An Organization of Flying Adjusters,
Coming off a successful annual conference that was OFA99 in Portland, Maine, it has begun to sink in what a monumental task we have before us to maintain the integrity and numbers in our membership. We're fortunate to have taken in new members in our organization at OFA99, and we were delighted to welcome Jim Gray (Alabama), Ken Harris (Arizona) and Dick Dieckhoff (Florida) to our ranks. And while we were glad to add to our ranks, the harsh reality is that we also lost several members for a host of reasons, perhaps the most common of which had to do with the recent changes in our industry and the related drop in business.
With one or more of the companies handling claims in-house, and with some part of the book of business shifting to companies with no history of outside claims assignments, a number of our members have simply elected to seek their fortunes elsewhere outside the insurance claims business. We've been able to retain a few as associate members when they've left the world of independent claims for the company ranks and that's a plus for OFA.
One wonders, however, with the changes fomented by ULM in Frederick and Dallas with the opening of branches in many areas of the country, if we have been individually guilty of putting all our eggs in the same basket. The changes wrought by ULM seems to have, in several instances, been the one occurrence which precipitated the departure from the business of several of our number. Having been in that position myself some years ago with reference to workers' compensation claims in Maine and New Hampshire, I can appreciate how quickly that can come about.
2000 OFA COMMITTEES
|Summer, 2000||page 3|
difficult to strike a balance between the costs of
holding conferences in pleasant surroundings where
everyone looks forward to coming, and the corresponding
need to keep everyone's wallet in mind when setting
Please be assured the OFA leadership is wrestling with this thorny issue all the time. Because we cannot run conferences with attendance fees alone, we rely on sponsorships in addition to attendance fees. To that end, we are deeply indebted to those who sponsor the several activities, many of whom are OFA members and a large number who are not. We are indeed fortunate to have such Friends of OFA in our several sponsors from year to year, and I'd like each one to know how truly valuable you are to our organization, and how much we truly value your friendship and support.
Having said all that, I am delighted with the program planned for OFA2000 and am looking forward to seeing all of you there. There is much promise to this year's conference. I can't wait.
Al Ryan, OFA 108
|Page 4 Summer, 2000|
Albuquerque, New Mexico
Well here it is again, OFA Conference Time, that time of the year when we all get together and to enjoy one in others friendship and camaraderie. This year the Land Of Enchantment will be your destination, specifically Albuquerque New Mexico during the world famous "Kodak Albuquerque International Balloon Fiesta" October 7-15th. Our OFA Conference dates will be October 12-13-14th with early registration on Wednesday the 11th. Come Early and Stay Late enjoy the week long Balloon Fiesta activities and our South West Hospitality. We have planned a jam packed conference this year with several Balloon Fiesta activities out at Balloon Fiesta Park. This Millennium year the Fiesta Committee has set a goal of 1000 balloons in the air launched from Balloon Park, their phrase this year is "1000 in 2000" this will be a record number of balloons at any time in past history.
Please note that this conference is by invitation of the president. Be sure to look for your invitation in the mail soon.
Our Conference hotel this year will be the Wyndham Albuquerque Hotel located next to the Albuquerque International Airport and walking distance from the airport terminal or a short courtesy van ride by the hotel. We have tried this year to keep the cost down to attend our conference and we feel we have made inroads in this regard. Your hotel stay at the Wyndham will run $88.00 single & $99.00 double per night, that is a fantastic rate during the Balloon Fiesta and we have worked on this for two years. You will also find that your conference registration fee is down from past years. Your hotel room will be your responsibility to make reservations and payment, call them at (505)843-7000 and be sure to request the Organization Of Flying Adjusters, OFA room rates
Albuquerque is serviced by most major airlines with South West offering the most flights in and out of the Albuquerque Sun Port. Contact your travel agent for airline connections and don't wait to do this since we
|will have over
a million people coming and going during the week of the
fiesta and most airline seats are taken.We are also
serviced by AMTRAK and GREYHOUNDBuses, if you should need
to be picked up at the train station or bus terminal let
us know in advance on times and places. For those who are
flying their own aircraft, our host FBO this year will be
Cutter Flying Service located on the general aviation
side of the ABQ International Airport look for the
"Red" awnings on the Southwest side of the
field. ABQ International is very easy to get in and out
and you should have NO trouble.
Be sure to bring a light jacket about the weight of our OFA jackets since the early mornings will be cool in ABQ at our mile high altitude. As the day goes on things will warm up into the 60's. Our off site get together this year will be a Western Bar-B-Q close to the Rio Grand River and you will need your jeans and western wear. The President's Reception on Thursday night the 12th will be the same as prior years, business attire or your fancy duds. The rest of the conference is strictly casual and wear what you have in past years. [amazing! You hang something in your closet for awhile and it shrinks two sizes]
Anne has planned a very special trip for the ladies to Santa Fe NM, that will included a Lunch at the world famous La Fonda Hotel on the Santa Fe Plaza, a tour guide on the bus and a tour of the Santa Fe Art Museum, the Georgia O'Keef Museum, and the very famous church of the Sisters of Laredo with the staircase to the balcony that is unbelievable. You will have time to shop in the chic boutiques on the plaza and return in time to the hotel in ABQ for the President's Banquet. I read this article that said the typical symptoms of stress in women are: eating too much, impulse buying, and driving too fast. Are they kidding? That is my idea of a perfect day.
This year our golf tournament will be held on Friday afternoon and you will have the opportunity to play one of the 25 top public golf courses in the country at the University of New Mexico Championship Course
|Summer, 2000 Page 5|
|as rated by Golf Digest. Bill Hall our Golf
Chairman has set up this tournament this year to include
18 holes of golf with cart, range balls, & lunch with
awards to be presented at Saturdays afternoon luncheon,
your complete cost will run $85.00. Tournament
registration forms will be in your conference
As we all know our sponsors are the life blood of our conference, without them we would not be able to put on a conference today at what is being charged by the hotels and outside events. Our sponsors support helps defray expenses for everyone who attends and it would be impossible to run a conference today without their support. As always, no sponsorship amount is to small, we plan on providing significant recognition to those who participate in sponsorship of the conference. As in past years, we have offered the following: $1.000 or greater sponsorship 1 Free registration and a Full page ad in the Conference program. $500.00 sponsorship 1 half page ad in the Conference program. $250.00 sponsorship 1 quarter page ad in the
Conference program. [send camera ready ad copy with your sponsorship fee] If you would rather sponsor one of the following functions, please so advise:
- Coffee Breaks (3)
- Reception Cocktails (Thursday Evening Banquet)
- Wine for the Banquet
- Tour Buses
- Hospitality Suite
All support will be recognized and appreciated by all who attend. We shall also provide tax receipts for all donations.
We look forward to seeing everyone this year in Albuquerque. If you have questions, call or email.
2000 Conference Chairman
(505) 842-4407 Telephone
Details on the OFA Web Site
We are holding our conference this year in an incredibly interesting area, Albuquerque, New Mexico. We will leave the cultural aspects of the area to that noted well cultured expert, Frank Bristol.
One of Albuquerque's real headliners is the Balloon Festival. We are taking advantage of local experts to provide an introduction to the Festival and classes the first day on Balloon Maintenance and Piloting Issues in claims. Balloon losses are something we don't all get to see, but we'd hate to miss an opportunity like this to learn about balloons from those who know.
Not everyone realizes Albuquerque is home not only to Albuquerque International Airport, KABQ, but to Kirtland AFB. The two share the same 13,400 foot long runways at located at 5,352 feet above sea level just west of the Sandia Mountains. Fairly recently, the US Air Force moved their safety organization, the USAF Safety Center from Southern California to Kirtland AFB. The Safety Center is recognized as the world leader in Operational Safety, as well as post-accident investigation. Their Human Factors division is almost unique in the world. We have made arrangements for a briefing from the Safety Center on their capabilities and facilities. After the briefing, we will have lunch with the Center's Commander, Major General Gideon in the Kirtland Officers' Club Daedalian Room. After lunch, we will be going over to the Air National Guard's 150th Fighter Wing at the other end of the field.
The Payne Stewart crash made many of our members aware they knew little of high altitude physiology. Many of us assumed high altitude physiology was something that was someone else's job. With the proximity of our conference to the 150th Fighter Wing, we have taken them up on an offer to provide a quick briefing on both high altitude and high "G" operations. While we aren't pulling 9 "G"'s in a Viper, we have seen loss of consciousness affecting pilots in incidents we have been involved in. On the high altitude physiology side, few people recognize the real dangers involved and the pitiful inadequacy of our equipment. This will be a once in a career opportunity for many of us.
SPECIAL "THANK YOU"
On behalf of the entire OFA Family, we'd like to extend a very heartfelt thanks to Larry and Jeanette Larson for all their extraordinary efforts during Larry's tenure as Executive Secretary and Historian. If you haven't done the job, you have no idea how much we
|Page 6 Summer, 2000|
ask why ABQ has a 13,400 foot long runway. Those asking
are people who haven't yet taken off that not so long
runway on a summer day when the density altitude can
climb over 11,000 feet! Given the high altitude of
Albuquerque and the surrounding area, we thought an
overview of high density altitude operations and their
impact on aircraft incidents would be in order. We have a
couple of classes scheduled for Saturday on those
The increasing costs of operating piston driven warbirds and their ever diminishing numbers are driving them out of the general aviation world for the most part. The availability of relatively inexpensive first generation jet aircraft on the civilian market has greatly increased their numbers. While those aircraft and their rather unusual operating characteristics aren't familiar to most of us, we are likely to see them in incidents. Luckily, we have a couple of members with expertise in these aircraft and they have given in to pressure to share their hard earned expertise. This should be a very interesting knowledge building class.
As the "standby" president of OFA, I have been invited to provide an article for our newsletter. Well, "invite" may be a misstatement if you have ever had Bill Arnold (OFA 104) invite you to do anything. I do enjoy writing but wondered what would be interesting to you.
I am not sure if anyone is really interested in my personal aviation adjusting story but I remember a college speech class professor telling me that when in doubt tell them about yourself. So, here it goes.
did not think about aviation again until I was about to
graduate from Oregon State University. Realizing I would
be drafted upon graduation, I signed up for the Marine
Corps aviation program having flown only once, as a
passenger in a 182! I was determined to be a fighter
pilot until one hot, humid summer day at OCS in Quantico,
Virginia. While in the field pretending to be an infantry
Marine, a helicopter landed near us and in ten minutes I
was back at the base drinking a cold beer. Realizing how
much that pilot, crew & machine were appreciated, I
decided right then to be a helicopter pilot. I have never
After initial fixed wing training (T-34, T-28), landing on the carrier (T-28) and helicopter training at Pensacola, Florida I was off to war, or so I thought. I was initially assigned to a CH-46 unit in Atsugi, Japan. But after receiving letters from my buddies about how much fun they were having in Vietnam, I put in a request to be transferred to the Marble Mountain Air Facility just south of Danang. (You can imagine how "happy" that made Pam.) When I got off the plane in Vietnam my buddies all told me that I was a complete fool. "Do you realize that you can get killed here!?!
It was while I was in Vietnam that I did my first aircraft accident investigation. After being assigned as the aviation safety officer without any training, I only had to report a series of DEA (due to enemy action) "accidents". Then one evening while I was eating dinner my roommate's CH-46 crashed into the surf between Marble Mountain and China Beach. I have a picture of solders from an adjacent Army base forming a human chain to keep the helicopter from being pulled into the sea while the crew was pulled from the wreckage. My roommate and two of the crewmembers did not survive.
The wreckage was recovered and a post-accident inspection revealed that an incomplete minor maintenance action was the cause of the accident. The discrepancy was not noticed by the quality assurance inspector. A poor preflight inspection by the crew chief and then by the pilots also did not discover a partially disconnected transmission oil line. There were also some habit patterns by these pilots that might have contributed to their failure to notice the imminent transmission failure.
|My first contact with aviation that I recall was a low, high speed pass by a jet over my house in Medford, Oregon. It literally buckled my knees. The thought of one actually attacking you is still frightening! Later in high school I washed a Cessna 182 to earn money to go to a Young Life camp. There is a lot of surface area on an airplane and I had never tried to wash the underside of anything! The owner took me flying afterward in spite of the fact I was soaking wet.|
|Summer, 2000 Page 7|
ACT OF GOD
To start off, try to avoid blaming things on God! He does not like it and more often than not things are not that simple.
|The death of a good friend in a preventable
accident motivated me become more involved in accident
prevention and investigation. So during a three year tour
in Hawaii (Don't throw me in that briar patch!) I
attended the Aviation Safety course at the Naval
Postgraduate School in Monterey, California. I served as
a safety officer for most of my active duty and reserve
In 1975 after leaving active duty and completing my MBA work, I worked for an insurance company selling life insurance and mutual funds. (Yes, I was one of those guys that call to interrupt your dinner.) I did learn about insurance and then in 1980 took a job with a local independent insurance adjusting company in Seattle. They gave me some books to read but mostly it was on the job training.
In the mid-eighties I decided to expand my aviation work. I contacted Arch Crittenden (OFA 93) who was then the claims director for the Aviation Insurance Association. Arch gave me some names and addresses. One of them was John Ballard. I wrote a letter and then called John at LMS in Frederick. He did not make any promises but gave me an opportunity. As I recall one of my first claims for LMS was with Martha Jones. I must have done a satisfactory job as LMS eventually became my largest single client and, more importantly, John Ballard has become a close friend.
After working for a couple of succeeding owner of the original company that I had joined, I took a job with Toplis & Harding. But before making the move I sought advice from, who else, John Ballard. While at T&H, I got to know another claims professional, Nick Beers at AIG in Los Angeles. Nick also gave me an opportunity and I have enjoyed working with him and his staff. Nick is another trusted friend.
I left T&H to form a partnership with Tracy Barrus (OFA 130) in 1994, but not before discussing the move with, you guessed it, John Ballard and Nick Beers. Tracy has now joined Phoenix Aviation Managers and I am on my own. I have wanted to have my own business since I was in college. Now it is a reality. My work takes me all over the Pacific Northwest; Washington, Oregon, Idaho, Montana and Alaska.
I believe that the future is bright and will be filled with opportunities to learn, to expand and to be successful. Being an active member in the OFA is essential for me and for all independent, as well as company, aviation adjusters. May God bless us all.
Jim Stiger, OFA 116
As background, there are two defenses to claims of negligence that get misapplied by adjusters, who
when they do misapply the concepts get eaten up by a lawyer later in the process. Those two defenses are "Unavoidable Accident" and "Act of God." Both are similar and assume the accident was no one's fault.
There are problems with both defenses. The common example of an unavoidable accident is a driver suddenly having a heart attack and causing a traffic accident with resultant damage and injury. The defense is that the heart attack was sudden and therefore the accident was unavoidable and not the driver's fault. However, if the driver had a heart condition, suffered from high blood pressure, or had other medical conditions that could lead to a heart attack, the defense does not work. The accident may have been avoidable if the driver was taking proper care of him or herself, or simply avoided driving knowing they had a heart problem.
As for an "Act of God" defense, such a defense assumes a force of nature that can not be foreseen or prevented by reasonable care. Using the example of wind blowing one plane into another, because wind can be foreseen (isn't that why we chock and tie planes down?), before using the act of god defense your investigation must determine if the plane was chocked and tied down properly. Was the wind strong enough to pull the plane from the tie-down or break the rope or chain? If so, was the rope or chain in good working condition?
In other words, how did a properly secured airplane get blown into another plane? If the wind was strong enough to tear a line loose, then you may have an act of god defense. However, if the line broke because it was worn out, or a hook pulled straight because it was underrated for the use, there is likely fault on somebody's part.
Associate Members News:
Congratulations to Associate Member Richard Boeschen. He was named President and CEO of HCC Insurance Holdings, Inc. of Houston, Texas
membership of OFA is dedicated to the highest standard of
professional ethics in handling aviation insurance
claims, investigating causes of aircraft accidents
objectively and promoting every aspect of air safety.
OFA 5. DONALD E. KEHAYA
Donald E. Kehaya & Company
P.O. Box 7601
Macon. Georgia 31209-7601
(912) 474-3332 - 24 hour Fax. (912) 474-3332
OFA 7. GUY J. PANARELLO
Panarello Aviation Adjusters
5900 N. Granite Reef Road, Suite 104
Scottsdale, Arizona 85250
P.O. Box 1111
Scottsdale, Arizona 85251-1111
Bus. (480) 424-3800 Toll Free 1-888-922-8383
Fax. (480) 424-7733 Fax. 1-800-798-8377
OFA 14. JOHN W. AXE
Austin, Texas 78730
Bus. (512) 346-3094
Fax. (512) 346-1245
E Mail: email@example.com
OFA 19. DREXEL A. SCOTT
P.O. Box 688
Vacaville. California 95696
Bus. (707) 446-0099 Res. (707) 446-2945
OFA 40. HENRY JOE KOTHE
American Aviation Adjusters
Div. of American Claims Service. Inc.
5368 Flowering Peach Dr.
Memphis. Tennessee 38115
Bus. (901) 366-4400 - 24 hours
Res. (901) 867-9339 Fax. (901) 366-9632
E Mail firstname.lastname@example.org
OFA 41. DANIEL S. KLEIN
Daniel S. Klein & Associates
233 Harvard Street, P.O. Box 355
Brookline, Massachusetts 02146
Bus. (617) 734-4848 Res. (617) 965-3876
Fax. (617) 734-1440
OFA 48. LOREN L. "BOB" BETTS
Betts & Associates, Inc.
116 W. Castellano Drive
El Paso, Texas 79912
Bus. (915) 544-8285 Res. (915) 581 -5011
Fax. (915) 544-3005
OFA 51. H. PAUL GOLDING
H. Paul Golding & Co.
John Wayne Airport
PO Box 16444
Irvine, CA 92626-6444
Bus. (949) 362-3646 Toll Free 1-800-780-4540
Fax. (949) 362-3290
E Mail: email@example.com
OFA 59. M.R. "MARTY" BROWN
Howe Associates, Inc.
Wichita, Kansas 67212
Bus. (316) 722-7821 Res. (316) 722-5217
Fax. (316) 722-5940
OFA 61. JOHN R. ASHFORD
John R. Ashford & Associates, Inc.
421 N. Sam Rayburn Freeway
Sherman, Texas 75090
Bus. (903) 868-0888 1-800-848-0807
Res. (903) 786-2287 Fax. (903) 868-0889
66. MARVIN ROGGE
Rogge Insurance Services Aviation
2810 Perimeter Road, Suite 203
North Las Vegas, Nevada 89030
Bus. (702) 361-9900 Res. (702) 655-9005
Fax. (702) 631-9466 Cell: (702) 376-2262
OFA 69. BERNARD J. COOGAN
AIRCO Accident Investigation & Research Company
425 Edinger Rd.
P.O. Box 628
Wentzville, Missouri 63385-0628
Bus. (314) 332-9406 Res. (314) 561-3153
Fax. (314) 327-3063 1-800-441-5302
OFA 73. DAVID L. JENKINS
Tech Avis Insurance Adjusters Ltd.
110 Northshore Boulevard
West Burlington. Ontario. L7T 4G4 Canada
Bus. (416) 494-0639
Res. (416) 498-4205
Fax. (416) 494-6046
OFA 76. THOMAS D. ROCHE
Paul R. White & Company
P.O. Box 42348
Houston, Texas 77242
Bus. (713) 780-3200
Res. (713) 946-0109
OFA 79. DONALD H. HENDRICKS
Don Hendricks & Associates
1501 Bluff Drive
Round Rock, Texas, 78681
Bus. (512) 255-2740 Res. (512) 246-1066
E mail: firstname.lastname@example.org
OFA 83. JAMES T. BREWER
Inflite Aviation International Adjusters, Inc.
19809 B North Cave Rd. Suite 268
Cornellus, NC, 28031
Bus. (704) 483-6167
Res. (704) 483-6167
Fax. (704) 483-6305
89. STEPHEN SCIBAL
Scibal Aviation Adjusters
Scibal Adjustment Bureau
225 E. Devonshire Ave.
Linwood. New Jersey 08221
Bus. (609) 653-2081 Res. (609) 927-2040
Fax. (609) 926-0604 1-800-926-0400
OFA 90. WILLIAM R. WHITE
White & Associates
P.O. Box 42683
Hanger 4-28, Wiley Post Airport
Oklahoma City, Oklahoma 73123
Bus. (405) 787-9050 Res. (405) 373-2459
Fax. (405) 787-9050
OFA 96. HARRY D. BROOKS
P.O. Box 888525
2300 Peachford Rd. Ste. 3235 30338
Atlanta, Georgia 30356
Bus. (404) 458-6171 - 24 hours
Res. (404) 446-3730 Fax. (404) 458-7132
OFA 97. JOE WAYNE JONES
Florida Air-Marine Adjusters
6202 Brandon Circle
Riverview, Florida 33569
Bus. (813) 628-0388 Fax. (813) 628-0388
124. FRANK BRISTOL
Aviation & Marine Claims
PO Box 9364
Albuquerque, New Mexico 87119-9364
Bus. (505) 842-4407
Res. (505) 299-3090
Fax. (505) 842-4407
OFA 125. JOHN BROUWER
Brouwer Claims Canada & Co. Ltd.
1200 West Pander Street, Ste. 306
Vancouver, B.C. V6E 2S9 Canada
Bus. (604) 681-2381
OFA 126. ERIC C. LUGGER
Wichita, Kansas 67212
Bus. (316) 722-7821
Fax. (316) 722-5940
OFA 127. MONTY P. WILLIAMS
Williams Claims & Investigations
PO Box 974
Sherman, Texas 75091-0974
Bus. (903) 482-6209
Fax. (903) 482-515?
OFA 128. JOHN T. BENSLEY
Northwest Aviation Claims
9127 S.W. Monterey Place
Bus. (503) 291-1569
Fax. (503) 291-1350
Mobile: (503) 563-4458
OFA 129. ALLEN G. PLUMLEY
A.G. Plumley Inc.
1190 Erie Court
Crown Point, Indiana 45307
Bus. (219) 663 7468
Fax. (219) 663 8701
Res. (219) 663 0869
OFA 132. ALLEN J. FIEDLER
A.J. Fiedler & Associates
PO Box 761
Imperial, Pennsylvania 15126
Bus. (724) 695-2685
OFA 133. CHAD COOGAN
AIRCO Accident Investigation &
PO Box 628 Wentzville,
Bus. (314) 332-9406
Fax. (314) 327-3063
Res. (314) 327-3063
OFA 134. Kenneth S. Harris
Arnold & Arnold Inc.
6801 N. Glen Harbor #202
Glendale, Az 85307
Bus. (623) 872-4930
Fax. (623) 872-4934
OFA 135. James A. "Jim" Gray
138 Holiday Estates Drived
Cropwell, AL 35054
Bus/Fax. (205) 338-1366
Pager/Voice (205) 906-3491
OFA 136. Richard H. Dieckhoff
Richard A Dieckhoff, LLC
20 Grayvik Drive
Key Largo, Fl 33037
Bus. (305) 367-2737
Res. (305) 367-4790
105. LEW VALKENAAR
Valkenaar Enterprises Inc. DBA
Frontier Aviation Adjusters
740 N. Neufeld Ln.
Post Falls, Idaho 83854-8869
Bus. (208) 773-3828
Res. (208) 773-0710
OFA 106. LEO HOWE
Howe Associates, Inc.
2200 West Port Plaza Drive. Suite 203
St. Louis, Missouri 63146
Bus. (314) 275-7077
Fax. (314) 275-7976
OFA 107. JIMMIE M. RICKERSON
Aeronautic Investigations, Inc.
1450 Rivershyer Parkway
Lawrenceville. Georgia 30243
Bus. (404) 513-1405 - 24 hours Fax. (404) 513-1590
OFA 108. ALLEN A. "AL" RYAN
Ryan Insurance Services, Inc.
P.O. Box 1348
Scarborough, Maine 04070-1348
Bus. (207) 284-2200 Res. (207) 283-0277
Fax. (207) 282-8362
OFA 110. JAMES O. COBB
Ryan Insurance Services, Inc.
P.O. Box 1348
Scarborough. Maine 04070-1348
Bus. (207) 883-8600 Res. (207) 839-6650
OFA 115. DAVID E. PEARSON
Aviation Adjusting Associates
2 E. Vine St.
Mt. Vernon. Ohio 43050
Bus. (740) 397-3000 Fax. (740) 397-5026
OFA 116. JAMES V. STIGER
PAC Northwest, Inc.
4402 228th Ave, NW, Suite J
Redmond, WA 98053-8331
Bus. (425) 898-8500 Fax. (425) 898-8501
OFA 117. GARY VALKENAAR
100 N. Mullen Rd.
Spokane, Washington 99213
Bus. (509) 924-0430 Fax. (509) 924-9426
OFA 120. THOMAS W. COOK
Cook & Cook, Inc.
P.O. Box 15633
Baton Rouge. Louisiana 70816
Bus. (504) 291-2970 Res. (504) 924-7072
Fax. (504) 291-2959
OFA 122. KEVIN M. OLSEN
Kevin M. Olsen & Associates. Inc.
9728 3rd Ave., Ste 545
Brooklyn, New York 11209
Bus. (718) 748-0560 Res. (718) 748-0355
Fax. (718) 748-0563
OFA 123. JAMIE Mc ARTHUR
Crittenden Adjustment Company
PO Box 5500
1871 Hendersonville Road #320
Ashville, North Carolina 28813
Ofc. (704) 258-0309
Res. (704) 687-0696
Fax. (704) 258-2009
100. ROBERT A. PAUL
Crittenden Adjustment Company
5257 Challedon Dr.
Beach, Virginia 23462
Bus. (804) 490-2323 Res. (804) 479-1163
Fax. (804) 490-7691
OFA 102. WILLIAM L. HALL
L. J. Shaw and Company
1100 S. Main Street
Lombard. Illinois 60148-3971
Bus. (630) 932-0707 Res. (630) 420-0733
Fax. (630) 932-1392
OFA 103. DEBBIE JO KOTHE-TENNIS
American Aviation Adjusters
Div. of American Claims Service, Inc.
5638 Flowering Peach Dr.
Memphis. Tennessee 38115
Bus. (901) 366-4400
Fax. (901) 366-9632
OFA 104. CHARLES WM. "BILL" ARNOLD
Arnold & Arnold, Inc.
2329 India St.
San Diego, California 92101
Res. (619) 659-3608
Bus. (619) 233-1096
Fax. (619) 233-1607
|Page 10 Summer, 2000|
THE BANDIT A SUBPOENA
A few years back I had the occasion to investigate the theft of a 1978 Cessna 182. It had multiple registered owners. It was stolen from the Carson City Airport on April Fools Day. One of the owners had flown it there for the weekend and at first he thought it was a practical joke. That did not turn out to be the case, the aircraft was in fact stolen. As the investigation progressed, interviewing each of the registered owners, we concluded initially that they were valid victims of a theft. All the proper authorities were notified and the claim was processed in its usual manner at the end of 30 days with the client being paid the policy limits $25,000.00. Several months passed until one of the owners got an anonymous phone call from a female party in the great State of Oregon advising that she knew where the airplane was located and she gave the name of the party who had taken it. It turned out to be one of the co-owners. Our investigation took us to his employer, there we learned that he had left their employment about 45 days after the theft. His current whereabouts was unknown. His W-2 forms were mailed to his last known address in Las Vegas. The informant told us that the aircraft was currently parked in a barn on the north end of town. We immediately called the Sheriff in that city and he told me personally there were no barns located within the city limits. Further, he had no idea what the informant would be referring to. It occurred to me that possibly the postmaster could be of assistance; so I placed the call. Much to my surprise the postmaster knew exactly where the barn was at, the name of the street and the address of the residence. He in fact lived only a couple blocks from there. He also informed me that the airplane was a real aggravation to him because it kept coming and going at night which he considered very unsafe. He also suggested that he had filed complaints with the Sheriff's Department, but it fell on deaf ears.
The informant also told our insured that the airplane was being used for drugs and that the pilot's girlfriend was always armed and should be considered very dangerous. With this additional information, I recontacted the Sheriff only to be advised that they had no evidence that it was a theft and without a search warrant they wouldn't approach the property. I then called the District Attorney who informed me basically of the same problem.
|I then went
back to Carson City, the origin of the theft and talked
to the investigating officer who told me that he would
apply the appropriate pressure. Within a couple days I
received a phone call from the Sheriff in Oregon telling
me they did issue a Search Warrant, they had gone to the
house and found the airplane was not in the barn. They
admitted that the suspects were probably tipped off
because there was warm food still sitting on the kitchen
table and the television was on. Also coffee in the
coffee pot had just been freshly made. We presumed our
airplane had gotten away.
Six months later we received another anonymous phone call, probably from the same party. The airplane was back in the barn and the house was occupied. Meeting with the insured's one of which was an attorney, he came up with the bright idea of serving a Summons and Complaint on the ex-coowner suspect. This would be done outside of the Sheriff's Department and eliminate what we suspected to be an informed tip-off. The effort was accomplished, the Complaint was served without injury. The idea worked, the suspect was shook up about being served and within the 20 days he contacted the policyholder attorney. The attorney told him that he'd have to answer the Complaint unless he returned the airplane plus $6,000.00 cash which he owed in back payments. After a couple more conversations, the suspect agreed to do just that. Arrangements were made for the date of delivery. The insurance company agreed not to prosecute if in fact the aircraft was returned with the $6,000.00 cash. I sat at the airport that morning waiting for the Cessna 182 to arrive. After waiting for about 1 t/: hours with a no show I decided the suspect was standing us up. However, as I drove out the driveway I saw another Cessna 182 in the pattern and I decided to wait. Sure enough that was our airplane, I parked my car at the perimeter fence and watched the pilot taxi up and tie down the airplane, less than 100' in front of me. After securing the aircraft and removing the battery ( I guess he thought somebody else would steal it) he walked within 20' of my car and was picked up by a taxicab. I went to the airplane, opened the door, found $6,000.00 cash and our aircraft in good repair.
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for the rest of the story. The policyholders wanted to
buy their airplane back, it had been insured for
$25,000.00. The insurance company agreed and the
policyholders paid the insurance company the $25,000.00.
They turned around and re-insured the aircraft with the
same insurance company for $56,000.00. That'll give you
some idea how long ago this occurred and how the value of
airplanes increased during that period of time. The
airplane still flies today off North Las Vegas Airport
and sold recently for $75,000.00. Oh yea, the girl turned
out to be the Sheriff's daughter. I can only presume that
she and our former insured are still in business, maybe
out of the same barn with someone else's airplane.
'99 AIRCRAFT HULL LOSSES SOAR
AIOA CALLS FOR INCREASED RATES
By SARAH VEYSEY
LONDONAviation insurers are calling for rate hikes after being hit in 1998 by a record amount of insured hull losses on Western-built aircraft.
Insured hull losses totaled $985 million last year, according to the Aviation Insurers Offices' Assn.
Although 1999 was a relatively safe year in terms of passenger fatalitieswith only 512 deaths recorded on commercial flightsthe rising value and complexity of aircraft made 1999 a very costly one for aviation hull insurers, said Keith Selby, the outgoing chairman of the London-based AIOA at its annual committee meeting in London.
"Whilst the number of fatalities from (commercial airline) flights was mercifully low in 1999, an extremely high level of hull losses can be attributed to an increased complexity of aircraft design and consequent increase in airline value," said Graham Nichols, chief executive/underwriter at Westminster Aviation Insurance Group and the new chairman of the AIOA.
In 1999, 58 Western-built jets and turboprops were total losses, while 75 Eastern-built jets and turboprops were total losses. There were 76 major partial losses to Western-built jets and turboprops, and two major partial losses to Eastern-built jets and turboprops.
majority of insured active aircraft are Western-built
One of the most expensive losses in 1999 was a Korean Airlines accident on April 15, when an MD-11 aircraft crashed shortly after taking off from Shanghai, china. the hull of the aircraft was insured for $80 million. In addition, a China Airlines MD-11 that flipped over after landing in a severe rainstorm in Hong Kong on Aug. 22 also cost hull insurers $80 million.
Mr. Nichols said the loss of a Qantas Boeing 747-400 that overshot the runway after landing at Bangkok in a heavy rainstorm on Sept. 23 illustrated the increases cost of aircraft. Although the Qantas plane was declared only a partial loss, the damage to the plane totaled $74 million.
In fourth-quarter 1999, tow major losses hit the aviation insurance industry. On Oct. 17, a Federal Express Corp. MD-11 aircraft overshot a runway in the Philippines and ended up in Subic Bay, costing hull insurers slightly more than $90 million.
The worst accident in that period, in terms of passenger fatalities, occurred Oct. 21, when an EgyptAir Boeing 747 en route to Cairo plunged into the Atlantic Ocean 30 minutes after takeoff from New York's John F Kennedy airport. All 202 passengers and 15 crew members perished.
In addition to losses to aircraft while in operation, hull insurance losses were also hit by damage done to several aircraft at Sydney Kingsford Smith Airport when a freak hailstorm struck Sydney, Australia, on April 14. Related repair costs are estimated at $80 million.
Hull losses for the first quarter of 2000 have been estimated at $220 million, according to Dave Matcham, secretary to the AIOA. he said the association estimated that, in addition to this figure, there would be about 450 million in additional hull lossessignificant partial lossessome of which have not yet been declared. The AIOA bases its estimates for additional hull losses on previous statistics, said Mr. Matcham.
Of 20 estimated total or partial losses for the year to date, 11 were Western-built jets, he noted.
"This is probably one of the least-encouraging first quarters we have ever had," said Mr. Nichols.
At its annual meeting in London, the AIOA committee said that the aviation market remained soft, despite consolidation among insurers, such as ACE Ltd.'s &3.5 billion acquisition of CIGNA Corp.'s property/casualty operations in 1999.
"In spite of the widely perceived serious inadequacy of premium income from airline insurance, the
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|Summer, 2000 Page 13|
boot camp session. Of course, this did not happen and
Marty found himself at Sampson Air Force Base in New York
coming up through the ranks again. Due to the military
longevity system, it took him approximately four months
to get paid as the Air Force thought he was the highest
paid Airman Apprentice to ever come through that
Marty concluded his Air Force career at McConnell Air Force Base in Wichita, Kansas on the B47 as a Multi-engine Jet Aircraft Maintenance Technician on flight status. However, not before meeting his beautiful wife Dee Dee, a Kansas wheat farmer's daughter who had come to the big city of Wichita, Kansas and fulfilled her dream of becoming a Registered Nurse. Marty and Dee Dee have four sons and seven grandchildren located in South Carolina, Arizona, Colorado and Kansas.
Following his tour with the Air Force, Marty was employed as a Line Service Manager for Aircraftco Services located at the Wichita Municipal Airport. He was responsible for the training and the supervision of employees in the art of single point refueling and other line service requirements for the Vickers Vicount, Lockheed Electra, Fairchild F27, and Boeing 707's. In addition, Marty had vast experience in the service requirements of the TWA Super G Constellations, Douglas DC-3, 4, 6, & 7's, C-46, B-17 Water Bombers, A-26 Evaders, Lockheed Load Star, Lear Stars, H-19 and 47G helicopters as well as other numerous heavy aircraft and attack fighters utilized in World War II and associated with the War Bird Associations. During this period, Marty attended the Wichita State University Industrial Education Program under the GI Bill.
Marty left Aircraftco and went to work for Martin, Marietta Corporation in June of 1961 as a team member for the Intercontinental Ballistic Missile Titan II's. Marty has logged over 300 hours in Self-Contained Atmospheric Personnel Equipment (SCAPE) suits utilized in numerous toxic environments.
In April 1963, Marty joined the engineering department of Beech Aircraft Corporation accomplishing cost analysis of detailed parts, assemblies for aircraft construction in production and numerous military contracts and subcontracts for outside vendors. He had extensive involvement in the research and development of Beech Aircraft model 65 to 88 series, Musketeer Model 23, development of U-21, Model 99 airliner, King Air Series, Model 60 Duke A-36 Bonanza and Bell 206 heli
|copter. In 1969
Marty started his adjusting career
with A.K. Duncan Company, as a multi-line aviation adjuster and became an associated principle of A.K. Duncan Associates, Inc., a firm specializing in aircraft hull and liability adjusting. Due to an aviation slump, A.K. Duncan left the Wichita area in 1972. Marty opened his own firm known as M.R. Brown Associates, Inc. specializing in the adjusting of aircraft hull and liability accidents for numerous domestic and foreign Underwriters.
In 1973 Al Duncan of A.K. Duncan Associates, Inc. experienced a medical problem and came to Marty. Under a joint agreement they formed the Corporation of Brown-Duncan Limited of Wichita, Kansas. Marty became the primary principle continuing in the specialized investigation of aircraft accidents, jet engine damage, aerial chemical application and product liability claims for both domestic and foreign Underwriter's.
In September 1987 the aviation industry once again took a downward slump. Marty closed Brown-Duncan Limited and went to work for Professional Insurance Management, Inc. as an agent specializing in aircraft insurance and brokerage for both domestic and foreign insurers. Although Marty recognized that the agency's side of the business seemed to drive bigger cars and live in better houses than the claims people. He did not find the agency's side as personally satisfying.
In March of 1988 Leo Howe of Howe Associates, Inc. was in Wichita, Kansas surveying a claim that Brown-Duncan Limited had been previously involved with. Marty went to work for Howe Associates, Inc. as a Branch Manager opening up a branch office for Howe Associates, Inc. in Wichita. For the last twelve years Marty has maintained the position of Vice President of Howe Associates, Inc. managing the Wichita office which consists of 5 employees, including Marty, who continues to specialize in aviation related losses and claims for respective Underwriter's both here and abroad.
Marty informs that he has experienced the best of times being exposed to the '50's music, Midwest friendliness and airplanes which Dee Dee says is one of the largest loves of his life.
Marty's motto is said to be "stay healthy, keep a'lovin and happiness is guaranteed" no better medicine to fall
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|Mid Year meeting in Dallas, Texas|
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|Mid Year meeting in Dallas, Texas|
San Diego, CA
An Organization of Flying Adjusters, Inc.