The right aircraft,
not the loudest.
We operate aircraft for a living. We also transact them. The operating side keeps the transacting side honest. You are talking to people who know what an aircraft costs to fly, not just what it costs to buy.
An operator who happens to be very good at deals.
Most brokers know the market. We know the market and the airplane: what it costs to crew, to maintain, to insure, to put on an Air Operators Certificate, to sell again in five years. That perspective changes which deals look good and which ones look good only on paper.
We have done this more than fifty times since 2010. Some deals went smoothly. Some did not. The ones that did not helped write the playbook. Every transaction we run today benefits from fifteen years of mistakes we have already made, and relationships built one deal at a time.
Two sides of the same desk.
Buying or selling, the work happens before the negotiation. Logbooks, valuations, agreements, inspections, registrations. The surprises happen before you sign, not after.
Buying
Listen first.
Most aircraft purchases start with the wrong question. We start by understanding how the aircraft will be used in practice: mission profile, range, runway requirements, crew availability, the real budget after the airframe.
Filter the field.
The available market for any aircraft category is bigger than it looks and worse than it looks. We narrow to the airframes that are ready to fly, with clean logbooks and ownership histories that hold up to scrutiny.
Read every page of every logbook.
This is the slowest, most undervalued part of any transaction. Decades of paperwork tell the truth about an airframe, and the truth is rarely on the cover page. We organize, audit, and flag what matters.
Structure the deal.
Purchase agreement, escrow, title work, jurisdictional registration. We coordinate with attorneys and title companies we have worked with for years. If financing is needed, we introduce you to lenders who know aviation, not lenders who treat aircraft as another asset class.
Pre-buy before the surprises.
The pre-buy inspection is the last chance to find what the logbooks did not tell you. We coordinate with maintenance facilities we trust, attend the inspection in person, and negotiate findings on your behalf, line item by line item.
Entry into service.
Crewing, training, registration, AOC addition if charter is on the plan, and the first thirty days that determine whether the aircraft becomes an asset or a problem.
Selling
Honest valuation.
We tell you what your aircraft is worth on today's market, not what you want to hear. Mispriced aircraft sit, and a sitting aircraft loses value every month.
Logbook preparation.
Same audit we do for buyers, but for your sale. Buyers will read every page. So will we, before they do. Missing entries, deferred items, ADs that should have been complied with by now: we find them and address them before a buyer raises them as leverage. Clean records sell faster and at better numbers.
Position the aircraft.
Photography from the right angles. Performance specs verified against the logbooks. Ad copy that lets the airframe speak for itself. The right buyer self-identifies when the listing is honest, and the wrong one walks away early, which saves everyone time.
Broker placement.
We place with the right broker for the airframe and the timing, not always the largest. The broker we choose depends on who is actively buying that aircraft type today.
Offers and negotiation.
We review every offer with you, advise on the substance and the strategy behind it, and structure the response. You decide what to accept. We negotiate the terms, defend the price where it is defensible, and concede where the buyer's logic holds. The goal is a deal that closes on numbers that hold up six months later.
Pre-buy support and clean handover.
The last thirty days of any sale is where transactions go sideways. We stay at the table, managing the buyer's pre-buy, the discrepancy negotiation, and the final closing, until the wire hits.
A new airplane is a different kind of work.
Used-aircraft transactions are about reading what is already there. New-aircraft deliveries are about catching what should be there and isn't. Different vendors, different timelines, different ways things go wrong.
We manage factory acceptance, including the technical acceptance flight, the squawk list, and the back-and-forth with the OEM that decides what gets fixed before delivery and what gets deferred. We arrange ferry crews and ferry permits, handle registration in the right jurisdiction for your operation, and run the entry-into-service plan so the aircraft is earning its keep on day one, not day ninety.
The people who pick up the phone.
Brokers who answer the phone. Attorneys who do aviation, not aviation-on-the-side. Title companies who close on time. Maintenance facilities we have used and re-used. Lenders who know the difference between a TBO engine and a fresh overhaul.
Every relationship in this deal book started with a transaction we did. They earned a place because they performed when it mattered, and they keep their place because they keep performing. None of it was bought. All of it was built.
Let's talk about your aircraft.
Sizing up an acquisition, preparing a sale, or somewhere in between: a short conversation tells us both whether it makes sense to work together. No pitch deck, no pressure.
Send a note with a few words about your situation, and we will come back with the next step.