Yes. Private jet charter is safe when the flight is operated by a properly certificated FAA Part 135 operator. In 2024, US on-demand Part 135 flights recorded 0.86 accidents and 0.14 fatal accidents per 100,000 flight hours, about one-fifth the rate of private general aviation, according to NTSB data. US airlines are safer still. The main risks are illegal charter and an operator chosen on price alone.
Key takeaways
- Legal charter means Part 135. That brings FAA certification, approved training, regular pilot checks, duty limits and maintenance programs that private Part 91 flights do not require.
- The record is good, not airline-level. NTSB data puts on-demand Part 135 well ahead of general aviation and behind the airlines.
- Audits add a layer on top of the law. ARGUS, Wyvern and IS-BAO assess operators against standards above the FAA minimum.
- You can verify an operator in minutes. Check the aircraft registration on the FAA's public Part 135 list, and ask for the certificate, insurance and audit results.
Is private jet charter safe? What the data shows
The NTSB publishes accident rates for each type of US operation. The 2024 figures, the latest full year in the NTSB's aviation statistical reviews, are below.
| Type of operation (2024) | Accidents per 100,000 flight hours | Fatal accidents per 100,000 flight hours |
|---|---|---|
| Part 121 scheduled airlines | 0.16 | 0 |
| Part 135 on-demand (charter, air taxi, air tours, air medical) | 0.86 | 0.14 |
| US general aviation (private and other non-commercial flying) | 4.53 | 0.72 |
Two cautions when reading this table. First, the on-demand Part 135 category covers far more than business jet charter: it includes single-engine air taxis, air tours and medical flights, often in more demanding conditions. Second, Part 135 and general aviation flight hours are estimates from an FAA survey. The NTSB itself has called for better data to calculate accurate rates for segments of on-demand flying, in its 2024 special investigation of more than 500 Part 135 accidents (NTSB AIR-24-03).
The honest summary: charter on a well-run Part 135 operator is a very safe way to travel, much safer than private flying in general, and the gap between operators matters more than the gap between charter and the airlines.
Part 91 vs Part 135 vs Part 121: what is the difference?
They are three sets of FAA operating rules, and the strictness rises with the level of public exposure. Part 91 covers private flying. Part 135 covers on-demand commercial flights such as charter. Part 121 covers scheduled airlines.
| Part 91 | Part 135 | Part 121 | |
|---|---|---|---|
| Typical use | Owner or company flying its own aircraft, not for hire | On-demand charter and commuter flights | Scheduled airlines and large charters |
| FAA certificate to operate | None for the operation | Air carrier or operating certificate with operations specifications | Air carrier certificate |
| Captain's certificate | Private pilot or higher | ATP for turbojets and 10+ passenger seats; otherwise commercial with instrument rating and 1,200 hours for IFR | ATP plus 1,000 hours in qualifying air carrier operations |
| Second pilot | Only if the aircraft type requires it | Required for passenger IFR flights unless approved single-pilot with autopilot | Required; both pilots hold an ATP |
| Recurrent checks | Flight review or type-specific proficiency check | Annual knowledge test and competency check; captains' instrument check every 6 months | Airline training and checking program |
| Duty and rest limits | None for most private flights | Yes, e.g. 10 hours of flight time in 24 for a two-pilot crew, with 10 hours of rest | Yes, airline flight and duty rules |
| Safety management system | Not required | Required by May 28, 2027 | Required |
Sources: 14 CFR 135.243 (pilot in command qualifications), 135.101 and 135.105 (second in command), 135.293 and 135.297 (testing), 135.267 (flight time limits), 121.436 (airline pilot qualifications) and 14 CFR 5.9 (SMS deadline for Part 135).
Why it matters: an aircraft owner flying friends under Part 91 may be an excellent pilot, but the operation has not been certificated by the FAA to carry passengers for hire, and the insurance is usually written for private use. If anyone pays for that flight beyond what the rules allow, it may be an illegal charter.
What are the pilot requirements for charter flights?
On a charter jet, the captain must hold an airline transport pilot (ATP) certificate. Part 135 requires an ATP for the pilot in command of any turbojet, or any airplane with 10 or more passenger seats (14 CFR 135.243). An ATP generally requires at least 1,500 hours of flight time (14 CFR 61.159).
On top of the certificate, Part 135 pilots must:
- pass a knowledge test and a flight competency check with the operator at least every 12 months (§ 135.293);
- pass an instrument proficiency check every six months to fly as captain under instrument flight rules (§ 135.297);
- stay within flight time limits, such as 10 hours of flight time in any 24 hours for a two-pilot crew, with at least 10 consecutive hours of rest (§ 135.267).
Many operators go further, with simulator training every year and two pilots on every flight. Independent standards set higher minimums still. Wyvern's Wingman Standard, for example, requires two pilots on every flight, a captain with an ATP and at least 3,500 hours, and full-motion simulator training within the past 12 months (Wingman Standard).
ARGUS, Wyvern and IS-BAO audits explained
Safety audits are voluntary, independent assessments of an operator against standards that go beyond FAA minimums. They are not a substitute for the FAA certificate, but they are the best available signal of how an operator actually runs.
ARGUS
ARGUS rates charter operators in four tiers (ARGUS):
- Gold: validates the operator's legitimacy and, through a remote audit, its SMS and maintenance practices.
- Gold Certified: adds an on-site audit component.
- Platinum: a two-day on-site audit of training, maintenance, procedures and organizational controls, with a mature, working SMS required.
- Platinum Elite: the top tier, requiring at least two consecutive Platinum audits with no significant findings, plus continuous monitoring with reviews every six months.
Wyvern
Wyvern certifies operators to its Wingman Standard after an audit of flight operations, SMS, training and maintenance. Operators with a validated, healthy safety culture can be elevated to Wingman PRO. For a Wingman-compliant trip, the operator generates a pilot and aircraft safety report before every flight, so you can see the crew's qualifications for that specific trip.
IS-BAO
The International Standard for Business Aircraft Operations is run by the non-profit International Business Aviation Council and is the only ICAO-recognized industry standards program built for business aviation (IBAC). Operators progress through three stages: Stage 1 confirms the SMS is in place, Stage 2 that risks are being managed effectively, and Stage 3 that safety management is fully embedded with a sustained positive safety culture.
You may also see the Air Charter Safety Foundation's Industry Audit Standard (ACSF IAS), which helps Part 135 and Part 91 operators show safety practices beyond regulatory compliance. Our safety standards page explains how we use these ratings.
What to verify before you fly
Spend ten minutes on these checks, or ask your broker to show you each one.
- The operator's name. Get the legal name of the company in operational control, not just a brand.
- The aircraft's registration (N-number). Check that both the operator and the tail number appear on the FAA's Part 135 operators and aircraft list. The FAA updates it weekly and suggests contacting the local Flight Standards District Office if an operator is missing.
- The air carrier certificate. The FAA advises passengers to ask to see the operator's certificate and to look elsewhere if the operator refuses.
- Insurance. Ask for a certificate of insurance showing liability limits appropriate to the aircraft and passenger count.
- Audit evidence. Ask for current ARGUS, Wyvern or IS-BAO documentation, not just a logo.
- The crew plan. Ask whether there will be two pilots and what experience minimums the operator applies.
- Federal excise tax on the invoice. Legitimate US charter includes it. See how FET works.
If you use a broker, US rules require it to name the operator before you sign and forbid it from misrepresenting safety ratings. Our guide to charter brokers vs operators explains those protections.
Red flags: how to spot an illegal charter
Illegal charter is a flight sold to the public by someone who is not authorized to sell it, most often a private aircraft flown "for hire" under Part 91. The FAA calls illegal air charter "a serious safety hazard to the traveling public" and reports more than $18 million in penalties levied against rogue operators (FAA Safe Air Charter).
The FAA lists these warning signs:
- The company provides the aircraft and at least one crew member, but asks you to sign a document that transfers operational control to you.
- No federal excise tax is charged.
- The price is too good to be true.
- There is no safety briefing and no passenger briefing cards.
- Questions are met with evasive answers.
- The pilot or company coaches you on what to say if an FAA inspector meets the aircraft.
Illegal charter also carries financial risk. NBAA notes that private-use insurance may not pay a claim if the insurer decides the flight was really for hire (NBAA). Even a legitimate Part 135 operator can fly an illegal charter if it uses an aircraft that is not on its certificate. You can report a suspected illegal charter to the FAA hotline at 1-866-835-5322.
How to fly as safely as possible
Most of the safety margin is set before you board. These habits add to it:
- Choose on quality, then price. The cheapest quote is often the least-vetted one.
- Ask for two pilots on any jet trip, especially at night, in poor weather or into challenging airports.
- Leave time in the schedule. Pressure to depart is a known risk factor. Accept the captain's decision to delay or divert without argument.
- Declare your real weights and baggage. The NTSB has investigated Part 135 accidents involving unsafe loading, and accurate numbers help the crew plan.
- Listen to the briefing and wear your seat belt whenever you are seated.
The bottom line
Private jet charter is safe when you fly with a certificated Part 135 operator that has strong independent audits, experienced crews and a working safety management system. Verifying that takes minutes, and a good broker does it on every trip. For the full booking process, read our step-by-step charter guide, estimate the price with the private jet cost calculator, or request a quote and we will send vetted options with the operator named on each.