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Not really. Car insurance is a huge market where you can call a dozen companies in an afternoon and get quotes. Aviation insurance is a small, specialized market with only a couple dozen underwriters, and almost all of them work only through specialist brokers. It also runs on a broker-of record system: the first broker to take your aircraft and details to an underwriter represents you with that underwriter. That means calling several brokers doesn’t get you more quotes. It just creates confusion. The best move is to work with one independent aviation specialty broker who can represent you to the entire market.

A quote via phone may be a brokers estimation of the premium, training requirements, and terms based on their experience or best guess. This type of estimation can be useful when you’re researching a purchase or budgeting for an upgrade. Firm terms come after a full application goes to the underwriters, and the final number can move up or down depending on the details they review like aircraft type and value, pilot age, total time, make and model time, state location, liability limits, and use. Be aware of the limitations of verbal estimations of insurance if you are looking for accurate premiums and training requirements.

A full market review takes about 4 to 5 business days once I have your completed application. Faster quotes, even same-day, are possible, but you’ll only see the first underwriters to respond, not the whole market. Underwriters prioritize requests with a coverage date within 30 days, so if you’re buying, reach out early. Moving into a turbine that requires initial training? Start 60 to 90 days before closing so you can book an approved training provider before they fill up.

Often yes, and some policies include endorsements that allow you to rent your aircraft to specific pilots. Regardless of the arrangement, tell your broker before you do it. A dry lease to another person or entity under Part 91 is common. The underwriter may need to add the lessee to the policy, sometimes for an added fee. If you’re looking to operate commercially or making a profit you should speak with a knowledgeable aviation attorney. If you’re putting your aircraft on a flight school’s leaseback line, the school’s policy usually covers it. Make sure you get a leaseback owner certificate naming you as additional insured, with a waiver of subrogation, and as loss payee.

Several things move a premium: how many underwriters competed for your business (limited by the amount of underwriters a broker is contracted with), changes in your experience, claims history (yours and the industry’s), your aircraft’s value, and how you use the aircraft. Getting your policies in front of every underwriter can provide the best chance at a favorable premium no matter what the overall insurance market is doing.

A named pilot is someone listed by name on your policy and approved by the underwriter. Most policies also have an open pilot warranty, which covers any pilot who meets set minimums, such as certificates, ratings, and hours, without being named. If someone you want flying your aircraft doesn’t meet every part of that warranty, such as a new CFI or a lower time family member, they need to be named. That usually just means filling out a short pilot form and having your broker approach underwriting for approval. Since most policies are rated based on the lowest experienced pilot, keep in mind that the premium can change if a less experienced pilot is named.

Ryan Aviation Insurance is an independent aviation broker and can place business with every A rated aviation insurance carrier. As an independent aviation brokerage, we represent you and your interests. We take your policy to every market that writes your type of risk, then lay the options side by side so you can compare coverage and price.

Usually, yes. Underwriters price heavily on experience, and certain milestones tend to open up better rates and more markets. Common ones are time in your make and model (often around 100 hours), total time thresholds like 300, 500, 750, and 1,000 hours, and about 250 hours of multi-engine time for twins. Adding an instrument rating, additional certificates, and staying current with recurrent training help too. The first year in a new aircraft is typically the most expensive.

It depends on who you fly with. A common starting point for piston aircraft is $1 million per occurrence with a $100,000 limit per passenger. When available, a combined single limit (CSL) is usually the better choice, because it doesn’t cap what’s paid per passenger. If you regularly fly business associates, clients, or friends with significant assets, higher limits are worth a hard look, since aviation liability often isn’t picked up by your other policies.