Looking for some information on a 135 startup. Interested in a small single aircraft, single pilot operation. What kind of leg work will be involved? How much "litigation" will I need to go through with the FAA, etc. Any and all information is welcome and greatly appreciated. PM me if you would like to talk privately.
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135 Startup
- Thread starter ellsworb
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Go to www.faa.gov and go to the FSDO list. The ATL FSDO has 'how to certify an air carrier' on their website. Most of the other FSDOs refer everyone to that site. It really leads you by the hand.
AviateYou
What's the problem?
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135 Start up.
Obtain the 135 checklist from your local FSDO for startup, The process starts like this: You submit a letter of intent with your resume to the FSDO that oversees the region in which you will have your base of operation, you submit an application to the D.O.T., you make sure you have full use of the type of aircraft that you will operate and that this aircraft is U.S. registered and the it meets all the maintenance and equipment requirements of FAR parts 43, 91, 135 and that all A.D.s and Service Bulletins are complied with and up to date to pass the 135 conformity check, You submit a letter of compliance telling the FAA how you will comply with each 135 rule applicable to your type of operation. You submit a carriage/noncarraige training program for HAZMAT, and then once everything is approved pass the 135.293 checkride and you should be issued Operations Specifications and an Air Carrier Certificate from the FAA. The compliance letter can be written by a consultant as well as the HAZMAT program or it can be obtained on disc by asking the FSDO and doing it yourself. Sometimes this process can take up to two years to get approval even with a consultant. I hope this helps as I have been through the process and successfully was part owner operator for a single pilot IFR 135 operation with two multi-engine aircraft in Florida for 6 years that is still operating. Goodluck.
Obtain the 135 checklist from your local FSDO for startup, The process starts like this: You submit a letter of intent with your resume to the FSDO that oversees the region in which you will have your base of operation, you submit an application to the D.O.T., you make sure you have full use of the type of aircraft that you will operate and that this aircraft is U.S. registered and the it meets all the maintenance and equipment requirements of FAR parts 43, 91, 135 and that all A.D.s and Service Bulletins are complied with and up to date to pass the 135 conformity check, You submit a letter of compliance telling the FAA how you will comply with each 135 rule applicable to your type of operation. You submit a carriage/noncarraige training program for HAZMAT, and then once everything is approved pass the 135.293 checkride and you should be issued Operations Specifications and an Air Carrier Certificate from the FAA. The compliance letter can be written by a consultant as well as the HAZMAT program or it can be obtained on disc by asking the FSDO and doing it yourself. Sometimes this process can take up to two years to get approval even with a consultant. I hope this helps as I have been through the process and successfully was part owner operator for a single pilot IFR 135 operation with two multi-engine aircraft in Florida for 6 years that is still operating. Goodluck.
Last edited:
mike1mc
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- 575
Having just gone through the certification process I would highly recommend you have a consultant write your part 135 certification package. I started as a single pilot in-command operator and it took 7 months to obtain my certification. I would make sure that the aircraft you are planning on using meets the Part 135 standards also, this will avoid alot of headaches and MONEY!!
Good luck in your venture
Kevin
Good luck in your venture
Kevin
I have had the idea of starting an operation for my church. My pastor travels quite frequently, almost weekly. Seeing that the church is a non-profit organization, would flying my pastor around the US be considered a 135 operation or would that be a part 91 operation?
I am guessing that there would be some gray areas here seeing that it would be operating for a non-profit organization.
Any ideas?
I am guessing that there would be some gray areas here seeing that it would be operating for a non-profit organization.
Any ideas?
Bluestreaker
Jo mamma
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- Feb 20, 2003
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- 68
D@mn cookies
Thanks Phil I greatly appreciate raising the bar for me.
I have come to expect it.
I guess I will answer my own question as I see it. If I was carrying my pastor alone and the aircraft was owned by the church and only used to carry church staff and conduct church business then it would be a part 91 operation.
However, I am still unsure how a non profit organization is affected by the ruling FARs.
Thanks Phil I greatly appreciate raising the bar for me.
I have come to expect it. I guess I will answer my own question as I see it. If I was carrying my pastor alone and the aircraft was owned by the church and only used to carry church staff and conduct church business then it would be a part 91 operation.
However, I am still unsure how a non profit organization is affected by the ruling FARs.
airmedplt
Well-known member
- Joined
- Jan 4, 2003
- Posts
- 50
Elsworb,
Started this process a few months ago. The two most important things is your 135 LOC and an aircraft that will pass a 135 inspection by a FSDO inspector. I'd say the AC is the most important of the two, since its your biggest cost at startup. The 135 LOC is just very time consuming. After you find a plane and have use of it contact your FSDO office for an initial meeting. There they will take you through what has to be done and the paperwork that will be needed to complete. The process is now set on a time basis, meaning the FEDs have to act upon your paperwork within a certain amount of time. In return they expect you to be ready to roll with the program also, in other words you have x-number of days to comply with the hurrdles along the way. Thats why I say have the plane ready to go as soon as possible or insure you have the funds to acquire it as soon as you need it. And yes, the ATL FSDO site is a good one to find templates for all the paperwork you will have to complete. Most FSDO's have a set of disk's they will loan you when your ready to start the process. Best of luck to you. I back out due to the economy. Unless you have a client base ready to go, you may want to think hard about a startup.
Hopes this helps some.
Glenn
Started this process a few months ago. The two most important things is your 135 LOC and an aircraft that will pass a 135 inspection by a FSDO inspector. I'd say the AC is the most important of the two, since its your biggest cost at startup. The 135 LOC is just very time consuming. After you find a plane and have use of it contact your FSDO office for an initial meeting. There they will take you through what has to be done and the paperwork that will be needed to complete. The process is now set on a time basis, meaning the FEDs have to act upon your paperwork within a certain amount of time. In return they expect you to be ready to roll with the program also, in other words you have x-number of days to comply with the hurrdles along the way. Thats why I say have the plane ready to go as soon as possible or insure you have the funds to acquire it as soon as you need it. And yes, the ATL FSDO site is a good one to find templates for all the paperwork you will have to complete. Most FSDO's have a set of disk's they will loan you when your ready to start the process. Best of luck to you. I back out due to the economy. Unless you have a client base ready to go, you may want to think hard about a startup.
Hopes this helps some.
Glenn
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