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become.
· Purchase/debt servicing, described
more fully elsewhere. The figures
for your annual budget would be
the amount of the purchase price
paid in the current financial year,
whether borrowed or not.
· Trade in/Resale. This (hopefully)
is a plus item, just resale income
for aircraft offered in partexchange
for your new one.
However, the real value of this
will be degraded by inflation.
· Depreciation
· Hull Insurance—covers accidental
damage to the aircraft, providing
for repair or replacement at the
insurer’s option. If the policy is
agreed or stated value, the insurers
must pay a predetermined
amount in case of total loss and
cannot offer a substitute or
replacement hull. This is normal,
if the hull value is reasonable.
Otherwise, you will get the
market value. There is usually no
legal requirement for hull
insurance (but there will be for
liability; see below), but whoever
finances your purchase will likely
insist on it.
The cost is expressed as a
percentage of aircraft value, and
varies according to:
· Aircraft type
· Company claims record
· Type of operations
· Area of operations
· Market competition.
· Liability Insurance—The Insurers
agree to indemnify and defend
you in respect of against claims
made you by third parties and
arising out of bodily injury or
property damage caused by the
aircraft, or articles falling from it.
Setting Up A Company 297
· Passenger and Passenger Baggage
Legal Liability—Covers claims
made against you by passengers
for accidents resulting in death
or injury as well as lost or
damaged baggage—the policy
cover is geared to the Warsaw
System limits of liability (the
Warsaw Convention dates from
1929 and limits the carrier’s
liability). The actual liability
depends on the countries of
departure and destination and
whether or not they are
signatories to the Convention, or
one or more of the various
amending Conventions or
Protocols that have been
introduced since 1929.
Cost varies according to:
· Aircraft type
· Number of crew and
passengers
· Area of operations
· Company claims record
· Amount of insurance cover
· Market competition
In UK, as in some other
European countries, Air
Transport Operators are now
required to adopt a limit of SDR
(Special Drawing Rights) 100,000
in respect of any one person. In
return for the benefit of limited
liability, the onus of proof of
negligence is transferred from
the injured party to the airline,
who must prove that there was
no negligence if a claim is to be
avoided. To benefit from this,
certain requirements must be
observed by the carrier. As far as
insurance is concerned, the most
important of these is the
Passenger Ticket, which must
conform to a laid down standard
and be issued correctly to each
passenger.
The Carrier’s liability in respect
of Passenger Baggage is also
covered by the Warsaw System.
Liability is calculated by weight.
Insurers normally impose
deductibles in respect of baggage
losses which effectively excludes
coverage for losses falling within
the limit. The insurance will
therefore only pay for and
defend claims which are likely to
exceed the limit of liability. It is
therefore necessary for the
Carrier to have a system for
dealing with these small claims.
· Other Insurance, which may
include:
· Cargo Legal Liability—An
airline carrying cargo of any
description has a legal liability
to the consignor for damage
to the goods in transit, which
liability is also subject to the
Warsaw convention; the limit
is calculated by weight alone.
· War and Allied Perils, which
includes riot, malicious
damage and hijacking
(excluded by Hull and
Liability Policies).
· Deductible—a compulsory
"Deductible" or "Excess" is
standard, and agreed by
Insurers worldwide, ranging
from $25,000 for a small
turboprop to $1,000,000 for a
747. This can also be insured
against.
298 Operational Flying
· Aero Engine Breakdown—for
repairs following an electrical
or mechanical failure in the
engine. Most operators
　
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