Air charter broker training — sold by some providers as private jet broker training, for the same role — teaches you how to source an aircraft, price a trip, vet an operator, and run a charter from first quote to wheels-down.
Below: the nine things a charter broker has to know, the checks that separate a real charter course from a vocabulary list, and how IABI’s charter course compares. IABI publishes this site. For the whole career path, see how to become an aircraft broker.
Key points
- A charter broker arranges one-off flights for clients on aircraft the broker doesn’t own, working through the operator that holds the FAA certificate.
- “Private jet broker” and “charter broker” are the same role on this side of the business — the title changes with the employer and the course, the work does not. Aircraft sales is the genuinely different job, and it is covered separately.
- Real training covers trip pricing mechanics, aircraft categories, sourcing tools such as Avinode, and operator due diligence — not just vocabulary.
- US charter brokers carry disclosure duties under 14 CFR Part 295.
- There is no federal “charter broker license.” A private certificate is not a substitute for one, because none exists.
- No course can promise a job, an income figure, or a hiring outcome. Be wary of any that implies otherwise.
- IABI, which publishes this site, sells a charter broker course. What it includes is set out factually below.
What a charter broker needs to know
The competency map — what a course should actually teach, whatever it calls its modules.
Pricing a trip
A charter quote is a build-up. It should account for:
- Positioning (ferry) legs. If the aircraft isn’t already where the trip starts, it has to fly there empty first — normally billed to the charterer.
- Empty legs. The reverse case: an aircraft repositioning anyway, sold at a discount. Brokers who track these can offer a lower price on the right dates.
- Federal excise tax and segment fees. Under Internal Revenue Code section 4261, taxable air transportation of persons carries a 7.5% tax on the amount paid, plus a flat fee for each domestic segment, and international flights carry a separate per-person fee. The IRS adjusts the fixed amounts every year, so learn how the taxes are structured and check the current figures on irs.gov rather than memorizing them.
- Crew, fuel, landing and ramp fees, catering, and de-icing, which vary by airport and season.
A broker should be able to explain, in plain terms, how a quote was built.
Aircraft categories and mission fit
Light jets, midsize, super-midsize, heavy jets, ultra-long-range aircraft, and turboprops trade off range, cabin size, and passenger count differently. Matching the aircraft to the mission — runway length, trip distance, headcount, baggage — is a core skill, not a sales pitch. IABI’s article on aircraft sizes and categories covers this in more depth.
Sourcing aircraft through marketplaces
Many charter brokers source aircraft through an online marketplace. Avinode describes itself as connecting charter brokers and aircraft operators so brokers can search available aircraft, check pricing, and submit trip requests in one place. Training should include hands-on practice in a tool like this, not just a description of what it does.
Operator due diligence
Before recommending an operator to a client, a broker needs to check:
- The operator’s FAA certificate. Charter flights conducted for compensation require the operator to hold an FAA Air Carrier Certificate issued under 14 CFR Part 135, the regulation governing on-demand and commuter operations. Confirm the certificate is current and covers the aircraft offered.
- Insurance. Confirm the operator carries liability and hull coverage appropriate to the aircraft and the trip.
- Third-party safety audits. ARGUS International issues Gold, Platinum, and Platinum Elite ratings based on operational audits; Wyvern runs the Wingman audit and certification program. Neither is a legal requirement, but checking whether an operator holds one is standard due diligence.
US DOT disclosure duties (Part 295)
A charter broker, whether it acts as an indirect air carrier or as an agent, is regulated under 14 CFR Part 295. Before entering a contract, the broker must disclose the identity of the direct air carrier that will actually operate the flight, the capacity in which the broker is acting, and whether it holds liability insurance; if the charterer asks, it must also disclose the total cost of the transportation, any third-party fees the charterer will owe directly, and any relationship with the carrier. This is consumer-protection law, not paperwork to skip. We break the rule down clause by clause in what Part 295 requires you to disclose; see aircraft broker license and certification for the fuller legal picture.
Charter agreements
The charter agreement sets out liability, cancellation terms, payment schedule, and who is actually providing the aircraft. A broker should read one closely and explain it in plain language. Drafting or amending contract language is a job for an aviation attorney, not a broker.
International trip basics
International charters add permits (landing and overflight permissions), customs and immigration coordination, and cabotage rules. Under US law (49 U.S.C. § 41703, implemented at 19 CFR 122.165), a foreign-registered aircraft generally cannot carry passengers or cargo for compensation between two points inside the United States. Rules vary by country, so treat international trips as a checklist item — confirm with the operator and, where anything is unclear, an aviation attorney.
Ground handling, catering, and FBO coordination
Every leg involves coordinating a fixed-base operator (FBO) for ramp and parking, ground transportation, catering vendors, and sometimes de-icing — unglamorous, daily work, and where trip-day problems usually start or get caught early.
Client communication and trip-day disruption handling
Weather delays, mechanical issues that force a tail swap, and crew duty-time limits that force a schedule change are routine, not exceptional. Training should cover how to communicate a disruption calmly and what contingency options a broker typically has.
What to look for in a course
These checks are specific to charter. Use them on any charter broker course, IABI’s included.
- Does it teach actual pricing mechanics — positioning legs, empty legs, excise tax and segment fees — not just industry vocabulary?
- Does it cover operator vetting in specifics — a Part 135 certificate, insurance, third-party audit ratings — not a vague “choose a reputable operator”?
- Does it explain your disclosure duties under 14 CFR Part 295, so you know your legal footing from day one?
- Do you get real practice in a sourcing tool such as Avinode, not just a walkthrough video?
The general checks every course should pass, such as the full price, what the certificate really is and how outcome claims are worded, are the 12 questions in how to choose an aircraft broker course.
How IABI’s charter broker course lines up
IABI publishes this site — treat this section as IABI’s own description of its course, not an independent review.
| Item | Details |
|---|---|
| Course | Aircraft Charter Broker Package |
| Price | $999 (payment plans available at checkout) |
| Format | Online, self-paced, lifetime access |
| Included | 10 course modules + 5 masterclasses |
| Experience required | No aviation experience required |
| Certificate | IABI’s own certificate on completion — a private training credential, not a government license and not an accreditation |
The five masterclasses are named on IABI’s site as: Mastering Avinode, Flight Operations 101, Flight Catering, Aircraft Leasing, and Finding Your Clients. IABI’s course page lists the 10 core modules as: Start here; The rules you work under; The aircraft a broker sells; The request: intake, qualification, feasibility; Sourcing and operator vetting; Quoting and margin; Contracts and payment; Running the trip; After the flight, and the business; and Capstone and what next.
IABI also sells masterclasses individually at $299 each, and a Complete Program at $1,499 combining both the charter and sales courses.
An IABI course · IABI publishes this guide
IABI Aircraft Charter Broker Course
Online and self-paced: a 10-module charter broker course plus 5 masterclasses, with lifetime access, for $999.
Other ways to learn charter brokering
- In-house training at a brokerage. Many established charter brokerages train new hires internally on their own systems, vendor relationships, and pricing conventions. This usually requires being hired first, and quality varies by employer.
- The Air Charter Association’s Broker Qualification (UK). The Air Charter Association runs a three-level Broker Qualification with an assessment and certificate at each level. As of this guide’s research, it’s open only to employees of ACA member companies.
- Association resources. NBAA, the trade association for companies that operate business aircraft, publishes compliance guidance, Professional Development Programs, and industry education that touch on charter operations, aimed broadly at business aviation rather than brokers specifically.
Before you book any operator, run the checks in charter operator due diligence. The sourcing and vetting tools named above are described, with published prices, in aircraft broker tools. For sales roles beyond brokerage, such as FBO or operator sales, see aviation sales training.
Frequently asked questions
Do I need a license to be an air charter broker?
No federal license exists specifically for charter brokers. If you arrange charter flights in the US, you have disclosure duties under 14 CFR Part 295. See aircraft broker license and certification for the details.
How do charter brokers get paid?
Usually through a commission or margin on each trip arranged. Employed brokers often receive a base salary as well. See IABI’s explanation of broker commissions.
What does 14 CFR Part 295 actually require of me?
It requires a charter broker to disclose, before the contract, who will actually operate the flight, the broker’s role and its liability insurance, and, if asked, the total cost, third-party fees and any relationship with the carrier. It does not license or certify brokers — it’s a consumer-disclosure rule.