In addition to Part 91, two other sections of the FARs basically govern the operation of business jets: Part 135 for charter and air-taxi commercial operations, and Part 125 for larger airplanes. (A special subsection of Part 91 allows fractional programs like NetJets to avoid Part 135.) A commercial pilot may fly as a Part 91 “Corporate pilot” — flying a company airplane carrying company property and passengers. I assume you mean the difference between Part 91, 135 and 121. The QOL of and pay were much better for them. PART 121 - OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS; Subpart G - Manual Requirements § 121.135 Manual contents. Part 91 vs Parts 121/135 (119.1) Part 91 Parts 121/135 1. One assumes Ghery's RJ's are operated by a Part 121 operator using the planes for noncommercial purposes between Part 121 operations under one of the exceptions in paragraph (b). I've worked at 2 part 135 outfits and 2 part 121, and 121 wins hands down FOR ME (ymmv). At worse the pay was even but QOL/other bennies infinitely better. Before I go any further, I want to make this crystal clear: Part 91 pilots, which is most general aviation pilots, do NOT have standard OR lower than standard takeoff minimums.. Part 91 pilots can take off in zero-zero conditions. 2. For part 135 positions, individuals must always have at least 12 months PIC experience with a U.S. part 121 or 135 certificate holder within the last 72 months. We’ve all heard of standard takeoff minimums, but some Part 121 and 135 pilots have another option: lower than standard takeoff minimums. There are many considerations to take into account prior to purchasing an existing 121/135/145 certificate. This security program is required for part 121, 125, and 135 operators that charter aircraft with a maximum certificated takeoff weight of greater than 100,309 pounds or with a passenger seating configuration of 61 seats or more. CFR ; prev | next § 121.135 Manual contents. 3. You can make it out of the regionals in a lot less than 10 years. May provide Part 91 “pilot service” — whereas a commercial pilot is paid by an airplane owner to fly the airplane for the owner and his guests. The next 10 years won't be like the last 10. The rules are extensive and there are tons of on-line articles. 121 hands down. However, more likely than not, you will almost certainly NOT be asked either Part 121 or 135 REGULATION questions during the oral portion of your checkride UNLESS you happen to take your checkride in a 121 or 135 environment, which is very unusual. The 14 CFR Parts 121, 135, and 145 Certificate Holders we interviewed believe that SAS will create a more tailored inspection that targets each Certificate Holder’s greatest areas of risk by … I wouldn't give up on 121 just yet. Yes, the last 14 years have been rough in the 121 world, but HUGE retirement numbers are looming. However, in a nutshell, the FAA has made rules that attempt to be proportionate to risk . For example, if you took the 121 written test, he/she may ask you about 121 regulations. This business aviation blog post continues from our article last week, entitled "Purchasing an Existing Part 121, 135, or 145 Certificate: Part 1 – Knowing the Regulations." I personally know more than a few that bailed from a 135 (everything from C208 fedex feeders to a guy flying a rusty 727) after not even lasting a year. And as everyone else pointed out 121 time makes you more employable. How might SAS impact 14 CFR Parts 121, 135, and 145 Certificate Holders? 14 CFR § 121.135 - Manual contents.