AIN Staff

<h2>Executive Summary</h2>
<p>Across three separate roundtable discussions, corporate flight department leaders and aviation directors sat down with Derrick Pfau, regional vice president at Petersen International (a coverholder for Lloyd’s of London specializing in disability and loss-of-license insurance for pilots), to work through how these policies actually function. Though the groups ranged from single-aircraft Part 91 departments to major corporate flight operations, three topics surfaced in every session: how a policy defines “occupation”—and why that single clause can decide whether a claim gets paid; why loss-of-license coverage exists to solve the delays and frustration built into traditional long-term disability (LTD) plans; and how flight departments are layering multiple policies to get pilots closer to full income replacement.</p>
<h2>The “Own Occupation” Clause Can Make or Break a Claim</h2>
<p>Despite its name, loss-of-license insurance has little to do with an accident or a regulatory violation. It is disability coverage triggered specifically by the loss of an FAA medical certificate, and Derrick Pfau, regional vice president at Petersen International, opened every session by clearing up that misconception. Once a pilot is grounded, the real question becomes how the policy defines the job that pilot can no longer do.</p>
<p>Pfau walked attendees through the range of definitions in play. An “any occupation” policy pays out only if the pilot cannot perform any job they are qualified for, including administrative or managerial work. A “modified own occupation” policy pays for a defined period, often 24 months, before shifting to the any-occupation standard. A “true own occupation” policy limits the definition to the pilot’s specific role for the life of the claim, regardless of what other work the pilot is capable of doing.</p>
<p>The stakes of that language became clear when a Part 91 flight department manager described being listed on his company’s group long-term disability plan under a dual title covering both flying and management duties. He asked directly whether an insurer could argue that he was still able to perform paid managerial work even after losing his medical, forcing his benefits to stop. Pfau confirmed that this risk is real: if a pilot’s job title includes any administrative or managerial language, an insurer can point to it and require the pilot to perform those duties instead of paying a claim. His recurring advice was for flight departments to go back to HR and confirm that pilots are listed strictly as “pilot,” with no additional title that could be read as a fallback occupation.</p>
<h2>Loss of License Solves What Corporate LTD Cannot</h2>
<p>The second theme was less about definitions and more about process. Several attendees described corporate long-term disability as slow and adversarial by design, built for a general workforce rather than pilots whose only qualifying condition is an FAA medical denial. One aviation department head called the standard disability process a nightmare, explaining that claimants have to continually prove they cannot return to work and that there is no other job available to them, even when the underlying issue is a straightforward medical grounding.</p>
<p>A recurring complaint was the “modified worksite” trap: a pilot who is medically cleared to work but still awaiting an FAA board review or reinstatement can be required to take on non-flying duties to keep the company from having to pay a claim, even when no meaningful non-flying role exists at a small flight department. One director of aviation described a near miss in which a pilot lost his medical certificate after a precautionary hospital visit and then spent nearly three months fighting to get it reinstated, an ordeal that pushed the flight department to formally investigate loss-of-license coverage. A different aviation leader noted that his organization had shifted its long-term disability carrier without realizing the definition of “own occupation” had changed in the new contract until a claim was already underway, and recommended flight departments review disability language annually rather than assuming it stays consistent between renewals.</p>
<p>By contrast, Pfau described loss-of-license coverage as purpose-built for this scenario: the trigger is simply the FAA medical determination, with a 90-day elimination period before benefits begin, removing the ambiguity that makes standard LTD claims difficult for pilots.</p>
<h2>Stacking Coverage To Reach True Income Replacement</h2>
<p>The third recurring theme was how flight departments are combining products to close the gap between what a group LTD plan pays and what a pilot actually needs. Petersen’s policies generally target 65% income replacement, capped at roughly $10,000 a month, and can be layered on top of an existing group long-term disability plan once that plan’s own cap is reached. For departments that want to increase the total payout, individual disability insurance can be added as a middle layer between group LTD and the surplus-lines coverage Petersen provides, since regulations require the domestic insurance market to be exhausted first.</p>
<p>Group loss-of-license policies generally require a minimum of five to 10 pilots and are underwritten from a census of names, dates of birth, and incomes, with quotes typically returned the same day. Coverage is portable if a pilot changes employers, though it converts to an individual policy priced at the pilot’s new age. Terms currently run three years, with a five-year benefit period once a claim is approved, figures that tightened significantly during the pandemic and only recently loosened again.</p>
<p>Several attendees pressed on what is excluded. Pfau confirmed that self-harm and conditions related to mental health, drugs, or alcohol are not covered, a gap one attendee whose spouse works as a mental health counselor called significant given how subjective and difficult to verify those conditions can be for an underwriter.</p>
<h2>The Takeaway</h2>
<p>Across all three sessions, the consensus was that loss-of-license insurance is less a niche product than a compensation and retention tool that closes a real gap in most standard benefits packages. Flight departments were encouraged to review how their pilots are titled on existing LTD plans, confirm the occupation definition in writing, and treat any coverage decision as a conversation between HR, the flight department, and a broker familiar with aviation-specific risk, rather than something to discover at claim time.</p>
<div style="border-bottom:1.0pt solid #CCCCCC;border-left-style:none;border-right-style:none;border-top-style:none;padding:0cm 0cm 8.0pt;">
<p><em>By Derrick Pfau, DIA, Vice President of Business Development at Petersen International Underwriters</em></p>
</div>


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