Passenger aviation insurance costs roughly $50,000–$150,000 per year for a single-aircraft Part 135 charter operator running one turboprop; $200,000–$600,000/year for a 3-5 jet charter fleet; $millions per year for a scheduled Part 121 regional carrier. The seven must-have coverages are Aircraft Hull (named-perils or all-risks), Passenger Liability with per-seat limits meeting 14 CFR § 135.119 minimums, Aircraft Bodily Injury & Property Damage Liability on a Combined Single Limit basis (CSL = one shared limit covering both injury and property damage), War & Hijacking Risk, Hangar-keepers Liability (if you store customer aircraft), Workers Comp (NCCI 7431 flying crew + 7403 ground crew), and Commercial Auto for ground service vehicles. FAA Part 135 charter operators must also file evidence of insurance with the U.S. Department of Transportation via OST Form 6410.
Passenger aviation insurance is the most heavily regulated commercial-insurance line in the country — every revenue flight carrying paying passengers triggers federal minimum-coverage requirements under 14 CFR § 135.119 for on-demand charter (Part 135) operators, plus separate filing obligations with the U.S. Department of Transportation under 14 CFR Part 205. Single-aircraft Part 135 charter operators (one turboprop) pay $50,000–$150,000 per year for the full coverage stack; mid-size charter fleets (3-5 jets) pay $200,000–$600,000+; scheduled Part 121 regional carriers run into the millions. Sources: NCCI Class 7431 (Aviation: Air Charter or Air Taxi — Flying Crew) advisory loss costs in state DOI filings (see live tracker), FAA 14 CFR § 135.119 minimum passenger liability rule, OST Form 6410 air carrier insurance filings, National Business Aviation Association (NBAA) Part 135 operating-cost benchmarks, NTSB Part 135 accident-rate data, and Get Business Coverage specialty-market estimates. Figures are typical-case ranges anchored to primary-source filings; specialty aviation markets quote each risk individually and pricing varies substantially by hull value, pilot hours, and route profile.
annual premium floor
per-seat passenger liability
required before revenue flight
flying-crew WC class
- Why passenger aviation needs specialized insurance
- The 7 coverages every passenger-aviation operator needs
- How much does passenger aviation insurance cost?
- FAA Part 135 minimums — 14 CFR § 135.119 explained
- Aircraft hull value — the dominant rating factor
- Filed rates: NCCI Class 7431 Aviation Charter/Air Taxi
- Carriers that write passenger aviation insurance
- Common claims and risks
- How to get passenger aviation insurance
- Frequently Asked Questions
Why passenger aviation needs specialized insurance
Carrying paying passengers in an aircraft is one of the most capital-intensive and most heavily regulated commercial activities in the country. Standard commercial insurance — even specialty commercial-auto or transportation insurance — does not cover any aviation exposure. Passenger aviation requires policies written by a small set of specialty aviation underwriters (Global Aerospace, USAIG, Old Republic Aerospace, Starr Aviation, AIG Aviation, Berkley Aviation, Avemco) that file rates and forms separately from the standard insurance market.
- Multi-million-dollar hull values — even a single-engine turboprop charter aircraft carries a hull value of $1M–$4M; light jets $3M–$10M; mid-size jets $8M–$25M; heavy jets $30M+. A single hull-loss claim is often the largest claim a carrier will ever pay on the account.
- Per-seat passenger liability minimums — FAA 14 CFR § 135.119 sets a statutory minimum per-occupant liability of $300,000 per passenger seat for Part 135 charter operators, with overall per-occurrence minimums that escalate with aircraft size. Lease agreements and lender requirements typically demand $1M–$5M per seat — far above the statutory floor.
- Combined Single Limit (CSL) bodily-injury & property-damage liability — CSL is one shared limit covering both passenger injury and third-party damage on the ground. Charter operators typically carry $5M–$50M CSL depending on aircraft type.
- Federal filing obligation (OST Form 6410) — every U.S. direct air carrier must file evidence of aircraft accident liability insurance with the Office of the Secretary of Transportation (OST) — the DOT body that oversees commercial aviation economic regulation — before any revenue passenger flight.
- Pilot training, hours, and type-rating drive premiums — underwriters require detailed pilot logs (total hours, hours-in-type, recurrent training certificates, instrument proficiency). A single under-experienced pilot can double a hull premium or trigger a "pilot warranty" excluding coverage for non-named pilots.
- War, hijacking, and terrorism risk — standard hull and liability policies exclude war, hijacking, and terrorism perils. A separate "war risk" policy or endorsement is industry-standard for passenger operations.
- Ground operations & FBO (Fixed-Base Operator) exposure — line service, fueling, hangaring, and customer-aircraft handling all carry distinct liability exposure under "hangar-keepers" and "products/completed operations" coverages.
The 7 coverages every passenger-aviation operator needs
Aircraft Hull Insurance
Covers physical damage to the aircraft itself — collision, ground accident, hangar damage, weather, fire. Written on either a named-perils basis (cheaper; only specifically listed causes) or all-risks basis (broader; covers any cause not explicitly excluded). All-risks is the standard for revenue passenger operations. Hull value is declared and agreed at policy inception (typically "agreed value" rather than "actual cash value").
Passenger Liability (Per-Seat)
Covers bodily injury or death of paying passengers. FAA 14 CFR § 135.119 sets a statutory minimum of $300,000 per passenger seat for Part 135 charter; industry practice and lease requirements typically demand $1M–$5M per seat. Some operators carry "single-limit" per-seat coverage (one limit per seat regardless of injury severity); others stack per-seat and per-occurrence limits.
Aircraft Bodily Injury & Property Damage Liability (CSL)
Combined Single Limit (CSL) — one shared limit covering both passenger injury and third-party bodily injury / property damage on the ground (people, buildings, or other aircraft struck by your aircraft). Charter operators typically carry $5M–$50M CSL; corporate-charter contracts often demand $25M+; scheduled Part 121 carriers carry $200M–$1B+.
War, Hijacking & Terrorism Risk
Standard hull and liability policies exclude war, hijacking, sabotage, and terrorism. A separate war-risk policy or endorsement is industry-standard — required by most aircraft leases and corporate customers. Pricing varies by route profile (overflights of conflict zones carry surcharges).
Hangar-keepers Liability
Covers damage to customer aircraft in your care, custody, or control — applies if you operate an FBO (Fixed-Base Operator: the airport tenant providing fueling, hangaring, line service), do maintenance on others' aircraft, or store charter customers' aircraft between flights. Standard CGL excludes "care/custody/control" exposures; hangar-keepers fills the gap.
Workers Compensation (NCCI 7431 + 7403)
Pays medical and lost-wage benefits for crew injuries. Flying crew (pilots, copilots, flight attendants) on Part 135 charter / air-taxi operations are classified under NCCI 7431 — a high-rate class because of aviation accident exposure. Ground crew (mechanics, fuelers, baggage handlers, ramp personnel) classify under NCCI 7403. Scheduled Part 121 carriers use NCCI 7405 for flying crew.
Commercial Auto (Ground Service Vehicles)
Covers tugs, fuel trucks, baggage tractors, crew transport vans, and any marked ground-service vehicle. Personal auto and standard commercial fleet auto exclude ramp / airside operations; specialty aviation auto endorsements are usually required for vehicles operating on FAA-controlled airport premises.
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How much does passenger aviation insurance cost?
| Operation type | Annual premium range |
|---|---|
| Single-aircraft Part 135 (1 turboprop, ~$2M hull) | $50,000–$150,000 |
| Single-aircraft Part 135 (1 light jet, ~$5M hull) | $80,000–$220,000 |
| Small charter fleet (2-3 turboprops or light jets) | $120,000–$350,000 |
| Mid-size charter operator (3-5 mid-size jets) | $200,000–$600,000 |
| Large charter / fractional (10+ aircraft) | $600,000–$3,000,000+ |
| Scheduled Part 121 commuter / regional carrier | $1,000,000–$millions |
| FBO with hangar-keepers exposure | +$15,000–$60,000 (separate hangar-keepers tower) |
| War / hijacking endorsement | +5–15% of base hull rate |
FAA Part 135 minimums — 14 CFR § 135.119 explained
FAA Part 135 — codified at 14 CFR Part 135 — is the federal rule governing on-demand charter and commuter air-carrier operations (air taxi). It's the regulatory bucket virtually all SMB passenger-aviation operators live in (Part 121 is scheduled major-airline service; Part 91 is non-commercial private flying).
The insurance-relevant section is 14 CFR § 135.119, which sets a statutory floor for passenger liability coverage:
- Per-passenger-seat minimum — $300,000 per occupant seat for each Part 135 operator. This is the federal floor; lease agreements and corporate charter customers virtually always demand $1M–$5M per seat.
- Per-occurrence minimum — escalates with aircraft passenger capacity. Small piston aircraft (under 6 seats): $1M; turboprops: $2M–$5M; jets: $10M+.
- Industry practice (well above FAA floor) — most Part 135 charter operators carry $5M–$50M Combined Single Limit (CSL) for liability, plus per-seat sub-limits at $1M–$5M.
Separately, under 14 CFR Part 205 and DOT regulations, every U.S. air carrier must file evidence of aircraft accident liability insurance using OST Form 6410 — the U.S. Air Carriers Certificate of Insurance — with the FAA Air Transportation Division. The filing demonstrates the operator has the federally required policy in force; it must be updated at every renewal and at any change in carrier or limits.
Operating specifications (OpSpecs) — issued by the FAA when a Part 135 operator gets its Air Carrier Certificate — typically reference specific insurance amounts the operator has committed to maintain. Letting coverage lapse below the OpSpecs amount can trigger an FAA enforcement action independent of any underlying claim.
Aircraft hull value — the dominant rating factor
Aviation underwriters price the hull line by applying a percentage-of-hull-value rate to the declared, agreed value of the aircraft. The result is that hull premium dominates the overall passenger aviation insurance bill on most accounts.
| Aircraft category | Typical hull value | Typical hull rate |
|---|---|---|
| Light piston (single-engine) | $200K–$800K | 3–6% of hull / yr |
| Turboprop (single-engine, e.g., PC-12) | $1.5M–$4M | 2.5–4% of hull / yr |
| Light jet (e.g., Phenom 100, CJ2) | $3M–$8M | 2–3.5% of hull / yr |
| Mid-size jet (e.g., Citation XLS, Lear 60) | $8M–$18M | 1.8–3% of hull / yr |
| Heavy jet (e.g., Gulfstream G450, Falcon 7X) | $30M–$60M+ | 1.5–2.5% of hull / yr |
Pilot factors that move the hull rate: total flight hours, hours in make/model, recurrent training currency (FlightSafety, CAE, SimCom), instrument and ATP (Airline Transport Pilot) certificates, age, and prior claims history. A single low-time pilot on the policy can push a hull rate 30–60% higher, or trigger a "named-pilot warranty" excluding coverage when anyone outside the warranty list is at the controls.
Hull values are typically written on an agreed value basis — the value is set at policy inception and paid in full on a total loss, with no depreciation argument. Confirm agreed-value language; actual cash value wording can leave a six-figure gap between declared value and paid loss.
The filings driving passenger aviation rates — see them live. Passenger aviation pricing is a STACK with two dominant components: (1) hull + liability filed by specialty aviation markets (Global Aerospace, USAIG, Old Republic Aerospace, Starr Aviation, AIG Aviation, Berkley Aviation) — these are typically excess-and-surplus-lines or specialty admitted filings outside the standard ISO/NCCI framework; and (2) workers compensation filed by NCCI under Class 7431 Aviation Charter/Air Taxi Flying Crew and Class 7403 Aviation Ground Crew & Drivers in ~38 NCCI states, plus state-specific bureaus like WCIRB CA and NYCIRB NY. Our Insurance Rate Changes Tracker is the live feed of recently captured filings. For the full pipeline see How Insurance Rates Are Set.
Filed rates: what state regulators actually approve
Insurers can't charge whatever they want for commercial coverage — they must file their rates publicly with each state's Department of Insurance (DOI). Those filings are primary-source, government-held pricing records available via SERFF Filing Access (filingaccess.serff.com). The filed loss cost is the most authoritative starting point for "how much does this cost" — more authoritative than any blog estimate, including ours when not anchored to a filing.
Worked example: here is the actual NCCI workers-comp advisory loss cost filing recently approved by the Colorado Division of Insurance, effective January 1, 2026. NCCI 7431 (Aviation Air Charter or Air Taxi — Flying Crew) is the passenger-aviation-specific WC class for Part 135 charter operators; the bureau-wide filing publishes a per-$100-payroll loss cost for this class along with ~700 other classes including ground crew (7403) and scheduled-air-carrier flying crew (7405). Passenger aviation operators also need Aircraft Hull, Passenger Liability with per-seat limits meeting FAA 14 CFR § 135.119, Combined Single Limit (CSL) bodily injury and property damage, War & Hijacking Risk, and (if applicable) Hangar-keepers Liability — each filed separately by specialty aviation markets, typically as excess-and-surplus-lines coverage. This section focuses on the WC component; the hull and liability stack follows specialty-market pricing patterns rather than NCCI loss-cost math.
What that means in real dollars: for a typical single-aircraft Part 135 charter operator with $50,000 in payroll, the expected pure loss cost is $50,000 ÷ $100 × $0.35 = ~$175/year. Carriers apply their own Loss Cost Multiplier (LCM) on top — typical small-business LCM range is 1.20–1.50 — yielding an actual workers-comp premium (one component of the passenger-aviation stack) of roughly $210–$263/year for that example. Larger payroll scales proportionally.
Scope of this figure: This NCCI loss cost applies in the ~38 NCCI states. California (WCIRB), New York (NYCIRB), New Jersey (CRIB), Pennsylvania (PCRB), North Carolina (NCRB), Indiana (ICRB), and other independent-bureau states file their own loss costs for aviation classes; the 4 monopolistic states (ND, OH, WA, WY) use state funds. Critical scope note: workers comp is typically a SMALL fraction of the total passenger-aviation insurance bill — Aircraft Hull + Passenger Liability + CSL + War Risk dominate, and those are filed by specialty aviation markets (Global Aerospace, USAIG, Old Republic Aerospace, Starr Aviation, AIG Aviation, Berkley Aviation) outside the standard NCCI/ISO framework — typically as excess-and-surplus-lines or specialty admitted filings. ISO and specialty aviation captures are in our mining queue — see Insurance Rate Changes Tracker.
How to read filed rates: the filed value is the advisory loss cost (NCCI for WC) or manual base rate (carrier filings for GL / Auto) — what carriers and rating organizations submit to regulators as the actuarial starting point. The actual quote you receive applies a Loss Cost Multiplier (LCM) the carrier filed separately, plus rating factors for territory, payroll, experience modifier (Mod), and schedule credits or debits. Same loss cost × different LCM = why two carriers quote you very different prices for the same business.
Honest note on what we triangulate and what we don't: the GBC triangulation above uses our real funnel's modal payroll bracket × the filed loss cost × a typical LCM range — that's the expected actual premium derived from primary-source data, not a measured quote median. We don't currently capture carrier-quoted premiums on our leads (the partner integrations track acceptance status, not pricing), so we cannot yet say "the actual median of N quotes was $X." We are building a Quote-Outcome capture layer specifically to add that measured median; until it ships, the figure above is the expected premium implied by the filing, paired with the real GBC payroll distribution. See our methodology page for the full breakdown of what we measure today and what we are adding.
Carriers that write passenger aviation insurance
Passenger aviation is a specialty market — only a small set of carriers and managing general underwriters (MGUs) have the expertise and reinsurance capacity to write hull and liability for revenue passenger operations. AM Best Financial Strength Ratings verified June 2026:
| Carrier / Group | AM Best FSR | Best for |
|---|---|---|
| USAIG (United States Aircraft Insurance Group) | Pool of A to A++ member companies (min "A" required) | Part 135 charter, business aviation, all jet categories |
| Global Aerospace | Managing underwriter — pool of highly rated member insurers / reinsurers | Mid-to-large charter fleets, FBOs, scheduled regional carriers |
| Old Republic Aerospace | A+ (Superior) | Part 135 charter, turbine aircraft, hull-heavy accounts |
| Starr Aviation (Starr Indemnity & Liability) | A (Excellent) | Airline operators, fractional ownership programs, large CSL accounts |
| AIG Aviation (AIG P/C subsidiaries) | A (Excellent) | Large fleet, international routing, complex multinational accounts |
| Berkley Aviation (W.R. Berkley) | A+ (Superior) | Mid-market charter, light-to-mid jets, FBOs |
| Avemco | A+ (Superior) | Single-pilot owner-operators, smaller piston and light turbine — limited Part 135 appetite |
Common claims and risks for passenger aviation
How to get passenger aviation insurance
- Gather aircraft info — N-number, make/model/year, agreed hull value, engine type, total airframe time, last inspection cycle, avionics list.
- Document pilot qualifications — for every pilot: total flight hours, hours in make/model, ratings (Commercial / ATP), recurrent-training certificates (FlightSafety, CAE, SimCom), medical class, prior claims and incidents.
- Document your FAA certificates — Part 135 Air Carrier Certificate, OpSpecs (operating specifications), DBA, EIN, base of operations, route structure (US-only vs international).
- Confirm OST Form 6410 status — current insurance filing with the U.S. Department of Transportation; your broker will refile at binding.
- Compare 3+ specialty aviation markets — quotes typically take 2-4 weeks from a specialty aviation broker because every account is individually underwritten by a small panel of aviation underwriters.
- Confirm war / hijacking endorsement included — required by virtually every aircraft lease and corporate-charter contract.
- Coordinate hangar-keepers + auto — if you operate an FBO or do ground service, these are typically written by the same specialty market alongside hull and liability.
- File certificates of insurance with the FAA + lessors — at binding, your broker delivers COIs to the FAA (OST Form 6410), each aircraft lessor, and any corporate-charter customer who has a contractual COI requirement.
Frequently Asked Questions
What FAA insurance minimums apply to Part 135 charter operators?
Under 14 CFR § 135.119, every Part 135 on-demand charter or commuter air carrier must maintain a minimum passenger liability of $300,000 per occupant seat, plus per-occurrence minimums that scale with aircraft size (typically $1M for small piston, $2M–$5M for turboprop, $10M+ for jet). Lease agreements and corporate-charter customers almost always require well above the FAA floor — typical industry practice is $1M–$5M per seat plus $5M–$50M Combined Single Limit (CSL) for combined bodily injury and property damage. Operators must also file evidence of coverage with the U.S. Department of Transportation using OST Form 6410.
What is OST Form 6410 and why does it matter?
OST Form 6410 is the U.S. Air Carriers Certificate of Insurance — the form every U.S. direct air carrier files with the Office of the Secretary of Transportation (OST) under 14 CFR Part 205. It demonstrates that the operator carries aircraft accident liability insurance meeting federal minimums. The filing is required before any revenue passenger flight, and must be updated at every policy renewal and at any change of insurance carrier or limits. Operating without a current OST Form 6410 on file is a federal violation independent of any claim.
How much does Part 135 charter aviation insurance cost?
For a single-aircraft Part 135 charter operator (one turboprop, ~$2M hull value), full-stack annual premiums typically run $50,000–$150,000. A small fleet (2-3 light jets) is $120,000–$350,000/year; a mid-size operator (3-5 mid-size jets) is $200,000–$600,000/year. Hull premium dominates the total — typical hull rates are 1.5–3.5% of declared agreed value per year for turbine aircraft. Pilot qualifications, hours-in-type, recurrent training, and prior claims history materially move the rate.
What carriers write passenger aviation insurance?
Passenger aviation is a specialty market with a small number of underwriters. The main markets are USAIG (United States Aircraft Insurance Group), Global Aerospace, Old Republic Aerospace (AM Best A+ Superior), Starr Aviation (AM Best A Excellent), AIG Aviation (AM Best A Excellent), Berkley Aviation (AM Best A+ Superior), and Avemco (AM Best A+ Superior; primarily owner-operator focus). Standard commercial insurers and Main Street trade carriers do not write hull or aviation liability. Quoting typically takes 2-4 weeks because each account is individually underwritten.
Does standard commercial insurance cover aircraft?
No. Standard Commercial General Liability, commercial auto, and even specialty transportation insurance all explicitly exclude aviation operations. Carrying paying passengers in an aircraft requires policies from the specialty aviation market (USAIG, Global Aerospace, Old Republic Aerospace, Starr, AIG, Berkley, Avemco). Even private (Part 91) aircraft owners need aviation-specific hull and liability — homeowner's umbrella policies do not extend to aircraft.
What does "agreed value" mean for aircraft hull insurance?
Agreed value means the hull value is set and documented at policy inception, and the carrier pays the full agreed amount on a total loss without depreciation argument. This is the standard form for revenue passenger operations because aircraft values are stable, well-documented, and verifiable through industry references like Vref or Aircraft Bluebook. The alternative — actual cash value — can leave a six-figure gap between declared value and paid loss. Confirm agreed-value language is on your hull policy at every renewal.
Why do underwriters care so much about pilot hours?
Pilot experience is the single biggest controllable driver of aviation accident frequency, so aviation underwriters scrutinize pilot logs at every renewal. They look at total flight hours (career), hours in make/model (this specific aircraft type), recurrent training currency (FlightSafety, CAE, SimCom certificates), ratings (Commercial vs ATP — Airline Transport Pilot), and prior incidents. A single low-time pilot on the policy can push hull rates 30–60% higher or trigger a "named-pilot warranty" that excludes coverage when anyone outside the warranty list is at the controls.
What is hangar-keepers liability and do I need it?
Hangar-keepers liability covers damage to customer-owned aircraft in your care, custody, or control — applies if you operate an FBO (Fixed-Base Operator: airport tenant providing fueling, hangaring, line service), do maintenance on others' aircraft, or store charter customers' aircraft between flights. Standard Commercial General Liability excludes "care/custody/control" exposures, so a tug damaging a customer's wingtip during repositioning would be uncovered without hangar-keepers. Limits typically $1M–$10M per aircraft / $5M–$25M aggregate.
Is war and hijacking coverage really standard for passenger aviation?
Yes — and it is not included in the base hull and liability forms, which explicitly exclude war, hijacking, sabotage, and terrorism. A separate war-risk policy or endorsement is industry-standard for revenue passenger operations and is required by virtually every aircraft lease and corporate-charter contract. Pricing typically adds 5–15% to the base hull rate; routes overflying conflict zones carry additional surcharges. Skipping war coverage on a Part 135 charter account is rare and almost always blocked by the aircraft lessor.
How is workers comp rated for an aviation operator?
Flying crew (pilots, copilots, flight attendants) on Part 135 charter or air-taxi operations classify under NCCI Class 7431 — Aviation: Air Charter or Air Taxi — Flying Crew, a high-rate class because of aviation accident exposure. Ground crew (mechanics, fuelers, baggage handlers, ramp personnel) classify under NCCI 7403 — Aviation: All Other Employees & Drivers. Scheduled Part 121 carriers use NCCI 7405 for flying crew. WC is one component of the overall stack, but is typically a small fraction relative to hull and liability premiums.
Quick glossary — passenger aviation insurance terms
- FAA Part 135
- The federal regulation (14 CFR Part 135) governing on-demand charter and commuter air-carrier operations — the rule virtually all SMB passenger-aviation operators live under. Distinct from Part 121 (scheduled major-airline service) and Part 91 (non-commercial private flying).
- 14 CFR § 135.119
- The specific Part 135 section setting a federal minimum passenger liability of $300,000 per occupant seat (plus per-occurrence minimums that scale with aircraft size). Lease and customer requirements typically demand $1M–$5M per seat — well above the statutory floor.
- OST Form 6410
- U.S. Air Carriers Certificate of Insurance — the form every U.S. direct air carrier files with the Office of the Secretary of Transportation (OST) under 14 CFR Part 205 to demonstrate evidence of aircraft accident liability insurance. Required before any revenue passenger flight.
- OpSpecs (Operating Specifications)
- The FAA-issued specifications attached to a Part 135 Air Carrier Certificate that authorize specific aircraft, routes, and operating practices. Often reference required insurance amounts — letting coverage lapse below the OpSpecs amount can trigger an FAA enforcement action independent of any claim.
- Combined Single Limit (CSL)
- One shared limit covering both passenger bodily injury and third-party bodily injury / property damage on the ground. Charter operators typically carry $5M–$50M CSL; corporate-charter contracts often demand $25M+; scheduled Part 121 carriers carry $200M–$1B+.
- Hull (Agreed Value)
- Aircraft physical-damage coverage written on an agreed-value basis — the hull value is set at policy inception and paid in full on a total loss, with no depreciation argument. Distinct from actual cash value, which can leave a six-figure gap between declared and paid loss.
- FBO (Fixed-Base Operator)
- An airport tenant providing fueling, hangaring, line service, and ground handling for aircraft. FBO operations carry distinct liability exposure under Hangar-keepers Liability (for damage to customer aircraft in your care) and aviation-specific pollution endorsements.
- NCCI Class 7431
- Workers Compensation classification for "Aviation: Air Charter or Air Taxi — Flying Crew" — the WC class for Part 135 charter pilots, copilots, and flight attendants. High-cost class because of aviation accident exposure. Ground crew separately classified under NCCI 7403; scheduled Part 121 flying crew under NCCI 7405.
- War / Hijacking / Terrorism Endorsement
- A separate policy or endorsement covering perils that the standard hull and liability forms explicitly exclude — war, hijacking, sabotage, terrorism. Industry-standard for passenger operations; required by most aircraft leases and corporate charter customers.