part 91 aircraft management

Part 91 Aircraft Management - Owning your own private jet brings many benefits from flying on your schedule to enjoying privacy. However, it also comes with responsibility and cost. You work hard to keep your aircraft in top condition and follow any new regulations.

You may have heard of Part 91 and Part 135, which are regulations made by the Federal Aviation Administration (FAA). Not sure which one applies to your situation, or if both are appropriate. This guide will help you understand the differences and apply them to your personal situation.

Part 91 Aircraft Management

Part 91 of Title 14 of the Code of Federal Regulations is a regulation created by the FAA to oversee private aviation operations. When you own a private jet, you may need to ensure that your aircraft, pilots and flight crew comply with the standards set out in Part 91.

Part 91 Vs Part 135: What Private Jet Owners Need To Know

The law applies to general aviation pilots and makes them responsible for the safety and well-being of aircraft, cargo and passengers on private aircraft. To be clear, this rule applies to private aircraft that are not used for commercial hire.

A pilot can transport dangerous goods without consequence or having to meet federal regulations. However, the goods must be for personal use and not for commercial resale.

Part 91 provides many guidelines for the operation and maintenance of private aircraft. This includes things like unloading items from the airplane, the overall behavior of the flight crew and how to operate an airplane that requires multiple pilots or co-pilots.

In short, if you make money from owning a private jet, Section 91 may not be the rule that applies to you, although some sections may.

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Part 135 is the regulation for the operation of charter-style aircraft and the pilots who fly them. This section does not apply to commercial airlines, such as Delta, United or British Airways. It applies to cargo aircraft and explains when and how they can receive dangerous goods. It is more detailed and offers stricter regulations on private aircraft than Part 91.

Part 135 details the amount of required rest between flights that flight crew must receive and limits the number of hours they can fly. It also determines the type of weather that the aircraft can fly in.

However, if your private aircraft is used for personal use and rental contracts, it may come as a surprise when you have to follow different rules. It is a good rule of thumb to comply with the regulations contained in Part 135 if you allow your private jetty to be used for passenger or cargo contracts.

Like Part 91, Part 135 makes the pilot the person most responsible for the condition of the aircraft and ensuring that all regulations are followed.

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If you are not familiar with aviation and the rules and regulations, Part 91 vs Part 135 can be quite confusing. Here are metaphors to help you better understand when each is used:

Imagine you want to buy a minivan to drive your kids to school and yourself to work. You go to the store and choose the right size. It is your responsibility to ensure that you have a driving license and insurance. It is also your responsibility to ensure that you keep the minivan in good working order.

Now, imagine you own a daycare center, and you buy a minivan to drive not only you and your kids but also the kids in your daycare center. Now, you need a commercial license. You need to get special insurance. There are rules and regulations about how far you can drive and the rest you need to ensure the safety of children who are not yours.

Part 135 offers stricter guidelines to ensure the overall safety of passengers and cargo chartered by your private aircraft.

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With a better understanding of Part 91 vs Part 135, you can ensure that you are not on the wrong side of the FAA and face penalties or worse. Whether or not you allow renters to offset the cost of owning a private jet, you always want to maintain your aircraft and ensure passenger safety.

You can enjoy your private jet even more when you let a flight management company take over the day-to-day operations of your private jet. At Mayo Aviation, we are ready to work with you. Contact us today to get started!

We use cookies to personalize content and ads, provide social media features and analyze our traffic. We also share information about your use of our website with our social media, advertising and analytics partners who may combine it with other information you provide to them or they collect from your use of their services. Privacy Policy The Challenger 600 that crashed from Teterboro Airport in 2005 was carrying too much fuel and c.g. it's too far ahead. Those flights, operating under Part 91, were largely exempt from FAA regulations, as they still would be today—a recipe for another disaster.

This month marks the six-year anniversary of one of the most famous accidents in commercial aviation history - the crash of a Challenger 600 registered at Teterboro Airport. Six years later, has the FAA incorporated the lessons learned into its regulations?

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There is an obvious irony in the events following the February 2005 Challenger crash in Teterboro. Investigators largely ignored the primary cause of the crash, as the NTSB focused primarily on the 14 CFR Part 135 executive control issues and lack of FAA oversight as secondary causes. Industry and the media then focused on the FAA's efforts to tighten operational control restrictions for 14 CFR Part 135 operators and the aircraft on their certificates.

The FAA implemented changes to Operational Specifications A002 and A008 as well as FAA Order 8900.1. It then began assessing operators' compliance with the new measures, in some cases taking certification measures against non-compliant operators. Ultimately, the group pursued a lawsuit against top executives of Platinum Jet Management, the company that operates the Challenger, and the two pilots involved in the crash.

But the irony of Platinum Jet's debacle is that the cause of the crash had nothing to do with charter or commercial operations. The reason is something much more fundamental. Platinum Jet ordered to use tank fuel as a cost-saving measure for the company.

When Challenger 600 taxied for liftoff on February 2, 2005, it was carrying too much fuel for the payload on board and its center of gravity too far forward. As a result, the pilot was unable to lift the nose at cruising speed, causing the stall and the aircraft to leave the runway and hit a house.

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Clearly, the accident was the result of the company's deliberate disregard of the aircraft's manual flight limits and intentional or unintentional disregard of the pilot's instructions.

How could such non-compliance occur without the FAA's knowledge? The answer is both simple and troubling: Platinum Jet is an aviation management company that operates under 14 CFR Part 91 without FAA oversight. This gap in FAA guidance, which was not addressed after the accident, still exists today.

There are hundreds of aircraft management companies operating in the US. Although most of them have a Part 135 certificate and handle all aircraft up to this level, there are some companies that do not and, in fact, many specifically handle Part 91.

These Section 91 companies have weaknesses in both the FAA regulatory structure and the IRS tax structure. From a management standpoint, they can manage aircraft as small as Cessna 172s and as large as VIP-organized airlines and oversee aircraft fleets of unlimited size. Supervisors do not need to have formal training or documented experience and can be hired, replaced or fired without notice to the local Flight Standards District (FSDO).

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In addition, no documented operating procedures or pilot training programs are required and funds are not required, except as specified in 14 CFR Part 61. Although the vendor must train may be specified in the approval letter for the minimum level of vertical separation or navigation performance required, the training program itself need not be defined or approved. Additionally, an approved maintenance program is only required by the aircraft manufacturer.

For the services they provide, Section 91 management companies are allowed to collect a management fee from their clients. They can also bill for crew services, customer aircraft maintenance, aircraft cleaning and any other fees they deem appropriate and agreed to by the customer.

Section 91 management companies are exempt from the definition of commercial operator set forth in 14 CFR Part 1.1, and because they do not charge their customers per foot or per person, they are also exempt from IRS Federal Tax Considerations. As well as.

While benefiting from weaknesses in management and

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