It seems to be pretty common for groups to require at least 100 hours total. This usually would not seem to be a requirement of the insurers, albeit regardless of hours insurers will often impose additional terms on the insured for the first ten hours or so on type.
For any one with low hours I think there are two key issues. From the groups point of view, a well run group will be wanting to ensure the low timer has developed a professional approach to his flying. For me, this will mean that he is particularly aware of situations that are probably at or beyond his ability to safely cope. Obviously this is a skill which we each develop at our own rate and can be either well or poorly developed in low timers. From the prospective group member’s point of view the low timer needs to join a group in which he will be well supported with members willing to spend time with him as check pilots to ensure that he is comfortable on type.
What’s the point? Well obviously safety, but also well run groups will want to feel their aircraft will be looked after, not suffering excessive harsh handling or incorrect operating procedures which will prove costly to the group.
A small example. During my PPL training I think I was shown how to lean an engine once - there before and there after all the flying was fully rich. As a group member, when you are all directly paying for the fuel and the new engine, I guess you will not be thanked for such shameful waste!
In consequence it should be a two way process. If the group is not prepared to undertake at least one initial check ride with you prior to joining be suspicious. In turn, if they are critical of your flying take the criticism on board. In particular, if they are prepared to have you as a member, but insist on four, five, or six hours dual, you have probably found a good group who will help you develop your skills on type before letting you lose solo.
Good luck!
[ 28 August 2001: Message edited by: Fuji Abound ]