AcheterUnAvion

What we do

Buy an aircraft

We represent the buyer and nobody else. Requirement definition, worldwide market search, pre-purchase inspection oversight, escrow, closing, delivery and import.

Nine stages, and you follow all of them

  1. 01

    Requirement definition

    Mission profile, runway constraints, range with real payload, budget including the first two years of ownership.

  2. 02

    Market search

    Every candidate, advertised or not, with our valuation beside each asking price.

  3. 03

    Shortlist

    Three to five ranked aircraft, with the reason each one is on the list and the finding that would take it off.

  4. 04

    Letter of intent

    Price, deposit, inspection scope and walk-away conditions agreed before anybody travels.

  5. 05

    Pre-purchase inspection

    At a facility with no commercial relationship to the seller. Discrepancy list priced, then negotiated.

  6. 06

    Escrow

    Funds and title with an independent escrow agent. We never touch client money.

  7. 07

    Closing

    Bill of sale, deregistration, registration, lien search and release, insurance bound.

  8. 08

    Delivery

    Ferry flight, import, VAT position, crew familiarisation, handover of the operating manual.

  9. 09

    First year

    Maintenance plan, budget against actuals, valuation refreshed at twelve months.

Business aircraft catalogue

Private jet prices and specifications

Every business jet still trading, from the Cessna Citation Mustang to the Boeing BBJ 787. Each entry gives the manufacturer specification, the value curve by age and the hourly charter rate.

Private jet prices, every modelHow to buy a business jet, step by step
  • Exclusive buyer-side mandate
  • Pre-purchase inspection oversight
  • Escrow and title search
  • Import, VAT and registration
Contact usBudget your acquisition

What we ask for before we start looking

A requirement, written down, in one paragraph. How many people, how far, how often, out of which airports and in what weather. Those five answers remove most of the catalogue before anyone opens a listing.

The runway usually decides more than the range does. Fourteen hundred metres at altitude on a hot day takes half the candidates out before cabin size is even discussed.

A broker who starts by showing you aircraft is selling what they have, not finding what you need.

How we are paid, and why that is the first question

The fee is agreed with you before the search starts, and it moves neither with the aircraft you choose nor with the price you pay.

That last clause is the whole argument. A fee that rises with the purchase price rewards an adviser for talking you upward. A fee paid by the seller makes the adviser the seller's, whatever the letterhead says.

Put the same question to every broker you meet, before you engage them. The answer tells you who they work for.

The costs that arrive after the price

The purchase price is roughly three quarters of what leaves your account in the first year. The rest is the pre-purchase inspection and the corrections it finds, duty and VAT where they apply, registration, entry into service, crew recruitment and type rating, and the first maintenance event.

Budget one to three per cent of the price for the inspection alone, and more on an aircraft that has been parked.

We put those figures in writing before you sign a letter of intent, not after.