You loved your first high performance piston aircraft.
Then you met your first TBM, PC-12 or M600 / Meridian. Life hasn’t been the same since you saw speed, simplicity, safety and let’s be honest… gobs more power.
But your insurance company stepped in and said, “Not so fast.” Followed by, “You’ll need some SOE” (SOE = supervised operational experience.
Problem solved. We help you get the training you need, add a rating while you’re at it and generally bond with your plane like a pro. Go the extra mile and drill down on aircraft systems, real world turboprop ops, life in the flight levels and other specifics your underwriter will great about.
Engage us before you buy and save money on your acquisition through pro buyer help and start building time right from the ferry flight back after the pre-buy and closing.
One of the challenges of representing buyers, whether it is a Super Cub, King Air or Phenom is knowing where to start the opening shot: The offer.
How do you proffer a number to an aircraft seller that shows the seller multiple things? For example, your contact and methods demonstrate:
Your math accounts for outliers such as super low or high airframe total time, damage history, missing logs or a run out engine. (And when these are great.)
An offer that is serious (i.e. committed / real buyer) and likely to close.
A number that is fair and close to what other transactions are valued at for the same make, model and age aircraft. (And how to find hidden gems here.)
Adequate respect and mindfulness on how you handle the seller’s conditions or needs. (A smooth sale has as much to do with emotional self awareness, as it does the spreadsheet of how you structured the offer.)
Some new or aspiring pilots know what they want: Big tires, a tailwheel and being “off airport” just as much as “on airport.” If you land on the water, or are a helicopter, you’ll get used to the tower saying “land at your own risk.” This is music to the ears of those who chose a slightly unconventional learning path.
What do you seek? (In your aviation dreams?)
The cookie cutter flight school program? Or do you value critical skills early on that are often not taught until you fly your first seaplane or gravel bar landing tundra tired Super Cub?
It wasn’t too long ago that we all learned to fly a tail dragger in a field somewhere near a bigger airport. Most also turned out to be really good pilots for the simple reason that they had to use their feet (i.e. rudder) and an intuitive connection and approach to much of their flying. Just ask Sully.