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Buying or leasing an aircraft: we sit on your side of the table.

This page has no aircraft on it, and that is deliberate. We do not hold inventory and we will not republish another broker's listing as though it were ours. What we do is represent the buyer or the lessee — the search, the inspection, the escrow, the import and the registration — and take a fee agreed in writing before any of it starts. The aircraft can sit anywhere and so can you; the market is not a country.

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Own, lease or keep chartering

The first honest question is whether you should buy at all.

Ownership makes sense at a certain number of hours a year, and below it charter is simply cheaper — aircraft cost money standing still: crew, hangar, insurance, maintenance programmes, and a residual value that moves with the market. A lease sits between the two and moves the residual risk to someone else.

We will run that comparison with your real flying pattern before we start a search. If the answer is that you should keep chartering, we say so — and we would rather keep a charter client than sell one aircraft.

  • BuyHigh utilisation, a fixed base, and a use you control. The residual value is yours, up and down.
  • Dry leaseThe aircraft without crew; you or your operator run it. Fixed cost, no residual exposure.
  • Wet lease / ACMIAircraft, crew, maintenance and insurance from the operator. Short-term capacity without owning anything.
  • Keep charteringUnder a certain number of hours, nothing beats paying per flight.

How an acquisition runs

Seven steps, and the money moves at the end.

01Mission brief. Routes, passengers, baggage, runway constraints, hours per year and budget. The aircraft type comes out of this, not out of a preference.
02Market scan. What is genuinely for sale — through the listing brokers, the type communities and the market databases. Aircraft trade off-market as often as on it.
03Shortlist and history. Total time, cycles, damage history, maintenance programme status, engine and APU enrolment, AD compliance, logbook completeness. This is where most candidates fall away.
04Offer and LOI. A letter of intent with the deposit into escrow, the inspection scope and who pays for what — agreed before anyone opens a panel.
05Pre-purchase inspection. At an approved facility, with your representative present. Discrepancies are then either corrected by the seller or priced into the deal.
06Title, escrow and closing. Title search and lien check, closing through an escrow agent, deregistration from the old registry and registration on the new one.
07Registry, import and entry into service. Which registry the aircraft goes on and why, the import and VAT structure in the jurisdiction you choose, operator selection, insurance and crew — the part that decides whether the aircraft flies in week one or month three.

Steps 06 and 07 are where deals go wrong, wherever they happen. Registry choice is a real decision — Isle of Man, Malta, San Marino, Aruba, Cayman, Guernsey and the buyer's own national registry all behave differently on tax, financing security and crew licensing — and the import treatment of a business aircraft is a different conversation in every jurisdiction. We work to the registry and structure your advisers choose, and we say plainly when a structure is outside what we know.

Where we work

The aircraft is wherever it is. So is the buyer.

A used business jet trades across borders as a matter of course: a European seller, a Gulf buyer, a US escrow agent, an Isle of Man registry and an inspection in Switzerland is an ordinary shape for a deal. We coordinate that from one desk, in English or Turkish, on your time zone rather than ours.

  • Any marketEurope, the Gulf, North America, Central Asia — where the right aircraft is, not where we are.
  • Any registryWe work to the registry your advisers choose and to its requirements, not to a house preference.
  • Local specialists, namedEscrow agent, inspection facility, technical representative and counsel — appointed for that deal and disclosed to you.
  • One point of contactWhatever the geography, the same person answers and holds the file.

How we are paid

One side of the table, and you know which.

  • Buyer representation — you appoint us, the fee is agreed in writing before the search begins, and it does not change with the aircraft we find.
  • Co-brokerage — where the aircraft sits with a listing broker, we work under a written agreement with them and the commission is shared. You are told when this is the case.
  • Lease placement — a placement fee agreed up front with whichever side appoints us, never both.
  • We do not mark up someone else's asking price — the price you see is the seller's, and our fee is separate and visible.
  • We do not take a fee from both sides — you are told at the outset who appointed us.
  • We do not publish inventory we have no authority over — a listings page full of other brokers' aircraft is a marketing exercise, not a service.

Where we stop

What this desk is not.

  • Not an appraiserValuation comes from an accredited appraiser and market data, not from us.
  • Not your lawyer or tax adviserPurchase agreements, ownership structure and VAT are for your own counsel.
  • Not a maintenance authorityThe inspection facility signs the findings; we coordinate, we do not certify.
  • Not a finance houseWe can work alongside your lender, but we do not arrange or advise on financing.

Tell us the mission, not the aircraft type.

Start the conversation Or keep chartering