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Home Insurance Will be a Struggle for Natural Disaster Victims

Gerry Tyack is no stranger to a challenge. He served with the Royal Air Force in the Second World War, having lied about his age to join up as a 16-year-old in 1939. After working as a fitter on Wellington bombers, he joined a mobile radar unit driving deep into Germany to pinpoint bomber targets.

More recently, Gerry combined a career as a garage owner with a weekend passion for motor racing. In the Sixties and Seventies he set international hill-climb and sprint records in a series of Porsche, BMW and Brabham cars.

But Gerry’s latest challenge has been coping with the aftermath of last summer’s flooding. His Cotswold stone home in the town of Moreton-in-Marsh, Gloucestershire, was badly affected as 18 inches of water swept through the ground floor.

The water also flooded into the Wellington Aviation Museum that Gerry, 84, founded in former school rooms adjoining his home in 1990 as a tribute to the RAF personnel who trained at the wartime air base in Moreton-in-Marsh.

Unique books, documents and pictures were ruined. Gerry says: ‘The water turned these records into an unidentifiable pulp.’

Fortunately, the building itself was almost unscathed. Gerry says: ‘I had every reason to close the museum for good after the floods, but something kept me going.’ After some disinfecting and cleaning, the museum was open again within a fortnight.

But repairing Gerry’s house took longer. Plaster had to be stripped off the walls, warped floors needed to be ripped up and the kitchen required a complete rebuild.

Gerry parked a caravan in his garden to act as a sitting room and kitchen while the repairs were under way. His insurer, NFU Mutual, paid £60,000 to restore the property and to replace damaged contents. The final recarpeting and redecoration was not completed until May.

Gerry’s story is one among many of the lives turned upside down by the flooding. More than 130,000 homes and 30,000 businesses were flooded and 20,000 vehicles were damaged.

Insurers will end up paying more than £3bn to settle claims. Uninsured losses total up to £2bn. Even now, thousands of families are living in temporary housing or caravans. The scale of the floods represented a huge challenge for insurers and loss adjusters. Some managed to handle claims efficiently while others struggled.

Government adviser Sir Michael Pitt was commissioned last year to report on the lessons from the flooding. His final findings are expected at the end of the month but his interim report says: ‘There were highly variable experiences of insurers’ responsiveness.

‘Most homeowners received an immediate response, though some tried for several days to reach their insurer before being able to make contact. The timing of visits from loss adjusters was also crucial… many received visits very quickly while others were forced to wait due to a lack of available loss adjusters.’

Pitt says home insurance companies must adopt common standards in assessing flood claims so householders can get on with clearing out wet and rotting items without waiting for a visit from an adjuster.

Simon Black, head of flood mapping at Norwich Union, says: ‘A flood claim isn’t like any other claim that we deal with. Homeowners have to live with the aftermath for months on end.

‘We have learnt lessons on how we communicate with customers. When someone is going to be out of their home for months, sitting down to discuss rebuilding one week after the shock of a flood is difficult. It may be better to let someone settle in alternative accommodation, then a month later start planning for the future.’

Many of those who were flooded now face increased excesses – the amount they have to pay towards the cost of any future flood claims. Black says: ‘We have had to look at £5,000 excesses where someone has a big house and lots of assets to protect.’

NU has increased household premiums by about 10% since last summer, though it says this is not only because of floods. For flood victims unhappy with the deal being offered by their insurer or the claims service they experienced last year, getting another quote is not easy.

The comparison website moneysupermarket.com recently analysed quotes for high-risk postcodes across the UK. It found that in cases where a property had been flooded within the past year, on average only three out of a total of 60 insurers were willing to quote.

The huge losses have also raised questions over whether insurers can continue to provide universal cover against floods. Under an agreement between insurers and the Government, insurance companies promise to offer flood cover to all homes where the risk of flooding is less than once every 75 years and to those in higher-risk areas where flood defences are planned.

In return, insurers asked the Government to boost flood defence spending and to change planning laws to stop building on flood plains. Insurers are reviewing the agreement and there is a chance that some homes may be left without cover.

Black says: ‘Newly built properties in high-risk areas will become increasingly hard to insure unless they are built with flood resilience measures in mind.’

About the Author

Christian is an author of several articles pertaining to Home Insurance. He is known for his expertise on the subject and on other Business and Finance related articles.

what do i need to do to go into the Royal Canadian Air Force?

I’m going into high school soon and when i get out i want to be int eh RCAF and be a pilot but do you need to go to university or college first? because if so that means i have to sign up for academic classes to get into a college.

Your best path to becoming a pilot in the air force is to obtain university degree first. You need to know that it is a long and challenging road to reach the pilot seat of a military aircraft. Only the best and brightest make the grade. Physical acuity as well as strong academics are the best foundations to lay in order for you to become a pilot.

Talk to your guidance counsellor about entrance requirements for Royal Military College of Canada in Kingston and the additional military requirements to be eligible for pilot training. If he can’t provide you with the answers you need contact the Department of National Defence recruiters.

Most but not all air force pilots are graduates of RMC.

Jose Montoya tells about the name Royal Chicano Air Force

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Following the recent United States federal approval United Airlines has launched the Beijing to Washington DC direct flight service. The first flight to Beijing from Washington DC flew in late March 2007.

Seven airlines now provide direct flights to the Chinese mainland from US cities. Four American airlines and three Chinese airlines service the US-China routes. When the new slot opened up Northwest airlines tried to break into the lucrative US-China market however the option it put forward which would have seen flights to Beijing from Detroit was rejected. United airlines put forward a case that highlighted the benefits of linking the two capitals.

It was with great excitement that the first direct flight to Beijing from the United States Capital was launched. Many seasoned travelers said this flight was long overdue. For Chinese families living in the Washington area and for many government officials and business people the flight servicing Beijing direct from Washington was welcome news.

The first-ever non-stop flight from Washington DC arrived at the Beijing Capital International Airport at 1:55 pm on March 29, 2007

Previously, many east coast travelers would fly to China through Chicago, which could present problems when bad weather caused delays. Some travelers would even miss connecting flights due to the bad weather that is common place in Chicago. The Chicago to Beijing direct flight has been operating since April 2001. United Airlines also operates this route.

As more and more Chinese benefit from the booming economy in that country Chinese nationals are taking the opportunity to travel to the United States. This has resulted in a well patronized US-China air routes attracting strong interest from the airlines.

When the new slot between the US and Beijing was opened up last year, airports and airlines waged a tough battle to secure the prized new route.

Ma Kezheng, a former diplomat who has previously lived in Washington, said it was the right decision and will bring the two capitals closer together culturally. He was surprised it took this long to open the route.

“I found it difficult to travel home to Beijing from Washington without the option of the direct flight,” said Kezheng.

United Airlines are using a 347-seat Boeing 747-400 to service the route. The flight time to Beijing from the US capital is around 13 1/2-hours. In the past east coast travelers would normally have to fly via Chicago in order to get to and from the Chinese capital.

Special ceremonies were held at the airport in Washington prior to the departure of the inaugural flight to Beijing. One of the guests, Zheng Zeguang, a Chinese embassy minister, said the Beijing-Washington route increases the number of weekly flights servicing the two countries from 105 to 119.

Travelers are hopeful that even more flights will be added in the future as there is high demand for seats on a Beijing flight. The Chinese government is holding back further expansion of services to China as it tries to protect the domestic airlines from competition that would come if it allowed the market to open up further.

The Washington-Beijing route will make a strong market even stronger as more travelers will take to the skies.

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The Aviation Foundation Of Long Island

Sparsely populated, as evidenced by the once thin scatter of farmhouses, Long Island, still in its nascent state, had been carpeted by forests, but a single, central clearing, the largest east of the Mississippi River, stood like an oasis in the desert, and served as a spawning ground for aerial life.  It was called the “Hempstead Plains.”  Almost predestined as the threshold to air, its flat, unobstructed expanses called to flight, providing a venue for aircraft experimentation, flying fields, and piloting schools, an area where vehicles spread wings and rose from the womb which had incubated them, pursuing an ascending path which would one day eclipse the atmosphere and connect the planet with its moon. 

Located on the eastern edge of the country, a dividing line which only pointed transcontinentally toward the west or transatlantically to the European continent, the area, in close proximity to New York, the world’s most populous city, only served to geographically cement this aviation foundation. 

Glenn Hammond Curtiss, the first to aerially triumph over Long Island with his Golden Flyer biplane, won the Scientific American trophy after making a 25-kilometer, 30-circuit flight round Mineola Airfield on July 17, 1909, attracting other aeronautically-inspired people and the first commercial buyer of an airplane. 

The burgeoning aviation interest and experimentation, quickly eclipsing the boundaries of the tiny field, resulted in the establishment of the nearby Hempstead Plaines Aerodrome whose almost 1,000-acre expanse had sprouted 25 wooden hangars and grandstands by the summer of 1911.  The Moissant School, the country’s first such civilian institution, had opened with a fleet of seven Bleriot monoplanes operating out of five structures.  It subsequently issued the first female pilot license, to Harriet Quimby. 

Long Island’s soil, nurturing aviation as much as grass, had provided the stage for the first International Aviation Meet the prior year at Belmont Park in Elmont, attracting both US and European pilots who raced and established speed and performance records with an ever-increasing collection of early designs, while Sheepshead Bay in Brooklyn had served as the origin of the first transcontinental flight piloted by Calbraith Rogers in a Wright Brothers’ designed EX Vin Fiz biplane on September 17, 1911.  It terminated in San Diego, California, 49 days later, despite a dizzying array of enroute stops and airframe reconstruction-necessitating crashes. 

The first US airmail route, albeit the short, temporary, six-mile stretch from Garden City to Mineola in a Bleriot aircraft, also occurred that year. 

Hempstead Plains Airfield, assuming a military role, provided the location for New York National Guard pilot training in 1915, and two years later, it had become one of only two Army fields in the United States with a fleet of four Curtiss JN-4 Jenny aircraft.  It had also been the year when it had been redesignated “Hazelhurst Field,” in honor of an Army pilot who had lost his life in an airplane accident. 

In order to cater to increased Army pilot training demand, Field #2 had been established south of the existing Hazelhurst Airport in 1917 and was subsequently renamed “Mitchel Field” in July of the following year after then-New York City Mayor John Purroy Mitchel. 

The first regularly scheduled air mail service, occurring in May of 1918 from Washington to Belmont Park with Curtiss Jennys, yielded to the first heavier-than-air craft transatlantic crossing from Long Island to Portugal the following year with a trio of Navy-operated, quad-engined, amphibious Curtiss NC flying boats, only one of which ultimately reached the European continent after two intermediate stops in Newfoundland and the Azores. 

The roots of many Long Island aircraft manufacturers were planted during World War I. 

The “Golden Age of Aviation,” associated with numerous speed, distance, and altitude records, resulted in two famous nonstop flights.  The first of these, entailing a single-engine Fokker T-2,  had resulted in a 26-hour, 50-minute transcontinental crossing from Roosevelt Field to San Francisco in 1923, while the second had been Charles Lindbergh’s world-renowned, solo, nonstop, transatlantic flight four years later, on May 20, 1927, in the Spirit of St. Louis. 

Following its almost symbolic roll-out into the fog-shrouded dawn prior to departure, the silver monoplane was plunged into the darkness, doubt, and obscurity of consensus belief concerning the attempt, yet the tiny orange glow piercing the sky on the horizon somehow reflected promise and hope–a target for which to aim.  From the present standpoint, however, France seemed just as infinitesimal in size.  Yet, the precarious, mud- and water-impeding take off, which barely cleared the trees, served as the threshold to the successfully-covered 3,610 miles across the Atlantic to Paris. 

By 1929, Roosevelt Field, having integrated with its former half known as “Curtiss Field,” had been considered the “World’s Premier Airport” because of its paved runways and taxiways, instrument flying equipment, hangars, restaurants, and hotels, and by the early-1930s, had been the largest such facility in the country with 450 based aircraft and some 400 hourly movements.  It had also been home to the Roosevelt Aviation School, one of the largest civilian pilot training facilities in the US. 

During a three-year, post-World War I expansion phase, occurring between 1929 and 1932, Mitchel Field developed into one of the United States’ largest military facilities, with eight steel-and-concrete hangars, barracks, operations buildings, and warehouses, and served as home to many fighter, bomber, and observation squadrons.  The first nonstop transcontinental bomber flight, operated by a B-18 in 1938, departed here, while two P-40 Warhawk squadrons had been based at the field during the Second World War. 

Indeed, war-necessitated demand only served to deepen Long Island’s aviation core, resulting in an explosive peak of military aircraft design and manufacture by 1945, at which time some 100,000 local residents had been engaged in aviation-related employment, primarily with the Republic Aircraft Corporation and the Grumman Aircraft Engineering Corporation, in a man-and-machine merge which had ultimately triumphed in war. 

The first of these, founded in 1931 as Seversky Aircraft Corporation, relocated to larger facilities, redesignating itself Republic Aviation Corporation seven years later and becoming the second-largest supplier of fighters to the Army Air Corps because of the copious quantities of superior-performance P-47 Thunderbolts sold to them. 

The second of these, founded in 1930 by Leroy Grumman, became the Grumman Aircraft Engineering Corporation and had been synonymous with Navy and amphibious aircraft, the former including the two-seat FF-1, the F4F Wildcat, the F6F Hellcat, the TBM/TBF Avenger, the F7F Tigercat, and the F8F Bearcat, and the latter encompassing the Grumman Goose, Widgeon, Mallard, and Albatross. 

Changing, post-war conditions, however, began to pull at Long Island’s aviation roots, as no-longer needed military aircraft contracts were canceled and encroaching suburbs choked Roosevelt and Mitchel Fields into closure.  Nevertheless, more than 64,000 civilian and military aircraft had been hatched by its manufacturers by this time. 

Transcending the atmosphere, aviation transformed itself into aerospace. 

Dr. Robert Goddard, who had successfully designed the world’s first liquid-fueled rockets in Massachusetts, received a $50,000 grant from Harry Guggenheim on Long Island to pursue related research and testing, and he ultimately designed a liquid fuel rocket engine, a turbine fuel pump, and a gyroscopic-controlled steering device. 

Eleven aerospace companies subsequently bid to design and produce the needed Lunar Module transfer component of the Project Apollo Moon Mission, enabling crew members to travel between the orbiting Command Module and the lunar surface, and NASA awarded Grumman the contract in 1962.  Two simulators, ten test modules, and 13 operational Lunar Modules had been built during the Apollo Program, the most famous of which had been the LM-5 “Eagle,” which had disappendaged itself from the Apollo 11 spacecraft on July 20, 1969 and connected the first human being with the moon, leaving his footprint and the base of the Lunar Module itself as eternal evidence of this feat. 

The aviation seed planted on Long Island’s Hempstead Plains had thus sprouted and grown, connecting its own soil with that of its moon.

About the Author

How long must you live in a State to be considered a resident in the eyes of Universities?

I have an Associates of Arts degree from a community college in Raleigh, NC. I’m thinking of moving to Washington and attending Washington State University to get my BA degree through a transfer program, but I’m curious how long it takes to get the State priced tuition. However long it takes anyway, I could use to start get my training to get my Private Pilot’s licensing in Rotary Wing Aircraft.

It varies depending on the state and institution, but in general you need to reside in the state for 1 year, and you must show that you are paying taxes in the state as well as other requirements. Living on campus will in general not count toward in state tuition.

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helicopter pilot job salary


helicopter pilot job salary

Numerous pilot jobs are there in the aviation industry such as airline pilot, helicopter pilot, agriculture pilot, test pilot, flight instructor etc. Each job has its own level and rank and there are lots of benefits of becoming a pilot. The pilot gets the salary and other benefits as per the company norms. In order to get the pilot job, the person has to acquire some licenses and certificate of the related industry. Details of the some pilot occupations are as follows

Agriculture Pilot

Agriculture pilots have the responsibility to carry a variety of chemicals for spraying to farmlands, forests fields and crops. The chemical includes the fertilizers, insecticides and seeds as well. Agriculture pilot gets the salary between $20000 and $70000. For becoming agriculture pilot, the person must have at least high school diploma, and the license. Many pilot schools are providing the agriculture pilot training to the interested students.

Test Pilot

Test pilots are of several types such as engineering pilot, production pilot. The jobs of these test pilots is filled with full of danger and risk. These pilots basically test the new and renovated planes and they also check the design strength of the airplane. These pilots get the salary between $15000 and $200000. To become test pilot, the students must have completed their college studies. Test pilot training is given in various certified pilot schools and the experienced instructors give the training.

Airplane Pilot

Major airplane pilot is one of the best and the reputed job in aviation industry. These pilots fly passenger from one place to another and they also deliver the cargo or freight to international cities. The pilots operate lots of air crafts such as B-757, B-777 and A330. The salary which they get ranges from $23000 to $250000, which is very high as compare to other pilot jobs. Many pilot schools and institutes are offering the pilot training under FAA certified rules and regulations.

Regional Air Line Pilot

Regional airline pilots fly short range routes and they take the passengers from one city to another. Airplanes such as Jet stream 32 and 41, Saab 340 and Dash-8 fly by these pilots. These pilots are given lower par rates, they have to work more number of hours and they get the designation like caption and first officer. In this pilot job, the pilots can get $16500 to $60000. To become these regional pilots, he/she must have got the 4 year degree from the recognized college. Students, who are willing to become regional airline pilot, can get the training in many FAA certified pilot schools.

Helicopter Pilot

Helicopters are used for the short flights in duration and distance. Helicopters typically used as air ambulance, for rescuing stranded people in the hill areas, to control bush fire, and for personal use. The main benefit of helicopters is that these can land in the small area. Helicopter pilots can get jobs in private companies, air force, government agencies, and hospitals and in the large organizations, and helicopter operators. These pilots have different responsibilities at different associations so salary also differs. Typically salary ranges from twenty nine thousand dollar to fifty seven thousand dollars. To become the helicopter graduate candidates are preferred and they should be licensed as private pilot and some type rating certificates.

Air Taxi or Charter Pilots

Air taxi operators are located at airports where they get sufficient passenger traffic. The occupation as the air taxi driver is also the good job and operators are earning good kind of money. To fly air taxi pilots need to take private pilot license with some instrument rating certificates. These pilots have two fold responsibilities first they should be profitable to their employer and should also fulfill all requirements and demand of FAA. As the remuneration these pilots get eight dollar to eighteen dollar per hour.

Flight Instructor

Flight instructors work in flight schools and universities. Flight instructors teach students how to fly the air crafts and helicopters. Instructors give ground schools and flight training to the students. Instructors teach basics of flying, aerial navigation, communications procedures, weather factors, and give other tips of aviation. There are three kinds of instructor licenses these are; certified flight instructor license, certified instrument instructors license, multiple engine instructor licenses. Flight instructor salary ranges from thirteen thousand dollar to forty one thousand dollar.

Pilot flight training schools offer best training of flying commercial planes. Those who are certified as commercial pilot can take admission in the ATP flight schools to become pilot in command or captain in the airlines.

Helicopter pilots non-flight responsibilities?

Hi, I was just wondering if anyone could give me some sort of idea what it would be like to fly for an offshore oil rig, or an EMS company like MedStar. What I mean is, take MedStar for example. The company says their pilots get an average of 300 hours of flight time a year, so do you just get paid for the actual flight time and hope you get a lot of hours? or are you paid a fixed salary regardless, and would there be any other job duties besides just flying? Thanks.

You don’t get paid only for flight hours but for total time you are on-call.

Compare it to a firefighter. They are salaried and expected to be at the station so many days/hours a month. They do not get paid per fire or rescue but are on call for any event that may occur while they are on duty at the station…….

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