Tag Archives: airplanes

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.

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.

CANCELLATION OF EAA AIRVENTURE

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CORONAVIRUS UNCERTAINTY FORCES CANCELLATION OF EAA AIRVENTURE OSHKOSH 2020

Health and safety of participants, volunteers primary concern

EAA AVIATION CENTER, OSHKOSH, Wisconsin — (May 1, 2020) — The continuing uncertainty surrounding the coronavirus/COVID-19 pandemic has forced organizers of the world’s largest fly-in convention, EAA AirVenture Oshkosh 2020, to cancel this year’s event at Wittman Regional Airport in Oshkosh, Wisconsin. The 68th annual Experimental Aircraft Association fly-in convention was scheduled to be held on July 20-26, 2020.

“We looked at every possibility over the past six weeks as to how EAA could move forward with AirVenture this year, because it is such an important reunion for the aviation community,” said Jack J. Pelton, EAA CEO and Chairman of the Board. “The current status in Wisconsin is that it is still under a stay at home order until May 26, which completely eliminates our ability to start grounds preparation May 1. The reopening of the state also has no specific dates, creating uncertainty about mass gatherings in July. Ultimately, preserving the health and safety of all who would attend – and all the varying guidelines between states and countries from where our participants arrive – along with the massive commitments needed now for an event to meet EAA’s high standards, made cancellation the only option for this year.”

All pre-sold AirVenture 2020 admissions and camping reservations can be rolled over to the 2021 event or are eligible for refund. Those who have made such purchases will be contacted individually within the next two weeks regarding these options.

“Those of us involved in aviation know very well the importance of information gathering and planning prior to any flight, and I looked at AirVenture in much the same way before reaching this decision,” Pelton said. “While no one can see every eventuality, as we looked as the scenarios for holding the event in 2020, it was dependent on a number of important factors where there are currently no definitive answers. That is not the way to commit to an event that welcomes hundreds of thousands of visitors to Oshkosh from more than 90 countries.

“There is no way to describe the disappointment I feel for everyone who sees AirVenture as aviation’s family reunion each year. You can be assured that EAA is already eagerly looking forward to gathering along the AirVenture flightline on July 26 through August 1 in 2021.”

About EAA AirVenture Oshkosh

EAA AirVenture Oshkosh is “The World’s Greatest Aviation Celebration” and EAA’s yearly membership convention. Additional EAA AirVenture information, including advance ticket and camping purchase, is available online at www.eaa.org/airventure. EAA members receive the lowest prices on admission rates and all those age 18 and under are admitted free. For more information on EAA and its programs, call 800-JOIN-EAA (800-564-6322) or visit www.eaa.org. Immediate news is available at www.twitter.com/EAA.