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Aeroinis Aviation arranges air charter as an independent broker and intermediary. We do not own aircraft and we do not operate them — which is precisely why we can compare them. This page states who we are, what we are responsible for, and what we verify before you pay anything.
The company
Corporate buyers check this before they read anything else, so it belongs at the top rather than in a footer.
These are the details that appear on every quotation, charter order and invoice we issue. If your procurement team needs the registry extract or a signed W-8/tax residence form, ask the desk and it comes back the same day.
Aeroinis Aviation acts as an air charter broker and transport agent, in the capacity of agent of the charterer. It owns, operates and controls no aircraft and is neither a direct nor an indirect air carrier. All flights are performed by licensed air carriers holding a valid Air Operator Certificate; road, customs and warehousing services are performed by licensed partners.
How the company is arranged
Aeroinis is not a holding structure with a switchboard. It is a trading name of a single Turkish joint-stock company, and that company is the counterparty on every document you sign. Underneath it sit two desks that share one operations team, one reference number and one set of terms.
Passenger charter, group charter and empty legs. We source across operators, name the carrier on every option, and contract with the operator that flies it on your behalf. Aircraft ranging from turboprops to ultra-long-range, wherever the mission starts.
Cargo charter, on-board couriers, AOG (an aircraft grounded, waiting on a part) and time-critical movements, with the Türkiye–Europe road corridor run in-house — our trucks, our customs team, transit under seal. The half of a charter that happens on the ground is the half that usually decides it.
The group has been moving freight since 1982, through separate companies in Türkiye, Germany and Montenegro. Whatever you buy through this site, the Turkish company is the party you contract with; the others contract in their own countries, in their own names. Aviation is the newer desk, but the corridor knowledge, the customs practice and the carrier relationships underneath it are not new — which is why the cargo side reads the way it does.
A charter request answered in working hours comes back priced within two hours, with the operator named on every option. If a route genuinely needs longer — a permit question, an owner's approval — we tell you that inside the two hours rather than letting the clock run.
Both share the same charter desk: one contact, one reference, the same document chain, the same escalation path at three in the morning. A time-critical shipment that needs a jet and a truck is one file, not two suppliers blaming each other.
Carriage is a contract between you and the operating carrier; we conclude it in your name as your disclosed agent (we contract in your name, and the operator knows it) and are not a party to it. That is stated in our terms rather than buried in them — it is the single most important thing to understand about buying charter through a broker.
What a broker is
The market is opaque by design. We hold the relationships, run the search across operators and aircraft types, and put comparable options in front of you with the operator named on each one.
Documents are checked for your specific flight, not filed once a year. If an operator cannot produce them, the option does not reach you.
One desk, one contact, one reference number from enquiry to delivery. You do not get handed between departments when something moves.
The operating carrier does, under its own certificate and its own operational control. We tell you which carrier that is, in writing, before you commit.
If your dates flex and the cargo fits, scheduled freight is cheaper and we will say so. We would rather keep the client than sell the flight.
Every empty leg on our board carries its source and the date it was last verified. Demo records are labelled as demo records.
Per-flight paperwork · not per year
A safety rating is a photograph of last year's audit. We read the current documents for the aircraft you are actually going to board.
The right authority, the right category — and your tail number listed on its operations specifications. Not the operator's certificate in general: the one that covers this aircraft.
Hull and liability, covering passengers, baggage and third parties, sighted before booking and at or above convention level.
Pilots licensed, current on type and inside duty limits — confirmed for this flight, not taken from a file dated last year.
The carrier's name and the tail number appear on your Flight Order before you pay. No anonymous metal. Check the operator as hard as we do.
How a booking runs
A charter is not a phone call followed by an invoice. Every stage produces a document, each one issued only when the stage before it is complete, and all six live on a single private link so you are never asked to hunt through an e-mail thread for the version that counts.
The corridor
A truck late to the ramp, a seal broken at the wrong border, a declaration lodged after landing. This is where charters actually fail, and it is why we run the Türkiye–Europe corridor ourselves rather than subcontracting it: our trucks, our customs team, transit under seal.
Speed is not an exemption from customs. It is a regime — ATA Carnet for temporary admission, T1 and TIR for transit under seal, ship spares to a foreign-flagged vessel treated as an export evidenced by a customs declaration. Nothing moves faster by skipping customs. It moves faster because the right regime was chosen before the goods left the shelf, and the paperwork was already lodged when the aircraft landed.
The desk
Send the shape of the problem — route, dates, weight and dimensions, or the deadline that cannot move. You will get options with the operator named and the inclusions listed.