climbhappy
ex pat
- Joined
- Aug 11, 2002
- Posts
- 2,159
135 pros and cons
i did the same thing in the early 90's. i went to the faa office and sat in on a meeting. i'll be brief but candid. i had my own cert from 94 to 98, consulted in 2002 as DO
1) must write a letter to the fed announcing your interest or plan. this precedes an official "statement of intent"
( someone mentioned earlier of buying a certificate. that's actually mistated.
one cannot sell this piece of paper. you can only sell the corporate entity that the fed issues it to.) you could then rename it and put different aircraft on it) it's really like starting over. in the 2002 after 9/11, i was recruited to be DO for a florida startup and all they did was buy a company (which held a certificate(had no assets) ) and i went to the orlando FSDO. we were given a deadline to put any aircraft, even one that it had already manuals for , on the cert. to keep in current, otherwise they were going to revoke it. THE FAA ALWAYS HAS THE AUTHORITY TO REVOKE IT. ALWAYS.
Do not pay any crazy amount like 400k, that's insane. I'll do it for far less or consult with you. think about it. purchase a company with no assets, to get a piece of paper that could be revoked without your approval. Most POI's are not adverserial innature and will tell you waht you need to do to.
after the initial letter of intent, you will have to obtain a letter from the DOT giving you "economic authority" the fed won't move until this is granted.
they have all the forms. you'll have to show them and meet their mins for startup capital. then the POI assigned to you will guide you through the next step.
2) the compliance statement- this response to how your company will comply with Part 119 and Part 135 is an statement of how you intend to meet and comply with each PERTINENT reg.
DID YOU DECIDE IF YOU'LL BE A
A) SINGLE PILOT (PIC) operation with up to three SICs
if your flying a non type with an autopilot
B) BASIC 135 operation -multiple PICs requiring a training manual and operations manual. this makes the paperwork triple.
what kind of plane are you going to fly? i think the new deal will be all having a GPWS, TCAS. used to be 9 or more. 9 or more will require a CVR.
not to mention the new RVSM crapola.
these are issues to be concerned with.
3) talk to an insurer. big cost. in 2002, it was going to cost my employer 60,000 per plane for a jetstream 32 tobe insured. if you're a new operator in today's world, they feast on you. you may want to consider putting an aircraft you operate on another company's certificate. you can do that and work with them to meet all requirements.
here's my reality check for you.
have you considered: a one plane operation will be hard to make profitable. unless YOU Have a contract for 300 hours or better per plane. you'll struggle
fuel costs: unless you have your own fuel, you'll be competing with FBO charter depts that do. they pay 1.38 and you'll 2.75 per gallon(example)
maint cost. BIG ONE unless you have a maint dept at an fbo you control that makes money working on other planes, you'll pay through the nose.
for a simple baron, props have to be done every 5 years, engines at TBO,
all hoses covered with fire sleeves, weather avoidance, 100 inspection,
annual of course, any wrench will be much stricter if he signs his name and is worth his salt.
that's enough here, if your inclined, PM me, i'll send you my cel and i'll tell you the rest of the story.
i have definitely been there done that.
i did the same thing in the early 90's. i went to the faa office and sat in on a meeting. i'll be brief but candid. i had my own cert from 94 to 98, consulted in 2002 as DO
1) must write a letter to the fed announcing your interest or plan. this precedes an official "statement of intent"
( someone mentioned earlier of buying a certificate. that's actually mistated.
one cannot sell this piece of paper. you can only sell the corporate entity that the fed issues it to.) you could then rename it and put different aircraft on it) it's really like starting over. in the 2002 after 9/11, i was recruited to be DO for a florida startup and all they did was buy a company (which held a certificate(had no assets) ) and i went to the orlando FSDO. we were given a deadline to put any aircraft, even one that it had already manuals for , on the cert. to keep in current, otherwise they were going to revoke it. THE FAA ALWAYS HAS THE AUTHORITY TO REVOKE IT. ALWAYS.
Do not pay any crazy amount like 400k, that's insane. I'll do it for far less or consult with you. think about it. purchase a company with no assets, to get a piece of paper that could be revoked without your approval. Most POI's are not adverserial innature and will tell you waht you need to do to.
after the initial letter of intent, you will have to obtain a letter from the DOT giving you "economic authority" the fed won't move until this is granted.
they have all the forms. you'll have to show them and meet their mins for startup capital. then the POI assigned to you will guide you through the next step.
2) the compliance statement- this response to how your company will comply with Part 119 and Part 135 is an statement of how you intend to meet and comply with each PERTINENT reg.
DID YOU DECIDE IF YOU'LL BE A
A) SINGLE PILOT (PIC) operation with up to three SICs
if your flying a non type with an autopilot
B) BASIC 135 operation -multiple PICs requiring a training manual and operations manual. this makes the paperwork triple.
what kind of plane are you going to fly? i think the new deal will be all having a GPWS, TCAS. used to be 9 or more. 9 or more will require a CVR.
not to mention the new RVSM crapola.
these are issues to be concerned with.
3) talk to an insurer. big cost. in 2002, it was going to cost my employer 60,000 per plane for a jetstream 32 tobe insured. if you're a new operator in today's world, they feast on you. you may want to consider putting an aircraft you operate on another company's certificate. you can do that and work with them to meet all requirements.
here's my reality check for you.
have you considered: a one plane operation will be hard to make profitable. unless YOU Have a contract for 300 hours or better per plane. you'll struggle
fuel costs: unless you have your own fuel, you'll be competing with FBO charter depts that do. they pay 1.38 and you'll 2.75 per gallon(example)
maint cost. BIG ONE unless you have a maint dept at an fbo you control that makes money working on other planes, you'll pay through the nose.
for a simple baron, props have to be done every 5 years, engines at TBO,
all hoses covered with fire sleeves, weather avoidance, 100 inspection,
annual of course, any wrench will be much stricter if he signs his name and is worth his salt.
that's enough here, if your inclined, PM me, i'll send you my cel and i'll tell you the rest of the story.
i have definitely been there done that.
