RussR
En-Route
I (a CFI) have started working with someone on his CFI certificate. We are both members of the same club and have started in the club airplanes. However, this club does NOT have a complex aircraft. We have a few options:
1. He can instead go to a nearby flight school to work on this. Their aircraft are very new, very nice, and very expensive. I, however, have tried to get on their list of "authorized instructors", but have been unsuccessful - they want to limit it to their own, full time CFIs. He doesn't want to go this route because 1) it's very expensive, and 2) he wants me as his CFI.
2. Our club has in the past arranged with a flight school about an hour flight away to use their RG, bringing it back here. They would charge a block rate and we can get the airplane for, say a week. Obviously this adds complexity of scheduling and transportation but the rental rate is reasonable. Plus there'd probably be a "checkout" required for me.
3. I have another student who owns an RG aircraft. He is a student pilot, and as his CFI, I am named on his insurance (as a named pilot, not a named insured). The CFI candidate does NOT meet the "open pilot" requirements on the insurance (750 total, 250 retract, 25 make/model). The owner has no problems with us using his airplane, for some kind of fair price.
What are some pitfalls of option #3, especially regarding insurance for the owner? During CFI training, there would be no particular need for the "renter" to fly the plane solo, so I would be with him and the owner is covered when I'm in the airplane. However, during the checkride I would not be in the airplane. The examiner or FSDO inspector would likely meet the open pilot requirements, except possibly the 25 make/model.
Other questions:
- What would generally be the agreement if something breaks while we are flying the owner's airplane? I suppose that depends if it was actually caused by the "renter" or not - a failed vacuum pump would be different than a hard landing resulting in damage.
- How do you figure a fair "rental rate"? I assume the best method would be a dry tach rate (since he doesn't have a Hobbs). Any ballpark way to calculate this? The owner is really open to suggestions, and will pretty much take my word on whatever I think a fair rate is (since I'm just the intermediary here and they're both trainees of mine, I'm pretty impartial).
- Anything else I need to consider?
Just looking for some discussion on these points. Thanks!
1. He can instead go to a nearby flight school to work on this. Their aircraft are very new, very nice, and very expensive. I, however, have tried to get on their list of "authorized instructors", but have been unsuccessful - they want to limit it to their own, full time CFIs. He doesn't want to go this route because 1) it's very expensive, and 2) he wants me as his CFI.
2. Our club has in the past arranged with a flight school about an hour flight away to use their RG, bringing it back here. They would charge a block rate and we can get the airplane for, say a week. Obviously this adds complexity of scheduling and transportation but the rental rate is reasonable. Plus there'd probably be a "checkout" required for me.
3. I have another student who owns an RG aircraft. He is a student pilot, and as his CFI, I am named on his insurance (as a named pilot, not a named insured). The CFI candidate does NOT meet the "open pilot" requirements on the insurance (750 total, 250 retract, 25 make/model). The owner has no problems with us using his airplane, for some kind of fair price.
What are some pitfalls of option #3, especially regarding insurance for the owner? During CFI training, there would be no particular need for the "renter" to fly the plane solo, so I would be with him and the owner is covered when I'm in the airplane. However, during the checkride I would not be in the airplane. The examiner or FSDO inspector would likely meet the open pilot requirements, except possibly the 25 make/model.
Other questions:
- What would generally be the agreement if something breaks while we are flying the owner's airplane? I suppose that depends if it was actually caused by the "renter" or not - a failed vacuum pump would be different than a hard landing resulting in damage.
- How do you figure a fair "rental rate"? I assume the best method would be a dry tach rate (since he doesn't have a Hobbs). Any ballpark way to calculate this? The owner is really open to suggestions, and will pretty much take my word on whatever I think a fair rate is (since I'm just the intermediary here and they're both trainees of mine, I'm pretty impartial).
- Anything else I need to consider?
Just looking for some discussion on these points. Thanks!
