The Binder | Vol. 47 No. 2 | Summer 2022

VOL. 47 NO. 2 — summer 2022

president’s message

Dream Team

Jeff Bruno Keynote Recap

Market View from 40,000 Feet International

Canadian Aviation Landscape Black Swans PHOTOS: AIA in Nashville Safety Report

Assessing Safety Culture of the Insured

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table of contents

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PRESIDENT’S MESSAGE

Attorney Division

So You Want to Settle for Policy Limits.

Have You Covered All the Bases? Part 1

dream team

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conference Keynote Recap

Claims Division

Jeff Bruno’s Market Overview from 40,000 Feet

The Business of Loss

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34

international section

aia in nashville photos

Canadian Aviation: The post-COVID Landscape black swans

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Safety Section

Where Are They Now?

Top Operational Considerations to Assess Safety Culture of the Insured

Paul Leonard

42 board of directors

EDITOR

KIM ROSENLOF Aeroink Incorporated

The ideas and opinions expressed by authors of articles published in The Binder are wholly their own and do not necessarily represent those of the Aviation Insurance Association.

The articles are not provided as legal advice.

www.aiaweb.org 3

Published by the Aviation Insurance Association 2365 Harrodsburg Road Suite A325 Lexington, KY 40504

PRESIDENT’S MESSAGE

dream team

GREG STERLING, SENIOR VICE PRESIDENT, AIG AEROSPACE aia president 2021–2023 I trust this finds everyone healthy and, as I am, enjoying fond memories of Nashville and our outstanding 2022 AIA conference.

To paraphrase the immortal words of Bob Seger, the “echoes from the amplifiers” of our great Wildhorse Saloon closing party band, Brother Maven, are still “ringing in my head.”

This praise is noteworthy considering the conference was not without its challenges, centered primarily around the hotel. On Friday a minor restaurant fire necessitated a partial evacuation in an abundance of caution (a shout out once again to Nashville’s first responders who “insured” our safety!) and on Sunday a loss of power in the guest tower inconvenienced many attendees.

Perhaps most concerning of all was the report of a brief shortage of Pilsner beer at the lobby bar!

Rest assured we’ll ensure a doubling of stock for Tucson! Despite these challenges and with true “can-do” spirit, your hard-working AIA staff rallied to assist members and get everything back on track as quickly as possible.

By every measure AIA 2022 will go down as one of our most memorable conferences.

After a three-year hiatus the membership came together in Nashville with nearly 550 attendees enjoying the sights and sounds of Music City USA and, of course, an all-star lineup of CLE, CIE, keynote speakers, and networking opportunities. (See photo highlights on page 34.) We’d like to again offer a sincere “thank you” to our many conference sponsors, speakers, and exhibitors whose generous support not only made AIA 2022 possible, but by every measure, a resounding success. Our post-event survey — designed to gather your important comments and feedback — garnered over a 30% response rate in just the first three days, with attendees rating the conference overall as 4.6 out of 5 stars with over two-thirds ranking it as 5 stars!

I titled this Binder’s President Message “Dream Team” for several reasons. Many of you will recall this was the nickname for the 1992 Olympic Men’s Basketball team. That team, which included Michael Jordan, Larry Bird, Magic Johnson, Charles Barkley, Patrick Ewing and Scotty Pippen, to name a few, has been described by many as “the greatest sports team ever assembled.”

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Raffaella Basile — Director, Reinsurance Division Rafaella hails from Zurich, Switzerland, where she currently serves as chief underwriting officer for insurance giant Swiss Re. With more than a quarter-century of industry experience, she has her finger on the unique pulse of our important reinsurance market. A life-long aviation enthusiast, she still has the passport from her first airplane flight when she was only six years old.

Well-known and respected by international markets and domestic U.S. insurance carriers alike, “Raffi” now brings her unique insights and experience to bear for the AIA.

Likewise, this year’s AIA convention brought together several “Dream Teams” whose performance — like that of the storied 1992 Olympic team’s — was worthy of a gold medal.

The first is your AIA staff from Associations International. Led by Executive Director Mary Gratzer, the team not only did months of advance work that laid the foundation for a successful event, but they also pivoted quickly like a point guard to handle the many challenges thrown at them onsite.

Next, your AIA committee chairs and volunteers coordinated a series of exceptional educational offerings and events which deservedly garnered your universal praise in the post-convention survey. The tireless work and volunteer spirit of these individuals helps AIA deliver important member value not just at the convention, but throughout the year.

David Gourgeus — Director, Claims Division David replaces Eric Weidner who served in this role with distinction for the past two years and departs with our thanks for a job well done. David is regional manager for McLarens General Aviation in Orlando, Florida. A graduate of Tulane University with more than 20 years in the industry, David currently manages large and complex aviation insurance claims and a team of adjusters covering the eastern U.S. An instrument-rated private pilot, David enjoys flying his 1965 Mooney M20C for business and pleasure. When not working or flying, he can be found on the golf links or sailing.

Finally, your AIA Board of Directors works to guide and direct the many activities and initiatives designed to enhance member value and assist our many constituencies in achieving individual and collective success.

And at this year’s convention meeting we were proud to formally welcome some new Directors to the Board. Allow me to take a moment to introduce AIA’s newest “All-Stars”:

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Andy Trundle — International Director Andy Trundle currently serves as Global Head of Aviation and Chief Underwriting Officer for Starr Companies. Andy’s experience and career span decades and includes prior positions in senior leadership with AIG Aerospace. He’s been known to swing a golf club occasionally and has won more than his fair share of bets on the links! His in-depth knowledge of the airline industry, capital markets, and global aerospace risks will be invaluable to the board.

Jeff Sutton — Director-Elect, Underwriters Division Jeff is president of London Aviation Underwriters and brings more than 30 years of aviation insurance experience to our board. He will shadow current Director Wes Collier for the coming year. A 1988 graduate of Embry-Riddle Aeronautical University with a B.S. in Aeronautical Science, Jeff also has his J.D. from Seattle University School of Law and is a commercial pilot with MEI ratings. In his downtime Jeff enjoys several sports, staying fit at the gym, running, and relaxing with his family.

Dave Watts — International Director-atLarge, Canada Dave currently leads Canadian operations for Old Republic. With deep experience in the unique Canadian aviation insurance market, Dave’s career spans more than 25 years with past leadership positions with Global Aerospace, AXA, Catlin, Boston Marks Brokers, and the Travelers London Syndicate. A Toronto native and life-long “Leafs” fan, Dave holds degrees from both the University of Windsor in Physics and Mathematics, in Aviation from Seneca College, and is also a commercial pilot with IFR, MEL, and seaplane ratings.

Finally, I’m happy to advise that Mike McGrory, Director, Attorney Division, and Directors-at-Large Nicole Wolfe Stout and Chris Arnold, each agreed to continue in their respective roles for the coming year. Nicole will continue to lead our important AIA Women’s Initiative, which will be launching a new “Tell Us Your Story” article series showcasing women in aviation insurance. Check out this great new segment coming soon in upcoming issues of The Binder.

The willingness of these seasoned professionals to lend their time and talent to our organization is owed not only to their personal dedication to our industry, but to the collective support of my final “Dream Team”: YOU — the AIA membership.

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As I walked through the convention and got to see so many of you in 3D after two years of remote work and Zoom calls, I was struck by the incredible depth of talent, experience, and abilities of our members. No matter the role you may play individually — from broker to underwriter, reinsurer, claims professional, or service provider — and whether you’re located in the U.S. or abroad, you’re a member of the aviation insurance industry’s “Dream Team” and your AIA will continue to gather the “best of the best” together in support of you, your organizations, and our industry at large.

If you’d like to explore ways to share your unique talents and contribute more deeply to the AIA, I hope you’ll consider participation with one of our many vital committees or initiatives. I promise you’ll find it to be a rewarding experience both personally and professionally. Please reach out to Executive Director Mary Gratzer for a list of opportunities.

Fair Skies and Tailwinds,

Greg Sterling is senior vice president and product line manager for light aircraft and U.S. airports for AIG Aerospace. An instrument-rated private pilot, his aviation insurance career spans more than 35 years in various roles. He assumed the position of AIA president in 2021.

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conference Keynote Recap

Jeff Bruno’s Market Overview from 40,000 Feet Kim Rosenlof, aeroink incorporated editor, THE BINDER

The aviation insurance market continues to face headwinds as it struggles towards longterm profitability in the wake of Covid-19 losses, hull claims inflation, social inflation, and litigation financing. This was the message that Jeff Bruno, president and chief underwriting officer for U.S. operations at Global Aerospace, brought as the opening keynote speaker at the AIA Conference in Nashville on Monday, May 2.

one percent of the $6 trillion worldwide insurance premiums (including health, property & casualty, and life according to McKinsey & Company Global Insurance Report 2022) collected that year.

Of the aviation premiums, general aviation paid $2.6 billion, airlines $1.7 billion, manufacturers (product liability) $1 billion, space $450 million, and war policies $250 million.

Profitability Blip Not Sustainable

Per numbers provided by Milliman’s U.S. General Aviation Admitted Market Summary of 2020 Statutory Financial Results report (with data collected through

Bruno launched his presentation with overall industry numbers indicating that aviation’s $6 billion in total premiums collected in 2021 represented one-tenth of

General Aviation insurers in the USA lost $693M before expenses and reinsurance in the last 5 policy years – Milliman Study US General Aviation Market Underwriting Results

Source: Milliman Market Report

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conference Keynote Recap July 2021), the U.S. general aviation total premium collected rose 33 percent from 2018 to 2020, reportedly “the largest increase in written premium for the USGA market since the period immediately following 9/11.” Total GA premiums rose another estimated 20 percent in 2021 from $2.1 billion to $2.6 billion.

“We’ve got a lot of exposure out there and not a lot of dollars to pay for it,” said Bruno. “And we’re really underweight when you consider we have market limits up to $2.5 billion on a single airline accident in the U.S.”

Inflating Hull Claims Costs With GA flying having rebounded relatively early in the pandemic — and in some cases surpassing 2019 levels, Bruno says the normal loss patterns have returned. In addition, claims costs have skyrocketed in

And yet despite the increase in premiums and the initial reduction in flying during Covid-19 shutdowns, GA aviation insurers in the U.S. still lost approximately $52

Insurers of airline risks lost $50M before expenses and reinsurance in the last 5 policy years

Source: Global Aerospace

part due to repair costs increasing.

He cited a Global Aerospace hull loss study that indicated aircraft repair costs rose a minimum of 32 percent and up to 133 percent from 2010 to 2017, far outpacing the 10 percent increase in the U.S. consumer price index during the same time period.

million in 2020 alone. Compared to the $285 million loss in 2019, it was a “good” year; USGA insurers lost a total of $693 million before expenses and reinsurance in the five policy years between 2016 and 2019.

In the same five-year timeframe, airline insurers lost $50 million, even including a $300 million profit blip in 2020.

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conference Keynote Recap “I wish we had an updated study because I know the numbers now would be far worse than this,” Bruno said, referring to supply chain issues, increased fuel and shipping costs, and general inflation incurred in 2021-22.

“It’s also getting harder to even find parts for older aircraft anymore. Manufacturers keep very little inventory on hand, and replacement parts sometimes have to be remanufactured at very high cost. We can’t even give them damaged parts in exchange for discounted new parts — they don’t want them anymore.”

“A wingtip for an aluminum airplane used to be a quick repair costing about $50,000,” said Bruno. “Now on a composite wing, it could require special tooling, special bonding, and in many cases might only be done by the original equipment manufacturer, driving the repair cost up to $1 million.”

“Social” Inflation inflates judgments Another factor increasing claims costs is the increasing frequency and dollar amounts of high-value verdicts. AIA members may remember the ballet dancer awarded $143 million in 2017 when a bus platform at O’Hare International Airport collapsed. More recently, in October 2021 a jury awarded $353.7 million to the family of a United Airlines employee who was paralyzed on the job when hit by a fuel company’s van.

Bruno also said that technological advances in aircraft construction and manufacturing — while great for flight performance — can dramatically increase repair costs.

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conference Keynote Recap Litigation Funding as a Capital Venture

This is a classic case of what’s being called “social inflation,” a term that denotes the increased loss costs stemming from claims that are exceptionally more severe than anticipated based on historical trends or simple economic inflation.

Some plaintiff law teams are asking for high-dollar verdicts not because the damages warrant that judgement, but because their litigation financing contract requires a certain payout.

Bruno cited a November 2021 Bloomberg article that indicated investment by hedge funds, private equity firms and sovereign wealth funds in “high stakes court cases” reached more than $39 billion worldwide as of 2019.

Younger, educated and more socially “aware” jurors are showing their distrust of government and dislike for corporations by returning sensational judgments. This has escalated single-plaintiff awards to heights previously thought absurd.

“Venture capital firms are actively seeking out plaintiffs, bringing the best resources to bear, and pushing for trial verdicts with a real reluctance to settle in order to get a proper return on their investment,” Bruno said. “We think it’s unethical, and we insurers who are defending your clients feel like we’re fighting with on hand tied behind our back. It’s a real problem.”

“The bias against large corporations has grown post pandemic,” said Bruno. “And people on social media see cultural icons like Taylor Swift with an estimated net worth of $400 million, or [baseball player] Mike Trout signing a $426.5 million contract. So if somebody gets hurt on the airport ramp, they should get $400 million.

That’s where that kind of mentality comes from.”

Kim Rosenlof is a freelance writer / editor / photographer with more than 400 articles published in 25 different magazines. A private SEL and LTA pilot, she is currently restoring a 1961 Cessna 172B. Kim also serves as the editor of the AIA Binder.

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International Section

Canadian Aviation: The post-COVID Landscape Alex Barker, Head of Specialty and Aviation, AXA XL Canada And now comes the recovery.

As the Canadian and North American aviation industry emerges from under the restrictions, lockdowns and reductions in travel, the questions loom. How is the industry recovering? What was the impact of COVID-19, and what kind of pressure will the ongoing pandemic put on the industry? What does the future of Canadian aviation look like in a pandemic-weary world?

For some in the industry, those questions are much easier to address than for others. Depending on the type of aviation business, the majority of Canadian aviation operations fared well amid the pandemic. Essential services — such as those servicing remote communities, cargo, EMS, and general utility operators — flew close to (and in some instances, more than) those years prior to COVID, increasing flights and taking on more aircraft.

Conversely, the scheduled passenger carriers struggled. Screened passenger data from Canadian Air Transport Security Authority (CATSA) show that the total number of passengers screened at the country’s 15 largest airports dropped significantly. On March 31, 2020, there were just 5,322 screened passengers compared to 164,399 screened on the same day in 2019. While passenger travel has resumed, screenings on March 31, 2022 totaled just 102,518.

As a result, many of the passenger airlines spent the downtime purchasing new aircraft and making upgrades to their existing fleet. Likewise, many of the essential services operators added new equipment to meet increased demand. Ultra-low-cost carriers also entered the Canadian marketplace amid the pandemic. Those carriers came with new aircraft and equipment, so insurers and underwriters saw a sharp increase in actual insurable assets. In total, we at AXA XL have seen over a combined $1 billion of insured assets enter the marketplace during the pandemic.

Loss Ratios Then and Now With that type of investment from each end of the aviation spectrum combined with a drop in incident rates and increased rating environment and premium, the industry saw an improvement in loss ratios across the marketplace. That has fed an environment ripe for new competitors, and indeed, increased capacity has come into the market.

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International Section

Will that capacity and competition be enough? The looming questions remain: How much of an impact was driven by reduced usage as a result of COVID-19 to the loss ratio and how much did it impact the overall rating environment? Is the business being written today based on pandemicrelated loss ratios and are these rating levels going to be sufficient in the long term? What will the overall impact to the market be when loss ratios inevitably return to pre-pandemic levels?

These are the questions that the markets must consider as they look toward writing new or renewing business. Writing business at the current pricing level may have been adequate during leaner operating times, but as operations increase, pricing could quickly become inadequate, depending on how quickly the market rebounds. As demand increases for cargo, leisure travel and more — and it is already showing signs of recovery — will current pricing levels be sustainable?

Over the long term expect rapid return to service, which is already beginning to occur. That swift recovery is putting huge strains on operators, pilots, maintenance, and support services as they struggle to hire skilled and entry-level workers to handle daily operations. Given this shortage of experienced workers, expect to see more attritional-type losses such as ground incidents as operators struggle to hire, train and attract experienced personnel.

Add to that the struggle increased demand for next-day delivery is having on an industry not quite set up for the influx. Especially in Canada’s northern and remote communities, the industry is not adequately equipped to deliver products at the required next day delivery level of service. Some carriers did buy additional aircraft and upscale their operations to meet the demand brought on by pandemic-induced online shopping, but the sheer size of the territory covered and the remoteness of many locations puts additional strain on the industry to deliver.

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International Section Canadian Aviation Going Forward The industry continues to expand where needed and upgrade where necessary. As asset values increase, there is an increasing amount of premium to offset some of this exposure growth. If the Canadian aviation insurance industry can maintain the current rating levels against these increasing exposures, will this be enough to sustain the required insurer profitability? If, however, we allow the core rating to erode because of these increased premiums and market capacity, will the market face challenges similar to the not so distant past?

Canada has always punched above its weight in terms of contributing to the global aviation industry with industry-leading OEMs, a global helicopter center of excellence, and government entities such as CATSA and NAV Canada that are recognized industry leaders. I would also argue the Canadian aviation insurance market punches above its relatively small circa $400 million marketplace weight when it comes to relevance and standing in the global insurance marketplace. The Canadian aviation industry is therefore well positioned to lead the way back from the dark days of pandemic uncertainty. As it emerges from COVID-19, how the Canadian market responds is a bellwether – as well as a template – for how quickly the overall industry will recover and ultimately thrive.

As Head of Specialty Lines for Canada, Alex is responsible for managing a diverse underwriting portfolio, including Aviation, Fine Art and Specie, Political Risk, Credit, Bond and Marine. He has worked in the aviation insurance business for more than 15 years as an underwriter and broker. He spent the first half of his career in the London wholesale market before moving to Canada and switching to the North American retail market. He holds a master’s degree from the University of Manchester, England, and is an Associate of the Chartered Insurance Institute.

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International Section

black swans

Andy Trundle, Global Head of Aviation and Chief Underwriting Officer, Starr Underwriting Agents Limited and Starr Aviation – Members of Starr Companies aia international director The term “black swan event” is being used with increasing frequency about the times we’re in and presents an interesting dichotomy to our aviation industry. Whether this is a justifiable expression [black swan meaning an unexpected event with a major worldwide impact that is later rationalized with benefit of hindsight] for these events remains to be seen.

However, what is apparent within the world of aviation is that there is increasing volatility within our business.

We must start to adopt a more proactive and well-managed method of building these black swan events into the way we prepare and execute strategies. If we do not, the outcomes will force capital providers and senior corporate management to look more critically at the way aviation insurers do their business. It may fundamentally call into question whether or not the business is actually viable over time.

For far too long aviation underwriters have used the excuse that the market is reactive and not proactive. This excuse has kept underwriters from not adequately managing sustainability into their business plans. Instead, they have allowed themselves to be sucked into chasing income and market share as a means to profit; in reality this normally means adding capacity rather than reducing it, with the consequence of reducing rates. The fundamental net result is that we, as an industry, fail to build enough margin when conditions allow to safely manage our way through the black swan events as they materialize.

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International Section These are fine words to put into print, but what examples adequately highlight the situation in April 2022 and what is undeniably around the corner (unless we change the way we set up the business and become more forward thinking)?

In late 2019 to early 2020, we witnessed the emergence of Covid-19, a global pandemic that potentially threatened the existence of the aviation industry. Borders were closed (some still), airlines stopped flying, manufacturers stopped producing, and the world went into lockdown.

Everybody acted and stated that nobody really saw it coming and yet we had seen warning signs on several occasions. Since 2000 we have seen: SARS (2000–2003), H1N1 (2009-2010), MERS (2012), Ebola (2014–2016 and 2018–present) and Zika (2015–2016).

So the truth is we knew the potential for a global pandemic existed, but no one really assessed the possible outcome of the actual event. As such, no one adapted their underwriting strategy to factor in the consequences. Is this the end of global pandemics? Most likely not.

Global warming is another such example. We have been warned for more than 20 years that climate change will increase extreme weather conditions and we have seen plenty of examples.

In 2021 aviation had three significant claims generated from hailstorms: two in the U.S. and one in China. The size of these claims could have been a lot worse and there will no doubt be worse around the corner. Many other examples of similar so-called “natural causes events” have already occurred, are increasing in frequency, and are occurring in places that had previously been low risk.

The Russian invasion of Ukraine prompted widespread sanctions that resulted in hundreds of aircraft being detained in Russia and subsequently raised potential claims to insurers from leasing companies’ War policies. No one can honestly say they had seen the possible outcome of this accumulated and aggregated exposure — otherwise the market would have monitored these risks differently.

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International Section

The list of these so-called black swan events goes on. Yet very few in our market want to change the way we have always done things to mitigate the impact. We should all be reminded of Albert Einstein’s quote: “Insanity is doing the same thing over and over again and expecting a different result.”

So here are another couple of questions: what else is around the corner that we should be proactively managing? What should we be doing to change things rather than following the lure of premium income at the expense of good business planning? What is potentially the next black swan event?

Here is one event that could happen.

For some time now we have seen liability awards increasing at levels that defy logic or reason.

While this has been an area of focus by underwriters for some time, particularly in the U.S., there has been little real attention to the long-term effects of increasing awards. Nor has there been any real structured approach to managing the market’s exposure when an event creates a massive liability issue due to a large number of fatalities or serious injuries.

While this article will not address the value of human life — or indeed the potentially more significant impact that life changing injuries has on an individual — we cannot ignore that some recent awards have been breathtakingly high and arguably beyond reasonable. These events are not just being restricted to U.S. insureds. They are becoming global issues as plaintiff lawyers search for all policies connected to an operator to avail their clients of additional limits.

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International Section These events can, at the moment, probably be counted as a fairly small number. However, do not bury your head here as the threat of these awards becoming more commonplace is staring us right in the face. The consequences are extreme unless we do something quickly. Simply saying “it has not happened before” is not an adequate answer to capital providers who have witnessed a number of unforeseen black swan events hit the aviation insurance market over recent years.

When individual claimants are achieving awards that significantly exceed expectations or the test of what is reasonable, logic would indicate that an event that causes multiple losses of life or serious injuries can be multiplied accordingly. It is at this point that operators and underwriters should start seriously looking at policy limits for such an event. However, just increasing the combined single limit will not effectively deal with this issue as capacity may be restricted should these higher limits be required.

So what would satisfy the need to manage the underwriters’ exposure while giving operators enough limit to pay claimants?

One solution is to introduce individual passenger limits. This would provide insurers and reinsurers alike the ability to manage volatility and reduce the opportunity to escalate passenger claims beyond what is reasonable.

One solution is to introduce individual passenger limits.

This would provide insurers and reinsurers alike the ability to manage volatility and reduce the opportunity to escalate passenger claims beyond what is reasonable.

These sub-limits would need to be set at a level that recognizes there will be some special cases, while giving airlines the protection they require and still enabling the market to manage its aggregate exposures. Underwriters could develop an excess market allowing clients to purchase insurance above the sub-limits if they required it. This catastrophe layer would be priced accordingly.

This same rationale would work as effectively when addressing the increasing threats of war and natural causes losses. Primary policies should carry an aggregate that allows insurers to manage their exposure while providing an excess aggregate product priced accordingly, allowing clients to choose how much protection they need.

A market that manages its exposure proactively and more effectively must have more control over both the aggregated and accumulated coverage it provides. This will give our clients more certainty in the future without impacting their business detrimentally.

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International Section The increasing frequency of black swan events will expose clients to a market that changes tack regularly as it attempts to reactively cover these losses largely because the products that aviation insurers provide are becoming less relevant as we move forward. Changes therefore must be made.

Fundamentally we all need to have a market that reduces volatility and provides our clients with a more settled and consistent outlook. Restructured and repriced products are an essential part of providing that consistency.

There is little doubt that recent events have caused senior management around the world to look again about how they are managing the exposure within their business. Simply putting your head in sand and thinking a major event will not happen just because there are some statistics to support that theory will not be a good enough excuse for under-performance.

We have an opportunity to redevelop some of the aviation products that we have churned out for decades without questioning their value, relevance or what impact an unforeseen event would have to the business. The aviation market needs to recognize that it must start proactively managing its business rather than waiting for something happen.

The aviation market has always led the way with innovation in both products and process. Now is the time to do it again before that proverbial black swan comes into view again.

Andy Trundle currently serves as Global Head of Aviation and Chief Underwriting Officer for Starr Companies.

Andy’s experience and career span decades and includes prior positions in senior leadership with AIG Aerospace.

He serves as the International Director on the AIA Board of Directors.

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where are they now?

Paul leonard

Paul Herbers, Member and director of Cooling & Herbers, P.C. aia Past President and Attorney Member This a continuing series about retired AIA members whom many of us remember fondly. This month we feature Paul Leonard, an AIA Past President and longtime Claims Member of the AIA, last with Charles Taylor PLC.

agency also owned by his father.

Paul studied insurance to become the manager of the agency, and he began specializing in aviation insurance.

Through this experience, Paul became acquainted with a few London underwriters and Butch Kinnebrew, the founder of what became the AIA.

Paul Leonard spent his high school years in South Louisiana loading fuel, fertilizer, and chemicals into the Grumman Ag-Cats operated by his father’s large cropdusting businesses. He began training for his pilot’s license while in high school.

After a few years’ experience as an agent, Paul moved to Dallas to begin a career as an independent aviation adjuster.

Several years later, he was hired by Southeastern Aviation Underwriters, later to become AIG Aviation, as claims manager in Dallas. Thus began Paul’s long career as an aviation claims and litigation manager with AIG Aviation, Signal Aviation Underwriters, Universal Loss Management, and London-based Charles Taylor, PLC.

He obtained his private pilot certificate in his freshman college year while studying Architecture at Tulane University.

Unfortunately, with graduation day finally in sight, his father suddenly passed away, leaving Paul and his mother to deal with the cropdusting business as well as a general insurance

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where are they now?

San Francisco, again for a second visit, after the first San Francisco conference in 1986.

During his impressive and varied career, he became involved in many high-profile accidents involving celebrities, musicians, and other prominent individuals.

Paul was included in the first group of AIA members to be inducted into the AIA Eagle Society. He was also a founding member of the AIA Band, playing guitar alongside current AIA President Greg Sterling and the other talented AIA members.

Paul began attending annual AIA Conferences in 1988 when the conference was in Charleston, S.C., and just one year later he was elected to the Board as Claims Division director.

Paul suggested the band name of “Smooth Limits,” which easily beat out the earlier proposed name of “Constructive Total Loss.” One of the great highlights in the illustrious performance history of Smooth Limits was to play at Austin City Limits in 2018.

Paul continued for several years on the AIA Board, humbly noting that no one else applied for the Claims Director’s position, until he was elected vice president and, thereafter, president in 2007.

Over the years, Paul’s hobbies included boating and building pedal airplanes for children, after giving up on building his dream aircraft, a Rutan Long EZ. As always, he is accompanied by his beautiful wife and chief supporter, Yolanda (known as Yo).

Paul presided over the AIA London Conference in 2007, followed by the 2008 AIA Annual Conference, for the AIA’s second visit to Nashville (the first AIA Nashville conference was in 1984). His second year as president saw the Annual Conference in

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Networking Awaits

where are they now?

Paul retired in April 2020. These days Paul can be found relaxing with his German shepherd and beagle in his backyard oasis and Tiki Bar, while continuing to create more small airplanes.

He misses his long, close relationship with the AIA and his many friends in the organization, and he hopes the AIA will continue its legacy of excellence and fun.

Join Us!

Paul Herbers is a member of the law firm of Cooling & Herbers, P.C. located in Kansas City, Missouri.

Holding a private pilot certificate, his aviation law career spans more than 40 years in litigation and transactional matters. He served as AIA President in 2018 (Austin) and 2019 (Asheville).

 Hot Topics Webinar | July 21 (Free to AIA Members)  AIA Core Principles and Concepts Course | August 25 – 26  2022 AIA Open at Bear’s Best | September 19  Hot Topics Webinar | September 29 (Free to AIA Members) Registration opening soon.

Join us for AIA Open 2022 Monday, September 19, 2022 | 10:00 AM ET | Bear’s Best Atlanta Registration information coming soon.

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attorney division

YOU’RE SETTLING FOR POLICY LIMITS. BUT HAVE YOU COVERED ALL THE BASES? jon morse, founder and attorney, the morse law group

Part 1

The first part of this article deals with the first two items. The second part deals with the third item.

When faced with a high damage claim and low liability limits, most insurers and adjusters instinctively think about promptly settling the claim for policy limits, with or without a contribution from the insured. However, it is important to be sure that the settlement cuts off all potential liability for that claim. Only then can the insurer close the file.

To illustrate these matters, I have prepared a specific set of events which, while fictitious, is well within the realm of reality.

Indeed, most of the facts from this scenario were generated from real cases involving real people.

THE SCENARIO For the purposes of this article, we will assume that a single engine aircraft lost power shortly after takeoff and crashed.

The pilot was severely injured and the three passengers were killed instantly.

There was no damage to any other property and there were no injuries to any person outside the aircraft. No relative of the pilot or any of the passengers witnessed the crash.

In this two-part article I will demonstrate certain pitfalls to be avoided in settling a case in California and show why it is important not to commit to a settlement until the necessary contingencies are accounted for.

Once it has been confirmed that all insureds under the policy are being protected, it is necessary to ensure that each of the following items has been handled for each claim to be settled completely:

You are handling this claim on behalf of the maintenance facility that performed the last annual inspection. The maintenance facility has a liability policy with a liability limit of $1 million per occurrence and a sub limit of $100,000 per person.

• Have you accounted for all potential claimants?

• Have you obtained court approval for each compromise of a minor’s claim?

• Have you cut off all potential claims for

From preliminary investigation you have discovered the following information about the crash victims:

contribution and indemnity from nonsettling parties?

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attorney division Pilot’s claimants

The Pilot, age 50, has a wife and two minor children. As a result of the accident, he has permanent injuries.

The pilot has his own claim for personal injuries, including economic losses (medical expenses and loss of income and/or earning capacity, etc.)2 and non-economic losses (pain and suffering, disfigurement, disability, loss of enjoyment of life, etc).3 With permanent injuries this claim has a potential value in excess of $100,000, even though it is subject to reduction based upon the pilot’s comparative fault.4

Passenger 1, age 50, is survived by his wife and two minor children. He also has two other minor children with two other women.

Passenger 2, age 70, was divorced and has no children. He is survived by his adult sister and the three minor children of his

deceased brother. At the time of his death, he was hosting a 15-year-old exchange student. His will leaves all his property to his best friend Bob.

When settling the pilot’s claim, it is important to ensure that all potential liens have been accounted for, such as Medicare or medical liens. If there are any liens, make sure they are paid out of the settlement proceeds. If there are no known liens, have the pilot represent in the settlement agreement that there are no such liens, and have the settlement agreement provide that any liens are to be paid from the settlement proceeds. Have the settlement paid to the trust account of the pilot’s attorney.

Passenger 3, age 16, was unmarried and a foreign exchange student. His parents predeceased him and his legal guardian lives in Europe.

HAVE YOU ACCOUNTED FOR ALL OF THE CLAIMANTS? While there are only four crash victims, each victim has his own set of claimants to be dealt with. Some are obvious and others are not.1

The pilot’s wife has her own claim for loss of consortium, with a separate sublimit of $100,000. Under California law, the spouse of the victim can recover damages for loss of

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attorney division Wrongful death claimants

conjugal society, moral support comfort, affection, companionship and household services. This claim is compensable whether total or partial.5

The persons who have a claim for wrongful death are defined by statute.7 The insurance policy, if properly drafted, will provide that the $100,000 per person liability limit applies to each deceased victim. In other words, multiple claimants for each decedent must share the $100,000 among themselves.

On the other hand, only the victim’s spouse has a claim for loss of consortium. The pilot’s children have no claim for loss of consortium arising out of the injury to their father.6 It is an open question whether a domestic partner would have such a claim.

However, it is highly likely that such a right will be recognized when presented to a Court of Appeal in California.

On the one hand, this limits the exposure of the insurer. On the other hand, it may make it impossible to settle for the policy limit unless the insured contributes to the settlement.

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attorney division Passenger 1’s claimants

even though the marriage is void or voidable.

If a putative spouse was dependent upon the decedent, then she and her children each have a wrongful death claim.13

Set forth below are the persons with known claims for Passenger 1’s death, along with other potential claimants to be identified and dealt with.

Passenger 2’s claimants

Surviving Spouse: As long as the spouse survives the decedent, he or she has standing to pursue a wrongful death claim.8 This claim exists even if the victim and spouse were separated and in the process of divorce as long as there was no divorce decree at the time of death.9 Children: All children of the deceased victim have a claim for wrongful death damages, even if they were born out of wedlock.10 In this case, we know that passenger 1 had at least two other children by two other women. Before settling this claim, it is important to find out if there were any others, including those in utero.11

As long as this passenger was divorced and had no children or domestic partner, the wrongful death claim belongs to those who would be entitled to his property by intestate succession.14 Assuming the decedent’s parents are deceased, the heirs are his sister and the children of his deceased brother.15

In California, as in virtually every other state in the U.S., it is necessary to obtain court approval of a proposed settlement to make it binding on the minor.

A minor, whether or not qualified otherwise, is a claimant if he or she lived in the decedent’s household for more than 180 days and was dependent upon the decedent for one half or more of his or her support.16

The exchange student living with Passenger 2, even though not a blood relative, has a wrongful death claim if these statutory requirements are met.

Stepchildren and Parents: If they were being supported by the decedent, stepchildren and parents of the decedent have their own wrongful death claims. This needs to be investigated.12

While Passenger 1 named his friend Bob in the will, this does not make Bob a wrongful death claimant. However, this does call for further investigation.

Putative Spouse: When investigating the potential claimants, it is important to find out if there is a putative spouse in the background, i.e., a woman who in good faith believes she is married to the decedent,

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attorney division

HAVE YOU OBTAINED COURT APPROVAL FOR THE CLAIMS OF ALL MINORS?

If Bob was a registered domestic partner, then Bob has the claim for wrongful death and the decedent’s legal heirs do not.17

In California, as in virtually every other state in the U.S., it is necessary to obtain court approval of a proposed settlement to make it binding on the minor.

Passenger 3’s claimants Assuming this 16-year-old left no surviving children (which may not be a valid assumption) then his parents would be his heirs by intestate succession.18 However, where the parents are deceased, the legal guardians of the decedent, if any, may bring an action as if they were the decedent’s parents.19 If this decedent were an emancipated minor, then his heirs by intestate succession would have the wrongful death claim.20

This means that the proposed settlement must be disclosed to the court. The judge must be convinced the settlement is in the best interests of the minor and must make a finding to that effect.21 Accordingly, it is imperative that any settlement with a minor be made contingent upon obtaining court approval of that settlement.

Once the terms of a settlement have been agreed upon, the general procedure is for the claimants’ counsel to petition the appropriate court for approval of the settlement.

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attorney division This generally involves making a detailed presentation of the potential damages recoverable and the strengths and weaknesses of the claim as to liability and damages. The court must make an informed evaluation of the case to ensure that the interests of the minor claimants are protected.

The presence of potential excess exposure does not preclude the insurer’s right to retain defense counsel of its own choosing.24 However, the insured should be advised of the right to retain independent counsel at the insured’s own expense. In such case the insurer can avoid exposure for a judgment in excess of policy limits by making it clear that the insurer is willing to pay policy limits in exchange for a complete release and leaving that offer open.

In such case the insured may later agree to contribute toward a settlement.

In some cases, the court will decline to approve a settlement if there are very significant damages and low insurance policy limits unless a solvent insured contributes to the settlement. In such cases, the insured may agree to contribute toward a settlement.

In the part 2 of this article, which will be in the Q3 Binder, I will discuss the third item to be resolved on any policy limits settlement, namely the resolution of all potential claims for contribution and indemnity.

However, a defendant in a wrongful death action generally has no duty to disclose assets other than insurance coverage unless a judgment has been rendered22 and the court may decline to approve a settlement without knowing the extent of the insured’s other assets.

Caveat: This article is written to provide general information only and is not to be considered legal advice for any specific factual scenario. Moreover, this article is uniquely tailored to California law; the laws of other jurisdictions can vary substantially. For any particular situation, it is important to consult with a qualified attorney admitted to practice in the appropriate state.

The presence of multiple unrelated claimants may also make a policy limits settlement impossible, as the claimants may be unable to agree among themselves as to how the proceeds should be divided. In such case, the insurer may wish to file an Interpleader Action23 and pay the policy limits into court for later distribution.

Jon Morse is an Aviation Attorney at the Morse Law Group in Westlake Village California. Prior to becoming an attorney he worked as a Flight Test Engineer, as a Flight Instructor and as a Charter Pilot. He has been an attorney for more than 40 years, admitted to practice in California and Washington (currently inactive) and specially admitted in 18 other states. He has supervised litigation in three foreign countries (Australia and Canada) and personally participated in the defense of two consolidated civil actions in France.

In such case, the insurer will continue to defend its insured against these claims.

The funds deposited into court will not be available for distribution to the claimants until a judgment has been rendered or a settlement reached. If the civil action results in a defense verdict for the insured, then the proceeds can be refunded to the insurer.

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attorney division FOOTNOTES 1. For purposes of this article, it is assumed that no family member of any of the victims witnessed the accident or its immediate aftermath. Hence, there are no persons who could claim damages for the emotional distress of witnessing the accident. Thing v. LaChusa (1989) 48 Cal. 3d 644.

2. California Civil Code Section 1431.2(a) 3. California Civil Code Section 1431.2(b) 4. Pfeifer v. John Crane, Inc. (2013) 220 Cal. App.4th 1270 5. Mealy v. B-Mobile, Inc. (2011) 195 Cal. App. 4th 1218 6. Tarin v. Lind (2020) 47 Cal. App. 5th 395 7. California Code of Civil Procedure, Section 377.60 8. California Code of Civil Procedure Section 377.60(a) 9. Corder v. Corder (2007) 64 Cal. App. 3d 644 10. California Code of Civil Procedure Section 377.60(a); Arizmendi v. System Leasing Corp. (1971) 15 Cal. App. 3d 730 11. Cheyanna M. v. A.C. Nielsen Co. (1998) 66 Cal. App. 4th 855 12. California Code of Civil Procedure Section 377.60(b) 13. California Code of Civil Procedure Section 377.60(b) 14. California Code of Civil Procedure Section 377.60(a) 15. California Probate Code Section 6402(c) 16. California Code of Civil Procedure Section 377.60(c) 17. California Code of Civil Procedure Section 377.60(a) 18. California Code of Civil Procedure Section 377.60(a), California Probate Code Section 6402(b) 19. California Code of Civil Procedure Section 377.60(a) 20. California Code of Civil Procedure Section 377.60(a); California Probate Code Section 6402(c) 21. California Probate Code Section 3500(b); Pearson v. Superior Court (2012) 202 Cal. App. 4th 1333 22. Doak v. Superior Court (1968) 257 Cal. App. 2d 825 23. California Code of Civil Procedure Section 386 et seq 24. California Civil Code 2860(b)

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claims division

the business of loss david Gourgues, Regional Manager, McLarens General Aviation aia director, claims division

The feeling usually starts on Sunday afternoon. Even after 32 years in the business it is still there. Some might call it a sixth sense. Whatever it is, it is powerful, and it does not go away.

Many years ago, when describing what I do for a living to a friend, he said, “Do you realize that you are in the business of loss?”

He went on to say that what I do is just like the infantry in the military. The foot soldiers who are first on the scene. The soldiers who sort things out. The ones who try to restore order to the chaos. The ones who witness the broken dreams and altered lives. The ones that suffer the most from depression, anxiety, stress, and burnout. And, just like infantry soldiers, adjusters press on. They must.

There is a job to do.

The feeling is usually confirmed by a phone call or a text message. “A plane has crashed on a highway. There are multiple fatalities. The FAA and the NTSB are looking for assistance with the recovery. Is this one of your policyholders?” No matter how many times in the past you have received a message just like this, and no matter how many times you have been tasked to respond, every accident is new. New facts.

New victims. New families to console. New challenges to face.

It is not all gloom and doom in the business of loss. Thank goodness, because if it were then we all would burn out in short order.

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claims division

For every tragic loss there are many more incidents where lives were spared, where pilots did extraordinary things, where the only thing damaged was the airplane.

But the lack of credit for the adjuster’s work is likely the result of the negative stigma surrounding claims. No one wants to experience a loss, yet we all know there will be losses. Adjusters simply accept this negative stigma as the way it is, and they carry on.

When this occurs, the claims adjuster becomes the insurer’s ambassador — the face of the insurance company. For this and many other reasons, adjusters matter.

They are the unsung heroes of the insurance business.

It is time to celebrate the contributions of the aviation claims adjuster. Adjusters have worked in the shadows for far too long.

Claims adjusting is an integral part of the insurance process; however, adjusting never seems to get the credit it deserves. Every insurer knows that the likelihood of claims increases with each policy issued. Actuaries and theory of the Law of Large Numbers have explained this to us for years.

As I assume the AIA Director of Claims duties from my colleague Eric Weidner, I hope to use my two-year tenure to help shine a spotlight on the hard working, talented, tireless aviation claims adjusters. It is a strong and proud group of people who do amazing things every day, often without complaint or accolade.

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claims division I also plan to explore the challenges adjusters face. One immediate challenge is getting young people interested in a career in aviation insurance.

No injuries. Rancher needs the aircraft moved right away. Is this yours?” As so it begins. A missed dinner. A Sunday trip to an accident site. A scared family who needs to be consoled. A policyholder who wants answers. A rancher who is concerned about his property and livestock. A recovery team that might need to use a helicopter to lift the aircraft. If all goes according to plan, by Monday morning all the initial work will be done. The scared family will be home. The plane secured. The rancher happy.

Just another day in the business of loss.

As a member of AIA’s Membership Committee, I will be collaborating with other members not only to increase our membership, but to raise the awareness of the role of the claims adjuster. The Membership Committee and I need your help.

Currently AIA’s Claims Division has the fewest members at 57. I hope to increase this number by at least 20 percent in the next

two years. We could do that now if each insurer arranged for membership of a few of its staff adjusters. I hope you will consider helping AIA expand its ranks, especially in the Claims Division.

David Gourgues is Regional Manager for McLarens General Aviation. He is an instrumentrated private pilot and enjoys flying his 1965 Mooney M20C. His aviation insurance career began in 1990 in his hometown of New Orleans, Louisiana. Most of his 32 years as an aviation insurance claims adjuster have been spent doing field work. From his office in Orlando, Florida, he manages a team of aviation adjusters that cover the eastern part of the United States. He assumed the duties and responsibilities of AIA Director of Claims from Eric Weidner on May 3, 2022. His term will end in May 2024.

It is a Saturday afternoon and my wife and I are about to go to dinner. My wife sees my phone light up. She puts her purse down.

She knows the drill. Dinner will have to wait. The text reads, “A plane crashed in a cow pasture in Florida. Family okay.

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aia in nashville

AIA 2022: A Long-Awaited Reunion in Nashville Thank you to the more than 500 aviation insurance professionals who joined us in Nashville, Tennessee for the 2022 AIA Annual Conference April 29 – May 2.

With four packed days of continuing education, networking, live music, southern

cooking, and more, AIA 2022 was certainly a long-awaited reunion we won’t soon forget.

Click here to access the 2022 Conference Files, including the complete photo gallery, attendee list, and more.

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aia in nashville

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aia in nashville

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aia in nashville

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thank you, spons0rs

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safety

Top Operational Considerations to Assess Safety Culture of the Insured aia safety committee Steve Bruneau, VP Aviation Services, Polaris Aero; Andrew Karas, IS-BAO Programme Director, International Business Aviation Council (IBAC); and Jason Starke, Director of Safety, Baldwin Safety & Compliance

Policy: Company Leadership establishes policy guiding safety management activities in the organization to include employee accountability regarding safety, risk tolerability and acceptance; safety reporting; and establishing objectives.

It’s policy renewal time and you meet with your customer. You need to update your understanding of an operator’s safety program so you can get a sense of their risk to your company. The challenge with quantifying safety in our industry is the lack of catastrophic outcomes. The absence of incidents or accidents — while generally used to indicate a company’s safety performance — is a woefully inadequate method of gauging safety in operations.

Risk Management: During planning of work tasks or operational changes, the company manages risks associated with identified hazards.

Assurance: The company uses data from measurements and observations to evaluate risk control performance, progress towards establish objectives, the presence of emerging hazards, and managing change.

How can we determine an operator’s level of safety? While this article doesn’t aim to be the litmus test to judge the effectiveness of an operator’s safety program, the recommended questions provide a way to triage the operator and formulate a picture of the subsequent risk profile to insure. For clients that appear safe from these questions, they can go a step further and show formal certifications to various standards.

Additionally, examples of their SMS in action (with or without a SMS computer application) should backup the answers.

Before you review the recommended questions, it’s important that you keep the framework of a safety management system in mind (Summarized from ICAO):

Promotion: Company Leadership promotes safety and engagement through the communication of safety performance and potential threats to operations. Promotion efforts also include the provision of training to facilitate SMS participation and increase competence in operational safety.

When asking the recommended questions outlined herein, listen intently to understand the layered level of insight that you can gather about their culture, leadership, procedures, and coverage of the components that comprise the SMS framework.

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safety When talking to:

Organizational Leadership

You want to hear this type of answer We conduct scheduled assessments at defined intervals to ensure compliance with regulations, standards, and company policy.

How does your department audit safety performance and efficiency?

The organization is staffed with qualified personnel to address safety concerns. A designated Safety Manager ensures accountability and oversight of hazards and risks.

Do you have a designated Safety Manager?

Does your flight department have an organizational structure that lists the qualifications required for each position?

Presents an organizational chart identifying positions, roles and responsibilities that reflect scope of operation (i.e., Dept Manager, Mx Manager, Ops Manager, Chief Pilot, etc.). If a small operation, delegation to third party organizations or outsourcing.

Describe your organization’s flight crew, ground, maintenance, and flight training programs.

Presents a documented training program illustrating initial and recurrent training intervals with established contracts with training providers.

Employees throughout the operation

Is leadership engaged with safety management?

Confirmation that leaders are present for safety meetings or standdowns, visibly present and engaging, talking about safety and encouraging safety behavior.

Has leadership established clear safety objectives that improve safety?

Articulation of the SPI’s and confirmation they are visible and communicated to everyone throughout the year.

Is leadership committed to organization safety operating procedures despite potential inconvenience or loss of revenue?

Rules are never bent to meet a mission objective and, for Part 91 operations, the degree to which operational controls are waivered is minimal.

Does the organization engage in periodic culture surveys for improvement?

Organization does an annual survey, shares results, and addresses issues in timely manner.

Has there been much employee turnover in the past year?

Nothing out of the ordinary or the result of safety mishaps.

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safety When talking to:

flight crews

You want to hear this type of answer

Do you accomplish cabin emergency training?

Description of the most recent training and the frequency of training.

Do you perform a meaningful risk assessment before each flight? Has that ever resulted in mitigating risks before the flight?

Articulation of how it’s done, how it’s used preflight, and feeling that it is the right level of risk control toward ensuring a safe flight.

maintenance manager Can you describe your aircraft maintenance control system, e.g., how do you ensure you will comply with State of Registry regulations or equipment requirements for certain airspace?

Documented process of how they perform, document, record and manage maintenance of their aircraft. If there’s no internal process due to outsourced maintenance, documentation of oversight is in company manuals.

Are maintenance personnel authorized to remove an aircraft from operation because of non-compliance or threat of safety to aircraft, persons or property?

Appropriately qualified personnel have the ability to remove an aircraft from service due to non-compliance or threat of safety with impunity. (Noted in Operations Manual)

In closing, it’s important when asking these questions to also evaluate whether the operator simply knows the answer or is actually performing the answer on a daily basis. Having a safety solution in place is useless if it’s not being used.

Safety is a good thing for everyone involved in our ecosystem, from the passengers and employees to the operator’s bottom line and a lower risk profile for the insurance industry.

Safety News in the Spotlight

• The 5G problem in the US (https://www.faa.gov/5g) • Latest update on the FAA SMS Mandate (Submission for public comment due out Fall of 2022) • NBAA Launches new Safety Manager Training Certificate program (https://nbaa.org/ professional-development/safety-manager-certificate-program)

• ISBAO publishes new updates to Safety Standards (https://nbaa.org/flight-departmentadministration/sms/is-bao)

• NATA launches Safety 1st Verify (https://www.nata.aero/education-and-training/safety-1stverify)

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Board of Directors

President Greg Sterling

Director, Underwriter Division Wes Collier

Vice President Chris Morin

Director-Elect, Underwriter Division Jeffrey Sutton

Treasurer Luke Uithoven

International Director Andy Trundle

Secretary Ian Wrigglesworth

Director-At-Large Nicole Wolfe Stout

Director, Agent/Broker Division David Hampson

Director-At-Large Chris Arnold

Director, Attorney Division Mike McGrory

International Director-At-Large David Watts

Director, Claims Division David Gourgues

Executive Director Mary Gratzer

Director, Reinsurance Division Raffaella Basile

AIA Board General Counsel Ray Mariani

AIG Aerospace Atlanta, GA greg.sterling@aig.com

Old Republic Aerospace Kennesaw, GA wcollier@ORaero.com

Murray, Morin & Herman, P.A. Tampa, FL cmorin@mmhlaw.com

London Aviation Underwriters, Inc. Federal Way, WA jtsutton@londonaviation.net

Kimmel Aviation Insurance Agency, Inc. Greenwood, MS luke@kimmelinsurance.com

Starr Aviation London, United Kingdom Andy.Trundle@starrcompanies.com

Guy Carpenter London, United Kingdom ian.wrigglesworth@guycarp.com

Strawinski & Stout, P.C. Atlanta, GA nws@strawlaw.com

Schrager Hampson Aviation Insurance Agency LLC Bedford, MA david@planeinsurance.com

Sutton James an Optisure Risk Partner Hartford, CT carnold@suttonjames.com

SmithAmundsen, LLC Chicago, IL mmcgrory@salawus.com

Old Republic Canada Ontario, Canada dwatts@orican.com

McLarens General Aviation Celebration, FL david.gourgues@mclarens.com

Aviation Insurance Association Lexington, KY mary.gratzer@aiaweb.org

Swiss Reinsurance Company Ltd Zurich, Switzerland Raffaella_Basile@swissre.com

Leader, Berkon, Colao and Silverstein LLP New York, NY rmariani@leaderberkon.com

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