On a Part 135 charter, a two-pilot crew can fly no more than 10 hours of flight time inside a duty period, and operators normally plan around a duty day of no more than 14 hours that must be preceded and followed by at least 10 consecutive hours of rest (14 CFR 135.267). Those three numbers decide whether your same-day round trip works with one crew, whether the crew needs a hotel night, or whether the operator has to add or swap pilots.
Most charter passengers never see these rules until a trip does not fit them. This guide explains what the FAA actually requires, how the limits show up in real itineraries, and what to ask before you book. If you want the broader picture of why charter rules differ from private flying, see our explainer on Part 135 vs Part 91.
The limits below come from 14 CFR 135.267 (one- and two-pilot crews) and 135.269 (three- and four-pilot crews), as published in the Code of Federal Regulations by Cornell’s Legal Information Institute. They apply to unscheduled charter flights, which is how on-demand private jet charter operates.
| Rule | Limit | What it means for your trip |
|---|---|---|
| Flight time, two-pilot crew | 10 hours in 24 consecutive hours | Total time in the air across all your legs that day cannot exceed 10 hours. |
| Flight time, one-pilot crew | 8 hours in 24 consecutive hours | Applies mainly to single-pilot turboprop or light-jet operations. |
| Duty period | Up to 14 hours, with flight time still capped at 8 or 10 hours | The crew’s working day, from report time to release, sets the outer edge of your day. |
| Rest before and after duty | At least 10 consecutive hours | An early departure after a late arrival may not be possible with the same crew. |
| Rest after an uncontrollable overrun | 11, 12 or 16 hours (overrun of up to 30 min, 30–60 min, or more than 60 min) | A weather delay tonight can push tomorrow’s departure later. |
| Three-pilot crew (augmented) | Up to 18 duty hours and 12 hours aloft; no pilot over 8 hours on the flight deck | Makes very long nonstops or long days possible on large-cabin jets with crew rest space. |
| Four-pilot crew | Up to 20 duty hours and 16 hours aloft | Rare in charter; relevant for the longest ultra-long-range missions. |
| Rest after augmented duty | At least 12 consecutive hours | A long-range arrival usually means the crew rests before the return. |
| Long-term limits | 500 hours per quarter, 800 per two quarters, 1,400 per year; 13 rest periods of 24+ hours per quarter | Handled by the operator’s scheduling; you will not see it, but it keeps crews rested across weeks. |
Flight time is the time the aircraft is moving under its own power for flight, roughly block-to-block. Duty time is the crew’s whole working day: reporting for the trip, preflight planning and inspection, every leg, the time they wait for you on the ground, and post-flight duties until they are released.
That distinction is why a short flight can still hit a limit. A two-hour flight out in the morning, a full day of meetings, and a two-hour flight home uses only about four hours of flight time, well under the 10-hour cap. But if the crew reports at 6:00 a.m. and you want wheels up for home at 8:30 p.m., the day may run past 14 hours. The binding constraint is duty time, not flight time.
Operators set their own report times before departure and post-flight release times; Silver Air’s standard planning figures are [NEEDS NUMBER FROM OPS: crew report time before first departure and post-flight release time].
The same-day round trip with a long middle. This is where duty limits bite most often. If the crew’s day will exceed 14 hours, the options are to move the departure later, bring the return earlier, or have a second crew fly the return. Booking the morning departure even an hour later can keep everything on one crew.
The late arrival followed by an early departure. A crew that lands you at 11:00 p.m. and is released at 11:30 p.m. cannot report again until at least 9:30 a.m. the next day. If you need to leave at 7:00 a.m., the operator either positions a fresh crew or you adjust the time.
The multi-city day. Roadshows and site visits stack legs. Each leg adds taxi time, ground time and buffers, so the 10-hour flight time cap and 14-hour duty cap both need checking. Our guide to planning a multi-city roadshow covers how operators build those schedules.
The overnight away from base. If the crew stays with the aircraft, they need their 10-hour rest at the destination. That is why charter quotes for multi-day trips include crew overnight costs. The alternative, flying the aircraft home empty and back again, is often more expensive.
The long-range nonstop. A flight of more than 10 hours, or a long day ending in one, cannot be flown by a standard two-pilot crew under these limits. Large-cabin jets such as the Gulfstream G550 or Global Express can carry a third pilot when the cabin has a suitable crew rest area, which the regulation requires for the relief pilot. Ask early, because the extra pilot needs to be scheduled and qualified on the type.
Part 135 recognizes that some delays are outside anyone’s control. If adverse weather or similar circumstances push the crew past the daily limit, the flight can be completed, but the crew then needs longer rest: 11 hours if the overrun was 30 minutes or less, 12 hours for 30 to 60 minutes, and 16 hours for more than 60 minutes.
In practice this means a long evening delay can move the next morning’s departure. A well-run operator will flag this as soon as the delay starts, not at the airport the next day, and will offer options such as a fresh crew or a revised departure time.
What the rules do not allow is planning a trip that needs the exception. If the schedule only works by exceeding the limits, a compliant operator will decline it or restructure it. A broker or operator that promises otherwise is a red flag.
It depends on who is operating the flight. When an owner flies their own aircraft for their own purposes under Part 91, the FAA does not impose the Part 135 flight and duty limits, although well-run flight departments set their own fatigue policies. When the same aircraft flies paying charter passengers on an operator’s Part 135 certificate, the limits above apply. Fractional programs operate under Part 91 Subpart K, which has its own set of crew rest requirements.
Silver Air is an FAA Part 135 operator founded in 2008, so duty and rest planning is part of building every quote, not something checked after you book. Each flight goes through a Flight Risk Assessment Tool during planning as part of Silver Air’s Safety Management System, and the company holds a Wyvern Wingman PRO rating and IS-BAO registration. You can read more on our safety and certifications page.
The managed fleet runs from the Pilatus PC-12 and Citation CJ3 to the Challenger 350, Gulfstream G550 and Global Express, which means the trip can be matched to an aircraft and crew plan that fits it. Long-range three-pilot availability depends on aircraft and crew scheduling: [NEEDS CONFIRMATION FROM OPS: which fleet types Silver Air routinely operates with augmented crews]. To see whether a specific itinerary fits one crew, tell a charter advisor your timings on the charter page or contact us.
How many hours can a charter pilot fly in a day?
Under 14 CFR 135.267, a two-pilot crew can fly up to 10 hours of flight time and a single pilot up to 8 hours, within a duty period of no more than 14 hours.
How much rest do charter pilots need between trips?
At least 10 consecutive hours before and after a duty period. After an augmented three- or four-pilot assignment, the minimum is 12 hours.
Does the crew’s duty clock run while they wait for me at the destination?
Generally yes. Crew waiting with the aircraft are still on duty, which is why long same-day trips can exceed the 14-hour duty limit even with little flying.
Why does my charter quote include a second crew or hotel nights?
Because the itinerary would otherwise exceed the duty limit or leave the crew without their required rest. The alternatives are changing your timings or repositioning the aircraft.
Can a private jet fly nonstop for more than 10 hours on charter?
Only with an augmented crew. A three-pilot crew can be on duty for up to 18 hours and fly up to 12, provided the aircraft has sleeping quarters for the relief pilot.
What happens if weather delays my flight past the crew’s limit?
The flight can be completed, but the crew then needs 11, 12 or 16 hours of rest depending on the overrun, which can push the next departure later.
Do these rules apply to fractional programs and owner flights?
Owner flights under Part 91 are not subject to the Part 135 limits. Fractional programs fly under Part 91 Subpart K, which has its own crew rest rules.
Which charter companies follow Part 135 duty limits?
Every operator flying on-demand charter under a Part 135 certificate must. A broker does not fly the aircraft, so ask the broker which certificated operator holds operational control of your flight.
Reviewed November 8, 2026 by the Silver Air team. Regulatory figures from 14 CFR 135.267 and 135.269 (Cornell Legal Information Institute).
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