Safety, Part 135 and How We Vet Operators
Private jet charter safety is not a marketing section. It is a documentation exercise, and it happens before you are ever shown a price. Every flight we arrange is operated by a certificated air carrier that has satisfied us on five specific points, and if an operator cannot produce the paperwork, that operator does not appear in your options.
Part 135 is the floor, not the ceiling
On-demand charter in the United States is governed by 14 CFR Part 135, which sets the rules for crew qualification, duty and rest limits, maintenance programmes and operational control. A Part 135 certificate is the minimum legal requirement for anyone selling you a seat or an aircraft.
The rule that matters most is operational control. The certificate holder — not the broker, not the aircraft's owner, not you — decides whether the flight goes. If someone offers you a flight on a Part 91 aircraft (private, non-commercial) for money, that is illegal charter, the insurance likely does not cover the passengers, and the price will be attractive precisely because the safety infrastructure is missing.
The five checks we run on every trip
1. Certificate and tail verification
We confirm the operator's Part 135 certificate is current and, critically, that the specific tail number offered is listed on that certificate. Aircraft move between certificates more often than passengers realise.
2. Crew qualification and currency
Pilot-in-command hours in type, recency, and specific qualification where the destination requires it. Aspen is the clearest example: the approach into ASE requires special crew and aircraft qualification, and not every operator holds it.
3. Third-party audit status
Where an operator holds an ARGUS Gold, Gold Plus or Platinum rating, or a Wyvern Registered or Wingman rating, we record it and show it on the quote. These audits are voluntary and cost the operator real money, which is itself a signal. Their absence is not automatically disqualifying, but it changes what else we need to see.
4. Insurance limits
We verify the certificate of insurance and check that the liability limit is appropriate for the aircraft and the passenger count. For corporate clients we can arrange to have your entity named as an additional insured.
5. Maintenance and dispatch history
Recent dispatch reliability on the specific tail, and any pattern of last-minute substitutions. An operator that routinely swaps aircraft on the morning of departure is telling you something about its fleet.
What you should ask any charter broker
Whether you fly with us or not, these questions separate a real charter desk from a lead-generation website. Ask them before you wire funds.
- Who is the operator, and what is their Part 135 certificate number?
- What is the tail number, and is it on that certificate today?
- What is the operator's ARGUS or Wyvern rating, if any?
- What are the liability limits on the insurance certificate?
- Who holds operational control of this flight?
- What happens, contractually, if the aircraft goes unserviceable at 5am?
Weather, delays and the decision to cancel
Chicago weather cancels flights. Lake-effect snow, winter icing, summer convective lines and fog all close fields, and the crew's decision to delay or divert is not negotiable — nor should you want it to be. What we owe you in that moment is fast, honest rebooking: an alternate field, a later slot, a different aircraft, or a refund.
Deicing deserves a specific mention because it surprises first-time winter flyers, both in delay and in cost. It is explained in detail, with typical figures, in the charter cost guide.
Frequently asked questions
Is private jet charter safe?
Commercial charter under FAA Part 135 operates to structured standards for crew qualification, duty limits and maintenance. The meaningful variable is the operator you fly with, which is why we verify certificates, crew currency, audit ratings and insurance on every trip rather than assuming a Part 135 certificate alone is sufficient.
What is the difference between Part 135 and Part 91?
Part 135 governs commercial on-demand charter and carries strict crew, maintenance and operational control requirements. Part 91 governs private, non-commercial flying and has lighter requirements. Selling seats on a Part 91 flight is illegal charter, and it is the usual explanation for a quote that undercuts the market dramatically.
What do ARGUS and Wyvern ratings mean?
Both are independent audit programmes that inspect an operator's safety management, crew records and maintenance practice. ARGUS grades Gold, Gold Plus and Platinum; Wyvern grades Registered and Wingman. They are voluntary and expensive, so holding one is a meaningful signal of an operator's investment in safety.
Who decides whether my flight can depart in bad weather?
The operator's pilot-in-command and dispatch, under the certificate holder's operational control. Neither you nor we can overrule that decision, and a broker who implies otherwise is describing something that would be unsafe and illegal. Our job when it happens is to rebook you quickly.
Can my company be named as an additional insured?
Usually yes. Many operators will name a corporate charterer as an additional insured on the policy for the trip, subject to their insurer's agreement. Ask at quote stage, because it needs arranging before departure and occasionally influences which operator we recommend.
Related pages
Sources and further reading
- FAA Part 135 certification and operations — The regulation governing on-demand charter, straight from the regulator
- FAA guidance on illegal charter — How to identify an unlawful Part 91 flight being sold as charter
- NBAA safety resources — Industry safety standards and best practice for business aviation