Buy the right airplane.
Not the one that's for sale.
Aircraft acquisition and sales representation - piston singles through large-cabin jets. Led by a working captain and aircraft manager, not a salesman.
The Problem With How
Most People Buy
A buyer decides they want an airplane. They browse listings. They find one that looks good and is priced well. They make an offer, run a pre-buy, and close.
Six months later they've discovered that the airplane can't make their most common trip with full seats, that the engine program wasn't transferable, that the avionics are two mandates behind, and that the "low time" airframe sat in a hangar for four years - which is worse for an airplane than flying it.
Every one of those is knowable before you sign. None of them are visible in a listing.
How I Work
01
Mission Before Metal
Before we look at a single aircraft, we define the mission. Your five most frequent trips. Passenger counts. Airports you need access to. Annual hours. Ownership structure and tax posture. Whether charter revenue is part of the plan.
The airplane is the output of that analysis, not the input.
02
Full Market Survey
Every aircraft that fits - publicly listed and otherwise. I work the off-market channels directly: operators, flight departments, management companies, and owners who'd sell to the right buyer but haven't listed. This is consistently where the better airplanes are.
03
Records and Technical Review
Damage history, corrosion, incomplete logs, non-transferable programs, AD and mandate compliance, and the maintenance events waiting just past your ownership horizon. I read the file the way a chief pilot reads it before accepting an airplane into a fleet.
04
Valuation and Offer
What the airplane is actually worth given its specific configuration, times, and condition - not what the asking price suggests. I structure and negotiate the LOI with deposit terms and inspection rights that protect you.
05
Pre-Buy Oversight
Facility selection, inspection scope, and someone in the room representing your interests. Discrepancy lists get triaged into what the seller corrects, what adjusts the price, and what you accept.
06
Closing and Entry Into Service
Escrow, title, registration, and delivery. Then the part most brokers walk away from: crew, training, maintenance program enrollment, insurance, and hangar. You end up with an operating aircraft, not a set of keys.
Selling an Aircraft
Sell-side representation with proper market positioning, professional photography and video, targeted outreach to real buyers, and honest guidance on pricing.
If your airplane has been listed for eight months with no serious offers, the problem is the price or the presentation. I'll tell you which.
Current Buyer Mandates
I'm actively sourcing on behalf of qualified buyers:
Phenom 300E — $2.3M–2.9M, Southern California base
Citation V — fresh hot sections, Garmin-upgraded panel
Piaggio Avanti II
Gulfstream G700 — multiple buyers
If you own one of these and would consider the right offer, the conversation is confidential and there's no listing required.
Straightforward Terms
I'm compensated on the transaction, disclosed to you in writing before we begin. I don't own inventory. I don't take undisclosed payments from sellers, operators, or service providers.
You'll know exactly what I make and who I represent. That's you.
CAPTAINCURT
Strategic Aviation Advisory
