Part 135 or Part 91?
Walk the common factors that decide whether an operation needs a Part 135 air carrier certificate. Informational — not legal advice.
Answer the first question to see guidance.
Informational only — not legal advice. The classification turns on the full facts of the operation. Get a written determination from an aviation attorney or your FSDO before carrying anyone.
The two questions that matter most
The FAA's classification hinges on compensation or hire and holding out. Carry people or property for compensation and offer that service to the public, and you are a common carrier — which requires a Part 135 certificate. “Compensation” is read broadly: reimbursement, goodwill, or accumulating flight time can all count.
Why “gray charter” is dangerous
Operating commercial flights under Part 91 to dodge 135 — “gray charter” — is a focus of FAA enforcement. The risks aren't just civil penalties: your insurance can deny a claim if a flight was conducted illegally, leaving owners personally exposed. When in doubt, get a written determination before carrying anyone.
What Part 135 actually adds
Beyond the certificate, Part 135 imposes real operational discipline: crew flight-time, duty, and rest limits (14 CFR 135.267), pilot recent-experience currency (135.247), maintenance programs, and documented operational control. Those are exactly the checks Readback automates before a quote goes out.
Running Part 135? Automate the compliance gate.
Readback checks 135.267 duty/rest, 135.247 currency, and type ratings on every quote, and logs an audit trail your DO and underwriter can rely on.