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Aircraft Charter – What You Don't Ask Could Hurt You
Whether you utilize the services of a charter broker or contract directly with an aircraft charter operator for your next private jet charter flight, the tough questions must be asked to ensure your flight meets all regulatory and safety standards. After all, during an accident is the wrong time to learn that you have chartered an aircraft not approved by the FAA or not covered by an appropriate amount of insurance.
You or your broker should ask the following questions to ensure compliance with aircraft charter industry standards and request these verifying documents;
Are you a certified Part 135 Air Carrier? Request a copy of the air carrier certificate and verify that the name of the charter company you have contacted matches what is listed on the certificate.
Is the aircraft I am considering part 135 approved? Request copy of FAA Operations Specification D085 and verify that the aircraft you wish to charter is actually on the aircraft charter company's Part 135 certificate.
Do you have current Department of Transportation approval? Request a copy of DOT certificate OST-4507 to verify that the aircraft charter company has the economic authority to operate public charters.
What is your insurance coverage for that aircraft? A quality operator will have 25 million dollars in liability coverage on turboprop aircraft, and 50 million dollars in liability for light jets. Expect better coverage in mid and heavy sized aircraft. Request a Certificate of Insurance for the aircraft you'll be chartering.
Have the pilots assigned to my flight received simulator training within the last 12 months in the type of aircraft being chartered? Flight Safety International, CAE Simuflite, and Simcom are the universally accepted training providers.
Does your company have a Safety Management System (SMS) in place? The presence of an active Safety Management System, with a Director of Safety on staff, shows that the company addresses safety issues proactively rather than retroactively, or, after an accident has occurred. It is also a sign that the company has adopted industry best practices.
Are you IS-BAO certified, ARG/US rated, or Wyvern recommended? The best charter companies have elected to have their operations and safety programs audited by independent third parties. Request date and outcome of last audit. Read our article about aircraft safety ratings for more detailed information.
Have you had any accidents/incidents/violations? Request a full explanation of any safety record that is less than perfect.
The answers to these few questions will provide you the information needed to make a wise decision as you choose your aircraft charter provider.
About the Author
Denise Wilson is the President of Desert Jet, an aircraft charter company based in the Palm Springs area of California. She is a recognized by the National Business Aviation Association as a Certified Aviation Manager, and is rated as a captain in six jets ranging from Citations to Gulfstream and Boeing aircraft.
Desert Jet operates a fleet of jet charter aircraft and has a nationwide network of specially-selected and carefully screened private charter aircraft available. Desert Jet boasts a perfect safety record and is one of only 20 charter companies globally that are IS-BAO certified. Other safety ratings held by Desert Jet include Wyvern's PASS (Pilot and Aircraft Safety Survey) ready status and the ARG/US Gold Plus rating. Desert Jet is headquartered in La Quinta, California with offices at the Jacqueline Cochran Regional Airport in Thermal and the Bermuda Dunes Airport. For more information visit the Desert Jet website at www.desertjet.com or contact (800) 381-JETS.
How big can an aircraft be before it is unlikely to fly?
Take away what is practical. As long as it has enough thrust to counter its weight, can the size of an aircraft have no bounds?
When building huge aircraft, what is the main worry of the engineer? What are the main problems in designing huge aircraft? Weak points?
There is no specific upper limit to the size of an aircraft.
The main problems in engineering are keeping the aircraft in one piece, since aircraft tend to become more fragile as they get larger, and there are limits to how much structural strength can be increased to compensate for this with better materials or design. The weight of an aircraft (or any other object) increases as the cube of the linear dimensions, so larger and larger aircraft get heavier and heavier, all else being equal. The reason practical aircraft of large size exist today is that they have different designs from those of smaller aircraft, with more judicious use of stronger materials so that they can save weight without sacrificing strength. But there are limits to this. The limits are continually being extended by advances in engineering.
For example, we can currently build wings on a 747 or A380 that are able to hold together with more than adequate strength while being anchored at only one point in the fuselage, but we don't know how to build wings hundreds of meters long that could support themselves in the same way, so that limits the size of the largest aircraft we can build. However, we will no doubt be able to build longer and longer wings in the future.
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