01
Permitted, not self-declared
CAF holds a DGCA Non-Scheduled Operator Permit. Ask us for the details on your first call — we would rather you checked.
Assurance
Safety, without exception
We hold a DGCA Non-Scheduled Operator Permit and have worked in Indian aviation since 1984. Here is what that means in practice, and how to check it.
Each of these can be checked. Ask us on the first call and we will give you the permit details rather than a reassurance.
Operating since
1984
Non-Scheduled Operator Permit
DGCA
Member, parts traceability
ASA
Desk staffed
24 hrs
Our approach
How the standard is held
Three things we do not negotiate on, whoever is asking and however late the aircraft is running.
02
Crew current on type
Flight crew are type-rated and current, and rest and duty limits are applied as written. We do not fly tired crew to save a schedule.
03
Maintained on programme
Maintenance follows the manufacturer's programme under DGCA oversight. Components are sourced with traceable documentation.
Before you book
Five questions worth asking any operator in India
Including us. Charter is sold by a great many companies that do not operate aircraft, and the difference is not visible from a website. These five questions make it visible.
01
Whose permit is the flight on?
In India a charter must be flown by the holder of a Non-Scheduled Operator Permit. Brokers do not hold one. If the company quoting you is not the operator, ask which company is, and check that the aircraft is on their permit rather than merely available to them.
02
What is the aircraft's registration?
A registration — VT-something — identifies a specific airframe. A quote that names only a type, or a class such as "light jet", is a quote for whatever the seller can find later. Ask for the tail number before you pay a deposit.
03
Who is the operator if the aircraft changes?
Aircraft go unserviceable and schedules move. That is normal. What matters is whether you are told before you commit. Ask what happens if the named aircraft is unavailable, and get the answer in writing.
04
How are crew duty limits applied?
Flight and duty time limits exist because tired crews make mistakes. They are also the first thing pressured when a passenger is running late. Ask what happens when a delay pushes the crew past their limit — the correct answer is that the flight waits.
05
Where do the parts come from?
Components fitted to an aircraft need traceable documentation back to an approved source. Ask how parts are procured and whether the operator can produce the paperwork. Anyone who finds the question strange has answered it.
Our standard
Nothing on this page is unusual. It is what an operator is supposed to do: maintain the aircraft to the manufacturer’s programme under DGCA oversight, roster crew inside their duty limits, and source components with documentation that goes back to an approved supplier.
We set it out plainly because the alternative — a page of adjectives about our commitment to excellence — tells you nothing you could check. The occasions that test any of this are the ones where a delay is expensive and somebody would prefer the aircraft went anyway. On those occasions the flight waits.
If you want the detail behind any of it, ask. We would rather spend the call on it than have you take our word for it.
Enquire
Ask us the difficult ones
Permit details, maintenance status, crew currency — the desk can go through any of it on the telephone. +91 92896 09996, staffed 24 hours.