Direct Answer
There are four working categories of Part 135 certificate, set apart by how many pilots and aircraft you may use and how broad your operations can be: Single-Pilot (one named pilot), Single PIC (one pilot-in-command plus up to three second-in-command pilots), Basic (limited size and scope — commonly up to about five pilots and five aircraft), and Standard (no preset cap, the widest scope).
These four labels are FAA certification policy expressed through your operations specifications — not four separate certificate documents defined word-for-word in the regulations. Under 14 CFR §119.5 the FAA issues either an Air Carrier Certificate or an Operating Certificate, and your OpSpecs set which category you actually operate in.
The practical rule: pick the smallest category that fits how you will really fly. Every step up in scope adds required management roles, manuals, and records you must keep current — the category you hold determines your documentation burden as much as your flying privileges.
One Certificate, Four Ways to Fly It
When people say “Part 135 certificate,” they usually picture a single document. The regulations are simpler than that and more nuanced at the same time. Under 14 CFR §119.5, the FAA issues a direct air carrier an Air Carrier Certificate and a U.S. commercial operator an Operating Certificate. But the certificate itself does not say “Single-Pilot” or “Standard.” What defines how big and how broad your operation can be is the set of operations specifications (OpSpecs) the FAA issues alongside it.
That is why operators, consultants, and the FAA talk about four working categories — Single-Pilot, Single Pilot-in-Command, Basic, and Standard. They are shorthand for distinct OpSpecs limitations on pilots, aircraft, and scope. Per 14 CFR §119.33, every certificate holder — regardless of category — must be a U.S. citizen, obtain the appropriate certificate, and obtain operations specifications that prescribe the authorizations, limitations, and procedures for each kind of operation. The category is the shape of those limitations.
Getting this right early matters because it cascades. The category drives how many required management personnel you must hire, how extensive your manuals must be, and how many records you have to keep current for the life of the certificate. Choosing a bigger category than you need means paying for structure you will not use; choosing too small means an OpSpecs amendment — an FAA process, not an automatic upgrade — the moment you outgrow it.
A precision note before we compare
The four-category framework (Single-Pilot, Single PIC, Basic, Standard) is FAA certification policy applied through operations specifications — it is widely used by the FAA and the industry, but it is not four separate certificates spelled out verbatim in the CFR. The hard regulatory anchors are §119.5 (certificate types) and §119.33 (citizenship + OpSpecs). The specific pilot/aircraft limits and OpSpec paragraph numbers below reflect current FAA certification practice — confirm the exact limits for your operation with your Flight Standards office.
New to the broader process? Start with how to get a Part 135 certificate, then come back here to pick your category. For the documents the FAA issues at the end, see operations specifications (OpSpecs) explained and OpSpecs, MSpecs & LOA explained.
The Category Lives in Your OpSpecs, Not on the Certificate
This is the single most useful thing to understand before you compare the four tiers: the limits that make you a Single-Pilot, Single PIC, Basic, or Standard operator are written into your operations specifications, not stamped on the certificate. The certificate (Air Carrier or Operating, per §119.5) establishes that you are authorized; the OpSpecs define what you are authorized to do — which kinds of operations, which areas, which aircraft, and, for the small categories, exactly which named pilots.
That has three concrete consequences for how you choose and live with a category:
Your named pilots are an OpSpecs entry
For Single-Pilot and Single PIC operators, the authorized pilots are listed by name and certificate number in the OpSpecs (commonly OpSpec A040 for the single pilot and A039 for the single-PIC structure). Adding or changing a pilot is not an internal decision — it is an OpSpecs amendment the FAA must process.
Growing categories means amending OpSpecs
Moving from Single PIC to Basic, or Basic to Standard, is not automatic. It is an FAA process to amend your operations specifications to reflect more pilots, more aircraft, or broader scope — and it can trigger additional review of your manuals, personnel, and programs.
Every category still owes the same kind of proof
Under §119.33 all four categories must hold OpSpecs that prescribe their authorizations and limitations — and all four must keep the underlying records that prove they still meet those conditions. A smaller category means fewer records, not a lighter standard per record.
Why this distinction protects you
Treating the category as “just the certificate” is how operators drift into trouble — flying a pilot who is not on the OpSpecs, or operating beyond their authorized scope, is a finding even though the certificate in the drawer looks valid. The OpSpecs are the operative document. Keeping them current, and keeping the records that back them, is the same discipline that operational control demands of every Part 135 holder.
Side-by-Side: The Four Categories at a Glance
Here is the comparison most searchers are after. The limits below reflect current FAA certification practice expressed through operations specifications. Treat them as directional and confirm the exact limits for your operation with your Flight Standards office — your OpSpecs, not this table, are authoritative.
| Category | Pilots | Aircraft | Scope / OpSpec |
|---|---|---|---|
Single-Pilot | Exactly 1 pilot, named on OpSpecs (commonly A040) | Limited; small owner-operator scale | Narrowest authorized scopeOpSpec A040 |
Single PIC | 1 pilot-in-command + up to 3 second-in-command, all named (commonly A039) | Typically aircraft type-certificated for 9 or fewer passenger seats | Often limited to US, Canada, Mexico, Caribbean; no Cat II/III approachesOpSpec A039 |
Basic | Commonly up to ~5 pilots | Commonly up to ~5 aircraft | Bounded size and scope; full management structureCaps set via OpSpecs |
Standard | No preset limit | No preset limit | Broadest authorized scope; scheduled commuter and large charter fleetsFull OpSpecs suite |
Limits reflect current FAA certification practice via operations specifications and are directional, not regulatory text. The Single PIC scope limits (nine-or-fewer-passenger-seat aircraft; operations limited to the U.S., Canada, Mexico, and the Caribbean; no Category II/III approaches) and the Basic ~5-pilot/~5-aircraft caps are commonly associated with those categories in FAA certification policy — your operations specifications and Flight Standards office set the exact limits that apply to you.
How to read the progression
Each Category in Plain English
Single-Pilot Operator
One named pilot — the leanest way into Part 135
A Single-Pilot operator is a certificate holder limited to using exactly one pilot for all Part 135 operations. That pilot is listed by name and certificate number on the operations specifications (commonly OpSpec A040), and no other pilot is authorized to fly for the operation. In practice the single pilot is the owner-operator and also carries the required management responsibilities — there is no separate team to delegate to.
The lighter structure does not lower the bar for that one pilot. They must still meet the underlying Part 135 pilot-in-command qualification and currency requirements, including the experience rules in 14 CFR §135.243 and the initial and recurrent testing and checks in 14 CFR §135.293. The documentation footprint is the smallest of the four categories, but the records for that pilot — qualification, training, currency — must be complete and current.
Single Pilot-in-Command (Single PIC) Operator
One PIC plus up to three second-in-command pilots
A Single PIC operator is limited to using one pilot-in-command plus up to three second-in-command (SIC) pilots for all Part 135 operations. The PIC and the SICs are listed by name and certificate number on the operations specifications (commonly OpSpec A039). This is the category for an owner who needs backup or a second crewmember but still wants a small, named-pilot structure rather than a full multi-pilot organization.
Basic Operator
A small fleet — limited size and scope
A Basic operator holds a certificate whose operations are limited in size and scope — commonly described in FAA certification policy as up to about five pilots and five aircraft. It is the first real step into a team operation: more capacity than the named-pilot categories, but with caps the FAA applies through your operations specifications.
The word “basic” is misleading if you read it as “easy.” A Basic operator carries the full required-management-personnel structure and the complete manual and recordkeeping obligations of a multi-pilot Part 135 operation. The label refers to bounded size and scope — not a lighter compliance burden. You need the management roles, the General Operations Manual, and the records, just at a smaller scale than a Standard operator.
Standard Operator
No preset caps — the widest scope
A Standard operator holds a certificate with no preset limit on the number of pilots or aircraft and the broadest authorized scope. This is the category for scheduled commuter operators and larger on-demand charter fleets — the operations that grow beyond what a Basic certificate's caps allow.
With the widest privileges comes the deepest obligation. A Standard operator needs the most extensive management structure, the most thorough manuals, and the largest volume of pilot, maintenance, training, and authorization records to keep current — across more crews and more tail numbers than any other category. The scope of recordkeeping under a Standard certificate is precisely why mature operators invest in systems to keep it organized and audit-ready.
One more category note: on-demand versus scheduled (commuter) operations is a related but separate axis from these four tiers. A certificate holder's OpSpecs authorize on-demand operations, commuter operations, or both — and that authorization interacts with your category. The defining seat and scope thresholds that separate commuter from on-demand operations are set in the regulatory definitions and your OpSpecs; treat that as its own scoping question alongside choosing your tier. For context on the broader rule set, see Part 91 vs Part 135: compensation or hire.
Whichever category you pick, the records obligation is the part that lingers
FileFlo does not choose your certificate type or write your OpSpecs — but it gives the records each tier obligates you to keep one classified, version-controlled, expiration-tracked home, from a single pilot's currency file to a Standard operator's fleet-wide library. Starter at $89/mo, Professional at $299/mo. 5-day free trial, no credit card required.
Which Category Fits Your Operation?
Choosing a category comes down to two honest questions — how many pilots and aircraft you will really use, and how broad your operations need to be. Use this as a starting frame for the conversation with a certification consultant and your Flight Standards office, not as a final answer.
Will you fly alone, as a one-person operation?
A Single-Pilot certificate is the leanest fit — one named pilot, the smallest management and documentation footprint. The trade-off is no backup: if that pilot is unavailable, the operation cannot fly.
Do you need a backup or second-in-command pilot, but want to stay small?
Single PIC fits — one PIC plus up to three SICs, all named on your OpSpecs. Expect the scope limits commonly tied to this category (smaller aircraft, regional area, no Cat II/III) and confirm them in your OpSpecs.
Are you building a small fleet with a handful of pilots and aircraft?
A Basic certificate covers up to about five pilots and five aircraft, with the full management and manual structure of a multi-pilot operation. Plan for the required management personnel from the start.
Do you intend scheduled commuter service or a larger charter fleet with no fixed caps?
You need a Standard certificate — no preset caps, broadest scope, and the deepest documentation load. This is where a records system stops being optional and starts being operational.
Do not over-buy — and do not box yourself in
Picking a category larger than you need means paying for management roles and documentation you will not use. Picking one too small means an OpSpecs amendment — an FAA process that can re-open review of your manuals, people, and programs — the moment you outgrow it. Scope to your real near-term plan, and budget the cost honestly: what a Part 135 certificate actually costs and how long certification takes both scale with the category you choose.
Thinking about acquiring an existing operator instead of certificating fresh? The category you inherit — and its OpSpecs limits — come with the deal. See buying an existing Part 135 certificate before you assume it is a shortcut, and why Part 135 applications get rejected — because requesting a scope that does not match your readiness is a common cause.
Every Category Has Records Obligations — They Just Scale
Here is the through-line that ties all four categories together, and the part that outlasts the certification project itself: every Part 135 category obligates you to keep records, and those obligations scale with your scope. A Single-Pilot operator keeps a focused file for one pilot; a Standard operator maintains a fleet-wide library across many crews and tail numbers. The kind of record is the same — what changes is the volume and the difficulty of keeping it all current and retrievable.
Pilot qualification & currency records
14 CFR §135.243Records proving each authorized pilot meets the qualification, experience, and currency requirements. For a Single-Pilot operator this is one file; for Standard it is many — but a single missing or expired record can ground a flight in any category.
Operating manuals — kept current
14 CFR §135.21Operators using more than one pilot must prepare and keep current a General Operations Manual. Single PIC, Basic, and Standard operators all carry this obligation; the manual's complexity grows with the operation, and a stale manual is a finding regardless of tier.
Maintenance & airworthiness records
Aircraft maintenance recordkeepingInspection-program and continuous-airworthiness records for each aircraft. One tail number for a Single-Pilot operator; a whole fleet for Standard — the recordkeeping discipline is identical, the scale is not.
Training program records
Part 135 training recordkeepingEvidence that initial and recurrent training was completed as your approved program requires — for every required crewmember, in every category that has more than the single owner-pilot.
OpSpecs & authorization documents
14 CFR §119.33Every category must hold and maintain operations specifications that prescribe its authorizations and limitations — and the named-pilot categories must keep those pilot listings (A040 / A039) accurate, which means amending OpSpecs when pilots change.
Related reading: What records a Part 135 operator must keep · Part 135 pilot records required by the FAA · General Operations / Maintenance Manual requirements · How to prepare for a Part 135 surveillance audit
FileFlo is the proof layer, not the certification consultant
To be unambiguous about what FileFlo does and does not do: FileFlo is a compliance document intelligence platform that classifies, indexes, version-controls, and tracks expirations on your compliance documents. It does not choose your certificate category, file your application, write your operations specifications or manuals, conform your aircraft, interact with the FAA, broker any deal, or provide legal, financial, or tax advice. Your certification team, your required management personnel, and your aviation attorney own those decisions. What FileFlo does is make the records each category obligates you to keep — whether that is one pilot's file or a Standard operator's fleet-wide library — organized, current, and audit-ready for the life of the certificate. The certificate and its OpSpecs are the FAA's to issue; keeping the record that proves your compliance complete is the document problem FileFlo solves. (FileFlo does not claim SOC 2 certification.)
Frequently Asked Questions
What are the types of Part 135 certificate?
In practice there are four working categories of Part 135 certificate, distinguished by how many pilots and aircraft you may use and how broad your operations can be: Single-Pilot, Single Pilot-in-Command (Single PIC), Basic, and Standard. A Single-Pilot operator uses exactly one pilot, named on the operations specifications. A Single PIC operator uses one pilot-in-command plus up to three second-in-command pilots, also named on the OpSpecs. A Basic operator is limited in size and scope — commonly described as up to about five pilots and five aircraft. A Standard operator has no preset limit on the number of pilots or aircraft and the widest authorized scope. Important: these four labels are FAA certification policy expressed through your operations specifications, not four separate certificate documents defined word-for-word in the regulations. Under 14 CFR §119.5 the FAA issues either an Air Carrier Certificate or an Operating Certificate, and your OpSpecs set which category you actually operate in. Source: 14 CFR §119.5; FAA Part 135 certification policy.
What is a Part 135 certificate?
A Part 135 certificate is the FAA authorization that lets you fly people or cargo for compensation or hire under the on-demand and commuter rules in 14 CFR Part 135. Under 14 CFR §119.33 you must be a U.S. citizen, obtain the appropriate certificate, and obtain operations specifications that prescribe the authorizations, limitations, and procedures for each kind of operation you conduct. Per 14 CFR §119.5, a direct air carrier receives an Air Carrier Certificate and a U.S. commercial operator receives an Operating Certificate — but the day-to-day limits that define whether you are a Single-Pilot, Single PIC, Basic, or Standard operator live in your operations specifications, not on the face of the certificate. The certificate plus its OpSpecs together define exactly what you are allowed to do.
What are the single pilot Part 135 requirements?
A Single-Pilot Part 135 operator is a certificate holder limited to using exactly one pilot for all Part 135 operations — that pilot is listed by name and certificate number on the FAA-issued operations specifications (commonly OpSpec A040), and no other pilot is authorized to fly for the operation. That single individual is typically the owner-operator, and is also the person who must hold the required management responsibilities. The pilot must still meet the underlying airman qualification and currency rules that apply to Part 135 pilots in command, including the experience requirements in 14 CFR §135.243 and the initial and recurrent testing and checks in 14 CFR §135.293. The single-pilot model carries the lightest organizational and documentation footprint of the four categories, but it does not lower the recordkeeping bar for that one pilot — qualification, training, and currency records still have to be complete and current. Source: 14 CFR §135.243; 14 CFR §135.293; FAA Part 135 certification policy.
What is the difference between single pilot and single PIC Part 135?
Both are small-operator categories, but they differ in how many pilots you may use. A Single-Pilot operator is limited to one pilot total for the entire operation — named on the operations specifications, with no one else authorized to fly. A Single Pilot-in-Command (Single PIC) operator is limited to one pilot-in-command plus up to three second-in-command pilots, all named on the OpSpecs (commonly OpSpec A039). The Single PIC category also carries scope limits often associated with it in FAA certification policy — for example aircraft type-certificated for nine or fewer passenger seats, operations limited to the United States, Canada, Mexico, and the Caribbean, and no Category II or III instrument approaches. The practical takeaway: choose Single-Pilot if you truly fly alone; choose Single PIC if you need backup or second-in-command crew but still want a lean, named-pilot structure. The exact limits are set in your operations specifications, so confirm them with your Flight Standards office.
What is a basic Part 135 operator?
A Basic Part 135 operator is a certificate holder whose operations are limited in size and scope — commonly described in FAA certification policy as up to about five pilots and five aircraft. It sits between the named-pilot small categories (Single-Pilot and Single PIC) and a full Standard certificate: more capacity than a one- or few-pilot operation, but with caps the FAA applies through your operations specifications. A Basic operator carries the full required-management-personnel structure and the complete manual and recordkeeping obligations of a multi-pilot Part 135 operation — the 'basic' label refers to the bounded size and authorized scope, not to a lighter compliance burden. If you expect to grow beyond those caps, you will need your OpSpecs amended toward a Standard certificate, which is an FAA process, not an automatic step.
What is the difference between a single pilot and a standard Part 135 certificate?
The difference is scale and structure. A Single-Pilot certificate authorizes exactly one named pilot, the lightest organizational footprint, and the narrowest scope — typically an owner-operator flying alone. A Standard certificate has no preset cap on the number of pilots or aircraft and the broadest authorized scope, which is why scheduled commuter operators and larger on-demand charter fleets hold Standard certificates. Between the two sit Single PIC (one PIC plus up to three SICs) and Basic (limited size and scope, commonly up to about five pilots and five aircraft). All four still require operations specifications under 14 CFR §119.33 and still impose recordkeeping obligations; the Standard category simply demands the deepest management structure, the most extensive manuals, and the largest volume of pilot, maintenance, training, and authorization records to keep current. Bigger scope means more documents to prove, not fewer.
Which Part 135 certificate type is right for my operation?
Start with two questions: how many pilots and aircraft will you realistically use, and how broad do your operations need to be? If you will fly alone, a Single-Pilot certificate is the leanest fit. If you need a second-in-command or a backup pilot but want to stay small and named, Single PIC fits. If you plan a small fleet with a handful of pilots, a Basic certificate covers up to about five pilots and five aircraft. If you intend scheduled commuter service or a larger charter fleet with no fixed caps, you need a Standard certificate. Because every limit is expressed through your operations specifications and your Flight Standards office, treat this as a scoping conversation with a certification consultant and your local FSDO, not a checkbox. And remember the trade-off: every step up in scope adds management roles, manuals, and records you must maintain — the category determines your documentation burden as much as your flying privileges.
Does FileFlo tell me which Part 135 certificate type to get?
No. FileFlo does not choose your certificate category, file your application, write your operations specifications or manuals, or interact with the FAA — those are decisions and functions for you, your certification consultant, and your aviation attorney with your Flight Standards office. What FileFlo does is the documentation work that every one of the four categories requires: it is a compliance document intelligence platform that classifies, indexes, version-controls, and tracks expirations on the records each tier obligates you to keep — from a Single-Pilot operator's qualification and currency file to a Standard operator's full library of pilot, maintenance, training, and authorization records across a fleet. FileFlo is the proof layer, not the certification consultant. It keeps the documents that prove your compliance organized, current, and audit-ready, whichever category you operate in, and it does not provide legal, financial, or tax advice. (FileFlo does not claim SOC 2 certification.)
Organize and prove your Part 135 records — at any tier
Single-Pilot, Single PIC, Basic, or Standard — every category obligates you to keep pilot, maintenance, training, and authorization records current and audit-ready. FileFlo classifies, indexes, and version-controls them, and tracks every expiration before it grounds a flight. AI document classification. 600+ document types. One-click FAA surveillance binder. Starter at $89/mo, Professional at $299/mo. No credit card required for the 5-day free trial. FileFlo does not choose your certificate type or give legal advice — it organizes and proves your compliance documents.
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Continue your Part 135 certification reading
Reviewed by Chad Griffith, Founder, FileFlo — compliance document intelligence. Last reviewed June 15, 2026. Certificate types (Air Carrier vs Operating Certificate) are verified against the Cornell Legal Information Institute eCFR (14 CFR §119.5); the citizenship + operations-specifications requirement against §119.33; pilot-in-command qualifications against §135.243; and the General Operations Manual requirement (operators using more than one pilot) against §135.21. The four-category framework (Single-Pilot, Single PIC, Basic, Standard) and the specific pilot/aircraft limits and OpSpec paragraph numbers (A040 / A039) are FAA certification policy expressed through operations specifications, not regulatory text — confirm the exact limits for your operation with your FAA Flight Standards office. Not legal, financial, or tax advice.