Liftbrief / Comparisons
FAA Part 135 vs Part 91 vs Part 91K: what is the relevant distinction?
Verify the operating framework for the flight—not merely the brand or aircraft registration. The FAA’s Safe Air Charter material identifies operator and aircraft authorisation, and unexpected operational-control responsibility, as important consumer checks. (faa.gov)
| Framework | What the evidence establishes | Buyer implication |
|---|---|---|
| Ordinary Part 91 owner operations | A private operating framework, distinct from selling conventional charter transport | Do not treat an owner’s aircraft as automatically authorised for paid charter |
| Part 135 charter | The relevant on-demand commercial operating framework for the charter services considered here | Verify the carrier and proposed aircraft’s authorisation |
| Part 91 Subpart K fractional operations | A separate fractional programme framework with FAA-issued Management Specifications | Request programme-specific evidence rather than treating it as ordinary owner flying |
The FAA explains that Part 91K programme managers apply for Management Specifications, not a Part 135 operating certificate merely by virtue of managing a fractional programme. Larger-aircraft and specialist group operations require a separate authority review; this table is not an exhaustive classification of US air transport. (faa.gov)
How do you verify a private jet charter operator?
Use the FAA’s Part 135 operator-and-aircraft resource to search the operator and aircraft registration. The FAA describes the resource as updated weekly and directs users to a Flight Standards District Office if an operator or aircraft is absent. An absent search result is therefore an escalation point, not a conclusive finding of illegality. (faa.gov)
Our recommended evidence file contains:
- Carrier’s legal name and relevant authority.
- Aircraft registration when assigned, with an agreed assignment deadline if initially unknown.
- Operator confirmation of the mission and cabin configuration.
- Relevant insurance documentation reviewed by the buyer’s insurance adviser.
- Required trip-specific diligence reports.
- A requirement to repeat relevant checks after operator or aircraft substitution.
NBAA’s brokering guidance specifically recommends checking operator insurance and addressing additional-insured arrangements. Do not substitute the broker’s insurance disclosure for review of the carrier’s coverage. (nbaa.org)
ARGUS vs WYVERN: what should you compare?
Compare the actual report, scope and date rather than treating logos as interchangeable approvals.
| Evidence | Provider-described function | Buyer’s next question |
|---|---|---|
| ARGUS CHEQ | Database of ARGUS-rated operators | Which legal operator and rating are being represented? |
| ARGUS TripCHEQ | Flight-specific qualification information covering aircraft, crew and operating credentials | Does the report match the assigned aircraft and crew? |
| WYVERN PASS | Flight-specific assessment against the applicable WYVERN benchmark, including operator, aircraft and pilots | Which standard was applied, and are there exceptions or outstanding data? |
These descriptions come from the assessment providers themselves. They do not establish that one system is universally superior. Our recommendation is to treat assessments as additional diligence inputs—not a dispatch decision or a guarantee of an accident-free flight. (argus.aero)