Pt91 bidness

[GravityHater]

You are flying for a company, with pax, getting paid:
a) Medical = Class II, correct?
b) Duty limits = none, correct?

 

[Chairman]

Thats Right

 

[FurloughedAgain]

Depends on that company. Some corporate operators operating under 91 have operations manuals that are significantly more strict than 121.

 

[GravityHater]

Depends on that company. Some corporate operators operating under 91 have operations manuals that are significantly more strict than 121.

are such ops manuals regulatory?
(I was after the FAA answer)

 

[BoilerUP]

are such ops manuals regulatory?
(I was after the FAA answer)

No, they are not approved by nor enforced by the Administrator (at least in the same way as 121/135).

 

[jet2work]

You are flying for a company, with pax, getting paid:
a) Medical = Class II, correct?
b) Duty limits = none, correct?

Medical = Class II, correct...... unless you are flying internationally then you will in most cases need a class I. Even though an FAA Class II is comparable to an ICAO Class I, the two authorities have not hammered out an agreement on this issue. Not only must you have a Class I, but you have to have it within the last 6 months. It's kind of ridiculous, and probably the only place you would have an issue with it is in the EU.

Duty Limits = None, correct. By regulation, that is correct. Many flight departments implement an SMS and limit themselves. They usually follow along with FAR 135 guidlines, but can be modified to allow for the flexibility needed for typical corporate ops (e.g. longer duty day if you get a "day room")

 

[ttflyer]

Not only must you have a Class I, but you have to have it within the last 6 months.

Unless you under age 40. A FAA first class is valid for 12 months for those under age 40 (which is consistent with ICAO medical standards).

 

[GravityHater]

Ah. right. Glad you checked on. Your post didn't help me much as I'm over 40, but I'm not dead yet....enjoyed your avatar.

 

[bizjet800]

The part 91 duty day isn't defined, however if you have an incident after a 20 hour duty day, you'll likely be in hot water for acting recklessly.

 

[2EASYPilot]

The part 91 duty day isn't defined, however if you have an incident after a 20 hour duty day, you'll likely be in hot water for acting recklessly.

In our department, pt 91..class I for international and duty/flight limits as recommended by the Flight Safety Foundation.

 

[Jetdriver69]

All of our guys have a Class 1, no older than six months and we have well defined crew rest and crew duty day limitations, with a three man crew and two man. They can be waived by the PIC, but must be logged as a FOM/SOP deviation. All courtesy of ISBAO certification because more rules and paperwork will make us better pilots...

 

[jet2work]

Unless you under age 40. A FAA first class is valid for 12 months for those under age 40 (which is consistent with ICAO medical standards).

You're right. My Bad, I didn't realize that they let kids take the jet out of the country JK

 

[jet2work]

......we have well defined crew rest and crew duty day limitations, with a three man crew and two man. They can be waived by the PIC, but must be logged as a FOM/SOP deviation. All courtesy of ISBAO certification because more rules and paperwork will make us better pilots...

We worded our ISBAO manual to require that the ADM had to approve the duty day extension with crew concurrance (both pilots). The one great thing about this is that it takes some pressure off of the crew to stretch the duty day intentionally (ie they schedule an 18 hour trip). My manager (strong) has told many a passenger that we will have to airline a crew and do a crew swap, then he explains the cost involved. Usually the pax find a way to make the trip more workable or else we crew swap.

At first, I was hesitant to self impose an SMS like ISBAO (after years of Pt135 flying), but now I have seen the light. Besides, it will soon be required to fly into the EU. The paperwork, can be a drag, but our burden didn't increase that much and is still a fraction of what a 135 operator does. Alot of what we do, actually does make us a safer operation. I just took the attitude that we need to make ISBAO work for us, and I am happy to say that I think it does. Of course our Safety Officer spent a huge amount of time massaging our manual. If we had gone with IBAC's template we might as well have just gotten our own 135 certificate.