AcheterUnAvion

What we do

Sell an aircraft

Exclusive mandate, evidence-based pricing, controlled marketing. We establish what your aircraft is worth before we quote the market a number.

  • Documented valuation
  • Marketing to qualified buyers
  • Offer handling and negotiation
  • Closing and export

How a sale runs

Six stages, from valuation to settlement

You know at every moment where your aircraft stands, who has seen it, and what is still missing to close.

  1. 01

    Documented valuation

    Hours, cycles, engine programme status, condition of the interior and the paint, damage history. You receive a range and the list of items that move it.

  2. 02

    Logbook audit

    Before anything is advertised. A missing airworthiness directive entry or a gap in engine trend monitoring takes three weeks to settle on your timetable, and derails a sale in the middle of a buyer's inspection.

  3. 03

    Mandate and asking price

    Exclusive mandate, asking price agreed together, and the floor below which we do not bring you an offer.

  4. 04

    Targeted marketing

    Operators, management companies and owners approached by name, chosen on fleet, mission profile and renewal cycle. A public listing follows when it helps.

  5. 05

    Offers and letter of intent

    Each offer reaches you with the buyer's financial standing, the inspection scope requested and the walk-away conditions.

  6. 06

    Inspection, closing, export

    Independent facility, escrow, bill of sale, deregistration and re-registration. Funds move through escrow, never through us.

What your aircraft is worth, and who would buy it

Send us the registration, the year and the hours. You get a documented valuation and our reading of the market within one business day, with no commitment.

Sell your aircraftValue it first

The price is settled before the advertisement

We establish what your aircraft is worth before any number reaches the market. Hours, cycles, engine programme, maintenance status, age of the interior and the paint, damage history, avionics against current mandates. Each one moves the figure, and each one is documented.

An aircraft advertised above its value does not sell slowly. It sits, it acquires a reputation for sitting, and it eventually sells below what it would have made at the right number on the first day.

Who actually gets shown the aircraft

Most business aircraft change hands without ever appearing in a public listing. We approach, by name, the operators, management companies and owners whose fleet, mission profile and renewal cycle fit your aircraft.

A public advertisement follows when it helps. It is one tool, not the strategy.

What delays a sale, almost every time

Incomplete records. A missing airworthiness directive entry, a modification without its paperwork, a gap in the engine trend history. None of that stops a sale. All of it stops a sale from closing on schedule.

We audit the logbooks before marketing starts, so the gaps surface on your timetable rather than in the middle of a buyer's inspection.

When to sell, and when to wait

Three dates decide far more than the state of the market: the next heavy inspection, the engine programme enrolment, and the deadline of whatever avionics mandate applies to your registration. An aircraft sold six months before a heavy check carries that cost in its price, and an aircraft sold just after it recovers only part of the outlay.

Engine programme enrolment is the clearest case. A fully enrolled aircraft sells faster and higher, because the buyer inherits a known cost instead of a risk. If yours is not enrolled, the arithmetic of enrolling before marketing is worth doing, and we do it with you before the mandate is signed.

What to gather before the first viewing

Airframe, engine and propeller logbooks, complete and continuous. Status of the engine and APU programmes with the last invoice. Last heavy inspection report and the current airworthiness directive compliance list. Equipment list with the avionics fit and modification paperwork. Damage history, including the repairs that were minor. Certificate of registration, certificate of airworthiness, and the position on any lien or mortgage.

That last point stops more sales than any technical issue. A lien nobody mentioned surfaces at escrow, and the closing slips by weeks while it is cleared. We ask about it on the first call, which is not a pleasant question but is a cheap one.