Insurability of low time commercial-aspirant

Let'sgoflying!

Let'sgoflying!

Touchdown! Greaser!
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Dave Taylor
A new pilot who is working on instrument and commercial & whose goal is to fly either Pt91 or 135; not 121 - is asking;

What is he going to be more immediately insurable in;
a cabin class piston twin, or one of the SE turbines (Malibu, maybe a TBM)?

I suppose this question can be restated as, which would the insurance companies require less hours, less training, maybe less sim time in, before he would be set loose, solo?

(He asks about these specific a/c types because of actual opportunities he is being told will possibly be available down the road - yes they are vastly different aircraft in price, capability etc.)
 
Let'sgoflying! said:
A new pilot who is working on instrument and commercial …is asking;

What is he going to be more immediately insurable in;
a cabin class piston twin, or one of the SE turbines (Malibu, maybe a TBM)?
Click to expand...
 
I was quoted on a multi without commercial or multi rating. The rate was about 2-2.5 times that of my single piston complex and the value on the multi was at least double that of my piston. So I don’t think getting insurance is an issue on a non-pressurized multi.
 
I personally haven't been in this position recently but based on my observations while working with some folks who have been in this position in the past few years the problem is likely more of an issue about what is an affordable insurance premium and less of an issue with outright insurability.

The premiums are likely going to be less for a cabin class piston twin than they are for the turbine single but that may vary a bit depending on what the hull values are of the aircraft in question.
 
It’s not 1978. A wet commercial is going to be hard to insure.
 
It sounds like your friend is not going to be buying one of these planes and trying to insure himself. Sounds like he is wanting to work for a part 91 or 135, so these companies are going to have their insurance requirements, and they are not all going to be the same.
 
Let'sgoflying! said:
(He asks about these specific a/c types because of actual opportunities he is being told will possibly be available down the road - yes they are vastly different aircraft in price, capability etc.)
Click to expand...
I would have him ask the employers holding the actual opportunities what their minimums are if that’s what he’s basing his question on.

I would suspect in today’s market, either one would accept a pilot with the 1200-hour IFR 135 minimums.
 
MauleSkinner said:
I would suspect in today’s market, either one would accept a pilot with the 1200-hour IFR 135 minimums.
Click to expand...

Yikes, that would change his plan a lot.
It doesn't sound like (what I imagined) 500TT, 50 in type is going to cut it. Either SE turbine, or piston ME correct?

Does it change much if he only does the Pt91 business part of it now, and leave the Pt135 plans til later?
 
Let'sgoflying! said:
Yikes, that would change his plan a lot.
It doesn't sound like (what I imagined) 500TT, 50 in type is going to cut it. Either SE turbine, or piston ME correct?

Does it change much if he only does the Pt91 business part of it now, and leave the Pt135 plans til later?
Click to expand...
I doubt that 500 hours is going to result in a turbine or cabin-class multi PIC slot.
 
Sounds like in addition to Instrument and Commercial, he/she will need to get the CFI/CFII and spend a few years building hours teaching.
 
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