The tasks that call not for choosing an aircraft but for a calculation and for answering for the outcome: fleet economics, operations, law, launching a carrier.
We work out the full cost of ownership for your flight profile: fixed costs, engine and airframe reserves, crew, insurance. We compare that with charter at the same annual flight hours. Often the answer is “not worth it”, and that is a result too: it saves tens of millions.
Buying a business jet →Fractional ownership and jet cards →We pull the invoices for the past 12 months, split them into fixed and variable, work out the real cost of a flight hour and compare it with the market. The output: where you are overpaying, what changes straight away, and what changes at the next renewal.
Aircraft cost audit →Aircraft management →The cost of a flight hour for each type, the economics of the fleet and the route network, the break-even point, scenarios. The model is handed over as a working spreadsheet: change the annual flight hours or the rate and you see the result for yourself.
Airline financial model →From the business model and the fleet through to the manuals, the nominated postholders, the maintenance base and operator certification. An AOC is not a document you obtain but a state of the company that gets confirmed: the people and the procedures have to be working before the inspection.
Turnkey airline start-up →Crew, maintenance, paperwork, insurance, supply and planning are taken on by the operator. If the aircraft spends a lot of time on the ground, part of the fixed costs is covered by selling the spare hours. We work through both scenarios before the contract is signed.
Aircraft management →The customs regime and the calculation of the payments before the contract is signed, the choice of register and the order in which re-registration is done, the ownership structure and its tax consequences. Rates and reliefs change, so we check them as at the date of the deal rather than going on last year's experience.
Import and customs clearance →Registration and jurisdiction →VAT and taxes on ownership →The difference between a consultant and a practitioner shows up in the reserves: if nothing is set aside for major work on the engines and the airframe, the first year's economics look handsome, and in the third year a cash gap arrives together with the first heavy maintenance check.
Working on the client's side means having the right to talk you out of it. Below 100–150 flight hours a year, an aircraft of your own almost always loses to charter, and it is more honest to say so at once than to close the deal and part ways.
A transaction ends not with the signature but with entry into service: crew, maintenance, paperwork, insurance. We do this every day, which is why we know where the counting has to be done in advance rather than after the fact.
Set out the situation in a couple of paragraphs — I will answer personally and tell you whether there is work here. If it is not our kind of task, I will name the people who do handle it.