Your obvious disdain doesn't motivate me to answer a question which assumes facts not in evidence.Could you please share some of these special diffrences that only a AYA card carrying member would know?
If that Fletchair repair quote can be confirmed (call 800-FA-WINGS), and the wing leak is the only thing stopping you, I'd say go for it, take it to Fletchair, and have them fix it. You might even suggest that you'll pay $13,500 plus Fletchair's bill if Fletchair does the repair and a pre-purchase inspection at the same time and nothing else is found.
Many of them are. But not the ones we're talking about.Maybe the FAA should require Grumman's to be type rated?
Careful now - sarcasm is lost on someYes, when given a choice I always seek out a flight instructor with less, or better yet no time in type. I definitely don't want one who has owned one like this, or participated in safety and maintenance seminars with others, and studied type-specific accident reports. If he's spent years exploring the flight envelope of this type he might do something extreme like demonstrating it to me or asking me to learn it. By golly, I want somebody who can tell me everything I need to know about my newly-purchased airplane just by looking at it. Otherwise, how will he show me how skilled and brilliant he is? What is so unique or dangerous about my new airplane that he'd need to read the POH, even?
Then after nothing goes wrong on our comprehensive twenty-minute checkout flight, I can spend the rest of my flying career reinventing the wheel on my own!
Sigh
It's not some exotic fire breathin dragon, just find a CFI who isn't wet behind the ears, ideally has some time in something more than a 172s and PA28s.
No need for a Grumman "guru".
For insurance
AVEMCO
https://www.avemco.com/secure/owned-aircraft-insurance.aspx
Air Power
http://www.airpowerinsurance.com
So an Instructor who is not a member of, or has been blessed by, a type club, but has experience with a particular model aircraft shouldn't be giving dual in one?
The type clubs are the obvious solution., since many active CFIs with significant type knowledge and experience (including ownership experience which is what you are really looking for) are members of that type club. Type clubs are one of the few social functions of GA and a large reason of why some people choose a certain type, so they can belong.
I certainly never said that, and I don't think anyone else did, either. All I said is that if you go to a type club program instructor, you know you're getting someone who really knows the type. Other than that, you have to do a bit more research to find out whether they really know the plane or not.So an Instructor who is not a member of, or has been blessed by, a type club, but has experience with a particular model aircraft shouldn't be giving dual in one?
For starters, too often, land it without bending it, which is why so many insurers want an approved checkout, 15 hours PIC in type, or a lot more money for the first year's premium. Beyond that, it would take me a couple of hours to go over all the various operational and care/feeding issues that a new-to-Grummans pilot gets from the AYA PFP.
I'm not going to answer it because it assumes facts not in evidence.
That's not even 5% of what we teach in the AYA PFP. But it's a start.After putting quite a few hours on the Grumman, there are no special little secrets, no bad habits where the plane will just fall out of the sky if you don't know some Grumman trick.
Here ya go, no membership required.
Hold the nose off, you should be able to do touch and goes without it ever touching.
Pretend there is a ratchet on the yoke, once you pull it back you cant put it back forward, some idiots complain of PIO in grummans, ain't a PIO problem it's a POS fundamentals of flying problem
Spend 5min playing around taxing with the castoring nose wheel, not rocket science, don't ride the brakes (duh)
When you fuel, angle the nozzle toward the fuselage, otherwise due to the path of the fuel it will spray back at ya, fuel slow.
Don't grab the dash or glass when gettin in, flip the seat up and put your foot there to avoid getting dirt on the seat.
Reset the flap switch after they retract all the way up.
Unless you are a Student Pilot requiring a 61.87 solo sign-off or need a 61.31 additional training endorsement (none of which are applicable to a Grumman light single), there is no FAA requirement for training in a new make/model for which you are already rated. So, you could learn from the non-CFI seller anything you want to know about the plane, although it could not be logged as training (flight or ground), which could have insurance implications.
Your knowledge is incomplete. But they decided against it. Talk to someone who worked in AFS-810 about 10 years ago if you need details.To the best of my knowledge the FAA has never raised the issue of specific type training for any certified single engine airplane.
Ummm...you are familiar with the SFAR's on Robbie helos and MU-2's, right? Those do require specific type training from specifically qualified instructors, even if they're not light singles.Kinda defeats the purpose of certification.
If you know of this happening with an AYA PFP Instructor in a Grumman, I'd sure like to hear the details. As the AYA's Safety Director for the last 17 years, I've never heard of anything like that occurring with one of our PFPI's.
Is that your way of saying you were not aware that it was considered?More accurately your knowledge on the subject is a bit twisted.
Nevertheless, category/class certification was determined to be insufficient for those two aircraft.
Agreed, but the insurance companies have the statistics to show people without type training still bust them up too often in their first 15 hours in type.
Perhaps. But I suspect that if you check the accident statistics, you'll find that those who complete one of the type club training programs with a type club designated instructor have a significantly lower accident rate in their first year flying the plane than those who do not. And the insurance companies definitely seem to think that's true -- and they're the ones who are putting their money on the line.
That's good, but finding an instructor with experience and expertise on the type is better.
I agree, but those with their money in the game (and that's neither me nor R&W) do seem to think it's a better choice even if it's not required by the FAA.
You can say that, but it wouldn't be true. And it was discussed publicly.
If the FAA didn't mandate the SFAR, how did it get to be part of the Code of Federal Regulations?
No links, just information from brokers and underwriters. Ask one yourself if you want the source information rather than "I read it on the internet".
. The manufacturers requested the FAA implement the SFAR to a training level above the minimums of what the 14 CFR's mandated. An "equivalent of safety" has been met therefore the requested increasing of the training requirements only enhances safety, not detracts. This was done through the AEG level of the FAA.You'd just say you wouldn't believe me unless the Administrator's signature was on it. Just do the research yourself so you can't argue with me about the veracity of the source.Kinda like "I heard it when I was at HQ".......
Let's just say, from my experience in the Agency, I find a lot of your "insider FAA" stuff nonsense.
Good. And make sure your agreement includes a prepurchase inspection by Fletchair at your expense while it's there (it's essentially your purchase insurance policy), but any airworthiness discrepancies they find which were not previously disclosed by the seller to be covered by the seller.
Not squirrely, just different.
We do, in the first 15 hours in type with no type training.
To save the new Grumman pilot money and agony. And there are a load of other ownership issues facing the new owner/pilot besides learning how to land the plane. The list James331 gave above just scratches the surface.
I know.
