Category Archives: aircraft ownership

AMATEUR-BUILT FATAL ACCIDENT TOTAL DROPS AGAIN

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EXPERIMENTAL, AMATEUR-BUILT FATAL ACCIDENT TOTAL DROPS AGAIN, BELOW FAA NOT-TO-EXCEED GOAL

Fatal accident – Continues decade-long improvement in safety

EAA AVIATION CENTER, OSHKOSH, Wisconsin — (November 17, 2020) — Safety totals for experimental amateur-built aircraft continued the decade-long improvement trend in 2020, as fatal accident totals finished below the Federal Aviation Administration not-to-exceed number for the 12 months ending September 30, 2020.

Over the 12-month period from October 1, 2019, through September 30, 2020, which mirrors that federal government fiscal year, total fatal accidents in experimental aircraft dropped more than 15 percent from the previous year, to 44 total fatal accidents including 32 in amateur-built aircraft – an 18 percent drop. The 44 fatal accidents were eight percent below the FAA’s not-to-exceed number of 48 for Fiscal Year 2020.

“This is outstanding news as far as the continuing trend of lower accident totals in experimental category and amateur-built aircraft, especially as total flight hours increased over the past 12 months,” said Sean Elliott, EAA’s vice president of advocacy and safety. “The FAA continues to challenge our community by lowering the not-to-exceed number each year and we have met that challenge over the past decade, as we have seen fatal accident totals drop by nearly 40 percent for both experimental and amateur-built aircraft over the past decade.”

As a comparison, experimental category fatal accidents totaled 73 for the yearlong period ending on September 30, 2011, with 51 of those in amateur-built aircraft. Along with the amateur-built subcategory, the FAA’s experimental category includes other aircraft groups such as experimental/exhibition, experimental/light-sport aircraft, and research-and-development aircraft, among others.

The drop in experimental category accidents mirrors and, in some cases, exceeds the decline in overall general aviation fatal accidents over the past decade. Elliott noted that the overall fatal accident numbers for experimental category aircraft remain much lower than other recreational pursuits, such as boating and driving all-terrain vehicles.

EAA has worked closely with the FAA and NTSB on recommendations to reduce fatal accidents, including through participation in the FAA General Aviation Joint Steering Committee. Efforts have also included thousands of copies of the EAA Flight Test Manual now in the hands of amateur-built aircraft owners and the increasing use of an additional safety pilot during initial flight testing in amateur-built aircraft. Other safety initiatives ranging from regular safety webinars and the annual Founders Innovations Prize have also put the spotlight on safety for experimental category aircraft.

“While we are seeing already very small numbers, the continual emphasis on safety for all of us can never be overstated,” Elliott said. “This is a trend that must continue as we pursue ever-higher levels of safety. We must focus on training, safety enhancements, and good pilot skills to complement the ever-improving technology in today’s aircraft cockpits.”

Beech Skipper?

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What do you think of the Beech Skipper?

Beech Skipper

From a reader – “I am not a pilot yet. Not even a student pilot. I want to start flying lessons sometime later this year.  I am thinking about buying a plane and then receive instructions in it.  After some research, I am inclined towards buying a Beech Skipper.  The plane was only produced from 1979 -1981. What do you think of the Skipper?”

Buying is good.

Well to start, buying an aircraft to learn in, is a great way to go… if you know you like the aircraft before you buy it. The Beech Skipper is a nice trainer, and a comfortable run around aircraft.  While it might not be a great cross-country traveler, it can be used for that if you have the time.  It look’s like only about 350 of the aircraft were built, so production and finding a good one might be an issue.

Fly more than one.

First, I would make sure you fly in a number of different aircraft before you settle on the Skipper.  Many new pilots buy an aircraft and after the first few hours realize they really would rather have a different model.  I would start my lessons and get hours in a few of the different aircraft available.  Cessna, Piper, Beech and many others all have advantages or disadvantages.

Insurance?

From the insurance angle, buying your own aircraft and buying insurance is not a problem if you stay away from complicated (complex), high performance or very expensive aircraft.  The underwriters do not want to put student pilots in aircraft that will increase their chances for claims.

Typically, insurance rates will be about the same for the similar models of trainers.  I would guesstimate that a zero hour, student pilot could insure a trainer for under $1,200.  That number is based on a $20,000 hull value, two seats, fixed, tri-gear, and all metal trainer.  A Cessna 150 would probably be a little less than the Skipper, mainly because of the numbers of aircraft that the underwriters have experience with.

Premium Increases

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Premium Increases, still?

If you have been following the aviation insurance market (or received your recent aircraft insurance renewal) you probably noticed premium increases. We have been telling people 30 to 300 percent. That might sound steep, but we have seen some very big increases.

But don’t take it personal. It is an “across the board” increase.  Even the Cessna 172’s and Cherokees are going up, just not as much as the experimental or retractable gear aircraft.

Premium Increases

Reasons? I have heard everything from, repair parts availability, losses, hurricanes, fires, tornados, Boeing, age of pilots, the cost of automation, reinsurance and more.  The list can go on depending on who you talk to.  But the result is the same: premiums are going up; limits are going down and underwriting is becoming more stringent.

We have seen a large number of companies decline to quote new business based on; pilot age over 69 years, type of aircraft, age of the aircraft and more. Plus, there is one company out there that has been cancelling policies they don’t want anymore.  Many are old pilots in higher performance aircraft which is putting those people in a spot. Now they are at an age and in an aircraft that the other companies will not quote.

It seems bad, but I have seen rates like this before. I’ve been in the business long enough to see the ups and downs in rates.  There was a time when most companies had minimum premiums over $1,000.  And yes rates are up, but today you can still get liability only for some aircraft for around $300.

Anyway, rates are still going up. But compared to most automotive policies the rates are low. If you compare the hull values (and they are agreed values not actual cost settlements) and the limit of liability (usually a $1 million limit) aviation is very competitive to automotive.

What can you do? Keep flying. Hours help. Fly a simple, fixed, tri-gear certified aircraft. They still have the best rates. If not expect to pay more.  You can always lower the hull value, change to ground not in motion or eliminate the hull coverage all together and have liability only. There are a few options to discuss. Don’t let you current insurance expire, especially if you are over 69 years old or have an unusual or old complex aircraft. Once you expire, you become “new business” and they do not have to take you back.

And you can not compare your rates to anyone else. Depending when your friend bought their insurance, even with the increases they might pay less than you. And they would have to be identical to you with the same location, same age, same hours, same ratings etc…

One good thing is aviation underwriting does not use credit ratings to calculate rates like auto and homeowners. And they don’t check motor vehicle driver reports and use that as a factor in aviation insurance.  At least not yet.