Services
Four things, done properly.
We are appointed by an aircraft owner or lessor to get one transaction across the line. That work divides cleanly into four parts, and we will tell you before we start which of them you actually need.
Screening
Which of your aircraft can clear the requirement, by serial number.
A requirement is a list of constraints, and most of them are not the ones people assume. Age caps are usually decorative. Engine type, maintenance status and the protected window at the front of the lease are what actually eliminate.
We run your fleet through the gates in cost order, cheapest first, and come back with a shortlist by MSN rather than by type. Where an aircraft fails, you get the reason and the date it stops failing, because an aircraft that clears in eight months is a candidate for the next round.
What you provide
What comes back
Scoring
Where the points actually sit, and what you can safely concede.
Structured tenders publish how they will score you, usually in an annex nobody reads to the end. Those formulae decide which concessions are expensive and which only look expensive.
We convert the published scoring into final award points, so a decision to refuse a term is priced rather than guessed at. Often a block that reads as fatal is worth a few points of a hundred, and can be bought back on rent.
What you provide
What comes back
Bid assembly
The technical package, to the standard the document actually demands.
Technical annexes routinely ask for avionics tables by ATA chapter, life-limited part traces back to birth, borescope video, dent and buckle charts, and engine health data recorded inside a fixed window before submission. Where a tender uses the word must, a single missing item makes the whole offer non-responsive.
We build the compliance matrix from the document, chase the evidence, and quality-control the package before it goes anywhere. The dated items are the ones that sink bids, because they cannot be produced retrospectively.
What you provide
What comes back
Submission
Deadlines, formats, and the clocks that void an offer.
Tenders are lost on process more often than on price. Separated technical and financial envelopes, pricing that leaks into the wrong one, a courier that misses a stated hour in a stated timezone.
We manage the mechanics, draft clarification questions for you to file through the published channel, and keep the timetable. You bid in your own name and hold the relationship throughout.
What you provide
What comes back
Boundaries
What we do not do.
A firm that claims everything is useful for nothing. These are the limits, and they are in our engagement terms rather than left to be discovered later.
- We do not own aircraft and take no positions. There is no inventory we are quietly trying to place.
- We act for owners and lessors. We do not act for airlines, and never for both sides of one transaction.
- We are not lawyers, tax advisers or appraisers, and we do not issue airworthiness opinions. We work alongside the people who do.
- We do not approach counterparties outside published tender channels. Where a counterparty is state-owned, that rule is absolute.
Fee
Paid by you, on success, and only then.
Our fee comes from the owner or lessor who appoints us, on execution of a lease, per aircraft delivered. Screening work carries no charge if nothing is placed. We take nothing from the other side of the transaction, in any form, at any point.
The mandate is written before work starts and states the fee, the aircraft it applies to, and the term. If a tender awards fewer aircraft than it offered, the fee follows what was actually delivered.