Air taxi vs. Charter or Part 135

All,

What's the difference between "Air Taxi" and Charter or Part 135
operations? While tracking some flights via FlightAware, I notice that
some planes fly under their tail numbers most of the time, but at times
there is a "T" prefixed to the tail number in the system. I read that
this signifies an "air taxi" operation.

How is this different from charter or 135? If they are the same, they
why are all 135 ops not prefixed with the "T" identifier?

Thanks,
Dan

Dan wrote:
How is this different from charter or 135? If they are the same, they
why are all 135 ops not prefixed with the "T" identifier?


As far as I know, they're all the same. It's been a while since I was a charter
pilot but it was all done under part 135. I have no idea why the identifier is
different. Maybe the operator has canned flight plans that spit out the
identifier?

When I was flying charter, my flight plans didn't indicate that I was doing
anything different than any part 91 operation. I was flying for a FBO, so it
wasn't like we were running a mini airline.



--
Mortimer Schnerd, RN
mschnerdatcarolina.rr.com

Read this. It contains good operating procedures but is not regulatory in
any sense. My experience with Part 135 is the same as Mortimer's.

http://www.911dispatch.com/info/radio_term.html

Bob Gardner

"Dan" wrote in message
ups.com...
All,

What's the difference between "Air Taxi" and Charter or Part 135
operations? While tracking some flights via FlightAware, I notice that
some planes fly under their tail numbers most of the time, but at times
there is a "T" prefixed to the tail number in the system. I read that
this signifies an "air taxi" operation.

How is this different from charter or 135? If they are the same, they
why are all 135 ops not prefixed with the "T" identifier?

Thanks,
Dan

"Dan" wrote in message What's the difference between "Air Taxi" and
Charter or Part 135
operations? While tracking some flights via FlightAware, I notice that
some planes fly under their tail numbers most of the time, but at times
there is a "T" prefixed to the tail number in the system. I read that
this signifies an "air taxi" operation.
How is this different from charter or 135? If they are the same, they
why are all 135 ops not prefixed with the "T" identifier?

The 'T' signifies that the flight is a commercial operator. Prior to Sept.
11, few pilots bothered to read the AIM to know this. Immediately following
Sept. 11, it was mandatory. Now it is optional, but ATC will handle the
commercial operator with confidence knowing the flight is flown by
professionals.

D.

"Capt.Doug" wrote:

Now it is optional, but ATC will handle the
commercial operator with confidence knowing the flight is flown by
professionals.

What does that mean? Does ATC treat non-professional pilots differently?

--
Peter

"Mortimer Schnerd, RN" mschnerdatcarolina.rr.com wrote in message
...
Dan wrote:
How is this different from charter or 135? If they are the same, they
why are all 135 ops not prefixed with the "T" identifier?


As far as I know, they're all the same. It's been a while since I was a
charter pilot but it was all done under part 135. I have no idea why the
identifier is different. Maybe the operator has canned flight plans that
spit out the identifier?

When I was flying charter, my flight plans didn't indicate that I was
doing anything different than any part 91 operation. I was flying for a
FBO, so it wasn't like we were running a mini airline.





According to the AIM...

Pilots operating under provisions of 14 CFR Part 135 and not having an FAA
assigned 3-letter designator, are urged to prefix the normal registration
(N) number with the letter "T" on flight plan filing; e.g., TN1234B.

But lots of folks never do it.

Peter R. wrote:
"Capt.Doug" wrote:

Now it is optional, but ATC will handle the
commercial operator with confidence knowing the flight is flown by
professionals.

What does that mean? Does ATC treat non-professional pilots differently?


I don't think so. I flew for a check courier outfit that had our flights
identified as "WrapAir Flight 700" or whatever the flight number was. They KNEW
we were flying commercially.... the FSS was right there on the company's home
field at Raleigh-Durham (NC). I would stop in every afternoon to check out the
radar returns for my evening flight to my home in Charlotte.

I've also flown for a freight outfit that identified all their flights as "Saber
Flight So and So". We actually had an interline agreement and could deadhead
for free on part 121 airlines. I would assume the FAA knew we were a commercial
operation as well.

Then there was the charter operation, where I flew "Twin Cessna 32Q". The
flight was listed under my name and contact numbers. I don't see how they could
have known whether I was a commercial or private flight.

As best as I could tell, the FAA treated my flights all the same. And to think
about it, they always treated me well, except the one time I went into JFK in a
C-414 and asked the clearance guy to repeat himself four times. I finally told
him we could play this game all afternoon or he could repeat it once slow enough
for me to get it. Sheesh...never had that problem at any other airport.

But I am a Southerner. G



--
Mortimer Schnerd, RN
mschnerdatcarolina.rr.com

YES!............................................No question about that.


Karl

"Peter R." wrote in message
...
"Capt.Doug" wrote:

Now it is optional, but ATC will handle the
commercial operator with confidence knowing the flight is flown by
professionals.

What does that mean? Does ATC treat non-professional pilots differently?

--
Peter

Peter R. wrote:

"Capt.Doug" wrote:


Now it is optional, but ATC will handle the
commercial operator with confidence knowing the flight is flown by
professionals.


What does that mean? Does ATC treat non-professional pilots differently?

ATC treats pilots differently based on what ATC knows. For example here
at KBIL we have a locally based air taxi operator hauling passengers and
several hauling cargo. The cargo pilots, I can get them to give me base
turns at the approach end of the runway, climbing turns at 50 feet agl
and a report of traffic in sight when we both know there's no way
because they know I need it. Immediate takeoffs with none of that
futzing around crap on the runway setting DG's, etc. Lots of local GA
pilots are the same, especially here because most of us like to go play
bush pilot in our spare time. The operators flying passengers can't
give me any of that. A transient pilot I have to go by the way you
respond to me. Give me some ahh's and uhh's and you wait.

Newps wrote:

A transient pilot I have to go by the way you
respond to me. Give me some ahh's and uhh's and you wait.

That's been my observation, which is why I asked. I have heard amateur
pilots who sound and respond like seasoned professionals, and I have heard
professionals who sound and respond like amateurs.


--
Peter