Parker_Woodruff

No insurance company would want to offer this for a couple reasons. The closest attempt I've seen is a $10,000 gear-related deductible. And I referred to the portion of the physical damage premium, not the entire premium.

Just guessing...1/3 of the hull premium? Maybe half?

Unless the airframe is really exotic, insurance underwriters aren't making decisions based on one accident. That same mentality leads to what most people here decry when discussing pilot age. They all want to be the exception to underwriting's hesitancy at ages 70, 75, 80 (whatever the number and the circumstances). But underwriters typically aren't going to make exceptions to the rule. But you get in early (before age 70) and if they see ongoing flight of enough hours per year, they'll many times keep insuring that pilot because the want-to-be exception didn't just show up at their doorstep. They starting making a good case for themselves 5 or 10 years before needing to be the exception.

Basically none. Gear ups are baked in to the rates already. Unless there is a macro trend of gear ups per policy written, the the primary things affecting Mooneys will be repair costs, insurance market capacity, and the insurance company's operating expenses.

I haven't seen the bills for many longbody gear ups. But I've seen a lot for 4-cylinder Mooneys. It's about $55,000 to $72,000 for a "clean" gear up on a 4 cylinder these days. It used to be that a 4-cylinder Mooney insured for $100,000 was pretty safe from being declared a total loss. A plane insured for $100,000 isn't so safe from that these days... I bet your $90K estimate on a longbody gear up is pretty close.

Some insurance companies discount for having a hangar. Others don't discount and just make their yes/no underwriting decisions based on if the aircraft is not hangared in a hail/weather prone area. Some companies limit how much they'll pay for cosmetic hail damage to a Mooney...and of those companies, a couple only add that limitation on policies where the aircraft is normally stored outside.

You should be in the mid $2000s or better when you're over 500 hours total time (assuming under age 65, no claims last 5 years, etc.)

Not all of them. Most companies open quote for Mooneys unless they already insure the plane. And there's no reason one company would provide a better quote to a different broker unless one had wrong information.

Cessna 206 on amphibious floats.

From my desk, it sure seems like we are breaking airplanes and exporting airplanes them faster than we are building them. A lot of people have purchased planes to build time for the airlines and many will sell them when they get to 1500 hours. The pre-owned airplane market appears to have softened a bit, but I don't think it will crater.

Especially in Texas. If you build them here, you have to pay property taxes on the structure even if you don't own the land. The best option is to build the hangar then donate the structure to the municipality and just have a good land lease under the structure you built. The economics otherwise don't work with our awful property tax rates.

I think he's done all the transition training already...just looking for experience on a long trip!

The ticket to this is a pro-flown aircraft policy while finishing the private pilot certificate, then endorse it for the owner as a new private pilot. Better coverage options that way.

On the DIY subject, some people have occupations that make owning a plane possible. I used to change the oil on my car. Not worth my time (and the total pain of cleaning up the driveway after the inevitable initial miss of the catch-tank). I used to mow my lawn and kind of liked doing that. But I have to keep service up and, with 2 kids, I just can't afford the time. Sold the lawn equipment. The earnings from about 4-5 Mooney insurance policies pays my lawn guys for the year. I bet I can write that many in the 50-60 hours per year I save. Unless: The DIY project is truly enjoyable, and/or The DIY is easy and not inconvenient, and/or The DIY is easy and truly saves a lot of marginal expense to be worth it ...then I'll just pay someone who knows what they're doing and generally not complain about the bill.

MS says he was online on Thursday @Patrick Lyons Have you tried messaging him here?

Those municipalities are almost never in the business of pulling your airplane in and out of hangar. Signature is often doing this or even requires that they be the ones doing this. The City of Kerrville isn't pulling anyone's plane in our out of a hangar.

Yes, it can be claimed and paid on the liability side of the at-fault party’s policy

Are you saying you think they intended to damage your plane? Or are you describing the definition of the level of action (or non-action) that gross-negligence requires? While it's negligence, calling it gross negligence might be a stretch. Do you think the insurance company's offer was unreasonable? That seems like a pretty substantial amount to me. Was the repair additional or what was the split between diminution of value and the repair? The Signature hangar lease contracts are terrible and here's a prime example of why insurance companies are charging aircraft owners to give them a Waiver of Subrogation.

More often than the other way around, I see claims where there's a valid claim and then I look at what was paid and say "wow...they went above an beyond on what should have been paid." I can really only think of one or two cases in recent years where I may have chosen a more liberal reading of the policy than an adjuster chose. Usually it's the other way around and I'm pleasantly surprised at what's paid (and in one particular case, I've wondered if a claim that was paid was even a valid claim). One nice thing about aviation insurance is many people involved in GA claims handling are pilots and/or A&Ps. As are many of the underwriters I deal with on day to day basis.

And don't get me started on the one-sided contracts I read (or contracts that don't even use standard insurance language!)...In fact, on the backburner, I'm looking at developing an airport consulting program to keep GA airports both business friendly and consumer friendly.

Some days I sit in the office and wonder about becoming a civil defense attorney just for the sole purpose of defending people and small businesses from the dishonest products & completed operations claims I see. I insure aviation repair & service shops and the disingenuous claims I see against them which could entirely run them out of business either by judgment or by loss of viable insurance in the future. Many times it becomes apparent the claim/demand is just a fishing expedition. I wish I could share some of the stories here.

The really strange thing about Signature is how their IAH location was really reasonably priced even when they were the only FBO on the field. Now Atlantic is there, too. I remember filling up for probably the low to mid $5s per gallon there, circa 2018.

But I can tell you that as a vendor we have to have premises liability insurance and I think even give them with Waiver of Subrogation on my workers compensation insurance.

I don’t see how EAA is going to make an insurance requirement for operating an aircraft at OSH (especially since I imagine a lot of that premises isn’t even theirs - it’s a public airport). That said, is the ground where this aircraft took off from on their leased premises? When I attend EAA and SnF we receive a lot of inquiries from manufacturers wanting us to get underwriters excited about their exotic airframes of which probably somewhere between 0 and 3 even exist. The accident here turns me off to some of this stuff even more.

A lot of the stuff at EAA is uninsurable.