Course in Aviation Insurance Loss Adjusting
Online course of 300 h in aviation insurance loss adjusting. 6 modules covering the Montreal Convention 1999 (international air carriage), Regulation (EC) 785/2004 (airline insurance) and Cirium (Ascend). Assigned tutor and open enrolment.
Course in Aviation Insurance Loss Adjusting — studying from the United Kingdom
Insurance and risk analysis are important sectors in the United Kingdom, with London's market, the City of London and Edinburgh's financial services hub employing large numbers of actuaries, risk analysts and data specialists. Engineering knowledge is increasingly valuable in assessing risk for vehicles, infrastructure, energy and emerging technologies. Insurers and reinsurers use modelling, catastrophe analysis and telematics data. Regulation by the Prudential Regulation Authority and the Financial Conduct Authority shapes professional practice in this area.
Fees for the United Kingdom: £373 (Pound sterling), with instalments and employer sponsorship available.
Relevant bodies in the United Kingdom
Typical roles
Questions from the United Kingdom
Which UK bodies relate to actuarial and risk qualifications, and does SEIUM's training count towards their exams?
In the UK, actuarial professional status is governed by the Institute and Faculty of Actuaries, which runs its own examinations and accreditation. SEIUM's training is not accredited by the IFoA or any national body, and it does not confer exemptions from those exams unless the IFoA itself decides so. Confirm exemption policies directly with the IFoA before enrolling.
Do UK insurers and risk firms hire people with private online engineering or data qualifications?
UK insurers and risk consultancies recruit on the basis of skills, experience and recognised credentials. A private qualification may support an application where it demonstrates applied data or risk modelling, but employers decide its value case by case. Practical project work often carries more weight, so present your final project clearly on your CV and in interviews.
How much study time is needed, and can I pay for it in instalments while working in the UK?
Programmes range from 300 hours for specialist courses to 1,900 hours for master's programmes, all delivered online in English. You are assigned a technical tutor for support. Fees are payable in instalments, and employer sponsorship is possible. Plan weekly study hours realistically, as the total hours are substantial for a part-time learner.
Take the controls.
Run a real engineering trade-off from this field. Move the sliders, watch the model react in real time and beat the challenge.
What you will be able to do
Describe the structure of the aviation insurance market.
Define the functions of the loss adjuster in an aviation incident.
Plan the collection of technical and documentary evidence.
Relate the cause of the incident to hull and liability cover.
Quantify hull damage, loss of use and third-party liabilities.
Draft a loss adjustment report and support recovery action.
Resolve an integrated aviation incident case study.
Who it's for
- Aviation insurance loss adjuster wishing to specialise in Aviation Insurance Loss Adjusting.
- Aviation claims handler wishing to specialise in Aviation Insurance Loss Adjusting.
- Aviation risk underwriter wishing to specialise in Aviation Insurance Loss Adjusting.
- Airworthiness technical analyst wishing to specialise in Aviation Insurance Loss Adjusting.
- Aviation recovery consultant wishing to specialise in Aviation Insurance Loss Adjusting.
- Airline risk manager wishing to specialise in Aviation Insurance Loss Adjusting.
- Engineering or science graduates looking to enter aviation insurance.
What you'll work with
- Montreal Convention 1999 (international air carriage)
- Regulation (EC) 785/2004 (airline insurance)
- ICAO Annex 13 (accident investigation)
- Regulation (EU) 996/2010 (civil aviation accident investigation)
- Rome Convention 1952 (third-party damage on the surface)
- Cape Town Convention 2001 (security interests in aircraft equipment)
6 modules · 300 h
1.1Classes: hull, liability and passengers1.2Operators, manufacturers and airports as insureds1.3Market and co-insurance in aviation risks1.4Policies and clauses for international use1.5Limits, deductibles and common sub-limits1.6War risks and their treatment1.7International liability conventions1.8Sector vocabulary and acronyms1.9Jurisdiction and applicable law1.10Exercise: classifying an event under cover
2.1Instruction, scope and independence2.2Coordination with the official investigation2.3Separation between safety investigation and loss adjustment2.4Access to the aircraft and wreckage2.5Personal safety at the site2.6Relations with authorities and the operator2.7Confidentiality of information2.8Deadlines and managing urgency2.9Professional liability2.10Practice: initial action plan
3.1Documentation of the site and the damage3.2Maintenance and airworthiness records3.3History of the aircraft and components3.4Flight and maintenance data available3.5Inspection of components in the workshop3.6Tests and laboratory analysis3.7Chain of custody of parts3.8Interviews and their value3.9Photographic and planimetric documentation3.10Practice: evidence collection protocol
4.1Determining the cause of damage4.2Common exclusions and their application4.3Breach of warranties and its effects4.4Assessing repair versus total loss4.5Agreed value and depreciation4.6Damage to third parties and passengers4.7Loss of use and loss of profit4.8Rescue costs and wreckage removal4.9Coordination with reinsurance4.10Practice: quantifying a hull claim
5.1Structure of the loss adjustment report5.2Documentary support and technical annexes5.3Reservation of rights and communication to the insured5.4Recovery actions against manufacturer or workshop5.5Limitation periods5.6Negotiation and settlement5.7Arbitration and court proceedings5.8The loss adjuster as expert witness5.9Ethics, objectivity and commercial pressure5.10Practice: drafting a loss adjustment report
6.1Choice of aviation incident6.2Contractual and cover framework6.3Inspection and evidence plan6.4Documented cause analysis6.5Application of cover and exclusions6.6Quantification of damage6.7Recovery options6.8Full loss adjustment report6.9Methodological report6.10Defence of the work
How you'll learn
100 % online training on the SEIUM campus, with downloadable material, recorded classes and an assigned technical tutor. No fixed timetable: students progress at their own pace within the intake, which makes it possible to combine study with work.
Each module combines theory, guided reading of the original standard and applied exercises. The working software is Cirium (Ascend), Flightradar24, ECCAIRS, Advanced Excel, in free, academic or trial versions. Tests are studied using real inspection procedures for aircraft damaged in a hangar, analysis of maintenance records, and study of technical investigation reports. Assessment is continuous by module plus the final integrated project.
Build it end to end
Your final project follows the real engineering workflow, step by step, reviewed by your tutor.
Describe the structure of the aviation insurance market.
Define the functions of the loss adjuster in an aviation incident.
Plan the collection of technical and documentary evidence.
Relate the cause of the incident to hull and liability cover.
Quantify hull damage, loss of use and third-party liabilities.
Where this takes you
Requirements
- No prior degree is required.
- Internet connection and a computer capable of running the programme's software.
- Sufficient English level to follow technical regulatory reading.
Ready to start?
Send your application today. Our admissions team replies within 72 hours with your study plan and funding options.
Frequently asked questions
The programme is 300 hours in total, spread over 3 to 5 months. That is between 10 and 15 hours a week on average, compatible with full-time work.
The programme uses Cirium (Ascend), Flightradar24, ECCAIRS and Advanced Excel. Free, academic or trial versions are used, and the tutor indicates the free alternative where one exists.
A SEIUM own diploma upon passing the continuous assessment and the integrated project. It is in-house training, not an official Ministry qualification.
Yes. Modules passed in a course or postgraduate diploma in the same area are recognised towards the advanced programme. Check the credit transfer policy when you enrol.
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