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AVIATION INSURANCE
BLAIS AVIATION INSURANCE SERVICES
TABLE OF CONTENTS
Introduction Slide 7
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AVIATION INSURANCE
BLAIS AVIATION INSURANCE SERVICES
TABLE OF CONTENTS
The Aircraft Sale Is Final Slide 16-22
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AVIATION INSURANCE
BLAIS AVIATION INSURANCE SERVICES
TABLE OF CONTENTS
How can I get the lowest available Slide 48 – 52
rate on my insurance?
Who can pilot my aircraft ? Pilot
requirements and open pilot Slide 53 – 61
warranty.
Who Are The Aviation Markets? Slide 62 – 71
INTRODUCTION
This presentation, provided by Blais Aviation Insurance Services, a division
of the Blais Group, is meant to answer a number of the questions often
asked by people concerned about aviation insurance. In addition, an
overview of the market with information relating to key aviation insurance
terms and insights about Blais Aviation Insurance Services is being
provided.
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AVIATION INSURANCE
Angel Flight Coverage
No, not if the Angel Flight is done without any compensation to the aircraft
owner or operator. Under "pleasure and business" or "industrial aid"
purposes of use, the key is if you are compensated for the use of the
aircraft. In this situation, clearly, no charge is made.
You may want to review your liability limits, however. Many aircraft owners
purchase relatively low limits of liability either to save premium dollars or due
to a lack of availability. The increased responsibility for your Angel Flight
guest may increase your exposure in the event of a mishap.
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Damage History Decreases Value
No!
Diminution of value is not covered under any aircraft hull insurance
policy on the insured aircraft. If someone else damages your aircraft
and they are found to be negligent, they are liable for the loss. In this
situation, their liability coverage may reimburse you for the
(negotiated) estimate of the decreased value to your aircraft.
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Insure To The Value Of The Loan
The value of my aircraft has fallen significantly during the past three years. My
lien at the bank is more than the aircraft is currently worth.
It is time to renew my insurance. I would prefer to insure the aircraft for its true
value and save the premium dollars but the bank requires me to insure to the
value of the loan. What to do?
Page 1 of 2
This is one of those strange snap-shots in time where economic pressures have
caused some aircraft values to fall faster than loan repayments. There are three
conflicts or problems with this situation. The banker wants full protection for the asset
collateralizing his loan. This is understandable. The insurance underwriter does not
want to significantly over insure the risk. This could cause what the insurance
community refers to as a moral hazard. The insured does not want to pay more
insurance premium than is necessary.
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Page 2 of 2
The only solution is negotiation. The insurance underwriter usually will agree to insure
an aircraft for the "Blue Book" (Aircraft Price Digest) published value plus 10% to
20%. This variation could be even higher with documentation of extra or updated
equipment or aircraft modification. Sometimes the underwriter will insure for the loan
value if he understands the bank's requirements. The banker may be willing to reduce
his demand to insure to the value of the loan if your financial strength is adequate and
you guarantee any shortfall in coverage. Some of our clients are simply pledging other
assets to secure the loan.
In either case, unless you insure to the pay-off value of the loan or to the market value
of the aircraft (Bluebook), you may be purchasing less insurance than it will take to
make you whole and pay off the lien. In the event of a total loss, you would have to
pay the difference to satisfy the debt to the bank. It then must be pointed out that the
small savings in premium may not justify the exposure.
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Reimbursement Or Rental
I have a friend who wants to use my aircraft. He will reimburse me for the cost of operating the aircraft and
will hire his own pilot.
Is this covered under my pleasure and business policy?
Page 1 of 3
This arrangement may not be as simple as it seems. Good business would dictate that you have
a written agreement. The best of friends may find it difficult to agree after a loss occurs. To assure
full compliance with your insurance policy, we recommend that a copy of the insurance policy be
included as a part of this formal lease agreement.
Depending upon the terms of this lease, you may have problems with your insurance. Some
"pleasure and business" policies allow for reimbursement of direct operating expenses. This may
be defined by the underwriter as an amount equal to one time the cost of fuel and oil. In other
policies, the flight is approved if no profit is made. Give special attention to your aviation
insurance policy's cost reimbursement requirements and definitions.
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Page 2 of 3
It is always a good idea to advise your underwriter and seek his approval. In most
cases, the lessee will want to be covered as an additional insured under your policy
and will request a certificate of insurance confirming coverage.
Another area of concern when leasing your aircraft to a friend is that he abides by the
terms and conditions of your insurance policy. If the lessee doesn't understand aviation
insurance, he may inadvertently void coverage by violating policy requirements. For
example, if your friend is furnishing his own pilot, he must either meet the open pilot
requirements of your policy or be specifically approved by your underwriter. Your friend
must be warned about changing pilots. Anyone allowed to operate your aircraft must
meet these pilot requirements. Just because the lease is approved by the underwriter
doesn't mean that the lessee can ignore the policy's provisions.
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Page 3 of 3
Many of our clients enter into such agreements with friends. We refer to these as "dry
leases". We advise the underwriter of these leases and allow him to make a nominal
premium charge. We usually ask that the "dry lessee" be named as an additional
insured under the liability section of the policy with a waiver of subrogation on the hull.
Subrogation is the assumption of an insured's rights of recovery by the
insurance company. If an insurance company pays a loss on an insured's
aircraft that was the result of someone else's negligence, the company assumes
the insured's legal rights of recovery from the negligent party. A waiver of
subrogation is when the insurance company relinquishes their right of recovery.
Some underwriters are reluctant to allow dry leases. Others have no problem with this
practice if only one or two lessees are involved. At the risk of underwriter rejection, it is
always best to have full disclosure to the underwriter in the event of a loss. If you are
allowing too many friends to use your aircraft, your underwriter may look at you as a
rental operation. Keep in mind, changing to a rental purpose of use may be expensive.
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Reimbursement From Your Own Company
I own my aircraft in a shell corporation and charge my own company for its use
when it is operated on business. Does this cause an insurance problem?
Most underwriters understand that this is an accepted and frequently used method of
arranging aircraft ownership. Often attorneys and accountants shelter liabilities or
improve tax situations by using shell corporations or LLCs.
The best way to avoid any conflict with your insurance policy is to advise the
underwriter of your intentions. Most companies want to be added as an additional
insured under the policy. This should be confirmed by a certificate of insurance.
Usually, the underwriter makes little or no premium charge for such a request. Many
of the broader policies define "insured" as any person riding on the aircraft or any
organization responsible for its use. Having your company added as an additional
insured and being a certificate holder is still the best arrangement.
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The Aircraft Sale Is Final
Have you ever purchased an aircraft and wondered when the sale is final and
when you are responsible for insuring the aircraft? Is it when you post your
deposit? Is it when you pay money to the escrow agent or when you sign the
bill of sale? Is it when the aircraft is delivered to you?
Page 1 of 7
These are questions that should be asked to determine who should insure the
aircraft. They say, "The Devil is in the detail". This certainly applies to the change of
aircraft ownership. Why is it so important? We have heard stories of overlapping
policies on the same aircraft at the time of purchase. Which one pays in the event
of a loss? Both insurance companies could point to the other, hoping to avoid a
claim. In like fashion, there are stories where the seller drops coverage and the
buyer has not yet put coverage in force. Oops.
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Page 4 of 7
Of course, a title must transfer free and clear. This means that there must be
a complete exchange of funds. No sales contract is fulfilled without
consideration. But from the way it is stated by my attorney friend, in certain
States you could have an exchange of funds but the sale is not final until the
Bill of Sale is recorded.
The recommended way to conduct a sales situation is with a properly
worded sales contract and the involvement of an escrow agent and your
attorney. Such a contract will outline the sale process. Many professional
aircraft dealers and traders employ the services of an escrow agent. For a
small fee, the escrow company accepts funds from the buyer and
accumulates the necessary paperwork to close the sale. Upon confirmation
from both buyer and seller, the escrow agent accepts the paperwork and
releases the funds simultaneously. The necessary documentation is
recorded with the FAA and the deal is done.
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Page 5 of 7
The sales contract should contain a statement giving the escrow agent the
authority to handle the closing. Wording such as, "Upon the Escrow Agent
being advised by the Seller and the Purchaser that the terms and conditions
of this Agreement have been met and the Escrow Agent has all of the
documents required for closing and holds the Purchase Price, the parties
agree that the Escrow Agent shall concurrently (1) release the Purchase
Price to Seller, (2) file a Federal Aviation Administration (FAA) Bill of Sale,
Form 8050-2 conveying title to the Aircraft on behalf of Purchaser with the
FAA and (3) forward Seller's original executed Warranty Bill of Sale to
Purchaser.
The risk of loss, injury, destruction or damage to the Aircraft by fire or other
casualty or occurrence shall transfer to Purchaser upon transfer of title
documents." The important word is concurrently. Using an escrow agent
eliminates much of the guesswork as to when the sale is final and when
insurable interest shifts to the new owner.
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Page 6 of 7
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Page 7 of 7
The absence of a written contract is fine if there is no loss and there are no
disputes during the transaction. Problems do occur, however. If the aircraft
suffers a physical damage loss during the sale process and there is no
insurance in force, which party suffers the loss? If there is an insurable loss
and the old owner and the new owner both have an insurance policy in
force, which one pays? If a disagreement does arise, an attorney friend said,
"Only the attorneys win".
I realize that the aircraft sales process is not really an insurance question. It
is a legal question and should be addressed by an attorney. I am certainly
no attorney. This is why I discussed this article with several attorneys and
professional aircraft dealers. All recommend the use of an escrow agent and
a formal closing. Involve an attorney who is familiar with the laws of your
State.
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Warranty or Insurance
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Mexico Travel
No. Mexico is not covered under the territorial limits of your standard aviation
insurance policy.
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Mexico Travel
We offer a policy, written in Spanish and English and prepared in our office,
through one of the largest Mexican Insurance Companies. We give immediate
service and the policy is normally issued the same day application and
money are received in our office.
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Approved Annual Training
The probable answer is no. It depends upon the type of aircraft you fly. With
larger aircraft or high performance aircraft, many underwriters require annual
simulator training. Smaller, less sophisticated aircraft may not require
simulator-based training but may require a formal school. Most insurance
companies have a list of approved training facilities for each make and
model of aircraft. Your local CFI is probably not on the underwriter's
approved list. This does not mean the local guy does not do a good job; he
simply has not formalized his school and submitted the necessary
information to the underwriting community to be recognized. In fact, most
local instructors do not want to do the work necessary to obtain underwriter
approval.
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AVIATION INSURANCE
Too Small To Require Training
Small, light, single engine aircraft, under 200Hp with less than six seats
usually are considered primary trainers. Most underwriters do not require
annual training on these aircraft. This does not mean that an occasional
refresher is not advisable. There is a difference in training for the purpose of
compliance and training for the sake of safety. If you are training just to
satisfy the underwriter, your priorities may be wrong.
Don't forget the FAA Wings Program. You may have one in your area. This
is an excellent opportunity for the light aircraft owner to get an annual flight
check without extreme cost. Many underwriters recognize and recommend
the FAA Wings Program.
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Why are contracts relating to my aircraft important from an insurance
perspective?
Did you know that every aviation contract or agreement has the potential to
limit or even void your insurance coverage? Most contracts you enter
relating to your aircraft contain insurance and/or hold harmless-
indemnification clauses. Signing these agreements contractually obligates
you to comply with the provisions they contain. If the insurance-related
stipulations fall outside the scope of your coverage, the assumed risk
becomes yours. Not good. All agreements, including Purchase Agreements,
Bank Loan Agreements, Maintenance/FBO contracts, Hangar Agreements,
Charter Agreements, etc. should be reviewed by appropriate legal counsel
for any legal ramifications with a copy sent to your insurance broker to
review from an insurance perspective. Hold harmless agreements can be
particularly troublesome. Reference our article entitled “Insurance
Perspective on Hold Harmless Agreements." Request a copy from Blais
Aviation Insurance Services.
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3. Average passenger load per flight. Again, if your average passenger load per flight
is 5, you would need to carry a higher coverage limit than if it was 2.
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Page 2 of 3
5. What assets need to be protected? Don’t let a holding company give you a
false sense of security. Savvy plaintiff attorneys will attempt to pierce shell
companies and corporate veils in an effort to get at the “real money” whether it
be a larger corporation or an individual’s net worth.
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Page 3 of 3
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Page 2 of 3
C. Get annual recurrent training in the make and model. Okay, so this is required anyway, but the
fact is this is key to most insurance carrier's willingness to offer their broadest coverage and
most competitive rates. Underwriters typically recognize the value of any given training for only
a twelve month period, which equals a policy period, so that training completed two or more
years ago does not impact the underwriting as favorably as recurrent training in the make and
model within the last twelve months. In short, training does affect coverage availability and
premium.
D. Develop and implement a security plan. There are numerous resources with sample security
plans available. Example: AIG Aviation, Inc.’s Security Plan.
E. Develop and implement an accident response plan. Again there are valuable resources
available to help you with this process. Example: USAIG’s Corporate Aircraft Accident
Response Plan is an excellent template to use in getting started.
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AVIATION INSURANCE
Page 3 of 3
F. Details. Quantify all the things you do that make your operation superior. Standard
Operating Procedures, training to supplement the manufacturer’s programs,
personal minimums, documented Safety and Security programs, etc. Complete all
applications and forms timely, completely and truthfully. Even though there are few
line-item credits in aviation insurance, you should provide Blais Aviation Insurance
Services (your broker) with as much “ammunition” as possible about your aircraft
and flight operations. This will help your account stand out from the sea of
submissions most underwriters have on their desks every day.
G. Review and evaluate your coverage regularly and thoroughly. Perhaps the value of
the airplane has dropped in recent years but the insured value has not been
properly adjusted. Operations change constantly so maybe there is coverage you
didn't need last year that you should have this year. Consult with Blais Aviation
Insurance Services (your broker) regularly, that’s why we’re here!
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Can pilots be sued?
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How is a pilot who is injured (or worse) compensated
after an accident?
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What is a Broker of Record Letter (or Agent of Record Letter) and what does it do?
Page 1 of 3
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Page 2 of 3
A. Terminates the relationship between you and the current broker and suspends the
current broker's ability to negotiate on your behalf with the insurance company.
B. Affirms the appointment of a new broker, giving that broker the sole ability to
negotiate with the insurance company for you, and grants access to any
underwriting information or proposals that are currently "on the table." (Without a
significant change in the basic underwriting information, if the insurance company
has already made a firm commitment to the first broker to either decline or provide
a quote, the new broker usually "inherits" that decision – whether it be a
declination or a specific premium proposal.)
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Page 3 of 3
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Page 1 of 5
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How can I get the lowest available rate on my insurance?
Page 2 of 5
Annual Training
Annual recurrent training is usually required for higher limits of liability, pressurized
aircraft or turbine-powered aircraft. Some insurance underwriters even offer lower rates
or better coverage for pilots who take annual recurrent training. Ideally, this consists of
a manufacturer-recommended program that includes ground and flight training. For
single-engine and light twin-engine aircraft, an annual Flight Review and Instrument
Proficiency Check in the aircraft are usually acceptable if the flight instructor meets the
policy’s Open Pilot Warranty. This is usually the best choice when manufacturer-
recommended programs are not available and they can be coupled with the FAA
WINGS or SEAWINGS program, which is highly recommended as well. Also,
underwriters often require an annual FAA medical exam for pilots over 65 years of age.
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How can I get the lowest available rate on my insurance?
Page 3 of 5
Association Memberships
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How can I get the lowest available rate on my insurance?
Page 4 of 5
Most underwriters agree that experience is the best teacher. One of the biggest
challenges in aviation insurance is finding affordable coverage for pilots transitioning
into more advanced aircraft. NTSB accident reports have shown the underwriters
which groups of pilots are the most at-risk, and they structure their rates accordingly.
For that reason, rates are higher for pilots with fewer than 1000 total logged hours or
those with fewer than 50 hours logged in the model of aircraft they will be insuring. An
IFR rating is highly recommended and often required for aircraft that have a "glass
cockpit" avionics, retractable landing gear or more than four seats. Also, be sure you
have logged at least 25 flight hours in the last 12 months, or you may be required to
get additional recurrent training. When transitioning to a more advanced aircraft,
understand that the first year of insurance may be more expensive, but if you commit
to an aggressive training and time-building program your renewal rate could drop
substantially.
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How can I get the lowest available rate on my insurance?
Page 5 of 5
Commercial Aircraft
Commercial and corporate aviation faces a different challenge. Corporate turbine pilots usually
already have either a Commercial or ATP certificate and the appropriate ratings. Your choice of
training facilities can affect your premium and your overall cost of ownership. Well-known, full-
motion simulator training centers like Flight Safety International, SimCom and CAE Simuflite are
accepted by virtually all the underwriting companies. There are also lower-cost, in-aircraft training
options with which we are well acquainted, but not all underwriting companies accept every in-
aircraft training program. Because training and insurance go hand-in-hand, we can help you
compare the total cost involved so you can make the an informed decision about your insurance
and training options. Lowering your total cost of ownership is one of the ways Blais Aviation
Insurance Services makes corporate aviation more efficient and profitable.
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Who Can Pilot My Aircraft?
Pilot Requirements and the Open Pilot Warranty
Page 1 of 9
We often get questions from our insured's regarding the Open Pilot Warranty
(sometimes referred to as Open Pilot Clause) on their quote or policy. The
Open Pilot Warranty (OPW) in your aircraft policy lets you know who is
allowed to fly your aircraft in addition to the named pilots. The hours and
ratings listed under the Open Pilot Warranty do not reflect any of the named
pilots. It simply states, if any pilot who meets or exceeds the following
requirements, and is flying the aircraft with your (the named insured's)
permission, and within the scope of the policy, then you have coverage. That
individual pilot may not have coverage, and in many cases should have a
non-owned policy to cover his individual liability, but your liability is still
protected.
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Who Can Pilot My Aircraft?
Pilot Requirements and the Open Pilot Warranty
Page 2 of 9
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Who Can Pilot My Aircraft?
Pilot Requirements and the Open Pilot Warranty
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Page 4 of 9
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Who Can Pilot My Aircraft?
Pilot Requirements and the Open Pilot Warranty
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Who Can Pilot My Aircraft?
Pilot Requirements and the Open Pilot Warranty
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Who Can Pilot My Aircraft?
Pilot Requirements and the Open Pilot Warranty
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Who Can Pilot My Aircraft?
Pilot Requirements and the Open Pilot Warranty
Page 9 of 9
Blais Aviation Insurance Services is proud to represent all the following major
insurance markets. Our long term contracts and personal relationships enable us
to secure the best coverage for your premium dollar.
Blais Aviation Insurance Services is proud to represent all the following major
insurance markets. Our long term contracts and personal relationships enable us
to secure the best coverage for your premium dollar.
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AVIATION MARKETS
Blais Aviation Insurance Services is proud to represent all the following major
insurance markets. Our long term contracts and personal relationships enable us
to secure the best coverage for your premium dollar.
Blais Aviation Insurance Services is proud to represent all the following major
insurance markets. Our long term contracts and personal relationships enable us
to secure the best coverage for your premium dollar.
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AVIATION MARKETS
Blais Aviation Insurance Services is proud to represent all the following major
insurance markets. Our long term contracts and personal relationships enable us
to secure the best coverage for your premium dollar.
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AVIATION MARKETS
Blais Aviation Insurance Services is proud to represent all the following major
insurance markets. Our long term contracts and personal relationships enable us
to secure the best coverage for your premium dollar.
Blais Aviation Insurance Services is proud to represent all the following major
insurance markets. Our long term contracts and personal relationships enable us
to secure the best coverage for your premium dollar.
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AVIATION MARKETS
Blais Aviation Insurance Services is proud to represent all the following major
insurance markets. Our long term contracts and personal relationships enable us
to secure the best coverage for your premium dollar.
Blais Aviation Insurance Services is proud to represent all the following major
insurance markets. Our long term contracts and personal relationships enable us
to secure the best coverage for your premium dollar.
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Glossary
Aviation Insurance / Aircraft Insurance
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Glossary
Aviation Insurance / Aircraft Insurance
Open Pilot Warranty - a clause in the policy that will state the
minimum qualifications for a pilot to meet who has not been previously
listed by name on the policy as a pilot. A pilot who is named on the
policy or who "meets the open" simply affirms to the named insured
that the pilot's legal and proper use of the aircraft will not void the
named insured's coverage. It does not necessarily mean that the
named pilot will be covered under the liability protection of the policy.
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Glossary
Aviation Insurance / Aircraft Insurance
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Glossary
Aviation Insurance / Aircraft Insurance
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AVIATION FACTS
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Red Stars
Blue Dots
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ACTIVE CERTIFICATED PILOTS 2005
TOTAL % WOMEN %
Other * 29,686 5% 21 0%
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ACTIVE CERTIFICATED PILOTS 2005
TOTAL % WOMEN %
** Excludes non pilots 70 years old or older in all certificate types except flight engineers and flight navigators
*** Includes flight navigators, parachute riggers and dispatchers
Source: FAA Administrator’s Fact Book (November 2005)
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ACTIVE CIVIL AIRCRAFT 2005
TOTAL % %
Total Aircraft 239,162 100% 100%
Turboprop 10,681 4%
Turbojet 17,985 8%
Rotorcraft 9,556 4%
TOTAL % %
GA Aircraft 219,780 100% 92%
Turboprop 8,030 4%
Turbojet 8,628 4%
Rotorcraft 7,595 3%
Other 6,027 3%
Source
FAA Administrator’s Fact Book (November 2005)
FAA Aerospace Forecasts Fiscal years 2005-2016
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TOTAL % %
Air Carrier Aircraft 19,382 100% 8%
Source
FAA Administrator’s Fact Book (November 2005)
FAA Aerospace Forecasts Fiscal years 2005-2016
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US AIRPORTS 2003/2004
TOTAL %
Public Use 10 8%
Private Use 117 92%
Source: FAA – Regional Airline Associates Notes: * Certificated airports serve Air Carrier Operations with aircraft seating more than 30
passengers (FAR Part 139 ** total airports receiving scheduled service (as per RAA)
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AVIATION ABBREVIATIONS
The following abbreviations are found in aviation insurance applications,
policies, aircraft advertisements, manuals and pilot operating handbooks.
Insurance abbreviations
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AVIATION ABBREVIATIONS
The following abbreviations are found in aviation insurance applications,
policies, aircraft advertisements, manuals and pilot operating handbooks.
Insurance abbreviations
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AVIATION ABBREVIATIONS
The following abbreviations are found in aviation insurance applications,
policies, aircraft advertisements, manuals and pilot operating handbooks.
Insurance abbreviations
Page 3 of 11
I – Instrument rated
IFR – Instrument rated
ICC – Instrument competency check
IPC – Instrument proficiency check
M – multi engine
Med – medical payments
Med pay – medical payments
ME – Multi engine
MEL – Multi engine land
MEI – Multi engine instructor
MM – Make and model
M & M – Make and model
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AVIATION ABBREVIATIONS
The following abbreviations are found in aviation insurance applications,
policies, aircraft advertisements, manuals and pilot operating handbooks.
Insurance abbreviations
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AVIATION ABBREVIATIONS
The following abbreviations are found in aviation insurance applications,
policies, aircraft advertisements, manuals and pilot operating handbooks.
Insurance abbreviations
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TO – Take off
TO & L – Take off and landings
TRI – Tri-gear
TW – Tailwheel
TT – Total time
TTL – Total time logged
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AIRCRAFT ABBREVIATION
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AIRCRAFT ABBREVIATION
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AIRCRAFT ABBREVIATION
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Gen - Generator
GPH - Gallons per hour MPH - Miles per hour
HP - Horsepower of engine
KTS - Knots (1 knot = 1.151 statue miles per hour, or 1852 kilometers per hour)
L/R - Long-range fuel
NM - Nautical mile = approximately 6,080 ft.
Oct. - Octane rating of fuel.
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PROVIDES COVERAGE FOR
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Corporate aircraft
Helicopters
Charter and business aircraft
Managed and fractional aircraft
Airports and heliports
Aircraft financial institutions
Component manufacturers
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The light aircraft insurance solution
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INSURANCE SERVICES
Service through out policy term including but not limited to claims
support, client coverage updates and timely information pertaining to
Aviation Insurance.
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INSURANCE SERVICES
WHO WE ARE
Blais Aviation Insurance Services operates as a wholesale and retail
facility throughout the United States and specializes in aviation insurance.
Blais Aviation Insurance Services provides expert services for all general
aviation and specialty aircraft insurance requirements. Our staff of
professionals has broad experience in aviation insurance that is
supported by market relationships and resources to provide the best
insurance programs for our clients.
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General Aviation
Our general aviation department provides a wide variety of fixed wing and rotor wing
aircraft insurance products as detailed below.
Corporate Aviation / Industrial Aid
Aircraft owned / operated by companies maintaining an aircraft or fleet of aircraft
flown by professional flight crews. Coverages can include but not be limited to hull,
liability, War & Confiscation, expanded territories, and extensive coverage
enhancements.
Pleasure and Business aircraft
Aircraft ranging in size from small single engine to executive jet aircraft flown by the
owner/operator
Charter Service
Aircraft operating under the guidelines of the FAR 135 certificate that would include
passenger and cargo for hire. Other uses that would fall under this area would
include but not be limited to power line/pipeline patrol, aerial photography, aerial
advertising, predator control, fish spotting, and fire patrol.
Aircraft sales
Aircraft companies specializing in the sale of new and used aircraft
Helicopters
This would include both piston and turbine rotor wing for example R-22 and R-44.
Blais Aviation Insurance Services can provide coverage for a wide spectrum of uses
for helicopters which include but not be limited to industrial aid uses, pleasure and
business, commercial use including charter, instruction, sightseeing, movie filming,
Electronic news gathering (ENG), traffic patrol, fire patrol, control burning, animal
herding, predator control and frost patrol. 121
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Airport Liability
Blais Aviation Insurance Services can
provide a wide range of Airport coverages from
individuals who own or lease hanger space to
entire airports.
CONTACT
PHILIP BLAIS
972 818-4090
PHIL@BLAISEXCESS.COM
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