Hello Mechanics and Pilots.  My name is Al and in 38 years of aviation I have seen a zillion ways to wreck up a perfectly good day.  Thank God so much attention is dedicated to safe flight and preventing accidents to preserve life.  With all of that research I would think I don’t have much to add so I think I would like to share a few stories that would help focus on good practices that simply prevent damage and save money.

Today is a great day to do anything other than need an engine repair or overhaul.  My goodness, please do your best to preserve your engine.  Parts have long lead times and somehow engines that were $35,000 are suddenly $65,000.  I know of two engines this year that did not need repair and somehow very qualified guys managed to make sure they wound up getting that attention.  Their silly actions ate up available parts and took insurance money from the pool.

The first story is of an A&P with many years experience.  Gray hair and the ability to fix just about anything.  He was tasked with fixing a transient Cessna 210 that landed on his field with an alternator failure.  Lots of issues with internal drive alternators can be discussed another day.  The mechanic troubleshot the alternator and like so many airplane problems this one went away and came back.  Oh that is frustrating.  The mechanic thought it was fixed, the owner showed up, it did not work, owner left disappointed, blah, blah, blah.  Ever seen that before? Oh yea, and I’m sure somewhere in all that there was a bunch of concern for all of the time and parts money spent to still have a broken plane.  So the mechanic continued his work and eventually felt good that the root cause of the intermittent charging situation was resolved.  He called the owner and with confidence he touted the skill he had and used to uncover the rare situation.  The owner was unconvinced.  That frustrated the mechanic so he decided to jump in the plane and facetime the owner and run the engine.  Somehow the mechanic with so much experience left the tow bar and tug installed.  Huh, that seems lazy.  No problem.  The prop cleared the tow bar just fine.  I guess he checked that.  He started the engine and proved that the alternator worked.  The owner was still skeptical since it was an intermittent problem and this frustrated the mechanic.  To prove it was finally fixed the mechanic let the engine warm up and then pushed the throttle forward.  Yep.  Hold the brakes, push the throttle forward and guess what is next.  The nose settled and the prop no longer cleared the tow bar.  Poor tow bar.  It did not deserve the beating it took.  I was hired to swap the prop and perform a ferry inspection.

Second story was even better!  It worked out just fine for me because it resulted in an aircraft sale and I made a commission.  However it was just another waste of money and certainly affected our premiums. Some of this story is based on assumptions and heck just simply made up since the story was told to me and I am repeating it.  This is a father and son team.  They had a very expensive high wing Cessna and are both are pilots. Father asked the son to get the 182 out and make it ready to fly.  I guess dad was running behind, in a hurry, or just in a habit of delegating.  We can talk about the dangerous affect of being in a hurry some other day.  So the plane is out, preflighted, and dad is told this.  Dad pulls up to the hangar and knowing that his son handled the chore he jumps in the cockpit from the back where he parked.  Normal start and taxi. Just uneventful.  Normal run up, mag check, etc.  Entered the runway, pushed the power forward and accelerated down the runway.  Upon reaching rotate speed the nose lifted and then it happened.  What an amazing event it must have been.  When the nose lifted the tow bar dug into the runway and tore off the nose gear.  My goodness that must have been one heck of a scary moment!  The pilot confirmed his situation after stabilizing flight by circling the runway to see his nose gear on the ground.  One great landing later the aircraft is determined to be repairable and everyone is safe.  However the 3 bladed prop and engine are now another unnecessary burden on the production system.

I have seen more than a dozen tow bar damage issues so I have a rule I follow and everyone in my shop follows.  Very simply stated “if the tow bar leaves your hand (or control) you disconnect it from the aircraft”.  This is done every time.  Even if it is for just one second.  It does not matter.  With cell phones, busy lives, multitasking, emergency bathroom breaks, or just a beautiful person walking by can make you completely forget about that $50,000 tow bar.

I don’t want to diffuse the importance of taking off the tow bar but there are a couple other practices I use that are related to avoiding this situation along with other problems.  Before operating the airplane the PIC must walk around the plane one last time just before getting in the cockpit even if a full inspection was just completed.  Secondly, before starting the engine I put my hand on the start mechanism, I look out the left window (even though I can not see anything of significance) and say, “no tow bars, chocks, or tiedowns” then I wait 2 seconds thinking, and only then turn the key or push the button.

Save your money for gas or to install another magenta line device for the instrument panel and remove your tow every time it leaves your hand.

Al Morvin

Pilots Ally Aircraft Maintenance

38 years in aviation

By the way this is just a story to help save money.  If you think I am talking about you then look in the mirror and say 3 times “I will always remove the tow bar as soon as I let go of it”.  Other than that I am claiming this is a story of complete fiction and not made to embarrass anyone especially you.

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2019 marked a significant increase in insurance rates due to the hardening market after over a decade of low rates due to all the industry competition. In addition to rate hikes, stricter underwriting guidelines were imposed in many areas. While 2022 showed signs of rate increases starting to plateau, the effects from the Boeing 737 Maxx losses estimated at $3 billion are starting to trickle down into the general aviation segment. In addition, aircraft confiscated in Russia due to war sanctions could cost the industry an estimate of $11 billion only adds to the reinsurer burden.

Not only aviation losses cause insurance rates to increase. Natural disasters like hurricanes, floods, and fires all contribute to the reinsurance rates. Inflation has also become a current factor, affecting parts and labor costs for claims. As a result of increased reinsurance rates, we expect aviation premiums to climb another 15-25% as their treaties are renegotiated.

While the increased rates are the ‘new normal’ compared to just over a decade ago, being proactive can minimize the impact. Be prepared and start early! Upon request, gather all the required information for renewal and return it promptly to your insurance agent. Often, complex policies cannot be quoted through a simple algorithm and may require a stream of communication between the underwriter and agent prior to formalizing a quote.

While rates are increasing across the board, there is still competition amongst the aviation insurance carriers. Working with an agency such as Aviation Insurance Resources (AIR) who is appointed by all the major aviation insurance markets will provide access to all the quotes available on your aviation risk. All the agents at AIR are pilots and specialize solely in aviation related policies. To learn more about your upcoming aviation insurance renewal or purchase call us at 301-682-6200 or request an insurance quote online today!

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I remember my first Cirrus flight like it was yesterday. It was just before I moved to Maryland to work for Aviation Insurance Resources (AIR) in 2010. I was training for my commercial pilot certificate and my CFI managed a fleet of Cirrus SR22s under an aircraft share program. I hopped along for a ride where we had to drop something off at Burke Lakefront, followed by a quick hop over to Put in Bay Island for lunch. The sparkling waters over Lake Erie were the perfect setting for an introduction to Cirrus Aircraft. I was amazed by the aircraft’s smooth handling on the ground, the comfort of the interior design and all the safety features within the avionics. Since that flight over a decade ago I have taken flight in several SR22s, and they remain a favorite of mine to fly and insure.

The first Cirrus hit the market in 1995 turning heads with its luxurious style and groundbreaking airframe parachute system. As with any new aircraft to the industry, insurance rates were steep at the beginning, especially before the introduction of their Cirrus Embark training program and Cirrus Standardized Instructor Pilots (CSIPS). Prices slowly dropped due to more insurance carriers adding the Cirrus to their list of insurable aircraft. The industry is cyclical, and prices have risen about 30% over the past two years due to the recent hardening of the insurance market.

Due to the high-performance nature and advanced avionics of Cirrus Aircraft, aviation insurance underwriters prefer to see pilots that have an instrument rating and several hundred hours total time. However, pilots transitioning to the Cirrus or even student pilots can get insurance. Premiums will be higher the first year, but Cirrus owners will have the benefit of training in the specific aircraft they own, versus spending extra funds renting, then buying.

Flight schools have learned the benefits of having a Cirrus on their fleet as well. I personally insure several Cirrus Training Centers (CTCs) and am happy to see my clients grow as a result of having Cirrus in their fleet. Keep in mind that when adding a Cirrus to your fleet, the aviation insurance underwriters require a CSIP or training center instructor designation for those providing instruction in those aircraft.

Whether you are purchasing or renting a Cirrus Aircraft, or perhaps running a CTC, AIR has the aviation insurance solution for you. To request a quote from one of our pilots/insurance agents call 301-682-6200 or visit CirrusAircraftInsurance.com today!

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This article is reposted in partnership with Yodice Associates. To view their post please click here.

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This article is reposted in partnership with Yodice Associates. To view their post please click here.

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• The weather was poor, and you had an important meeting to make. To play it safe you took an airline home and hire a ferry pilot to reposition your airplane once the weather clears.
• A pilot friend wants to get back into flying and needs to knock some rust off and complete a flight review. The local school is all booked up and you offer your aircraft.
• You are a CFI, and your sibling wants to earn their complex rating. You offer to teach them in your retractable gear aircraft free of charge.

Are you insured for these scenarios? It depends!

Anyone handling the controls of your aircraft must comply with the insurance policy by:

• Meeting the open pilot warranty (if available) or
• Being named on the policy

The open pilot warranty on your policy states the minimum requirements a pilot must meet to fly the aircraft without underwriter permission. It will specify the certificates, ratings, and minimum flight hours the prospective pilot must have. The open pilot warranty is intended for someone who is an occasional user of the aircraft (example: maintenance and reposition flights).

If a pilot does not meet this warranty, is an owner, part-owner, regular user of the aircraft, or is not current to act as PIC according to FAA regulations, they must be specifically named on the policy. To be named, the underwriter will review the pilot’s qualifications and flight history. There may be an additional premium due based on their experience.

If neither of the above requirements are met and there is a claim while that pilot is at the controls, you could risk having that claim denied.

We are assuming you do not let just anyone fly your aircraft, it is likely in the ferry pilot situation that you are hiring an individual with immense experience to reposition the aircraft for you. In most cases, an experienced pilot will qualify under your open pilot warranty. However, sometimes they may miss the required make and model time by a few hours. Often, you can get this one-time flight approved by the underwriter by providing their pilot history at little or no change in premium.

Rusty pilots may meet the hour requirements for the open pilot warranty, but are they current with their flight review and medical? This may be a case where they need to be named on the policy. As for the pilot earning their complex rating, they would not meet the open pilot warranty so they must be named on the policy. Even if they are flying with the owner or receiving dual instruction from a qualified CFI, they still must be named to guarantee coverage. There will likely be an increase in premium to add, to be pro-rated when endorsed. Sometimes underwriters will add for a fully earned fee. Usually, there is no return premium if this pilot is deleted later.

When it doubt, call your insurance agent to see if another pilot can fly your aircraft.  We all love to share the joy of flight with others, but when it comes to important phases of flight, your insurance carrier cares who is handling the controls. AIR is an aviation insurance broker for pilots by pilots. We are here to help you understand your policy and guide you when other pilots may use your aircraft. For more information call 301-682-6200 or visit https://air-pros.com to obtain an aircraft insurance quote today!

The post Who is approved to fly your aircraft? appeared first on Aviation Insurance Resources.

This article is reposted in partnership with Yodice Associates. To view their post please click here.

The legal liability of flight instructors is a legitimate concern that is continually raised. The question comes up because flight instructors are generally aware that they could be sued, not only for something that happens during the flight instruction period, but also something that happens afterward–something that somebody could say was caused by faulty flight instruction given earlier. The good news is that, so far, the threat to the individual flight instructor has been just that—a threat. In general, the actual liability imposed on individual flight instructors has not been significant.As any flight instructor will be quick to tell you, it is not the most financially rewarding profession in the world.  While we have in this country a tort system that many believe is out of control, the plaintiff lawyers who handle death and personal injury cases only go after the “deep pockets.”  They typically handle these cases on a contingent-fee basis–if there is no recovery, the lawyer gets no fee; if there is a recovery, the lawyer gets a percentage as a fee.  The lawyers are not about to take cases in which there is not a promising prospect that they will be well paid for their time and trouble.

Under the law of negligence, the law imposes on each person a duty to exercise “due care” to protect others from unreasonable risk.  In the flight instruction situation, an instructor owes this duty of care to his student and others.  If the instructor fails to exercise due care, the instructor is negligent, and is liable if the negligence causes damage.  An instructor’s FBO or flight school can be, and usually is, held liable for the instructor’s negligence.  There are sometimes defenses, such as the contributory or comparative negligence of the person damaged.

In one case, an instructor and his FBO were held to be negligent when a pre-solo student fell into a propeller while alighting from the training airplane.  In another, a flight school was found to be negligent when a student on a solo flight crashed after failing to discover that the rear stick of his airplane was tied back with a seat belt.  Another case involved a student and his instructor who were killed in a wake turbulence accident.  The instructor and the FBO (and ATC) were found to be negligent because the instructor failed to delay the takeoff to allow the wake turbulence to dissipate.  But the flight instructor and his employer are not always found to be negligent.  An instructor was found not to be negligent when a student crashed after letting his airspeed get too low on approach.  After the instructor tapped the airspeed indicator, the student pushed the stick forward abruptly.  The aircraft crashed before the instructor could recover it.  The court found that the instructor had not been negligent in failing to issue a verbal warning, or in failing to take control sooner.  In another case a flight school was found not to be negligent for the crash of a student on his first solo cross-country flight.  The flight school was sued for allegedly sending the student on cross-country when he wasn’t ready.  The court disagreed, finding that the student had been properly prepared.

Even in these cases where the flight instructor and the FBO/flight school prevailed, you can expect that there were significant defense costs involved, and that the results were not that predictable, especially before a judge or jury unfamiliar with general aviation. [Aircraft insurers offer] insurance coverage at reasonable premiums specifically for the flight instructor.  Some might question the adequacy of the liability limits available at affordable prices, but some is better than none, and they all typically provide for the cost of defense–which could be considerable.

February 2021 editorial comment and update: This article first appeared in the October 2010 issue of PILOT Magazine​.  All the case examples noted in John Yodice’s article involved circumstances where either the CFI was present in the airplane or was actively participating in an on-going course of instruction. What about a situation where a pilot had received past flight training from a flight school and purported deficiencies in training are claimed to have contributed to an accident? It’s often more difficult for a plaintiff to succeed in such an instance because most states simply refuse to recognize a cause of action based on the so-called educational malpractice doctrine.
 
This doctrine basically holds that courts should not be asked to measure the standard of care (see John Yodice’s reference to “due care” in his article) afforded to students by educational institutions and teachers.  Courts have traditionally left quality of education determinations to the domain of public policymakers.  In aviation, this bar has stymied many negligence-based plaintiff’s actions against flight schools, but certainly not all of them. There are several exceptions including a 2013 case where the U.S. District court in Florida ruled that a negligence claim against a simulator-based training provider was not barred due to the educational malpractice doctrine.  The court found that “The public policy considerations that are relied upon to bar traditional educational malpractice claims do not carry over to the flight training setting, at least not on the facts of this case.”  This case involved TBM 700 crash which allegedly occurred due to a loss of control consistent with “torque roll” during a missed approach. The training provider had trained the accident pilot and the plaintiffs alleged that they failed in their “…duty to warn and train regarding a known lethal propensity of an aircraft.” The court further noted “…application of the educational bar in cases such as this amounts to a categorical grant of immunity to all entities engaged in instruction in the operation of dangerous equipment.”  There are other cases where the courts made a distinction between specialized aircraft training and the more traditional educational settings and rejected the bar on educational malpractice, but based on our recent review of cases, such decisions remain the exception, rather than the rule. 

Copyright © Yodice Associates 2010.  All rights reserved.

John Yodice is the Senior Partner of the Law Offices of Yodice Associates, a law firm experienced in aviation legal matters involving DOT, FAA and TSA certification and compliance, corporate governance, aircraft transactions and more. www.yodice.com

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The McGowan Allied team has more than 35 years of experience in the entertainment insurance industry. “Many organizations look to the AM Best rating to affirm an insurance company’s ability and economic wherewithal to resolve its long-term liabilities” said Drew Tewksbury, Director of Marketing at McGowan Allied. “Our recent AM Best upgrade to A+XV affirms our financial strength and ability to keep obligations to our clients.”

T.H.E. will continue to underwrite the Lighter Than Air Insurance Program with minimal changes in staffing and process. Due to the change of structure at McGowan Allied, there are important compliance and notice requirements that will be sent out to all policies under the Lighter Than Air Insurance Program. Policyholders will be issued a state required “Notice of Non-Renewal” of their insurance policy by certified mail. Policyholders have been receiving these notices 90 days in advance of expiration, and Patrick A. Smith, Manager of the LTA Balloon Insurance Program, has been contacting pilots in advance to advise them of the statutory notice. As there have been no major changes to the Lighter Than Air Insurance Program, policyholders will be receiving their direct renewal terms.

“We are fortunate in the balloon community to have a choice where we place our insurance coverage,” said Smith. “Having two underwriters that are rated A+ (Superior) writing the majority of policies in the industry, we can be confident in the stability and future of our sport.”

To obtain a quote or discuss these industry changes with a pilot, please contact program manager Patrick A. Smith at 301-898-2120 or visit Aviation Insurance Resources online at www.Air-Pros.com/LTA.

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As an aircraft owner, you may be asked to add one or more individuals or an entity to your aviation liability insurance policy as an “additional insured.” This is a common practice in aviation and other types of insurance, but it is important that you understand the ramifications before agreeing to it. The following is a general overview, and specific requests or questions should be discussed with your aviation insurance broker, who will review the particular scenario with the underwriter.

“Additional Insured” and Related Terms Explained

“Additional insured” is an insurance term that refers to a person or organization to whom you, as the “named insured,” agree to extend a clearly specified degree of protection under your liability insurance policy.

A related term is “additional named insured,” which is used to indicate a person or entity that you agree will have the same rights and responsibilities under the policy that you have as the named insured.

While the three terms (“named insured,” “additional insured,” and “additional named insured”) sound similar, there are significant differences between them. Consequently, it is important that a person or organization requesting to be an “additional insured” or “additional named insured” under your policy use the correct terminology and that you, the “named insured,” understand the circumstances and what the other party’s rights will be under your policy if your insurance provider agrees to extend the policy as requested.

Common “Additional Insured” Scenarios

There are many situations where you might be asked to add an additional insured to your aviation insurance policy. Some of the more common scenarios in which a person or organization may request “AI status” include:

• An airport owner requires it as a condition of either basing your aircraft at or simply using the airport.
• The owner of a hangar or tiedown area requires it as part of a rental agreement.
• A flight school or flight instructor requests to be an additional insured before providing flight lessons.
• An employee uses their own aircraft for business travel, and their employer requests to be added as an additional insured.

What Is Involved in Adding an Additional Insured?

Adding an additional insured to an aviation insurance policy can be a fairly simple process. All that is required is basic information, including the name and address of the person or entity and the relationship between the named insured and the additional insured, including an explanation of the liability risk the additional insured faces as a result of the relationship.

Once that information has been provided to and accepted by the insurance provider it will usually respond affirmatively to the request in an email, amend the policy (usually by endorsement), and issue a certificate of insurance to indicate that the person or organization can be considered an additional insured immediately.

Additional Insured Requests: Careful Consideration Is Critical

Additional insureds are frequently added to policies. However, as an aircraft owner, you need to carefully consider whether it is necessary to extend your policy’s coverage to others. An aviation insurance policy is a valuable asset. By making another party an additional insured, you are, in effect, sharing part of that asset with them.

A real-world impact of this sharing arrangement—and one of which policyholders may not be aware—is that only one limit is available to the named insured and to the additional insured. Each party does not have a separate policy limit, although the additional insured may often have a lower limit than the named insured, which is part of, and not in addition to, the policy limit. This means that if a claim is paid on behalf of an additional insured, you will have less of the liability limit available from which to pay claims on your behalf than you thought. In addition, any claim covered by your policy—whether made on behalf of you or an additional insured—becomes part of your claims history, which could affect your insurance costs in the future.

It is also important to keep in mind when adding an additional insured that you should not agree to be responsible for liability that rightly belongs to others. In many instances, that party will have their own insurance and should not expect any coverage from your policy.

In addition to your assessment, your insurance provider will consider whether a person or organization’s request to be made an additional insured is reasonable. If the insurer determines that adding the individual or entity is not appropriate, the request could be denied.

Sharing Your Policy Limits Wisely

Aviation, like every industry, has its risks. Ultimately, everyone benefits when stakeholders are protected fully and fairly from those risks. As an aircraft owner, the key is understanding when and why to add additional insureds to your policy.

The post Aviation Insurance and Additional Insureds appeared first on Aviation Insurance Resources.

The saying goes that there are old pilots and bold pilots, but there are no old, bold pilots.

After decades of safe flying, many senior pilots are experiencing premium hikes on their aircraft insurance policies. It is all a part of the current insurance industry trend of rising rates and increased requirements, causing many pilots age 70 and over to consider stepping back from flying. As a commercial pilot myself, breaking this news to my clients as an agent at Aviation Insurance Resources (AIR) is never easy. I realize an incredible role aviation has played in my life and have experienced firsthand the possibility of not being able to fly again. It is a painful decision and not easy to make.

For over 10 years carrier competition kept aviation insurance rates at a record low. Due to the combination of low premiums and increased claim costs, carriers realized their business plans were no longer viable and raised rates a minimum of 20-30% on their entire book of business. To further protect their interests, stricter training and pilot experience requirements were also implemented. Many of my senior pilots have received increases double of what they paid the previous year or received restrictions, such as only flying with another pilot (usually age 80-plus) or must complete annual medicals by an aviation medical examiner and/or annual flight reviews. Some have been unable to obtain terms at all.

Many of my senior clients have been flying since their teens and have never been in an aircraft accident nor filed a claim. Some are Airline Transport Pilot-certified with over 30,000 hours, but still receive increases based solely on one number – their age. In my discussions with the many underwriters we work with, each cite that their decision for the steeper rate hikes on senior pilots is that many result in larger claims, especially when dealing with retractable gear and multi-engine aircraft.

A report by the Aircraft Owners and Pilots Association, “Aging and the General Aviation Pilot,” states that pilots over 60 have been involved in more accidents than that of their younger counterparts. Delayed reaction times and physical health were discussed as possible factors.

I am honest with each of my senior pilots when they call about a new aircraft purchase or inquiring on what they should expect for their renewal. I tell them that they will likely being paying more than they are used to, but there are actions they can take to ensure they are receiving the best available rate and policy:

1.) Be prepared. Get all your information ready for your aviation insurance agent. Your birthdate, medical date, flight review date, ratings, and all applicable hours and training certificates for all pilots on your policy.

2) Start early. For more complicated or larger insurance policies, it is important to provide yourself and your agent plenty of time for renewal. Underwriters may have questions on your policy and could go back and forth with your agent before they offer them – and ultimately you – firm terms.

3) Be flexible. Some insurance carriers will not accept BasicMed for their senior pilots. Maintain a Third-Class Medical Certificate by an Aviation Medical Examiner, if you can. Also consider whether or not you would be willing to only fly dual with a Certified Flight Instructor (CFI) or another pilot.

4) Consider your aircraft needs. Some carriers will not write new business for pilots over the age of 69. Others are not renewing pilots over the age of 75 that fly retractable gear or multi-engine aircraft. Does a single-engine, fixed gear aircraft fit your flying needs? This will result in a better rate and make your insurance risk more attractive to the underwriter.

5) All markets. Work with an aviation insurance specialist who is appointed by all the major aviation insurance markets. While the claims ratio fuels the industry premiums, there is still competition amongst the carriers.

6) Be loyal. If you are currently working with an aircraft insurance agent who you trust and has consistently provided quality service, think twice before shopping around for a policy with another agent, as it could disrupt the market for you.

7) Stay put. If you are a senior pilot with a current insurance policy, do not let it lapse! Your current carrier may no longer offer terms if you come back to renew a policy later. In addition, if you downgrade coverage (hull value or liability limits), you may not be able to increase it again. If your agent has done their work properly, you should currently be receiving the best option for your aircraft.

I agree that age can be just a number, and some of my clients are probably quicker than me behind the yoke, but the industry has changed. My job is to guide my clients through the application and renewal process by being open and honest, which is what I have strived to do. I believe I speak on behalf of all the pilots and agents at Aviation Insurance Resources, when I say that older pilots are some of our favorite clients. The stories and wisdom they have shared with us are priceless! Without them, we would not be the pilots we are today. As with any industry, insurance is cyclical, and we will work hard to keep our clients (old and young alike) abreast of the latest changes.

Aviation Insurance Resources is an aviation insurance broker of pilots for pilots. Each agent at Aviation Insurance Resources brings a unique aviation background to the table and is dedicated to guiding you through this new insurance market. Visit www.air-pros.com or call 301-682-6200.

Editor’s Note: Victoria Neuville is an agent with Aviation Insurance Resources.

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