PPRuNe Forums - Part 125 vs Part 121

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Part 125 vs Part 121

Hello everybody!

Can a part 125 easily downgrade to a part 121? Or is there a bigger process involved than just simply transferring from a 125>121?

Ok, I'll play. Give us a noun. A 125 pilot? A 125 airline? A 125 aircraft?

I'm not sure what you are asking. Be more specific.

Part 125 is for operators, non-commercial, operating large aircraft--6,000# payload or 20 seats. Part 121 is for commercial carriers. Two very different set of rules and there is no "doengrading" between them.

GF

You're using downgrade as if 125 ops are a higher level than 121 ops. It's the other way around.

Most Part 125 airplanes are pax limited to around 40, as I recall. I addition you cannot hold out for charter unless the pax are of a similar nature. Sports team are a good example. The biggest sector of Part 125 in the US is probably 737BBJ operators although there are some on Part 135 which is more restrictive yet regarding payload. Donald Trumps 757 is a good example of a Part 135 operator.
Part 125operators use Opspecs as apposed to LOAs, aka Letter of Authority.

Part 125 is a pretty lose operation compared to either 135 or 121. The FAA has been saying that they are going tighten up this section of the FARS, but unless it has happened recently I don't think much has changed,

Quote:

Donald Trumps 757 is a good example of a Part 135 operator.

I think you were meaning to say Part 125. Trump's 757 isn't a commuter operation or site seeing tour.

It's too yuuuge anyway for a part 135.

Marker IB you are correct so thanks for catching my error, Don't there is anyway to put a B757 on a 135 cert. Fat finger will do you in every time:\

Quote:

Originally Posted by MarkerInbound (Post 9677603)

You're using downgrade as if 125 ops are a higher level than 121 ops. It's the other way around.

Yeah, this. Generally speaking, 121 operations are held to more stringent standards than 125 operations. Not sure what is meant by "downgrade".

There is NO downgrade, the two parts are different. FAR 125 is just FAR 91 operation with some added requirements, but nothing like 121. 121 = Commercial operation; 125 = private operation of aircraft with a payload of 6,000# or more OR an aircraft with 20 or more certified passenger seats. A SAAB 2000 is Part 125 as can be a CRJ. Operators have configured BBJs to meet 135 specs, that is designed in 19 pax seats or changed the ZFW to limit payload to 5,999#.

From 125 Applicability:

Quote:

a) Except as provided in paragraphs (b), (c) and (d) of this section, this part prescribes rules governing the operations of U.S.-registered civil airplanes which have a seating configuration of 20 or more passengers or a maximum payload capacity of 6,000 pounds or more when common carriage is not involved.

(b) The rules of this part do not apply to the operations of airplanes specified in paragraph (a) of this section, when—

(1) They are required to be operated under part 121, 129, 135, or 137 of this chapter;