Author Archives: skysmith

Virtual AirVenture

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Get ready for a Virtual AirVenture!

Look for my online webinars Tuesday, July 21, 2020  at 12:00 PM – 1:15 PM CDT and Saturday, July 25, 2020 3:00 PM – 4:15 PM

More details below.

EAA SPIRIT OF AVIATION WEEK SCHEDULE HIGHLIGHTS ENTIRE SPECTRUM OF FLIGHT

July 21-25 lineup includes top aviators, dozens of forums, ‘best of’ moments

EAA AVIATION CENTER, OSHKOSH, Wisconsin — (July 7, 2020) — Highlights from across the world of flight will entertain and educate aviation enthusiasts on July 21-25 as part of the extensive schedule for EAA’s Spirit of Aviation Week. That initial schedule was unveiled today as part of the free online experience hosted by the Experimental Aircraft Association.

With already more than 170 scheduled events, the five-day online aviation fest includes streamed and on-demand content, encompassing nearly every facet of aviation, with a focus on educational, informational, and entertaining moments. EAA’s special interest groups will also be heavily involved, bringing highlights that include homebuilts, warbirds, vintage, aerobatics, ultralights, and much more at EAATogether.org.

“The support and participation from across the entire aviation community, including NASA and the U.S. Air Force, has allowed us to create a schedule that truly reaches across the entirety of flying highlights,” said Jack Pelton, EAA CEO and Chairman of the Board. “The content throughout the week is more than something to watch – it is a week where everyone can truly be engaged as an active participant.”

Among the features scheduled throughout the week are:

  • Discussions and content covering homebuilts, vintage aircraft, warbirds, ultralights, chapters, learning to fly, hangar flying, air shows, military aviation, spaceflight, and more
  • Forums across multiple channels ranging from how-to content and learning to fly to aviation history and technical insights
  • Multiple live workshops each day on aircraft building and restoration skills
  • Pilot proficiency content for FAA WINGS credit
  • Interviews with aviation personalities, plus favorite EAA archive material – some of which has never been seen publicly

“While nothing can replace the in-person Oshkosh experience, Spirit of Aviation Week brings multiple channels of highlights throughout each of the five days,” Pelton said. “In that way, it is like being on the AirVenture grounds, where every turn brings a new possibility to discover and engage in everything about aviation. Wherever you are during Spirit of Aviation Week, this experience reminds us that we are indeed #EAATogether.”

More activities will be added in the coming days, so check back for additional highlights to come.

About EAA

The Experimental Aircraft Association (EAA) is based in Oshkosh, Wisconsin, and embodies The Spirit of Aviation through the world’s most engaged community of aviation enthusiasts. EAA’s 240,000 members and 900 local chapters enjoy the fun and camaraderie of sharing their passion for flying, building and restoring recreational aircraft. For more information on EAA and its programs, call 800-JOIN-EAA (800-564-6322) or go to www.eaa.org. For continual news updates, connect with www.twitter.com/EAA.

Factory Approved School for Liability Only?

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Factory Approved School still required for Liability Only?

While discussing liability only insurance on a pressurized aircraft the question was,  “All I want to buy is liability insurance for my new aircraft. But the underwriter still requires that I attend a Factory Approved School. What gives?”

Typically, when you own or buy certain aircraft the aviation insurance underwriters require you to have Factory Approved School. Either initial  ground and flight or recurrent. This school requirement usually needs to take place within twelve months from the flight.  So, if you are looking at a pressurized or cabin class aircraft you will be required to attend Factory Approved School.

Why they still require school?

Just buying liability insurance doesn’t eliminate the insurance companies’ responsibility. Remember that buying insurance of any kind is a part of risk management. Liability in its pure definition is an “unlimited exposure” to the pilot.  If the buyer does not feel comfortable in self-insuring the risk (the chance that they may be responsible for hundreds of thousands or millions of dollars in the event of an accident) they need to transfer that risk to someone else (the insurance company).  But when you transfer the risk, you also transfer control to the underwriting.  The underwriters can require or mandate that the insured participate in training or get additional dual or even fly solo for a certain number of hours.

The majority of the claims are for damage to the aircraft itself (the hull). Many buyers feel that by not buying physical damage (hull) protection for the aircraft hull they can alleviate the training requirements.  But that is not true.  The insurance company may still be on the hook for paying a claim if you crash or damage the aircraft.  While they may not be responsible for damage to your aircraft, they are still responsible for paying claims related to the bodily injury and property damage to third parties.  That “liability coverage” is usually a larger payout for the insurance company than the hull coverage (although, not as often).   And since the insured is still the pilot, the insurance company still wants them to be qualified and competent in the aircraft.

You wouldn’t want a lawyer or surgeon to work on your behalf and not maintain their currency or training, would you?  A pilot should have the same attitude.  How many aircraft owners would want to fly in an airline crewed by pilots that only get training once every few years? Professional pilots are usually required to get training on a regular basis (some as often as every six months) and they fly more hours than the average general aviation pilot.

The insurance companies look at the statistics and the numbers on the bottom line, if training helps reduce claims and helps save money in a particular model or style of aircraft, they’ll require it.  And there is always the option of not getting the training and being self-insured.  Very few states require the owner of an aircraft to buy insurance coverage.

Factory Approved School

Pressurized Aircraft as a low time pilot

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Pressurized Aircraft as a low time pilot.

Pressurized

 

Recently, I was asked about buying a Pressurized aircraft. Of course, this was from a low time pilot looking for a good cross-country aircraft. Currently some older pressurized aircraft have cheap or low prices.  Let me say right up front, they are cheap for a reason. I am not saying a pressurized aircraft is not a great deal.  It is just that they come with their own set of issues. These issue can make owning one more expensive than a non-pressurized aircraft.

I was asked the following question.   “At this point, I am a low time, private pilot.  I realize I probably have a long way to go before I will be able to get insurance in the pressurized Skymaster with me as a pilot.  But I do want to get to the point where I can fly it and have insurance.  I thought with your unique history of being familiar with the Skymaster and dealing in aviation insurance, you might give me some guidance on the best way to get to a position of flying the Skymaster and getting insurance.  I have around 75 (logged) hours of flight time.

What is the safest and most economical strategy for me to get insurance in a Pressurized Skymaster?  Would it be beneficial for me to begin conducting dual instruction in the Skymaster? Could I complete all my instrument training, multi-engine training and type training in our actual airplane?  What about completing at least 50 hours of dual instruction before acting as pilot in command. Can they  limit the pilot in command activities to those required to complete the ratings and check-rides.

Even though this is a lot of dual, it is still safer and more economical for me than renting to build time and ratings.

Is such a scenario even possible? 

If so, approximately what would it cost in premiums?  If this is not practical, my second alternative would be to buy an older normally aspirated Skymaster (mid 60’s model) in the $50,000 range and follow the same path.  Would this work?

Finally, if neither of these scenarios is possible, then what would you suggest to get  me from here to there with the least amount of time and expense?”

So, let me clarify that the FAA requirements and the insurance requirements are not the same.  You can get your multi engine rating with the 75 hours and be licensed to fly the Skymaster (pressurized or normal) without meeting any of the insurance “minimums’.  That said, most people don’t want to do that.

Additionally, you can buy liability insurance and hull protection, or you can buy liability only.  Liability only would probably be the minimum that you would want.  This would provide coverage for property damage and bodily injury that you are found liable for.  But, don’t get the impression that just because it is liability only, you will be able to get the coverage with less requirements.  If the underwriters do not want to provide coverage because of your low hours or lack of ratings, it won’t matter if it is liability only or full coverage.  You will still be a risk to them and they will still decline to quote or add a lot of requirements.

That said, you could probably get insurance coverage in a non-pressurized $50,000 Skymaster if you had about 250 hours total time, an instrument rating and about 25 hours of retractable gear time.  Of course, it would probably cost you about $5,000+ a year in insurance premiums.

The next step is to shoot for about 500 hours of logged time, an instrument rating and about 50 hours of retractable gear time (oh, and a multi rating).  You could probably get coverage in the Pressurized Skymaster with those minimums.  You will still pay a decent premium and still be required to attend school and receive dual (probably 15 – 25 hours at least).  Only a couple companies will provide coverage in that situation.  Which is also a minor problem. This first year will be the most difficult.  Expect high premiums, very little competition for your business and lots of dual.

In reference to getting the multi engine rating, I’d look into getting a conventional twin engine rating instead of just the Skymaster rating.  A regular multi engine rating is good for ANY twins (Skymaster included). But a multi engine rating limited to the Skymaster (center-line thrust twins) is just that, limited to the Skymaster.  The conventional multi rating has more potential and flexibility and the experience is well worth it.

This doesn’t mean you ever have to fly a conventional twin again, but at least you would be familiar with the behavior of a regular twin.  If you can get the conventional multi rating there would be a better chance to rent a twin for a number of hours.  Skymaster’s are all but impossible to rent.  Of course, it’s the normal aviation recommendation, the more hours the better.  More hours will only make the insurance buying experience easier

I would assume that the current insurance carrier will not cover the aircraft during any of the flights you make, if you are logging dual.  There are clauses in all insurance policies that prohibit giving dual to pilots that are not listed on the policy for that purpose.  Many people have tried to put their instructor on the policy (but not them) and then get the dual, the policy will be voided if there is a claim, so read the pilot requirements carefully.

Your ideas are probably the hardest option, you could try and be named pilot on the policy to receive dual only for some length of time.  Maybe until you reach 150 hours total and become instrument rated…ask your agent if they can do that.  If not, contact me and we can try and help you.  And your proposal of dual is probably on the average to low end.  At your total time, they would (if they agreed) require lots of dual and formal school.

Also, I am not saying pressurized aircraft are not a good investment.  Its just be prepared for the increased maintenance because of the things necessary to keep the cabin pressurized.  Just a few things extra expenses to think about. Additionally, almost all pressurized aircraft will require annual school by the insurance company. Does not matter if it’s a Pressurized Skymaster of a Cessna 421. So, figure that extra cost in your annual expenses.