Aviation Insurance - Project

SAFE SKIES WITH AVIATION INSURANCE
A PROJECT ON
AVIATION INSURANCE
SUBMITTED IN PARTIAL FULFILLMENT FOR THE
DEGREE OF BACHELOR OF COMMERCE IN
BANKING & INSURANCE (SEMESTER VI)
BY,
CHINMAY. R. JADHAV
UNDER THE GUIDENCE OF
PROF. YOGESH SANT
TO
UNIVERSITY OF MUMBAI
KETS V.G. VAZE COLLEGE OF ARTS, SCIENCE AND
COMMERCE MULUND (E), MUMBAI-400083
DECLARATION
I, Mr. Chinmay. R. Jadhav student of Third Year Banking and Insurance
(T.Y.B.Com B&I) Sixth semester hereby declare that I have completed the
project on AVIATION INSURANCE in the academic year 2011-2012.
This information collected is true and best to my knowledge and belief
Date:
Student signature
Chinmay.R.Jadhav
ACKNOWLEDGEMENT
A project of this kind could be done only through concerted

efforts of many people. I am grateful to all those who have
contributed their valuable advice, ideas and guidance in
completing this project.
I would like to thank our Principal Dr. B.B. Sharma for his
co-operation, our course co-ordinator Mrs.Seema Pawar and
my project guide Prof.Yogesh Sant for his valuable guidance
and support throughout the process of the preparation of the
project.
I am grateful to the Library staff for helping me and
providing me with requisite study materials and necessary
facilities without which the completion of this project would
not have been possible.
I am indebted to my family members and all friends and
well-wishers whose prayers and best wishes have
undoubtedly helped me in preparing and presenting this
project successfully before you.
Last but not the least, I submit myself before God Almighty
and thank for His grace and blessings.
Objective of the project

This project has been undertaken with following objectives in mind:
To understand the Insurance Sector in India, its nature &
functioning.
To understand the concept of Aviation Insurance.

To comprehend the impacts of the new norms on the functioning of the
Insurance sector in India.
To understand how these norms are put to practice. This involves
understanding of the coalition of input data, the process of data sorting,
computing according to the norms, assessing different stress scenarios
and the final output of such computations. It also involves close
observation of the problems faced in implementation.
To draw a parallel of this situation to the Insurance industry as a whole.
Executive Summary
Aviation Insurance was first introduced in the early years of the 20th
Century. The first aviation insurance policy was written by Lloyd's of
London in 1911. The company stopped writing aviation policies in 1912
after bad weather and the resulting crashes at an air meet caused losses
on many of those first policies.
Insurance is one of the most popular in business today since they
characterized the new economy & disappearance of country boundaries.
The purpose of these study the valuation process & approaches in
aviation by analyzing the insurance corporation case base upon the
valuation this report will identify the why aviation insurance is needed.
This report the Indian Insurance sector, History of insurance in India,
History of Aviation Insurance, products & features of Aviation
Insurance,& Effects Of 9/11 Attack On Aviation Insurance.
INDEX
SR.NO
CHAPTER
PG.NO
1.
History Of Aviation Insurance
2.
Risks covered in Aviation Insurance
13
3.
Liabilities in Aviation Insurance
26
4.
Future of aviation insurance
60
5.
Indian Government in Aviation Insurance
69
6.
Case Study
77
7.
Conclusion
8.
Bibliography
CHAPTER 1
HISTORY OF
AVIATION
INSURANCE
INTRODUCTION OF INDIAN AVIATION

SECTOR
A proud Air India Flying
Aviation Industry in India is one of the fastest growing aviation industries

in the world. With the liberalization of the Indian aviation sector, aviation industry
in India has undergone a rapid transformation. From being primarily a governmentowned industry, the Indian aviation industry is now dominated by privately owned
full service airlines and low cost carriers. Private airlines account for around 75%
share of the domestic aviation market. Earlier air travel was a privilege only a few
could afford, but today air travel has become much cheaper and can be afforded by
a large number of people.
The origin of Indian civil aviation industry can be traced back to 1912, when
the first air flight between Karachi and Delhi was started by the Indian State Air
Services in collaboration with the UK based Imperial Airways. It was an extension
of London-Karachi flight of the Imperial Airways. In 1932, JRD Tata founded Tata
Airline, the first Indian airline. At the time of independence, nine air transport
companies were carrying both air cargo and passengers. These were Tata Airlines,
Indian National Airways, Air service of India, Deccan Airways, Ambica Airways,
Bharat Airways, Orient Airways and Mistry Airways. After partition Orient
Airways shifted to Pakistan.
In early 1948, Government of India established a joint sector company, Air
India International Ltd in collaboration with Air India (earlier Tata Airline) with a
capital of Rs 2 crore and a fleet of three Lockheed constellation aircraft. The
inaugural flight of Air India International Ltd took off on June 8, 1948 on the
Mumbai-London air route. The Government nationalized nine airline companies
vide the Air Corporations Act, 1953. Accordingly it established by 1995, several
private airlines had ventured into the aviation business and accounted for more
than 10 percent of the domestic air traffic. These included Jet Airways Sahara,
NEPC Airlines, East West Airlines, ModiLuft Airlines, Jagsons Airlines,
Continental Aviation, and Damania Airways. But only Jet Airways and Sahara
managed to survive the competition. Meanwhile, Indian Airlines, which had
dominated the Indian air travel industry, began to lose market share to Jet Airways
and Sahara. Today, Indian aviation industry is dominated by private airlines and
these include low cost carriers such as Deccan Airlines, GoAir, SpiceJet etc, who
have made air travel affordable.
HISTORY OF AVIATION INSURANCE

Aviation Insurance was
first introduced in the
early years of the 20th
Century.
The
first
aviation insurance policy

was written by Lloyd's of
London in 1911. The
company stopped writing
aviation policies in 1912
after bad weather and the
resulting crashes at an air
A light flight of 1911
meet caused losses on
many of those first policies.

It is believed that the first aviation polices were underwritten by the marine
insurance Underwriting community.
In 1929 the Warsaw convention was signed. The convention was an
agreement to establish terms, conditions and limitations of liability for carriage by
air, this was the first recognition of the airline industry as we know it today.
By 1933 realising that there should be a specialist industry sector the
International Union of Marine Insurance set up an aviation committee, and by 1934
eight European aviation insurance companies and pools were formally established
and the International Union of Aviation Insurers was born.
10
The London insurance market is still the largest single centre for aviation
insurance. The market is made up of the traditional Lloyds of London syndicates
and numerous other traditional insurance markets. Throughout the rest of the world
there are national markets established in various countries, this is dependent on the
aviation activity within each country, the US has a large percentage of the world's
general aviation fleet and has a large established market.
No single insurer has the resources to retain a risk the size of a major airline,
or even a substantial proportion of such a risk. The Catastrophic nature of aviation
insurance can be measured in the number of losses that have cost insurers hundreds
of millions of dollars (Aviation accidents and incidents). Most airlines arrange
"fleet policies" to cover all aircraft they own or operate.
11
CHAPTER 2
RISKS COVERED IN
AVIATION
INSURANCE
12
RISK COVERED IN AVIATION INSURANCE

There are different types of risk which takes place in aviation insurance and
those risks are covered in aviation insurance they are as follows:
AVIATION INSURANCE
NORMAL RISKS
LIABILITIE
The
above diagram suggests that there are mainly two kinds of risks which an aviation
insurance company will cover which has been divided into two parts. They are:
1. Normal Risks
2. Liabilities
These two risks are further divided into various parts which involve various
risks and liabilities they are which is explained in detail later on.
13
NORMAL RISKS
These risks are those risks which every aviation company in this industry
carries it on its back when it enters into the business. These risks may differ from
time to time and situation to situation. These are
1. Hull Risks
2. Hull War Risks
3. Spares All Risks/ War Risks
4. Hull total Loss Only cover
These risks are those risks which takes place when these takes place when
any of these factors comes into action. Because all the above risks mentioned
above are unpredictable and may occur at any time
14
HULL RISKS
The hull "All Risks" policy will usually refer to something like "all risks of
physical loss or damage to the aircraft from any cause except as hereinafter
excluded".
Airline hull "All Risks" policies are subject to a standard level of deductible
(that is an uninsured amount borne by the Insured) applicable in the event of partial
(non-total) loss. Currently, this deductible can range from $50,000 in respect of a
Twin Otter to $1,000,000 in respect of a wide-bodied jet aircraft, such as a Boeing
747.
Deductibles too can be reduced by means of a separate "Deductible
Insurance" policy. The Deductible Insurance Policy is effected to reduce the large
"All Risks" policy deductibles to a more manageable level. For example the
US$1,000,000 applicable to a Boeing 747 can be reduced to say US$100,000.
The term "all risks" can be misleading. "All risks of physical loss or
damage" does not include loss of use, delay, or consequential loss. "Grounding" is
a good example of consequential loss. Some years ago when there had been a
couple of accidents involving DC10 Aircraft, the Civil Aviation Authorities
throughout the world imposed a "grounding order" on that type of aircraft.
15
That order in effect said until certain things had been established and
checked out those aircraft could not fly. The operators of those aircraft were unable
to fly them and as a consequence of that they "lost" the use of them. But the
aircraft were not "lost" - it was known precisely where they were but they could
not be used to carry passengers. Such an eventuality would not be covered by an
"all risks" policy because in such circumstances there is no PHYSICAL loss or
damage.
What the policy will cover is the reinstatement of the aircraft to its "pre-loss"
condition, if repairable damage is involved, or some other form of settlement in the
event that more substantial damage is sustained. Exactly what form of settlement
will depend on the policy conditions.
Today, the vast majority of airline hull "all risks" policies are arranged on an
"Agreed Value Basis". This provides that the Insurers agree with the Insured, for
the policy period, the value of the aircraft and as such, in the event of total loss,
this Agreed Value is payable in full. Under an Agreed Value policy the replacement
option is deleted.
16
Concorde plane disaster in France, 25 July 2000
The hull risks does not cover some risks whish are as follows
1. Wear, tear and gradual deterioration - in common with most non-marine
policies (which includes aviation insurance) these perils are thought to be
a trading expense and not a peril to be insured.
2. Ingestion damage - caused by stones, grit, dust, sand, ice, etc., which
result in progressive engine deterioration is also regarded as "wear and
tear and gradual deterioration", and as such is excluded. Ingestion
damage caused by a single recorded incident (such as ingestion of a flock
of birds) where the engine or engines concerned have to shut down is not
17
regarded as wear and tear and is covered subject to the applicable policy
deductible.
3. Mechanical Breakdown - likewise is thought by aviation insurers to be an
operating expense, but subsequent damage outside the unit concerned is
usually covered. However, it is possible to obtain insurance coverage
against mechanical breakdown of engines by way of a separate policy.
This coverage has a high degree of exposure and as a result is relatively
expensive. The majority of airlines do not purchase it probably viewing
such exposure as a part of the "engineering"
18
HULL WAR RISKS

The hull "All Risks" policy will contain the exclusion of "War and Allied
Perils". Generally speaking, throughout the aviation insurance world, "War and
Allied Perils" have a defined meaning. In the London Aviation Insurance Market
the standard exclusion is called the War, Hi-jacking and Other Perils Exclusion
Clause (currently known by its reference - AVN48B for short) this lists and defines
these so-called war and allied perils. It say,
1. War - this includes civil war and war with no formal declaration.
2. The detonation of a weapon
3. Strikes, riots, civil commotions and labour disturbances.
4. Political or terrorist acts.
5. Malicious or sabotage acts.
6. Confiscation, nationalization, requisition and the like by any
government.
7. 7.Hijacking or Unlawful exercise to control plane other than crew
members of the flight concerned.
19
The brutal second plane crash in World Trade Center, New York, United States of Ameica,
11 September,2001
20
The majority of the excluded "War and Allied Perils", other than the
detonation of a nuclear weapon and a war between the Great Powers (the aviation
insurance world identifies these as the U.S.A., the Russian Federation, China,
France and the UK), can normally be covered by way of a separate "War and Allied
Perils" policy. Aircraft deductibles are not normally applied in respect of losses
arising out of "War and Allied Perils".
Other exclusions insurers will usually apply are, as follows:1. Confiscation etc. by the "state" of registration (this exclusion can often be
deleted in respect of financial interests - albeit, in some instances at an
additional premium charge)
2. Any debt, failure to provide bond or security or any other financial cause
under court order or otherwise;
3. The repossession or attempted repossession of the Aircraft either by any title
holder or arising out of any contractual agreement to which any Insured
protected under the policy may be party;
4. Delay and loss of use. (Although there is often an extension to the policy for
a limited amount for extra expenses necessarily incurred following
confiscation or hijacking).
The aircraft hull "War and Allied Perils" policy will cover the aircraft on an
"Agreed Value" basis against physical loss or damage to the aircraft occasioned by
any of these perils. This statement is made carefully and deliberately in order to
highlight the essential difference from a "Political Risks" Insurance.
21
SPARES ALL RISKS

First of all we must identify what we mean by a "spare" or perhaps - "when
is a spare not a spare" to which a simple answer is "when it is attached". Under
most "Hull" policies the word "Aircraft" means Hulls, machinery, instruments and
the entire equipment of the aircraft (including parts removed but not replaced).
Once a part is replaced it is no longer, from an insurance viewpoint, part of the
aircraft. Conversely once a spare part is attached to an aircraft as a part of that
aircraft (not in the hold as cargo or on the wing as an extra pod) it is no longer a
"spare".
If the equipment is insured on the hull "All Risks" policy the automatic
transfer of coverage from "aircraft" to "spare" and vice versa is automatically
accomplished.
Having established when a spare is a spare how is it insured as such?
Usually in one of two ways. Either under a "spares" section of a hull policy or by a
separate Spares Policy. In either case the scope of coverage will probably be
similar. All Risks whilst on the Ground and in Transit for a limit of [so much] any
one item or sending or any one location. War Risks can also be covered (in respect
of transits), Strikes, Riots, Civil Commotions can be covered in accordance with
standard market clauses. Spares coverage is usually subject to a small deductible
except, however, in respect of ground running of spare engines when the
appropriate Ingestion deductible will be applied. Spares are normally covered on
an agreed value basis - usually their replacement cost (be it new or reconditioned as is required).
22
A flight cockpit with its spare parts
An engine with its spare parts working
inside
Spares installed on any aircraft are not covered by the Spares Insurance.
They become, from an insurance standpoint, a part of the aircraft upon which they
are installed and a part of the Agreed Value for which it is insured. This becomes
particularly important if the parts are loaned to another airline.
23
HULL TOTAL LOSS ONLY COVER
The Aerocor (Aerolineas Cordeillra) DC-3 used in 60s and 70s
This is similar to Hull All Risks cover given above but will respond only to total
losses of aircraft, whether actual, constructive or arranged. This is particularly
given for old aircraft since the old aircraft are heavily depreciated and insured for
low sums and premium on such low sums would result in low premium, which
would be inadequate for the partial losses. The ratio of partial losses to total losses
in such old aircraft is distorted.
24
CHAPTER 3
LIABILITIES IN
AVIATION
INSURANCE
25
LIABILITIES
Liabilities are those risks which may arise due to some consequences or
some reasons the company has to face. Those reasons are as follows
1. Aircraft Liability
2. Excess Liability
3. Aerospace Manufacturers products and Grounding Liability
4. Airport Owners and Operations Liability
5. Product Liability
A liability is a present obligation of the enterprise arising from past events,
the settlement of which is expected to result in an outflow from the enterprise of
resources embodying economic benefits.
The explanations of all the liabilities are given below
26
AIRCRAFT LIABILITY
Here in aircraft liability there are many other liabilities involved which are
further divided into four parts. They are
AIRCRAFT
3RD LIABILITY
PARTY
PASSENG
ER
BAGGAG
CARGO
AND
MAIL
These are the kinds of liabilities which are covered in aviation insurance the
explanation in detail is given below
27
PASSENGER LIABILITY
Coverage
for
aircraft operators in the

event a passenger is
injured,
killed
or
disabled
during
an
accident while aboard

an
Passengers injured in 'Turkish Airlines Plane Crash in
Netherlands' Feb 25, 2009
insured
aircraft.
Aviation
policies
divided
liability
coverage
into
two
parts--general liability (excluding passengers), and passenger liability.

A Passenger Liability policy covers incidents resulting from the transportation of
passengers by land, sea or air and can often be included as part of a aviation
insurance policy.
However care must be taken to check that the motor policy wording does not
exclude fare-paying passengers, which is often the case. It is unlikely that an
underwriter will be prepared to cancel or amend the wording of a standard motor
vehicle policy.
28
For this reason Daily Cover policies are specifically for to cater for fare-paying
passenger liability.
THIRD PARTY LIABILITY

This program offers 3rd Party Liability insurance coverage for noncommercial operations only. Pilot and passenger injuries and aircraft physical
damage are not covered. This member benefit program is designed to allow noncommercial pilots the benefits that insurance coverage can offer.
While pilot and passenger injuries and damage to the aircraft itself are not
covered under a Third Party program, financial responsibilities bodily injury or
property damage caused by the aircraft for which the pilot is found to be legally
liable to pay to others is covered. Additional insured parties such as landowners,
municipalities and airports, can also be covered under this type of policy. Because
the possession of Third Party coverage provides landowners with a Certificate of
Insurance showing that coverage is in place, access to more flying sites are
accessible for the operation of your aircraft
29
Concorde crash on a hotel near Paris Airport just few minutes after the take off which
resulted in destruction of th hotel it fell on, 25 July, 2000
When one engages in recreational activities requiring the use of a vehicle - whether
it be land, water, or air sports related - there are inherent factors that could result in
liability issues. No one wants to enjoy an activity and then have the pleasure of it
clouded with possible situations that would result in liability claims against their
hard earned savings. This Third Party liability insurance for USUA members can
help relieve the worry of possible claims against the pilot should this type of
situation occur. Additionally, access to airports, flight parks, and flying events
often require liability coverage. Many states require insurance of this nature just to
operate an airplane of any description. Third party liability coverage is also less
expensive than full coverage, and therefore allows the members (insurance
30
holders) the opportunity to enjoy the thrill of aviation without the worry of liability
concerns or the expense of high-priced insurance.
The people can be only eligible who are a registered, certificated or licensed pilot
are eligible. Sport Pilot Students who are endorsed to solo are also eligible. Pilot
registration can be with any recognized organization.
31
BAGGAGE LIABILITY
This kind of liability may include various reasons in the happening. They are as
follows:
1. Delays
If your bags are delayed, try not to panic. The airlines typically have ways
to track them, and about 98 percent of all misplaced luggage is returned
eventually. If your bags are on the next flight, you could have them within a few
hours. If they've been sent to the wrong airport, it could take a couple of days.
Make sure to file your claim immediately at the airport and to give the attendant
a hotel or home phone number and address.
Passengers hit by baggage delay
The airlines will typically bring you your luggage when it is found; you will
rarely need to return to the airport to pick it up. Additionally, many airlines will
reimburse any unexpected expenses caused by the loss or delay (keep your
32
receipts!). But be careful here -- the airline sometimes has the option to deduct
any reimbursement or stipend from any subsequent awards.
Before you leave the airport, be sure you know how to check on your bag's
status; some airlines have an online system while others will provide you with a
phone number to call for updates.
2. Lost Baggage
If the airline loses your bags, make sure you get a written claim for damages.
This may require a different form than the original "missing luggage" form.
This can be done at the airport or by mail.
On domestic flights, the airline baggage liability is capped at $3,300 per person.
On international trips, the liability limit may vary, as it is governed by various
international treaties, including the Montreal and Warsaw Conventions.
You may
need to
produce receipts to prove

the value of items you had
in your suitcase. If you
have them, include copies
in any documentation you
send to the airline. (Keep
A place consisting lost baggages in airport
in mind that you will be

reimbursed
for
the
depreciated value of your items -- so the airline won't give you the full $1,000 you
33
paid for that suit you purchased two years ago.) You can purchase "excess
valuation" protection if your checked baggage is worth more than these limits (but
before doing so, make sure the items aren't already covered by your homeowner's
or travel insurance policy).
The airlines typically have a long list of items for which they will not be
held responsible; these include jewelry, money, heirlooms and other valuables.
These sorts of items should always be packed in your carry-on bag.
3.
Stolen Baggage
Head directly to
the
baggage
carousel
when you get off your

flight. Many airlines scan
bags when they're loaded
into the baggage claim
area and keep records,
Unclaimed baggage ready to be stolen
especially
at
larger
airports. Once you've left the baggage claim area, your claim is no longer with
the airline, but with the police.
34
4. Damaged
Baggage
A damaged bag due to hush made by the airport workers

in the green belt
Once you've gotten your bags off the carousel, immediately check them for
damage or other signs of tampering or mishandling. Report any damage before
leaving the airport; airline customer service will often want to inspect the bag.
Keep in mind that most airlines won't cover minor wear and tear.
35
5. Cargo and Mail Damage
Consignment damaged while cargo or mail from one place to another
According to,
Although Martinair Cargo will give its best efforts to deliver your shipment at its final
destination in good order and condition, sometimes damage / depreciation, delay or
36
(partial) loss unfortunately occurs. In case such an irregularity should affect your
shipment, a claim can be filed with Martinair Cargo Claims. In order to facilitate and
speed up the claim handling process, we kindly would like to draw your attention to the
following:
I What to do in case you receive your shipment with damage
1
Make sure that the damage of the shipment is noted on the release
form/delivery receipt of the warehouse.

1
If possible, please take (digital) pictures of the damaged shipment upon
receipt of your cargo at the final destination, as recorded on the Airway Bill.
1
To strengthen your case, you can appoint an independent and objective
surveyor. However kindly be advised that the decision to appoint a surveyor is up

to the claimant as the claimant always has to provide independent evidence in
order to prove the extent of the damage as claimed for.
1
Send a written preliminary claim to Martinair Cargo Claims within 14 days
from the date of delivery at the final destination.
Measure the temperature of the shipment upon release and measure the
boxes on the outside of the pallets in case of complete pallet delivery. Please
record the temperature on the release form/delivery receipt of the warehouse.
37
To strengthen your case, you can appoint an independent and objective surveyor to
check the condition of your perishable shipment. Please make sure that your shipment
will be surveyed as soon as possible but not later than 8 hours after arrival at your
premises: perishables are time sensitive and/or temperature sensitive commodities,
therefore only a survey done shortly after arrival of the cargo will be considered as an
objective survey.
38
II What to do in case of (partial) loss/pilferage of your shipment

Loss:
.
1
Definition: loss is defined as all pieces (mentioned on the Master Air
Waybill) reported missing

2
3
Send a preliminary claim to Martinair Cargo Claims within 120 days from
the date of issue of the Master Air Waybill.

Partial loss / pilferage:
1
Partial loss is defined as one or more pieces of the total shipment
(mentioned on the Master Air Waybill) are reported missing

2
Pilferage is defined as the loss of one or more items out of one or more
pieces
1
Send a preliminary claim to Martinair Cargo Claims within 14 days from
the date of delivery (both partial loss and pilferage are considered as damage).
1
Make sure, that partial loss and/or pilferage is noted on the warehouse
release form/delivery receipt of the warehouse or on the Trucking document in

case of direct deliveries. In case of pilferage, please also establish the weight
discrepancy.
III How to file a priced claim
39
Whenever a priced claim is filed, the necessary information must be gathered. We

strongly request you to enclose the relevant documentation and information as
mentioned below, in the English language:
1
Vendors / shippers invoice covering the complete shipment. Please
explicitly indicate the items / pieces claimed for. Please note that Martinair Cargo
cannot offer full compensation based on the commercial / sales invoice as a refund
for loss of profit is not part of our contractual liability.
2
Packing list. Please indicate the items / pieces claimed for Cession of
Rights, if required, from the party (shipper / consignee as mentioned of the Master
Air Waybill) entitled to claim, which states that your company is authorized to act
on their behalf.
3
4 Copy of the Martinair Master Air Waybill (and if possible a copy of the
relevant House Air Waybill).
5
A specification of the amount claimed for (by means of a shippers invoice,
an independent survey report, a bill of sale or a bill of repair).
1
Copy of the delivery receipt.
(digital) Pictures, if available.
Your banking details, including swift code.
In case your claim concerns damage / depreciation, please enable us to verify the extent
/ direct consequences of the irregularity by also enclosing:
1
Independent and objective survey report, if issued. In case the amount of the
damage / depreciation is expected to be below the costs involved in employing a

surveyor, a survey report obviously is not required. Please note that the decision
40
whether or not to involve a surveyor is entirely yours. The presence of an objective

survey report, however, will never reduce the strength of your case.
2
Destruction report, in case the shipment was no longer fit for sale.
3
4
Bill (s) of sale, in case the shipment was still fit for sale.
5
6
Bill (s) of repair (if applicable).
Only upon receipt of the information as requested above, your claim can be taken into
consideration. If any of these documents are not available, please explicitly state so.
Please be informed that an adequate and sufficient provision of all relevant documents
enables a swift and efficient claim handling procedure.
IV Claims handling information
1
Claims will be handled in accordance with the applicable Conventions
and /or General Conditions and / or Conditions of Contract.

1
An airline can only be held responsible for proven irregularities which can
be held against the carrier and which occurred while being under its custody. This
means the period from acceptance of the shipment at the airport of departure until
delivery at the airport of destination.
1
A preliminary notice of claim must be made in writing by separate notice. In
case of damage (also including partial loss and pilferage) a (preliminary) notice of
claim must be filed within 14 days from the date of receipt of the cargo. In case of
41
loss (all pieces reported missing) a (preliminary) notice of claim must be filed
within 120 days from the date of issue of the Mawb.
1
The maximum liability of Martinair Cargo is limited. We refer to the
relevant provisions of the Warsaw / Montreal Convention, as well as to our

General
Conditions
(available
on
the
website
of
Martinair
Cargo:
www.martinaircargo.com) and our Conditions of Contract. As a consequence

hereof, we politely advise you to file a claim with your (clients) underwriters in
first instance, in case your shipment is covered by an insurance policy.
1
For a number of irregularities Martinair Cargo is protected by an exclusion
of all liability. For example: the damage as claimed for is of an indirect /

consequential nature ( e.g. loss of profits, additional taxes incurred, fines etc.), Act
of God , Force Majeure situation, authority regulations. Reference is made to our
General Conditions. Martinair also will decline all liability for goods not properly
packed for air transportation.
Martinair Cargo does not accept liability for perishable cargo delivered into
our custody at a temperature exceeding the temperature limits mentioned on the
warehouse receipt / acceptance slip or exceeding the temperature limits mentioned
in the IATA, Perishable Cargo Manual. Also liability is not accepted by
Martinair Cargo for damages which are a result of inherent defect, nature or vice
of the cargo whilst shipment has not suffered a significant delay.
1
The right to claim shall be extinguished if any action is not brought within
two years, reckoned from the date of arrival at the destination, or from the date on
which the aircraft ought to have arrived, or from the date on which the carriage
was stopped.
42
Whenever our liability for a claim exceeds our policy deductible, Martinair
Cargo will be forced to hand over the file to the liability claims adjusters
appointed by our insurers. The claim will then be dealt with directly by these
claims adjusters and the claimants will be contacted accordingly.
1
In case we accept liability we request the claimant to sign and to stamp a
Final Release Form before being able to settle, hence relieving Martinair Cargo
from any further future liability. After receipt of the duly signed and stamped Final
Release Form and if necessary the Cession of Rights, settlement will be effected.
Our financial department will transfer the amount to your bank account, for which
we of course need your banking details, including swift code.
1
43
EXCESS LIABILITY
Excess liability is all about the refueling and the defueling of the aircraft. Excess liability is also
known as THIRD PARTY WAR RISKS.
Refueling done by one aircraft to another in air
Refueling done on ground
44
AEROSPACE MANUFACTURERS PRODUCTS AND

GROUNDING LIABILITY
MANUFACTURERS PRODUCTS LIABILITIES
This type of insurance is essential for the manufacturer of aircrafts, its
components and related equipment. In addition, it is also necessary for those
engaged in selling airplanes, its parts or fuel, and for individuals who repair
and/or maintain the aircrafts.
There are different laws, federal regulations and considerations for
commercial airliners versus small planes.
General aviation refers to aircraft such as small planes that seat less than 20
passengers and were not engaged at the time of the flight in scheduled
passenger-carrying operations. It includes helicopters, as well. Knowledgeable
brokers can assist in the process of identifying what type of coverage is
necessary on a case by case basis.
45
Wings of the plane made of Aluminum
Lifeline of an aircraft- Big 1.5 storey size engines
Coverage
This policy protects parties from claims arising from injury or damage
caused by defects in the products sold or manufactured or from improperly
completed operations. Manufacturers, distributors and sellers can be open to
liability even if it is proven that the product was used improperly. Insurance
46
coverage will cover their legal fees needed for defense against claims and class
action suits
Three times big tyres of a plane
Statistics
Though air traffic is considered to be a safe means of transportation,
accidents do occur. Some of the more common causes of many of these
incidents are faulty equipment and structural or design problems. Aviation
products can cause catastrophic accidents as the result of relatively minor
failures.
47
GROUNDING LIABILITIES
This may include liabilities as follows
PREMISES-LIABILITY
This basic part of the policy will protect the liability of the operation for the
employees while performing their duties. This would be the fueling operation, and
any part of the business associated with the office and ramp areas. The facility will
add to this policy additional parts to cover the specific needs of each operation.
Ground staff at its work
48
HANGARKEEPERS
The larger operations, you know, like a Bell service center with 8 to 10 beautiful
ships in various stages of maintenance with full pilot training facilities for instance
is almost always going to have exceptional policies covering their business
operations that include what you do. Their policy will cover any person acting on
behalf of the operation in the carrying out of their duties. This policy will protect
you if you should do something unintentional that causes damage. An example
might be in the process of moving a helo in or out of the hangar with a power tug.
If you are watching one side and start the turn too soon and catch the tail boom or
rotor on the hangar door or another helicopter sitting next to the one you are
moving, the damage you cause will be covered by the coverage.Now lets say you
work for a maintenance only shop with just 1or 2 ships being worked on at any one
time. In these difficult economic times, it is not unheard of for some operations to
49
trim expenses and not purchase the Hangarkeepers option of the policy. If you are
unsure, work up the courage to ask your boss if you are covered under this part of
the policy. Seeing a copy of the declarations page with the policy effective dates
will help reassure you and will operations Hangarkeepers also tell you if the
coverage has been purchased.
People working as hangar keepers
50
TRAINING
A pilot getting trained in a cockpit
It is the hope of the insurance underwriters that if you are asked to do

something new that you will have received training ahead of time. If you usually
move a Robinson R22 or Schweizer 300 and are now asked to move a multimillion dollar Sikorsky S-61, please be sure you ask for training or assistance. This
same training will apply to any part of the operation you perform. Even something
that seems as simple as fueling or de-fueling must be part of your training before
you perform it by yourself. Underwriters would prefer the operation participate in
NATAs Safety
51
IN-FLIGHT-HANGARKEEPERS
This coverage is important if you are operating the helicopter in flight. It is not
uncommon for an operation to do a test flight after maintenance has been
performed or if avionics have been installed or changed. Sometimes a problem
reported by the owner can only be replicated while in flight. If you are the one who
flies it, be sure you meet all of the pilot requirements of both the operators policy
and the helicopter owners policy.
In almost every case, an owner will have an aircraft policy that has as part of their
pilot warranty a paragraph that states what qualifications a pilot needs to meet
before he can fly as part of a maintenance flight. There are some operators who
believe that the
owners policy
will cover any
damage
that
results from a
loss
to
the
aircraft
while
flying
under
this
provision.
Remember that
the owner has a
Eligible pilots
policy to protect
them; not you.
52
AIRPORTS OWNERS AND OPERATIONS LIABILITY

AIRPORT OWNERS LIABILITY
The work done by airport employees is considered to involve the greatest level of
professional responsibility. Even smallest errors by airport personnel can result in
enormous casualties and material losses. Therefore it is important for airport
owners to insure not only their property but also third-party liability.
Insurance objects:
The Insureds liability as an airport owners and/or airport structures that may
include:
- airport terminal, airfield and other infrastructure;
- fuelling station;
- air traffic control center.
Insurance risks:
- liability for causing material damage to third parties;
- liability for causing damage to life and health of third

parties.
53
Beautifully built Riyadh Airport
Insurance period:
Period specified in the insurance policy normally one year.
The cost of insurance is influenced by:
- number of takeoff and landing operations;
- types of aircraft based at the airport;

54
- passenger and freight flow volumes;
- structures comprising the airport;
- security measures;
- working conditions of air traffic control center.
Exclusions:
Standard: military risks; risks related to nuclear explosion effects and

radiation hazard.
Specific:
liability to the Insureds personnel;
- liability for property owned or temporarily possessed by the Insured;
- liability for injuries to persons and property resulting unless such

activities have been agreed on with the Insurer.
Also to mention that airport owners liability also includes operations

liabilties
55
PRODUCT LIABILITY
Product liability is the area of law in which manufacturers, distributors,
suppliers, retailers, and others who make products available to the public are held
responsible for the injuries those products cause.
Theories of liability
In the United States, the claims most commonly associated with product liability
are negligence, strict liability, breach of warranty, and various consumer protection
claims. The majority of product liability laws are determined at the state level and
vary widely from state to state. Each type of product liability claim requires
different elements to be proven to present a successful claim.
Plane crash due to manufactures and other members related with the airlines
56
Types of liability
Section 2 of the Restatement (Third) of Torts: Products Liability distinguishes
between three major types of product liability claims:
manufacturing defect,
design defect,
a failure to warn (also known as marketing defects).
Manufacturing defects are those that occur in the manufacturing process and
usually involve poor-quality materials or shoddy workmanship. Design defects
occur where the product design is inherently dangerous or useless (and hence
defective) no matter how carefully manufactured. Failure-to-warn defects arise in
products that carry inherent nonobvious dangers which could be mitigated through
adequate warnings to the user, and these dangers are present regardless of how well
the product is manufactured and designed for its intended purpose.
57
CHAPTER 4
FUTURE OF
AVIATION
INSURANCE
58
FUTURE OF AVIATION INSURANCE

During the past century, man has realized his dream to fly. The aircraft has
been developed and partially perfected. The aviation industry, as it is known today,
has grown into a set of definable sub-industries based upon usage. Modern-day
aircraft range from military to commercial airlines to the most diverse group,
general aviation. As with any technology-based industry, aviation continues to
grow and develop. New uses for aircraft are identified, better aircraft and avionics
are created, and problems are recognized and solved.
Although aviation has come a long way in the last 100 years, it is still a
developing industry. With growth and development come problems that must be
solved before an industry can graduate to the next level. In the United States,
aviation is now being confronted with a series of problems that may take as long to
solve as the act of flight itself. As aviation enters the new millennium, it is these
problems with which the aviation insurance industry must deal. Some are simply
growing pains. Others are outside influences for which no simple solution may
exist.
LEGAL CONCERNS
In many cases, changes in other areas of our society have a great influence
over aviation. This is the case with our court system. The trend toward
unreasonable verdicts and ridiculous awards has forced many aircraft owners to
create shell corporations to "front" as the registered owner of their aircraft. Owners
today are uncertain as to how much liability insurance is adequate protection, a
situation made far worse by the growing reluctance of insurance underwriters to
59
offer higher limits of liability protection at any price. The underwriters explain that
it is impossible for any aviation insurance company to predict an adequate liability
premium rating structure when the court decisions are so volatile and erratic. All
aviation insurance companies are heavily reinsured by companies in London and
other foreign markets, and those foreign insurers usually charge passenger liability
premiums for aircraft operated in the United States that are three to five times as
much as those paid by non-U.S. operators.
And so it goes for the owner of general aviation and commercial aviation aircraft
in the United States. Aircraft owners seem to be trapped between inadequate
coverage limits, high-priced liability insurance premiums, and the perils of the U.S.
court system.
CAN SMALL AVAITION BUSINESSES SURVIVE ?

In the future, some sectors of the aviation community may simply cease to
exist as a result of the threat of financial devastation due to lawsuit. We've had a
glimpse of this already when the escalating cost of products liability insurance
practically stopped the production of light aircraft in the mid-1980s. It was only
after a change in legislation limiting the time an aircraft manufacturer could be
held responsible for products liability that our industry resumed production of new
light aircraft.
In the future, such sectors of general aviation as the small piston repair shop
and the small flight training school may not be able to afford the increasing
insurance premiums and in some cases may not be able to buy adequate insurance
at any price. This may spell the end for many in these businesses. As of February
2000 at least three aviation insurance companies have ceased writing small
60
"Instruction and Rental" risks while others have increased their premiums for this
class.
The future may see the small maintenance facility replaced with a newtechnology aircraft requiring far less maintenance. The same style of maintenance
used by the military and airlines -- the remove-and-replace concept -- may become
commonplace throughout general aviation as well. Maintenance problems may be
identified by computer and repaired only by the manufacturer at factory service
centers, a practice that is already common in today's bizjet fleet. "Plug and fly"
replacement parts keyed to a computer analysis may decrease cost with little or no
downtime.
All this, of course, is little consolation to owners of existing, oldertechnology, maintenance-intensive aircraft. They're not getting any younger ... and
neither are we.
AGNG FLEET, AGING PILOTS

While aviation is not exactly a mature industry, it is aging. Maybe what
we're seeing today is just the end of a plateau in the overall development of
aviation. The average age of both our pilot population and our fleet (both
commercial and general aviation) is increasing. Many commercial and airline
pilots today received their initial training in the military. The World War II pilots
are now in their 70s and 80s, the Korean War pilots are in their late 60s, and the
Vietnam pilots are in their 50s and 60s. One of the most common conversations we
have with our clients and friends concerns how they can extend their insurable
years as a pilot. Aviation is a great hobby for our retirement years.
61
Aircraft hull and liability insurance for the senior pilot has become such a
concern that our insurance agency has developed a special task force to help deal
with this problem. Looking into the future, as the baby boomers age, our average
pilot populations continue to age. As with automobile drivers, we have found this
segment of our industry to be no more likely to have an accident than the younger
group. In fact, they tend to be more cautious, better trained, and better financed
than most underwriters care to admit. Maybe it is because we are growing older
ourselves, but we believe increased awareness at the underwriting level will soon
improve insurance company acceptance and serve to extend the insurable age of
the senior pilot. We can assure you, we are doing everything in our power to
influence the underwriting community in that direction.
Meantime, what can be done to infuse new blood in the cockpit? The
industry is currently suffering from a lack of trained professional pilots. Without
the military-trained pilot to help fill the need for commercial and airline pilots, we
must depend solely upon civilian-trained pilots. This then becomes an economic
problem. There is no longer a generous GI Bill to offset the cost of flight training
in an age of escalating costs.
Many of our charter and corporate clients complain of sending a young
second-in-command to school on their aircraft, only to have the airlines snap them
up upon completion. The trend toward younger and younger pilots in the right seat
is disturbing whether at the charter, corporate, or airline level of operation.
62
SHRINKING FLEET
Primary training costs are increasing for a number of reasons. The high cost
of new replacement training aircraft and inadequate and expensive insurance
render the training sector of aviation vulnerable to lawsuits and financial disaster,
and a shortage of qualified instructors has slowed the flow of new pilots to a
trickle. The shortage of career CFIs is due in part to the low pay scale at most flight
schools, whose owners respond that they're just barely able to stay in business as it
is.
The majority of the general aviation aircraft flying today are 15 to 20 years
old and older. To replace a simple single-engine Cessna 172 today would cost in
excess of $140,000. A new twin-engine Beech Baron is in the $1,000,000 range. Of
course, used aircraft are always an option. The obvious problem is that as new
replacement aircraft increase in cost, the price of good used aircraft is forced up as
well. Today, there are no bargains. It is often a struggle to find a used aircraft for
sale with no damage history. Couple the normal attrition of our aging fleet with the
high cost of replacement aircraft and it is easy to understand why our overall
general aviation numbers are plummeting.
Again, a look into the future suggests that the majority of primary training
will be done in flight simulators and computerized flight-training devices. As
demand increases and technology advances, the full-motion simulator should
become much more affordable and so realistic the only thing left for the student
pilot is the checkride. "Safe and inexpensive" will become the name of the game.
63
If you want proof, the military has already adopted this method of training
from the combat tank to aircraft and everything in between, and airline pilots are
getting type-rated in new transport jets without having ever set foot in the actual
aircraft.
TREND TOWARDS TUBINES

The current trend for corporate-owned-and-operated aircraft seems to be
toward turbine-powered aircraft. If new Barons sell for "a million bucks" out of the
factory and a good used King Air is also in the $1 million range, the decision is
clear to many which is the preferable aircraft in size, safety and maintenance cost.
The myth that a light piston twin is easier to fly than a turbine-powered aircraft is
beginning to be dispelled. Now that the underwriting community is imposing
virtually the same training requirements upon the multi-engine piston pilot as the
turbine operator, there is less advantage in buying the piston-powered aircraft.
Couple the ease of operation of the turboprop and jet aircraft with the comparable
cost of acquisition, and you have an even more compelling argument against the
piston engine.
The proof is in the requests our agency receives for insurance quotations. We are
seeing increasing momentum toward turbine and jet aircraft. For years, the
corporate flight department has insisted upon the business jet for comfort and
safety. Now, with the development of the single-pilot jets, there is increased
interest from the businessman pilot in Citation SPs, CitationJets, and other newgeneration Williams-engine-powered jets. In our opinion, this is clearly a look into
the future. With the ease of operation and safety and the decreasing acquisition and
operational costs of new-generation turbine aircraft, it is easy to see what the near
future holds for the piston-powered aircraft.
64
TRANING : BETTER MORE EXPENSIVE

There is no argument among most commercial pilots and aviation insurance
underwriters that full-motion flight simulators should be a part of every training
process. You simply cannot practice the emergency procedures in the aircraft that
can be demonstrated in a simulator. Although not available for every aircraft at this
time, more and more underwriters are requiring simulator-based training at least
annually. We get the complaint from many of our clients that the cost to attend
FlightSafety or Simcom is too high. Usually, they do not take into account the cost
of aircraft operation when comparing this with the traditional in-aircraft flight
training.
There is good news ahead, however. There is more competition in the upper-level
flight training area. With increased competition will come improved programs and
improved affordability. There will be more flight simulators available for a wider
variety of aircraft. In the future, we predict there will be full-motion simulatorbased training at every level ... yes, even for primary training. You may see a pilot
solo without ever leaving the ground. This is an insurance underwriter's dream!
WHAT DOES THE FUTURE HOLD ?

We have no idea what can or should be done about the U.S. court system
with its irrational verdicts and out-of-control damage awards. From this standpoint,
aircraft owners and operators will continue to be plagued by high liability
insurance premiums and inadequate limits. We can only hope that society will
wake up at some point, change its attitude toward litigation, and break loose from
the hold that attitude has over all of us.
65
Of course, adversity is the mother of innovation (and invention). With this in mind,
the future is very bright. New methods of training using simulators at all levels will
produce more, better-trained pilots. As these techniques become more available,
the costs will continue to decrease. Some of the new-generation flight simulation
software for home PCs is quite spectacular, and CFIs tell us it offers excellent
training value (although the FAA does not yet recognize this fact). New technology
and new production methods may eventually bring down the cost of new aircraft
ownership, and a younger, more efficient fleet will be born. A modern fleet of this
type should be less expensive to repair and with the improved repair costs,
insurance hull premiums will also decline. In addition, these new-age
improvements are producing aircraft that are easier to handle and fly. Safety and
comfort seem to be a priority. As this permeates our fleet, accidents will surely
decrease, and insurance premiums will decline as well.
The advent of the computer is changing the way we live our lives, and the cockpit
is no exception. First seen in our navigational aids with the very affordable GPS,
the computer is revolutionizing the entire look and function of our instrument
panels. Tom Chappell, president of our agency, recently attended the open house of
one of our clients to view his new Lear 45. This new-generation aircraft is truly an
awakening. Sitting in the cockpit wondering just what all the new pretty and
colorful screens and dials were, Tom felt as if he was viewing a piece of equipment
from a future epoch. The instrumentation, function and completeness of the panel
were truly a look into the future of general aviation. The way pilots are trained in
the future will be changing -- not just to cut costs, but because the aircraft of the
future are here and are like nothing you have ever seen.
66
CHAPTER 5
INDIAN
GOVERNMENT IN
AVIATION
INSURANCE
67
INDIAN GOVERNMENT ON AVIATION

INSURANCE
Indian Aviation Insurance Market Overview 2008 Anant Pawar*
The author is the Vice President & Head Aviation at Aon Global Insurance
Brokers Pvt. Ltd.
Insurers on aviation growth path Indian Insurers have come a long way in
developing the market capacity for aviation insurance business and as Indias
growth story continues, Insurers have kept pace with the growing demand from
buyers in India. Today the Indian market is playing a key role in supporting not
only buyers in India but also buyers in the sub-continent, including major support
to the SAARC region. As the Indian aviation industry continues to grow, many
new buyers have entered the insurance market with requirement for different types
of products. Apart from traditional airline and aircraft related insurances, Insurers
are now covering different verticals of aviation industry ranging from airports to
aircraft manufacturers with bigger risks appetite. The year 2008 has seen
heightened level of competition amongst both Public and Private Sector Insurance
Companies in an attempt to retain the current market share and to fulfill an ever
increasing desire to participate in the aviation growth story.
68
This is more so in the General Aviation (generally aircraft with less than 61 seats)
segment where the sum insured limits are within the capacities of many Indian
Insurers. General Aviation buyers in India have enjoyed substantially lower
premium payouts in 2008 compared to their world and regional peers, as buyers
have bargained hard taking advantage of the soft market conditions and excess
market quite a few buyers have switched their insurers. On the Airline front,
pricing continues to be driven by leading international markets especially in
London, as Indian Insurers continue to off load major risks to international
companies mainly in the European sub continent, with insurance brokers playing a
very important role in the entire process. Market Potential For 2008, Aviations
direct premium income in India is circa INR 3,750 million and this includes buyers
from all segments including airlines, general aviation, aerospace, airports, ground
handlers, catering companies etc but excluding satellite. Over 75% of the total
premium comes from the airline segment with another 23% from General Aviation.
A very small portion of 2% is contributed by airport, ground handlers, catering
segment etc. In addition, capacity. In the process, National Reinsurer, GIC Re
writes substantial international aviation business (mainly by way of inward
reinsurance) coming into the country and gradually other insurers are following
suit, but with caution. Over the last 10 years GIC Re has emerged as one of the
largest aviation reinsurer in the international market and is playing a key role in
supporting Indian Insurers. Currently there are over 200 buyers of aviation
insurances in the country who need aviation products in one form or other. Many
new buyers have entered the market in 2008 and the trend is expected to continue
in 2009 albeit at a slow pace. For the airline sector, customer base and number of
aircrafts has increased significantly in the past three years but current economic
situation is taking a toll on its future growth.
69
When one compares the above limits to 2-3 years back it signifies a jump of over
200%-250% and majority of the capacity comes from National Reinsurer, GIC Re.
New capacity has entered Indian market especially during 2007, 2008 with Private
Insurers buying reinsurance programmes to support their direct underwriting. At
the same time existing Insurers have expanded their underwriting limits.
It is expected that capacity will be more or less stable during 2009 and as a result
dependence on international market for General Aviation is likely to get reduced,
but for large airline risks reliance on international market is expected to continue.
Three aviation marketing giants
70
Claims Scenario
Each Insurer will have its own underwriting experience
to show and can vary from its peers considerably depending on their participation
on the policies that has produced losses. General Aviation claims in 2008 are
expected to exceed Rs. 500 million and 2009 has started on a bad note with claims
in first five months exceeding Rs.350 million. As against this, past 10 years
average general aviation losses are hovering around Rs.400 million. When we
compare these claim figures against the total general aviation premium in India,
one may come to a conclusion from the insurers perspective that general aviation is
profitable over the last 10 years period. This may not be true for all insurers,
especially considering the fact that 10 years average loss figure consists of two or
three major losses in each year. Insurers participating on these losses would have
been hit hard. Majority of the losses in the last 10 years are on account of aircraft
damages and liability claims forma a very small portion of it. However, by no
means does this give any indication into the future considering the catastrophic
nature of aviation business.
71
Montreal Convention
The Indian Government ratified Montreal Convention 1999 in March 2009 and
currently it applies to international travel. There is nothing on record at this stage
to show that the revised liability limits are applicable to domestic sectors. In brief,
the Convention has increased compensation levels for international passengers in
the event of death or bodily injury and damage and delay to the passenger baggage
and cargo. While the compensation for death or bodily injury has increased almost
7 times from the existing levels of approximately USD 20,000 to around USD
140,000, the compensation for damage to the checked baggage has increased from
approximately USD 20 per kg to around USD 1,400 per passenger. The
compensation for damage to cargo has increased from USD 20 per kg
approximately to USD 24 per kg. The Warsaw System, which is in force in India
by way of Carriage by Air Act, 1972 had allowed four choices of jurisdiction for
filing of a claim by the passenger, namely, place of issue of ticket, principle place
of business of the carrier, the place of destination of the passenger and the place of
domicile of the carrier.
72
Through the Montreal Convention a fifth jurisdiction is added which is the place of
domicile of the passenger, provided the airline has a presence there. Therefore an
Indian would be able to file claim in India even if the journey was undertaken
outside India. Liability Limit for domestic passengers in the event of death or
bodily injury continues to be at the old level of Rs.750,000 for passengers above
12 years of age and Rs.350,000 for below 12 years. As regards damage and delay
to the passenger, baggage compensation is Rs.4,000 per passenger for hand
baggage and Rs.450 per kg for registered baggage. So far, Insurers have responded
very positively by covering their customers based on the revised limits for
international travel and it remains to be seen whether new limits will be applicable
for domestic travel as well and its impact on the liability claims scenario.
73
Aviation
Liability
Insurance
Limits
in
India:
Western European countries including countries in the Far East namely Hong
Kong, Singapore have adopted regulations specifying minimum liability insurance
limits for aircraft based on the maximum take off weight of the aircraft and
passenger seating capacity, however India is yet to adopt any such regulations.
Even neighboring countries like Sri Lanka and Nepal have minimum liability
insurance requirements for aircraft and it may not be too long before India adopts
such requirements. While Airlines and Corporate Jet owners are buying liability
limits in line with the international trend, there is no similar trend when it comes to
helicopter operators. Like Airline policies, liability limits on Corporate Jets many
times are driven by financing /purchase agreements; however helicopter operators
tend to buy low limits
74
CASE STUDY
75
AVIATION INSURANCE SERVICE

PROVIDERS IN INDIA- NEW INDIA LIFE
ASSURANCE CO. LTD
In India the one
company which provides
aviation insurance as a
service is New India Life
Assurance Co. LTD
This
company
this
service
provides
as
commercial product to the

aviation sector. Started in
1946 as Aviation Insurance
of Air India, company
The logo of THE NEW INDIA LIFE ASSURANCE
provides
professional
aviation insurance advice

and solutions to the needs
of small aircraft operators as well as scheduled airlines.
The aviation portfolio encompasses following type of covers.
76
Hull All Risk Insurance Policy
This policy is suitable for small aircraft operators belonging to flying clubs,
companies engaged in agricultural spraying operations, aircrafts especially
designed for VVIPs, business executives and for those engaged in industrial
aids. The policy scope includes all physical loss or damage sustained by the
insured aircraft including total loss, disappearance. All losses are paid subject
to deductibles.
Spares All Risk Insurance Policy

Covers loss or damage to spares, tools, equipments and supplies owned by
the insured or the property for which the insured is responsible whilst on
ground or in transit by land, sea, air including in own aircraft or whilst on the
premises of others for storage only.
Hull/Spares War Risk Insurance :
Indemnity is provided to the aircraft as well as spares caused by war,

invasion, acts of foreign enemies, hostilities, civil war, rebellion, revolution,
resurrection, martial law, strikes, riots, civil commotion, malicious acts,
sabotage.
Hull Deductible Insurance :
Airlines at times have to bear a proportion of loss due to application of a

deductible under All Risk Policy, which may impose considerable financial
difficulty on the insured. Therefore the operators insure part of their
deductibles under this kind of insurance.
77
Aviation Personal Accident (crew member) Insurance
This cover is designed to cover insured person against injury, disablement or

death arising as result of an accident that is generally granted on annual basis.
The cover operates while mounting or dismounting from and whilst traveling
an aircraft while the aircraft is being used within the geographical scope as
per its permitted usage. This cover can also be on 24 hours basis. The capital
sum insured varies according to the status of the insured or earning capacity
and fixed by the insurers.
Loss of License Insurance
Operating crews of the aircraft are required to have valid license. License is
liable to be suspended either temporarily or permanently on medical grounds.
Consequential financial loss is covered by the loss of license policy. Cover
provided is in respect of incapacity causing permanent total disablement or
temporary total disablement due to bodily injury or illness.
Besides the aforesaid general aviation policies New India Assurance
Company also provides various other tailor-made insurance as per specific
requirements of the insured.
Claims
In case of claims following are illustrative documents that are generally
called for from the insured.
Documents in connection with aircraft details
Documents in connection with flight details
78
Documents in connection with the accident
Certificate of airworthiness/registration
Crew details
Maintenance & engineering information
Operational manual passenger documentation in case of claims
79
CONCLUSION
In the course of the analysis various trends and developments in the
aviation industry were discussed that provide partial answers to this question.
Airlines employ a wide variety of business models while taking an aviation
insurance contract. For example, some companies like Kingfisher Airlines
take policy with high premium while others like Air India take an aviation
insurance contract with low premium. It was also observed that airlines with
huge and expensive airbuses like ATR 42-500 aircraft tend to generate high
amounts of risk; while relatively less expensive aircraft like A330 aircraft tend to
generate less risk.
The aviation insurance market is highly volatile due to the inherent nature of
the risk and the underwriting cycle of insurance. Historically, the market wide
premium appears to be almost as volatile as the claims, suggesting a lack of
consistency in underwriting this business. The major caveat to my conclusion is
that there is significant amount of public data available to assist in
underwriting and pricing aviation insurance. This data can be used to develop
more effective underwriting rating models for aviation insurance and this
should result in better selection of risks and more consistent profits for the
insurer.
The aviation insurance market, by its own nature, is highly volatile. There are
many causes including the overall insurance underwriting cycle, the major accident
risk, the short-term memory of the insurance market, and the long-tailed nature of
determining responsible parties. However, the increasing involvement of
analytical professionals such as actuaries should introduce more effective
methods for pricing airline insurance and this should help stabilize the
premium component of the loss ratio equation.
80

Aviation Insurance - Project

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Aviation Insurance - Project

Uploaded by

Copyright:

Available Formats

SAFE SKIES WITH AVIATION INSURANCE

SAFE SKIES WITH AVIATION INSURANCE

SAFE SKIES WITH AVIATION INSURANCE

A project of this kind could be done only through concerted

SAFE SKIES WITH AVIATION INSURANCE

Objective of the project

To understand the concept of Aviation Insurance.

SAFE SKIES WITH AVIATION INSURANCE

SAFE SKIES WITH AVIATION INSURANCE

History Of Aviation Insurance

Risks covered in Aviation Insurance

Liabilities in Aviation Insurance

Future of aviation insurance

Indian Government in Aviation Insurance

SAFE SKIES WITH AVIATION INSURANCE

SAFE SKIES WITH AVIATION INSURANCE

INTRODUCTION OF INDIAN AVIATION

A proud Air India Flying

Aviation Industry in India is one of the fastest growing aviation industries

SAFE SKIES WITH AVIATION INSURANCE

SAFE SKIES WITH AVIATION INSURANCE

HISTORY OF AVIATION INSURANCE

aviation insurance policy

meet caused losses on

many of those first policies.

SAFE SKIES WITH AVIATION INSURANCE

SAFE SKIES WITH AVIATION INSURANCE

SAFE SKIES WITH AVIATION INSURANCE

RISK COVERED IN AVIATION INSURANCE

SAFE SKIES WITH AVIATION INSURANCE

SAFE SKIES WITH AVIATION INSURANCE

SAFE SKIES WITH AVIATION INSURANCE

SAFE SKIES WITH AVIATION INSURANCE

Concorde plane disaster in France, 25 July 2000

SAFE SKIES WITH AVIATION INSURANCE

SAFE SKIES WITH AVIATION INSURANCE

HULL WAR RISKS

SAFE SKIES WITH AVIATION INSURANCE

SAFE SKIES WITH AVIATION INSURANCE

SAFE SKIES WITH AVIATION INSURANCE

SPARES ALL RISKS

SAFE SKIES WITH AVIATION INSURANCE

A flight cockpit with its spare parts

An engine with its spare parts working

SAFE SKIES WITH AVIATION INSURANCE

HULL TOTAL LOSS ONLY COVER

The Aerocor (Aerolineas Cordeillra) DC-3 used in 60s and 70s

SAFE SKIES WITH AVIATION INSURANCE

SAFE SKIES WITH AVIATION INSURANCE

SAFE SKIES WITH AVIATION INSURANCE

SAFE SKIES WITH AVIATION INSURANCE

aircraft operators in the

accident while aboard

parts--general liability (excluding passengers), and passenger liability.

SAFE SKIES WITH AVIATION INSURANCE

THIRD PARTY LIABILITY

SAFE SKIES WITH AVIATION INSURANCE

SAFE SKIES WITH AVIATION INSURANCE

SAFE SKIES WITH AVIATION INSURANCE

Passengers hit by baggage delay

SAFE SKIES WITH AVIATION INSURANCE

produce receipts to prove

in mind that you will be