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The Aviation Insurance Landscape

ByHank Gibson

This is a re-post from Assured Partners Aerospace’s 2nd quarter Newsletter. The full newsletter can be found on Assured Partners website.

Until the war in Ukraine, the aviation insurance market could be described as “stabilizing” after a couple years of volatility with higher premiums and tighter underwriting. However, and hopefully perhaps only for the short-term, the Ukrainian war immediately brought uncertainty back into the worldwide aviation insurance market. 

According to Business Insurance, “the impact of Russia’s invasion of Ukraine represents the biggest potential loss to the aviation war market since 9/11.” One leasing firm alone has reportedly already filed a claim of approximately $3.5B for aircraft and engines they say have effectively been seized by Russia. And, because the aviation insurance arena is so small, what happens around the world at this magnitude can have cascading, detrimental effects on the US aviation insurance market.

In addition, the well-publicized spike in fuel prices could have another cooling effect on aviation operations. Generally, less air activity combined with higher operating costs equates to more frequent requests for reduced coverage, taking premium dollars away from an already-small market.

Aviation insurance buyers should therefore remain on the alert throughout 2022 for potentially quick changes to the aviation insurance marketplace that might affect either their current insurance program or their next renewal.

See our recommended insurance agencies on our Aircraft Acquisitions page.

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  • Learning From Other’s Mistakes:  An Overview of the 2024 Piper PA-46 Accidents

    ByHank Gibson

    The Piper PA-46 series, which includes models like the piston engine Piper Malibu and Piper Mirage, and the turboprops Piper Meridian, M500, and M600, is a popular choice for private pilots and business aviation. Known for its impressive speed, range, and pressurization, the PA-46 is a very capable single pilot aircraft. However, like all high-performance aircraft, it presents its own set of challenges and risks, especially when pilot error or adverse conditions come into play.

    The 2024 PMOPA (Piper M-Class Owner’s and Pilot’s Association) Convention was the first weekend in November and one of the sessions every year is the PA-46 Safety Review.  Sadly, in 2024, the accidents involving various PA-46 models pointed out several areas related to decision making that all pilots need to put be aware of. These accidents highlight critical issues in weather awareness, pilot training, and decision-making, and they provide valuable lessons for other pilots in any type of aircraft.

    Overview of the 2024 Piper PA-46 Accidents

    The Piper PA-46 is generally regarded as a reliable and capable aircraft, but the safe outcome of a flight often times depends on the pilot’s decision making.  There always can be mechanical malfunctions, but those still require good pilot decision making to be able to walk away from the accident.

    In 2024, multiple accidents occurred involving different variants of the PA-46, with many of the accidents occurring during critical phases of flight like takeoff or landing. Some of the key factors contributing to these accidents included:

    1. Weather Challenges: In several cases, adverse weather conditions, such as low visibility, thunderstorms, or high winds, contributed to accidents. Despite most PA-46’s being equipped with NexRad and weather radar, pilots sometimes underestimated or misjudged the weather risks.
    2. Pilot Decision-Making: A recurring theme in these accidents was pilot error—specifically, poor decision-making when faced with challenging conditions. In some cases, pilots continued flights despite deteriorating weather or failed to react appropriately to emergency situations.
    3. Mechanical Failures: As with every airplane, systems fail on a Piper PA-46.  Several accidents were due to engine power loss.  Proper training teaches pilots how to have the right mindset and skills to handle those engine power loss situations, taking a bad situation and having the best possible outcome due to good decision making and gliding skills.

    Three Key Lessons for Pilots

    The Piper PA-46 accidents of 2024 serve as valuable reminders about the importance of pilot preparation, decision-making, and risk management. Here are three critical lessons pilots can take away from these accidents:

    1. Prioritize Pre-Flight Weather Planning

    Poor weather conditions were a significant factor in some of the crashes in 2024. Pilots of high-performance aircraft must place a strong emphasis on weather pre-flight planning, especially when flying into regions prone to rapidly changing weather or severe conditions and across frontal systems. Pilots should:

    • Stay up-to-date with weather briefings before and during the flight, including calls to Flight Service Station if there is serious weather along the route.
    • Be proactive in altering flight plans or delaying departures when weather conditions become unfavorable.
    • Utilize onboard weather radar and other tools to monitor changing conditions in real time and avoid nasty looking weather systems.  ADS-B and XM Weather are delayed information.  They are not meant to be used to find holes through storm systems.
    • Finally, don’t try to shoot through holes!  They are called sucker holes for a reason.

    2. Master Emergency Procedures

    Pilots of all aircraft, not just PA-46 models, need to practice engine-out procedures multiple times a year with an instructor, not just at recurrent training.  The goal is to make emergency procedures second nature which creates the right mindset to handle the emergency, creating a much better outcome. Training should focus on:

    • Engine-out procedures immediately after takeoff, climbing out at low altitude, and at cruise.
    • Performance with the propeller feathered and unfeathered, recognizing how the feathered prop increases glide range.
    • Practicing forced landings and other emergency scenarios regularly to build confidence and competence.

    3. Always Plan for an Emergency Landing

    It is very important to know your options in the event of an emergency. When flying over mountainous or remote areas, pilots should always have a contingency plan for where to land if something goes wrong.  An emergency engine out brief should be a part of every pre-takeoff briefing to put the pilot in the right mindset. Pilots should:

    • Brief an engine failure on the runway, low altitude, and at an altitude that allows for a safe return to the airport in the event of an engine failure as part of every pre-takeoff briefing.
    • Study the flight route in detail and identify suitable emergency landing sites along the way, especially when flying in areas with limited options.
    • Consider the terrain, weather conditions, and available options in the event of an engine failure or other emergency.
    • Use terrain awareness and other onboard tools to help identify suitable landing areas in real-time, including the ForeFlight Glide Advisor.

    Conclusion

    The Piper PA-46 series, while a capable and reliable aircraft, demands a high level of skill and preparation from its pilots. The accidents in 2024 serve as a sobering reminder of the critical importance of weather awareness, emergency training, and proper flight planning. By learning from these accidents, pilots can make better decisions, have the right mindset, and reduce the risk of similar accidents in the future.

    By prioritizing weather awareness, mastering emergency procedures, and always having a contingency plan for forced landings, pilots of the Piper PA-46 can improve their ability to handle the challenges posed by these high-performance aircraft. These lessons are not just for PA-46 pilots, but for all pilots striving to fly safely and confidently.

    The Piper PA-46 series, which includes models like the piston engine Piper Malibu and Piper Mirage, and the turboprops Piper Meridian, M500, and M600, is a popular choice for private pilots and business aviation. Known for its impressive speed, range, and pressurization, the PA-46 is a very capable single pilot aircraft. However, like all high-performance…

  • Garmin G1000 Updates

    ByHank Gibson

    You have just received the keys of your shiny new (to you) airplane complete with a beautiful Garmin G1000 glass panel flight deck. Synthetic Vision, WAAS, and ADS-B are all installed. You are ready to cruise in high technology.

    You turn on the PFD and MFD and notice one problem. All your databases are expired. No big deal, right? Your Garmin 530W was easy as pie to update with it’s single data card.

    You start looking around and can’t find the data card. Then you notice that there are several SD cards in slots on the panels. SD cards won’t fit in your Blue Jepp Skybound card reader. Confusion sets in which quickly leads to full on panic.

    What have you gotten yourself into?!

    No need to fear, Texas Top Aviation is here to help with your Garmin G1000 database update confusion (and hopefully not panic).

    Database Update Providers

    First, you have to choose who to get your Garmin G1000 updates from. You have two options. One is Garmin (fly.garmin.com; always use either Firefox or Chrome to update, don’t use Safari). The other is Jeppesen.

    Honestly, there is no difference between the data that each provides. If you had a 530 or 430 before, you used Jepp already. Just keep the Jepp account, call them, and have them get you set up for your Garmin G1000 updates.

    If you didn’t have a Jepp account before, I would use Garmin, for a couple of reasons. You get multiple downloads in case you mess something up (Jepp NavData gives 1 download per month, while Safe Taxi, etc. you get 2-3). On Jepp, you have to call in and have them reset the account, which can be a pain if it’s after hours or a Saturday or Sunday.

    The other problem with Jepp is since Boeing bought Jeppesen, I have found it extremely difficult to find online where to set up a new account and purchase databases. Yes, you can always call, but, again, problematic after hours or on a weekend.

    The only problem with Fly Garmin for your Garmin G1000 updates is Garmin is constantly updating their program. You have to update their downloader quite often, which can be a bit frustrating.

    I’m going to use Fly Garmin as my example.

    What to Buy

    Garmin gives you a couple of different bundle options for your Garmin G1000 updates, the OnePak and the PilotPak. The main difference between the two is the PilotPak includes approach charts that display on your PFD and the OnePak doesn’t. Therefore, the OnePak is about $200 cheaper.

    Both include Navigation Data, SafeTaxi, Obstacles, Airport Directory, Terrain, and the BaseMap.

    How to Update

    Once you have followed all the instructions on Garmin’s website (or gotten Jeppesen set up), here is what to put on which SD card.

    NOTE: YOU WILL NEED TO PURCHASE ONE OR TWO BLANK SD CARDS FOR THE NAVIGATION DATABASES. DO NOT PUT THE NAVIGATION DATA ON THE SD CARD THAT IS ALREADY IN THE TOP SLOT ON THE MFD. THAT IS FOR ENGINE DATA LOGGING ONLY. NO NAVIGATION DATA SHOULD EVER BE PUT THAT ON THAT CARD.

    Bottom Card, PFD

    • SafeTaxi
    • Obstacles

    Bottom Card, MFD

    • SafeTaxi
    • Obstacles
    • Airport Directory
    • Flite Charts

    Top Card, PFD & MFD (This is the new blank SD card(s) you bought)

    NOTE: REMOVE THE TOP SD CARD IN THE MFD THAT IS ALREADY IN THE SLOT AND DON’T PUT ANY DATABASE INFORMATION ON IT.

    • Navigation Data

    Garmin G1000 NXi Users (or Cirrus Perspective + Users)

    Ignore everything above and put all databases on the bottom card of the MFD. You have database sync, so you don’t have to mess with multiple cards. When you do an update though, go to the AUX chapter on the MFD and scroll down to the Databases page. Ensure that all dates match what you just put on the SD Card.

    For you Jeppesen users, check out the new Bad Elf Wombat updater that works with the iPad JDM app for updates.

    You have just received the keys of your shiny new (to you) airplane complete with a beautiful Garmin G1000 glass panel flight deck. Synthetic Vision, WAAS, and ADS-B are all installed. You are ready to cruise in high technology. You turn on the PFD and MFD and notice one problem. All your databases are expired….

  • Free iPad Webinar

    ByHank Gibson

    Are you thinking of buying an iPad and going to a paperless cockpit?  Have you just recently purchased an iPad and are unsure of how to use Foreflight to it’s fullest extent?  Check out this free webinar on Monday, January 19th.  Gary Reeves, a Master CFI from California, will be hosting the 90 minute seminar, which begins at 1800 Z.  He will be able to point you in the right direction for what type of iPad to purchase, how to set up your Foreflight account, and the basics of using the App.

    You can finally get rid of those paper charts, saving clutter in the cockpit.  Just make sure you bring along a charger for those extended flight in case your battery dips low!

    To sign up for this webinar, click here.  There is no cost associated with the webinar.

    Are you thinking of buying an iPad and going to a paperless cockpit?  Have you just recently purchased an iPad and are unsure of how to use Foreflight to it’s fullest extent?  Check out this free webinar on Monday, January 19th.  Gary Reeves, a Master CFI from California, will be hosting the 90 minute seminar,…

  • Selecting the Proper Altitude

    ByHank Gibson

    One of the first questions a student pilot asks me when starting the cross country portion of his or her training is, how do I know what altitude is best for my flight?  This is a good question, because without taking certain aspects of the flight into account, it’s really just a crap shoot when selecting an altitude.  Craps and flying don’t mix, so let’s take a look at a few considerations when selecting an altitude.

    Sky Coverage

    Sky coverage has several subcategories when it comes to selecting an altitude.  First is how high are the bases?  Is it IFR (VFR pilots would be grounded), marginal VFR (1,000 AGL to 3,000 AGL ceiling), or good VFR (above 3,000 AGL ceiling)?  If the cloud deck is only 2,500 feet off the ground, then VFR pilots are limited to either 1,000 AGL to 2,000 AGL.  This is an excellent segue into why VFR pilots shouldn’t scud run!

    Scattered Clouds

    Second, what kind of cloud deck is it?  Is it an actual ceiling (broken or overcast), or is it a scattered layer?  Few or scattered layers usually allow VFR pilots to find a hole to get higher to some smoother air, making the flight more pleasant.  VFR pilots, always make sure to check the destination weather as it could be scattered where you are departing from, but it might be broken or overcast where you are arriving.

    Last, how high are the tops of the clouds?  Pilots can only get this information in the planning stage from the area forecast or from pilot reports, so most of the time, it’s not very precise information.  If the tops are at 10,000 feet and the pilot is flying a 172 on a 30 mile trip, it doesn’t make much sense to get on top of the clouds.

    Terrain and Obstacles

    Terrain goes hand in hand with sky coverage.  If there are low clouds and high terrain, that doesn’t bode well for trying to stay VFR and not hitting anything.  Obstacles need to be taken into account too, as there are some pretty tall radio towers that can stretch up into a 1,500-2,000 AGL deck of clouds.

    Winds Aloft

    Winds Aloft

    Once the sky coverage and terrain have been considered, it’s time to look at the winds aloft.  Tailwinds are preferred, but, sometimes, a headwind is the only option.  After taking the clouds and terrain into account, this narrows down your altitude to a handful of options.  The winds aloft will further narrow it down.

    Aircraft Performance

    Once you have two or three altitudes in mind, taking a look at the performance charts for your airplane will help nail down that final altitude.  Pull out the POH, compare fuel burn and cruise speed, and you’ll have your altitude selected.

    One of the first questions a student pilot asks me when starting the cross country portion of his or her training is, how do I know what altitude is best for my flight?  This is a good question, because without taking certain aspects of the flight into account, it’s really just a crap shoot when…

  • Present Position Hold

    ByHank Gibson

    When I was working on my instrument rating back in 2007, my instructor and I did a lot of unpublished holds.  In ground school, I heard a lot about holding for weather or holding due to a traffic delay.  At my first job, my chief flight instructor was also a Continental (now United) captain and he told me a lot about having to hold for weather going into different places.

    I heard all this, but I figured it would never happen to me when I’m flying GA airplanes.

    Boy was I wrong!

    I was flying a Piper Malibu into Phoenix with two passengers for Super Bowl weekend and the weather was awful.  No thunderstorms, but moderate precipitation and low ceilings.  We were coming into Deer Valley (KDVT) on the north side of Phoenix and about an hour out, ATC advised me that arrivals into DVT were having to hold and to expect a delay.  The controller said the delay would be about 30 minutes, so by doing a quick calculation, I determined the delay would probably be all cleared up by the time I got in the area.  At the time, I didn’t know if the delay was due to weather or traffic congestion.

    Twenty minutes later, the controller advised me that there was still a delay.  I queried what it was for and he informed me it was due to weather.  He asked me if I wanted to hold or divert.  I listened to the ATIS and heard the ceilings were variable from just below the minimums to just above.  I told him I would hold as the TAF I saw predicted the ceilings to go up.

    “Malibu, hold present position, hold east, expect further clearance 2140 Zulu.”  Gulp.

    At this point, my autopilot had gone out, it was turbulent and I was definitely in the soup.  This was going to be fun.

    After recovering my wits, I read back the clearance, then set about setting up this hold without getting too far from my present position.  The Malibu I was flying had a Garmin 530 which I was using as my primary means of navigation.  I was on V190, but I didn’t have all the fixes in my flight plan.  What to do?  And what to do fast?

    The 530 has a rarely used function called a User Waypoint.  It comes in handy in situations like these.  On the moving map, you can turn the cursor on, move the cursor to any point on the map, and, by pressing enter, create a User Waypoint.  This is what I did on V190.  After I created it, I had to go to my flight plan, find the right spot, and input the User Waypoint just like I would any fix.  Just a note here, when you create a User Waypoint, make sure you remember what you named it so you can find it again.

    After I input the User Waypoint in the flight plan, I had to go back and activate the leg that the User Waypoint was the end point on.  Then, to make sure the flight plan didn’t go to the next waypoint once I crossed my User Waypoint, I had to press the OBS button on the 530 in order to put the GPS in suspend mode.

    Keep in mind, my autopilot wasn’t working, so this involved a lot of multi-tasking!

    That’s how to do a present position hold using the Garmin 530.  Got all that?  Here’s a concise review:

    • Create a User Waypoint
      • Turn the cursor on by pressing the FMS knob
      • Move the cursor to the point where you want your User Waypoint
      • Press enter and name the User Waypoint
    • Press the Flight Plan button
    • Input the User Waypoint into your flight plan at the proper point
    • Activate the leg that the User Waypoint is the end point on
    • Finally, press the OBS button to put the GPS in suspend mode
    • After you’re cleared onward, just press the OBS button again to take the GPS out of suspend mode

    When I was working on my instrument rating back in 2007, my instructor and I did a lot of unpublished holds.  In ground school, I heard a lot about holding for weather or holding due to a traffic delay.  At my first job, my chief flight instructor was also a Continental (now United) captain and…

  • The Glass Panel Cockpit Seminar

    ByHank Gibson

    Have you looked longingly at the Aspen PFD or Garmin G500, imagining those beautiful glass panels set in your airplane?  Think it’s too advanced for your flying skills?  Well, think again!  Hank Gibson of Texas Top Aviation will be hosting a seminar at the Redbird Skyport FBO at the San Marcos Airport (KHYI) on Thursday, September 25th  at 7pm to enlighten everyone on all the different glass panel and modern GPS options out there.

    Aspen 2500 The Glass Panel Cockpit Seminar

    No panel is too complex!  No GPS is too complicated!  Come hear about how you can upgrade your steam gauge airplane to a modern, glass panel cockpit that will be the envy of all your pilot buddies.

    The seminar begins at 7pm in the large conference room at the Redbird Skyport.  Come see this beautiful facility which hosted the AOPA Fly In this past April.  There will be two drawings for free flight training in your airplane, so make sure you get your entry in once you arrive.  WINGS credit will also be given.

    Redbird welcomes pilots flying in for the event.  If you are flying in, please show your support for Redbird by purchasing fuel!  

    Signup is required for the event.  To sign up, please click here.

    We hope to see you there!!!

    Have you looked longingly at the Aspen PFD or Garmin G500, imagining those beautiful glass panels set in your airplane?  Think it’s too advanced for your flying skills?  Well, think again!  Hank Gibson of Texas Top Aviation will be hosting a seminar at the Redbird Skyport FBO at the San Marcos Airport (KHYI) on Thursday,…

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