Overly restrictive business flying requirements.

(Nathan Young) wrote in
om:

Be happy you work for a govt institution. Every major company I've
come across is terrified of self-piloted GA (can you say liability),
and won't allow travel in that manner period.

When I worked for IBM, the reimbursement policy was the greater of
airline coach fare or existing automobile mileage allowance plus tiedown
and landing fees. In either case, I could never even recoup fuel costs but
there were several meetings that I made and those that flew air carrier
couldn't.

--
John Godwin
Silicon Rallye Inc.

(remove SPAMNOT from email address)

"John Godwin" wrote in message
. 3.44...
(Nathan Young) wrote in
om:

Be happy you work for a govt institution. Every major company I've
come across is terrified of self-piloted GA (can you say liability),
and won't allow travel in that manner period.

When I worked for IBM, the reimbursement policy was the greater of
airline coach fare or existing automobile mileage allowance plus tiedown
and landing fees. In either case, I could never even recoup fuel costs
but
there were several meetings that I made and those that flew air carrier
couldn't.

What was IBM paying for the exec's Lear and Gulfstream expenses?

"Tom S." wrote in
:

What was IBM paying for the exec's Lear and Gulfstream expenses?


I'm not sure since the execs didn't own those particular aircraft. I don't
believe they got any operating reimbursements for flights taken in company
aircraft.

--
John Godwin
Silicon Rallye Inc.

(remove SPAMNOT from email address)

My employer's medical insurance policy states
"This policy does not cover loss caused by or
resulting from, nor is any premium charged for
expenses arising from riding in any aircraft
other than as a fare-paying passenger on a
regularly scheduled flight of an aircraft
licensed for the transportation of passengers."

But, if I were in a commercial airline crash,
they would probably still deny the claim
since the airline is responsible for any
medical bills anyhow.

Insurance companies can always make the argument
that any medical
bills are your own fault since many conditions
are preventable to some degree.

Ted

Wily Wapiti wrote:

Hello.
I thought I'd bounce these off the group and see what people
think. These are the UniRegs at the University of Wyoming for flying
your own or rented plane on University business. I feel, as a
low-time private pilot that they are overly restrictive, but I thought
I'd see what the sage pelicans here thought.

WW

UniReg 177-12d:

(d) When approved in advance by the President, or designee, travel by
privately owned, rented, trade-out, or loaned aircraft may be
authorized, subject to the following requirements:

1) When a University employee wishes to utilize a privately owned,
rented, trade-out, or loaned aircraft for official University travel
(either with or without passengers), the pilot must, as a minimum
requirement:

i. Possess a current private pilot license issued in accordance with
Federal Aviation Administration regulations (FAR's), appropriate to
the craft to be flown, and must be in compliance with the currency
requirements of said FAR's with respect to flight time, biennial
flight review, and other requirements as appropriate to the ratings
held;

ii. Have logged a minimum of 500 hours of total flight time;

iii. Have an instrument rating, issued in accordance with the FAR's,
and must be current for flight in instrument conditions, as defined by
the FAR's;

iv. For night or actual instrument conditions, have logged a minimum
of 100 hours of instrument time, either actual or simulated; and

v. Not withstanding the requirements in paragraph iv.), no
authorization will be granted for single engine aircraft night or
actual instrument conditions.

2) Whenever travel is approved under this policy, the employee shall
verify to the approving University officer that the pilot possesses a
medical certificate issued by a FAA designated medical examiner and a
biennial flight review within the preceding 2 years. The pilot will
show proof of instrument currency, as defined by current FAR's (See,
for example, FAR 61.57).

3) Employees wishing to use personally owned aircraft for travel on
official business must obtain liability insurance coverage in an
amount not less than $1,000,000 per occurrence, and must include the
University of Wyoming as an "Additional Insured" on such policy. A
copy of an endorsement to the employee's policy reflecting the above
coverage, and a certificate of insurance issued to the University
shall be filed with the University's Risk Management Office and, by
reference, included on all purchase orders (Note: agent binder letters
are not acceptable).

4) Employees wishing to use leased, rented, borrowed, trade-out, or
other non-owned aircraft for official University travel must obtain
liability insurance coverage as described in paragraph 3) above, must
name the University as an "Additional Insured" on such policy, must
obtain adequate hull damage insurance to cover any possible loss of
the aircraft, and must provide documentation of such coverage as
required above.

"Ted Huffmire" wrote in message ...
My employer's medical insurance policy states
"This policy does not cover loss caused by or
resulting from, nor is any premium charged for
expenses arising from riding in any aircraft
other than as a fare-paying passenger on a
regularly scheduled flight of an aircraft
licensed for the transportation of passengers."

This is common. But it's immaterial to the issue. If you
were to injure yourself flying on company business, you
could sue and would probably prevail for medical expense
reimbursement. It happens all the time with car accidents.

Insurance companies can always make the argument
that any medical
bills are your own fault since many conditions
are preventable to some degree.

Just because an insurance company won't pay, doesn't
mean your employer can't be held liable.

Wily,

That's acutally a pretty reasonable policy, especially for country as
difficult as Wyoming. The total time requirement is half what it is
for some other companies I've looked at, and the insurance is doable.
The only question I have is that prohibiting single engine actual IFR
tends to work in reverse, causing pilots to scud run rather than make
a perfectly safe IFR flight. That policy has lead to the loss of
several CAF airplanes and pilots.

Given that universities have had some pretty horrendous losses with
employees flying on business, I'm a little surprised the policy you
quoted is as resonable as it is. I keep thinking of the UCLA employee
who was flying his airplane on business in the early '80s. He was
VFR, not talking to anyone and flew into what is now called Class D
airspace and had a midair with a military Boeing 717 (KC-135), killing
everyone in both airplanes. The university employee was at fault and,
as I recall, the university paid pretty heavily in the ensuing suits.

General aviation has a lousy accident rate when the airplanes are not
flown by professional pilots, and it also suffers from a poor public
perception of safety, so a lot of businesses don't allow personal
flying. I suspect someone at the University of Wyoming was very
determined to fly his own airplane and pushed very hard for the policy
you quoted.

All the best,
Rick

(Wily Wapiti) wrote in message . com...
Hello.
I thought I'd bounce these off the group and see what people
think. These are the UniRegs at the University of Wyoming for flying
your own or rented plane on University business. I feel, as a
low-time private pilot that they are overly restrictive, but I thought
I'd see what the sage pelicans here thought.

WW

UniReg 177-12d:

(d) When approved in advance by the President, or designee, travel by
privately owned, rented, trade-out, or loaned aircraft may be
authorized, subject to the following requirements:

1) When a University employee wishes to utilize a privately owned,
rented, trade-out, or loaned aircraft for official University travel
(either with or without passengers), the pilot must, as a minimum
requirement:

i. Possess a current private pilot license issued in accordance with
Federal Aviation Administration regulations (FAR's), appropriate to
the craft to be flown, and must be in compliance with the currency
requirements of said FAR's with respect to flight time, biennial
flight review, and other requirements as appropriate to the ratings
held;

ii. Have logged a minimum of 500 hours of total flight time;

iii. Have an instrument rating, issued in accordance with the FAR's,
and must be current for flight in instrument conditions, as defined by
the FAR's;

iv. For night or actual instrument conditions, have logged a minimum
of 100 hours of instrument time, either actual or simulated; and

v. Not withstanding the requirements in paragraph iv.), no
authorization will be granted for single engine aircraft night or
actual instrument conditions.

2) Whenever travel is approved under this policy, the employee shall
verify to the approving University officer that the pilot possesses a
medical certificate issued by a FAA designated medical examiner and a
biennial flight review within the preceding 2 years. The pilot will
show proof of instrument currency, as defined by current FAR's (See,
for example, FAR 61.57).

3) Employees wishing to use personally owned aircraft for travel on
official business must obtain liability insurance coverage in an
amount not less than $1,000,000 per occurrence, and must include the
University of Wyoming as an "Additional Insured" on such policy. A
copy of an endorsement to the employee's policy reflecting the above
coverage, and a certificate of insurance issued to the University
shall be filed with the University's Risk Management Office and, by
reference, included on all purchase orders (Note: agent binder letters
are not acceptable).

4) Employees wishing to use leased, rented, borrowed, trade-out, or
other non-owned aircraft for official University travel must obtain
liability insurance coverage as described in paragraph 3) above, must
name the University as an "Additional Insured" on such policy, must
obtain adequate hull damage insurance to cover any possible loss of
the aircraft, and must provide documentation of such coverage as
required above.

I agree with Rick, and others here, that is a most reasonable policy.
I do work for Toyota and GM, and you can't fly on GA, or chartered
aircraft. Only scheduled airline flights. I'm not sure if that will
change when when/if they decided to build GA aircraft.

Again the only real level of freedom is your own busines. With risk
comes reward.

"RevDMV" wrote in message
m...
I agree with Rick, and others here, that is a most reasonable policy.
I do work for Toyota and GM, and you can't fly on GA, or chartered
aircraft. Only scheduled airline flights.

What do their executives fly on?

I'm not sure if that will
change when when/if they decided to build GA aircraft.

The big difference is "COST". They'll gladly spend $5 a mile for an
executive, but want to reimburse 30 cents for other peons.

"Tom S." wrote in message news:Bew1b.68

The big difference is "COST". They'll gladly spend $5 a mile for an
executive, but want to reimburse 30 cents for other peons.



When your time is worth $3000/hour on their books, they might talk to you
about a G-V charter.

JG

"Tom S." wrote in message
...

"RevDMV" wrote in message
m...
I agree with Rick, and others here, that is a most reasonable policy.
I do work for Toyota and GM, and you can't fly on GA, or chartered
aircraft. Only scheduled airline flights.

What do their executives fly on?

I'm not sure if that will
change when when/if they decided to build GA aircraft.

The big difference is "COST". They'll gladly spend $5 a mile for an
executive, but want to reimburse 30 cents for other peons.


That is because a jet makes economic sense when you are sending several
people who collectively cost $5000/hr and a corporate jet has about the same
risk as commercial air travel. Neither apply to having a lower wage,
private pilot employee fly himself.

A business exists to make money for its owners, not to accommadate the
hobbies and passions of its employees.

Mike
MU-2