Typically, a pilot will have airplane insurance (or renter's insurance, if flying un-owned aircraft), car insurance, home insurance, life insurance and then for good measure purchase an "umbrella"-type insurance (usually up to $1MM). Have there been cases where this wasn't enough insurance, or the pilot thought he or she was insured but there was something unforeseen that rendered his insurance policies ineffective of shielding him or her from liability?
This question is specific towards American pilots, in this case if would be for an "average" person, owning/flying a small single-engine piston airplane and a net worth of less than $1MM.
An umbrella policy is insurance on top of insurance in case your primary insurance is not enough. For this reason it is usually inexpensive relative to to other insurance policies.
Using your example, a million dollars beyond what you are already insured for is a pretty good amount of coverage. It would take a really catastrophic event for a small plane to do more than a million dollars worth of damage beyond the limits of an owner's or renter's insurance policy.
If you're considering an umbrella policy be sure that it does not specifically exclude aircraft because many do. If you purchase a policy through an agent who knows that you are a pilot, you're probably fine but don't assume that your commercial umbrella policy covers you because many commercial umbrella polices specifically exclude aircraft.
I would be more worried about the umbrella policy excluding aircraft (like you mentioned unforeseen things rendering the policy ineffective in the last sentence of the first paragraph) rather than a million dollars on top the normal coverage not being enough.
I'm also assuming that by typical pilot you mean small aircraft not a corporate jet or something that has a lot more potential liability.
Typically, a pilot will have airplane insurance (or renter's insurance, if flying un-owned aircraft), car insurance, home insurance, life insurance and then for good measure purchase an "umbrella"-type insurance (usually up to $1MM). Have there been cases where this wasn't enough insurance, or the pilot thought he or she was insured but there was something unforeseen that rendered his insurance policies ineffective of shielding him or her from liability? This question is specific towards American pilots, in this case if would be for an "average" person, owning/flying a small single-engine
As far as I know, most (or all) airplane owners purchase insurance that covers liability, if nothing else. Good idea or not, is aircraft insurance legally required in the US, in the way that automobile insurance is required?
Some light aircraft now have airframe parachutes. If a pilot does have to pull the chute on a Cirrus (for example), is the aircraft flyable or at least repairable after landing or is it a write-off? What G forces are involved in the impact? I realize that there are lots of possible variables here, but let's assume that the parachute deploys correctly and in plenty of time for a stabilized descent; touchdown is in 'ideal' conditions, i.e. on level, unobstructed ground; and impact forces are as described in the Cirrus CAPS guide: The airplane will assume its touchdown attitude to optimize
Per FAR 91.307: Unless each occupant of the aircraft is wearing an approved parachute, no pilot of a civil aircraft carrying any person (other than a crewmember) may execute any intentional maneuver that exceeds... So if I'm flying aerobatics solo, I'm not required to have a parachute. But if I have a passenger, both are required to have one. What is the rationale for that? I suppose that in something like a Super Decathlon, where the pilot must exit the plane before the passenger, it would be senseless to have one for the passenger but not the pilot. But is there anything more to this?
Is it possible to rent a float plane with a private pilot's license? Flying floats is one of the main attractions for me to learn to fly. However, after some searching on the internet I can only find wheeled aircraft that are available for rent in my area. Am I missing something? Are there flying clubs or partnerships that have float planes available? I would love to fly floats but owning a seaplane is not in the cards for me at this point in my life.
In the last year, I have had to undergo bypass surgery. I am fully recovered now (and past the mandatory 6-month waiting period), but have just been apprised by my AME that my 3rd class medical deferral is likely to take a month or two for the FAA to process. I am also in a partnership, and our insurance requires annual recurring training. Normally, all four of us (partners) take the recurring training at the same time, and get a discounted rate as a result. As fate would have it, this year's recurring training will fall into the time I am waiting to hear back from the FAA. Since the flight
I suspect most pilots have done it at least once: briefly experience zero g when flying a parabolic path. It's quite an experience (if your stomach can handle it). Question is: are there any risks involved in doing something like that? (I know, getting in an airplane by itself is a risk, but that's not the point) I could think of a few potential risks, but I'm not sure if they are real or not: Engine lubrication in single engine piston airplanes And if not properly executed: Risk of a stall, both in the pull up phase and in the "arc" phase Overstressing the airplane when pulling out
Consider a hypothetical pilot who knows they have a medical condition which the FAA considers disqualifying (under the standard medical qualification standards). Is that pilot permitted to operate under sport-pilot privileges if they do not believe their condition interferes with their ability to safely perform their sport piloting duties? Must that pilot consult with a private physician? If so... indicate a pilot who does not do so is in violation of a FAR? edit: This question is concerning operation of a powered airplane.
What should a pilot of any large commercial passenger airplane do if they feel sleepy? What is the maximum time per day during which the pilot may control the airplane ?
Please note that I'm not asking about getting a certificate good enough for flying a wide-body passenger jet (see related question). Rather, I'm asking about getting from zero flying experience to an actual pilot/co-pilot job at a major US airline (AA/Delta/UA/Southwest). Perhaps some regulatory organization maintains such a statistics? Or even the airlines themselves? I'm well aware that people can have various career paths (from ex-military pilots to guys who paid for 10000 flights hours out of their pockets), but with 40,000+ pilots employed by major airlines there must