Private Client
Aviation & Private Jet Insurance.
Owned, leased, and fractional aircraft programs with hull and liability tuned to use profile, pilot experience, and territory.
How an aircraft policy is structured
An aircraft policy has two main coverage parts: hull (physical damage to the aircraft) and aircraft liability (third-party injury and property damage, including passenger liability). On turbine and jet aircraft, the liability section is typically a combined single limit (CSL) covering bodily injury and property damage together, with passenger liability included up to the same limit.
Hull valuation — agreed value is the right answer
Aircraft are written on agreed-value hull. The scheduled hull amount is paid in the event of a total loss, with no depreciation argument. Updating the hull value at annual inspections, after avionics upgrades, or after a paint and interior refresh keeps the schedule accurate — most carriers will not retroactively increase the agreed value after a loss.
Fractional, charter, and management coordination
Fractional ownership, charter (Part 135), and aircraft management arrangements layer on top of the underlying hull-and-liability program. Fractional carriers carry program-level coverage but the owner's personal exposure beyond program limits typically needs a non-owned aircraft liability policy. Aircraft on a Part 135 certificate require commercial aviation coverage with passenger seat limits sized to the actual cabin configuration.
Coordinating with the personal umbrella
Most personal umbrellas exclude aircraft entirely. Excess aviation liability is written on a separate excess aircraft liability policy that sits over the underlying aircraft program — not over the personal umbrella. Owners with multiple aircraft, fractional shares, and rental flying need the excess aviation tower designed to follow every exposure, not just the primary aircraft.
Frequently asked questions
How is the hull value determined?
On production aircraft, market value (Vref / Aircraft Bluebook) is the baseline. On custom completions, recently delivered jets, and aircraft with significant avionics or interior investment, current replacement cost or a recent appraisal drives the agreed-value hull amount. We update hull value at annual inspection and after major upgrades.
Does the policy cover non-owned and rental aircraft?
Non-owned aircraft liability is a separate coverage part — required when the principal flies fractional shares, club aircraft, or rentals. We confirm non-owned coverage applies to every aircraft type the principal actually flies, not just the owned aircraft on the schedule.
What about charter use of an owned aircraft?
Pleasure-and-business forms exclude commercial use. Aircraft placed on a Part 135 charter certificate need commercial aviation coverage with charter-specific liability limits and passenger seat limits matching the cabin configuration. Misclassifying use is a leading cause of aircraft claim denial.
How do excess aviation limits work?
Excess aircraft liability is written as a stand-alone tower over the underlying aircraft policy. Limits scale with passenger capacity, principal profile, and use — typically $50M–$300M+ on a managed jet. The excess tower is independent of the personal umbrella, which excludes aircraft.