What our business aircraft are capable of in terms of performance is amazing. The speeds are approaching that of sound, ranges exceed that of most airliners, and the comfort and convenience make every trip as restful and/or productive as you need. 

One issue that does crop up is that the limitations on the aircraft extend to more than just the physical. Here in the US, the Federal Aviation Regulations (FARs) establish a set of safe parameters in an effort to balance what the aircraft (and crew) are capable of with what is prudent from an approach to safety. To make things complicated, there are multiple levels of safety and what was acceptable last week may not be acceptable today just because of how, or who, is operating the aircraft.

The FARs do not assume a uniform standard of safety. They are designed to let those with the most responsibility and authority have the most leeway in the operation of the aircraft. The FARs also make some judgements as to the ability of the passenger to control the flight. Underlying all of these is the rule that the pilot in command is the final authority regarding the safe operation of the aircraft.

At the most restrictive level is the scheduled air carrier. The paying passenger has no control over the aircraft. They cannot schedule a trip, change the destination, or hire the pilots. The paying passenger is under no obligation to understand any of the FARs. The only rule the paying passenger must know is the 3-1-1 rule by TSA! Under air carrier operations, the FARs absolve the passenger from all responsibility as to the safe conduct of the flight. In return, the FARs place the most restrictive level of safety on the aircraft and crew as to how the aircraft is operated. Things like weather requirements for take-off, approach and landing, the length of a crew’s work-day, and what must be working on the aircraft for it to be dispatched are all tightly controlled by the FARs.

The next basic safety level also covers paying passengers, but it applies to on-demand charter (FAR 135). The charter regulations also state that the paying passenger has no responsibility for the safe conduct of the flight. Unlike the airline passenger, the charter passenger does have the ability to schedule a trip, change the itinerary, and state who else flies on the aircraft.  The charter passenger is assumed to have more “knowledge” of the flight. Within that, the FARs allows a bit more leeway in terms of how the aircraft can be operated. It is still restrictive of things like weather requirements, crew duty day etc. but not to the level of the scheduled air carrier.

The most flexible level of safety lies with the owner, or owner-operator. This individual does not buy a ticket, but has a significant level of authority over selecting the aircraft , hiring the pilots, and deciding how the aircraft is to be operated. The FAR covering these operations are called FAR Part 91. FAR 91 covers a wide range of not-for-hire flying, including the private pilot flying a small plane to her favorite airport lunch-spot on a sunny afternoon to the global business jet carrying executives to far flung locales. While the operations under FAR 91 can differ considerably, they all confer the responsibility for the flight to the owner and operator.

This regulation is the most flexible in what the the pilot(s) are allowed to do. One example of this a a “zero-zero” take-off. This means the aircraft can take off with zero forward visibility and zero-feet cloud height. There are aircraft with that capability! There are also considerable levels of risk in the event things go wrong. If the aircraft and crew are capable of such a feat, then FAR 91 may allow it. Please note that even if FAR 91 allows a certain privilege, the safe pilot may not elect to pursue such a course of action.

The big restriction under FAR 91 is in compensation. Yes, you can buy a business aircraft and hire pilots to fly it for you, but you cannot offer your aircraft and pilots to others outside the owner’s responsibility for a fee. FAR 91 does allow some sharing of expenses – think of it as chipping in for the gas, but it is very clear that in order to maintain the flexibility of the regulations, there is no commercial for-hire activity.

Where this can be a source of confusion lies in the fact that on a given day, the same trip my be flown under different regulations. Yesterday, your own business aircraft may have safely and successfully flown on a trip that you specify. Next week, your aircraft is not available. You may schedule a charter aircraft of the same type as your own aircraft. The weather and conditions may be exactly the same, but next week you may be told that you can’t fly the trip that you just flew yesterday. Different operational situation with the for-hire charter so different regulations apply.

The FARs are designed to protect the “flying public.”  As such, the same aircraft can have different “capabilities” depending on how it is being operated.