupe before the end of the month (22nd June is rumoured to be the date for opening of the border - looking at the NOTAM's I could maybe get in before but taking no chances).

Would appreciate any comments on whether I seem to have anything missing in the documents I intend to carry.

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Slowly making my way through the SFAR - my medical expired April 2020 so I am good with the SFAR extending me to end of June (fingers crossed for a further extension as I am out side the US, we have no CFi, no AME and no A&P on this island and the borders remain closed).

On the flight review - I have done the WINGS courses picked up from FAASafety.org (actually quite fun to do) - so I have 50 hours or so in the past year, so good with the minimum of ten in the previous twelve months and I ... more