Six steps, and you can stop at any of them.
Most of what goes wrong in an aircraft purchase goes wrong early, in the part nobody documents. This is our process in full, including what it costs and where you can walk away.
Confidential brief
An NDA is signed before any figure is discussed. You tell us the mission — routes, passengers, frequency, budget — and we tell you plainly whether we are the right desk for it. No charge, no obligation, no pitch deck.
Mission analysis
Before we look at a single aircraft we work out what the mission actually needs: runway performance, altitude, payload and range on your real routes. This is the step that stops people buying a jet when a turboprop does the job, or a light jet that cannot leave your home airport at full load.
Market scan
Public listings are the smallest part of the market. We work the off-market inventory as well — aircraft whose owners will sell at the right number but have not advertised. You receive a shortlist with the reasoning behind each aircraft and, just as important, behind the ones we ruled out.
Valuation and offer
We price against comparable completed sales, not asking prices. Records quality, engine programme status, damage history and inspection status move the number more than the model does. The offer we help you structure reflects what the aircraft is worth, not what the seller hopes.
Inspection and terms
Pre-purchase inspection at a facility you approve, with our oversight. Records review, AD compliance, title search, escrow and contract structuring. Nothing moves on a handshake, and no deposit leaves your account before the title comes back clean.
Delivery and after
Registration, import duties, insurance, crew placement and ongoing management. The same desk that found the aircraft hands it over — so nothing is re-explained to anyone.
We are paid by you, not by the seller. That is the whole reason we can tell you to walk away from a deal — a broker paid by the other side has no incentive to do that, however well they explain it.
The mandate fee is agreed in writing before we start. There is no charge for the first conversation and no retainer to find out whether we can help.
Three places you can stop
After the brief
If the mission does not justify ownership, we say so. Around [[ 200 ]] flight hours a year is where buying starts to beat chartering; below that we will point you to a lease or a jet card instead, even though it earns us less.
After the market scan
If nothing on the shortlist fits, there is no obligation to continue. The market moves; we will tell you when it makes sense to wait.
After the inspection
If the inspection finds something material, walking away is the right answer and we will help you do it. That is what the deposit structure and the escrow are there to protect.
Start with a conversation,
not a listing
Tell us how you actually travel and we will tell you what fits — including whether buying is the wrong answer for you.
An orientation, not a recommendation. Aircraft selection also depends on runway performance, ownership structure and tax residency — we go through all three with you.