How an operator vets another operator

ENG Aviation Group holds FAA Part 135 certificate T4BA440Y for its own fleet. We are audited, we train crews, we run a safety management system. When we broker a heavy jet, the carrier flying you goes through the same lens.

Before an aircraft is ever offered

• Certificate and OpSpecs. A current Part 135 certificate (or Part 121 for group charters) and operations specifications that cover the aircraft, the route and international operations where relevant.
• Third-party safety rating. ARGUS Gold, Platinum or Platinum Elite, WYVERN Wingman or Registered, or IS-BAO Stage 2 or 3. Where an operator holds none, we review their most recent audit directly or we do not use them.
• Crew. Two pilots, both qualified in type; captain hours and time in type that meet the rating programme's pass standard; recurrent training in date.
• Maintenance. An FAA-approved maintenance programme with current inspections and no open airworthiness directives on the aircraft offered.
• Insurance. Liability limits appropriate to the category, with ENG and, on request, you named as additional insured.
• Operational history. Enforcement actions, accidents and incidents, and the quieter signals: how they answer the phone at 4 a.m., how they handled the last weather day.

During the trip

You get the carrier's name and the aircraft type before you accept the quote, the tail number once assigned, and a trip sheet with crew names, FBO addresses, handler contacts and timings. Our desk watches weather, slots and crew duty on the day because that is what it does for our own flights.

What we will not do

We do not offer an aircraft we would not put our own employees on, we do not quote a price before a real operator has confirmed it, and we do not hide which company is flying you. Those three sentences are most of the difference between a broker that operates and one that only sells.