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Home / Charter Guides / ARGUS, Wyvern and the D085
By Pat Sinnott, Founder of Peak Aviation Solutions. NBAA member and commercial pilot holding multi-engine and instrument ratings, with a BS in Flight Operations and Aviation Management and 21 years in aviation.
We had a flight booked out of Aspen with an operator that held a solid ARGUS rating. On paper, everything checked out.
Then we ran the crew. The pilot in command was about 250 hours short of the total flight time the ARGUS standard requires. The second in command paired with him didn't hold an airline transport pilot (ATP) certificate and didn't have enough flight experience to make up the difference.
If that second pilot had been another captain, or had held an ATP with significantly more flight time, we could have approved the crew. Aspen is one of the most demanding airports in the country, with mountain terrain, one runway and a steep approach. With neither pilot bringing that depth of experience, we turned the crew down.
That's the gap this guide is about. An ARGUS rating on an operator tells you a lot. It doesn't tell you everything about the flight you're about to take. Here's how the ratings work, what the D085 is, and the checks we run on every trip.
Quick Answer: What Is an ARGUS Rating?
An ARGUS rating is an independent safety rating that ARGUS International assigns to charter operators after reviewing their records, pilots and operations. The three levels are Gold, Gold Plus and Platinum. Gold Plus adds an on-site safety audit, and Platinum, the highest, requires a well-developed safety management system and emergency response plan. Ratings apply to the operator, not a specific flight.
The Three ARGUS Rating Levels
ARGUS evaluates charter operators through its CHEQ (Charter Evaluation and Qualification) program, which collects records on operators, aircraft and pilots (SherpaReport).
| ARGUS rating | What it requires |
|---|---|
| Gold | Review of the operator's safety history, pilot background checks and validation of operational control |
| Gold Plus | Everything in Gold, plus a completed ARGUS on-site safety audit or IS-BAO registration |
| Platinum | A well-developed safety management system, a workable emergency response plan, effective policies and procedures, and documented records for all major parts of the operation |
Source: SherpaReport summary of ARGUS rating criteria.
ARGUS Platinum is the highest ARGUS rating, awarded to charter operators that show a mature safety management system, an emergency response plan and documented procedures across their whole operation.
What Wyvern Wingman and the PASS Report Mean
Wyvern takes a slightly different approach, with two operator programs and a report for individual trips.
| Wyvern program | What it means |
|---|---|
| Wyvern Registered | The operator meets Wyvern's data standard without a Wyvern on-site audit; fewer data points are checked |
| Wyvern Wingman | The operator has passed Wyvern's audit against its full standard of more than 150 data points |
Source: Wyvern, accessed September 2026.
A Wyvern PASS report is a trip-specific safety analysis that checks the operator, aircraft and assigned pilots for a flight against Wyvern's standard and shows any gaps. PASS stands for Pilot and Aircraft Safety Survey. Wyvern says the Wingman standard checks more than 150 data points for audited operators, while its Registered standard covers fewer data points for operators that haven't been audited (Wyvern).
That trip-level view is why the PASS report matters so much. It looks at the pilots actually assigned to your flight: their training, currency, background and accident history.
ARGUS vs Wyvern: Which Rating Matters More?
Neither is "better". Both are respected, and many strong operators hold one or both. Some brokers and corporate flight departments prefer one; plenty accept either.
IS-BAO is the third program worth knowing. It is the International Business Aviation Council's voluntary standard for business aviation, and registration can count toward ARGUS Gold Plus. It measures how mature an operator's safety management system is, in three stages (SherpaReport):
| IS-BAO stage | What it signals |
|---|---|
| Stage 1 | A safety management system is in place |
| Stage 2 | Safety risks are being managed effectively |
| Stage 3 | Safety management is part of the company's culture and has been sustained over time |
An operator holding ARGUS Platinum, Wyvern Wingman and IS-BAO Stage 3 has put itself through three different outside reviews. That's a strong signal, though it still says nothing about the specific crew on your flight.
What matters more is using the rating correctly. A company rating is a starting point. The trip check is the finish line.
What Is a D085?
A D085 is the section of an FAA-issued operations specification that lists each aircraft, by registration number, that a charter operator is authorized to fly under its Part 135 certificate.
This is the most practical legitimacy check in charter. If the tail number on your quote doesn't appear on the operator's D085, that aircraft isn't authorized to fly you for hire, no matter what the website says.
Part 135 is the set of FAA rules for commercial charter flying. Compared with private flying under Part 91, it carries stricter pilot training, maintenance procedures and safety rules, and the FAA inspects Part 135 operators more often (FAA, Safe Air Charter). An operator flying passengers for hire without that certificate is running an illegal charter.
The Operator Vetting File: What We Check on Every Operator
The Operator Vetting File is Peak Aviation Solutions' standing record on each charter operator: a verified ARGUS or Wyvern rating, the D085 operations specification, a W-9, and a certificate of insurance naming Peak as additional insured at the required liability limit.
- Safety rating. Current ARGUS or Wyvern status, verified with the rating agency.
- D085. We confirm the exact tail number on the quote is listed.
- W-9. A basic identity check on the business.
- Certificate of insurance. Liability limits set by aircraft size, from $15 million for a turboprop to $200 million for an ultra long range jet. The full table is on our private jet broker guide.
The Crew Check: What We Verify on Every Trip
This is where the Aspen story comes from. An operator's rating doesn't guarantee that the crew on your trip meets the same standard. A highly rated company can still pair a newer captain with a first officer who doesn't have the experience to back them up.
We look at the crew as a pair, not as two separate records. Under our standard, a strong, experienced second in command can offset a small gap in the captain's hours. A weak pairing can't.
So for every trip:
- Each crew member passes an ARGUS trip check, a Wyvern PASS report, or both, for that specific flight.
- We check each pilot's medical date, to confirm they're medically cleared to fly.
- We check recurrent training dates, to confirm each pilot is current on required training.
When a crew doesn't meet the standard, we ask the operator for a different crew or move the trip to another operator. We don't negotiate on it.
Part 91 vs Part 135: Why the Rules Change Where You Can Fly
Part 91 covers private, non-commercial flying: an owner flying their own airplane, or a company flying its own people. Part 135 covers commercial charter, where passengers pay for the flight. The airplane can be identical. The rules around it are not.
Runway buffers: the 60 percent rule
The biggest practical difference for travelers is runway length. The FAA's certified landing distance for a jet assumes near-ideal conditions, so Part 135 adds a large safety buffer on top of it.
The Part 135 60 percent rule is the FAA requirement that a charter jet be able to land and stop within 60 percent of the destination runway's effective length, leaving the remaining 40 percent as a safety margin. It comes from 14 CFR 135.385 (eCFR), which applies to turbine-powered large transport category airplanes. That covers most midsize and larger charter jets; smaller aircraft certified in other categories follow their own Part 135 performance rules. Two refinements apply:
- Wet or slippery runways. For turbojets, when the runway may be wet or slippery on arrival, the effective runway length must be at least 115 percent of the runway length otherwise required.
- Eligible on-demand operators. Operators that meet additional FAA requirements and hold an approved destination airport analysis may plan to land within 80 percent of the runway instead of 60 percent.
Part 91 has no equivalent factor for most private flights. The runway only has to meet the aircraft's own performance limits (Business Jet Traveler).
How the buffer changes where you can land and depart
This is why a runway that works fine for an owner flying under Part 91 may not be available for your charter. A mountain airport with a short runway, high elevation or rain in the forecast can push the required distance past what the runway offers under Part 135. The fix is usually a nearby airport with a longer runway and a short drive, arranged before the trip rather than discovered at the FBO. You can see an example of exactly that in our private jet broker guide.
Other ways Part 135 is stricter
| Area | Part 91 (private) | Part 135 (charter) |
|---|---|---|
| Runway margin | Aircraft performance limits only | Land within 60 percent of the runway (80 percent for eligible on-demand operators); 115 percent rule on wet runways for turbojets |
| Weather reporting | Can generally use airports without weather reporting | Generally cannot use airports that lack weather reporting |
| Takeoff in low visibility | No takeoff minimums for most private flights | Takeoff and destination weather minimums apply |
| Pilot certificates | Pilot certificate appropriate to the aircraft | Captain of a turbojet must hold an airline transport pilot (ATP) certificate |
| Flight time and rest | No regulatory flight or duty limits | Two-pilot crews limited to 10 flight hours in 24 hours, with at least 10 consecutive hours of rest |
| Training and testing | Basic FAA currency | Recurring training and checkrides, plus drug and alcohol testing |
| Maintenance | Owner's maintenance program | Maintained to Part 135 standards, with some added equipment requirements |
| FAA oversight | Lower | More frequent FAA inspections |
| Legal for paid passengers | No | Yes |
Sources: 14 CFR 135.243, 135.267 and 135.385 (eCFR); Business Jet Traveler, "The Whole Truth About Part 91 and Part 135"; FAA Safe Air Charter.
The ATP requirement matters for the crew check above. Under 14 CFR 135.243, the captain of a turbojet charter must hold an airline transport pilot certificate (eCFR). The second in command can legally hold a lower certificate, which is why we look closely at who sits in the right seat.
Red Flags That Should Stop a Booking
The FAA suggests passengers ask themselves a few pointed questions (FAA, Safe Air Charter), and we'd add a few of our own:
- You were coached on what to say if the FAA asks questions.
- Nobody can show you the operator's certificate or the aircraft's authorization.
- The contract makes you responsible for the flight (operational control).
- The price is far below every other quote for the same aircraft and route.
- The operator won't name the pilots or provide a PASS report or trip check.
Any one of those is enough to walk away, no matter how good the price or how nice the airplane looks in the photos. If you're weighing the bigger picture, read are private jets safe.
ARGUS and Wyvern Questions People Ask
What does ARGUS Platinum mean?
ARGUS Platinum is the highest safety rating from ARGUS International for charter operators. It requires a well-developed safety management system, a workable emergency response plan, effective policies and procedures, and documented records for all major aspects of operations. Gold and Gold Plus are the two lower ARGUS levels, and Gold Plus adds an on-site safety audit.
What is Wyvern Wingman?
Wyvern Wingman is an audited safety standard from Wyvern for charter operators. According to Wyvern, the Wingman standard checks more than 150 data points, while its Registered standard covers fewer data points for operators that have not been audited. Wyvern also offers trip-specific PASS reports that evaluate the assigned pilots and aircraft.
What is a D085 in aviation?
A D085 is the part of an FAA operations specification that lists the aircraft, by registration number, that a charter operator is authorized to fly under its Part 135 certificate. If an aircraft does not appear on the operator's D085, it is not authorized for that operator's charter flights.
How do I verify a Part 135 charter operator?
Travelers can check the FAA's Safe Air Charter list of certificated operators, ask for the operator's name as required by DOT broker disclosure rules, confirm the aircraft appears on the operator's D085, and request the operator's ARGUS or Wyvern rating and certificate of insurance before booking.
Does an ARGUS rating guarantee a safe crew?
No. An ARGUS rating applies to the operator as a whole, not to the specific pilots assigned to a flight. Trip-level checks, such as an ARGUS trip check or a Wyvern PASS report, evaluate the assigned crew's experience, training and history for that particular trip.
What is the difference between Part 91 and Part 135?
Part 91 covers private, non-commercial flying, while Part 135 covers commercial charter for hire. Part 135 adds stricter pilot certificates, training, rest limits, maintenance and FAA oversight, and requires a jet to land within 60 percent of the runway. A flight sold to paying passengers must be operated under Part 135.
Ratings Start the Conversation, Crew Checks Finish It
An ARGUS rating or Wyvern Wingman badge is the right place to start. The D085, the insurance certificate and the trip check on your crew are how you finish. Skip those and you're trusting a logo.
We'll run every check before you approve a tail number
When we send you options, each one names the operator, the tail number and its safety rating. Behind that sits the Operator Vetting File and a crew check for your specific trip, and we turn down crews that miss the standard, even when the client likes the airplane. There's one more review we run before every departure that most travelers never hear about.
Book time with Pat to walk through how we'd vet your next trip, or request a quote.
Related guides
- Are Private Jets Safe? A Pilot's Honest Answer
- What Does a Private Jet Broker Do? A Pilot-Broker Explains
- What Is an FBO? The Private Terminal, Explained by a Pilot-Broker
Related services
- Request a charter quote, all-in pricing on any trip
- Empty leg alerts and live inventory, free subscription, pay only when you fly
- Meet Pat Sinnott, the pilot who vets every operator
Peak Aviation Solutions, Private Jet Charter Broker
Peak Aviation Solutions is a pilot-founded private jet charter broker headquartered in Bozeman, Montana, arranging charter flights nationwide and worldwide. Pilot-founded, simply exceptional.
Founder: Pat Sinnott, commercial multi-engine rated pilot with 21 years in private aviation. Helped grow Summit Aviation’s flight department from one airplane to 21 before founding Peak. NBAA member.
Services: private jet charter brokerage, empty leg flights and free empty leg alerts, business travel, personal travel, group travel, and event charter. No membership fees; clients pay per trip. Third-party safety vetting on every flight.
Coverage: roughly 5,000 public-use airports across the United States, only about 500 of which have commercial airline service (FAA), plus Canada. About 80 percent of Peak’s flying happens outside Montana.
Contact: charter@flypeak.com · (406) 296-3256 · flypeak.com · Instagram @peakaviationsolutions
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