The questions people ask before they call.

On a mandate basis, agreed in writing before we start. On a purchase we are paid by you, not by the seller — which is why we can tell you to walk away from a deal. On a sale it is a success fee on completion. There is no charge for the first conversation and no retainer to find out whether we can help.

Never. One party per deal. If we already act for the other side, we say so immediately and step back.

Yes. An NDA is signed before figures are discussed, nothing is listed publicly without your instruction, and your name does not reach a counterparty until you approve it.

Yes. Headquartered in Miami, with a desk in Medellín and representation in Valencia and Da Nang. Where we don't hold a desk we work through counterparties we have already transacted with — and we tell you who they are.

We work with a small number of clients rather than a large volume of deals, so the fit matters more than the ticket size. The honest test is the first conversation: if a mandate does not make sense for you, we say so before you have spent anything.

Boards, government entities, private offices and operators — people for whom an aircraft is an operational decision, not a purchase. We do not name them. Discretion works in both directions.

Often the answer is no. Below roughly [[ 200 ]] flight hours a year, a lease or a jet card usually beats ownership once you count crew, hangarage, insurance and depreciation. We will tell you that even though it earns us less.

From mandate to delivery, typically a few months — longer for a specific off-market airframe, shorter when the right aircraft is already listed. The pre-purchase inspection and title work are the parts we will not rush.

Public listings are the smallest part of the market. We approach owners who will sell at the right number but have not advertised, through relationships built over prior transactions. You get a shortlist with the reasoning behind each aircraft — and behind the ones we ruled out.

[[ CONFIRMAR ]] Describe here whether you introduce lenders/lessors or stay independent of financing. Say plainly if you take no fee from a lender — that is the part a buyer wants to know.

Registry, import duties, insurance and the ownership vehicle are part of the mandate, not an afterthought handed to someone else. Tax residency and structure affect which aircraft even make sense, so we raise them early — though we are advisors, not your tax counsel.

Against comparable completed sales — what similar aircraft actually closed at, not what they were advertised for. Records quality, engine programme status, damage history and inspection status move the number more than the model does. You get the reasoning, including the parts that argue against your price.

Only if you instruct us to. Many aircraft sell better off-market, through a controlled approach to buyers we have already vetted. An airframe that sits advertised for months loses value in the eyes of the market, and that is hard to undo.

It depends on type, condition and market. What we commit to is telling you honestly what we think the range is at the outset, and updating it as real enquiries arrive — rather than repeating the first estimate to keep you comfortable.

Logbooks, AD compliance status, damage history and current inspection status. If any of that is incomplete, say so now: fixing the file first is usually worth more than any marketing.

When the hours don't justify ownership, when you need an aircraft for a defined period, or when you want to fly a type before committing to it. Leasing turns a capital decision into an operating one — sometimes that is the right call.

Charter is pay-as-you-fly with no commitment. A jet card pre-buys hours at a fixed rate, which smooths pricing and availability if you fly regularly. The Jet Finder will point you to whichever fits your real usage — including "just charter."

[[ CONFIRMAR ]] State plainly whether Dreamliner holds an operating certificate or arranges access through vetted operators. A buyer in this sector will check, so the answer must be exact.

Yes. Contract pilots, crew leasing and scheduling are a service in their own right, whether or not we handled the aircraft transaction.

[[ CONFIRMAR ]] Describe the real vetting — type ratings, hours, medical, background and reference checks. Specifics build more trust here than the word "qualified."

Title search before any deposit, funds held in escrow, and no money leaving your account before the title comes back clean. Funds and documents move together, never separately.

Wire fraud is the real risk in this industry, not bad aircraft. We verify every transfer by voice on a number established in advance, and we never send changed bank details by email. If you receive updated wiring instructions from "us," call before you act.

[[ CONFIRMAR ]] If the answer is no, say it here in one line — it is one of the strongest things on the page. If you do, disclose exactly when and how.