The first question operators ask us is almost never the commission. It is whether this ties them to anything.
What does not change
There is no exclusivity. Your aircraft stays available to your direct clients, to other brokers and to the charters you already hold. We ask for no priority and no calendar block.
We do not change how you operate. Your certificate, your minima, your crews and your procedures are yours. We do not operate: We work with certificated operators and aircraft available in Central America; outside the region we coordinate on request.
And you decide on every request. There is no automatic acceptance. If the date does not suit you, or the leg does not interest you, you say no and nothing follows.
What we do ask for
Operators we bring on evidence current certification, insurance and fleet documentation before receiving a first assignment.
In practice it is three things, none of them new work: the current certificate, the policy with its limits, and a sheet for each aircraft — registration, seating configuration, hold volume and the runway category it accepts.
That last one is the most neglected and the one that saves the most time later. If your Caravan does not go into an eight-metre field, we want to know before sending you a request, not after.
And the sheet should state real hold volume, not the manufacturer's brochure figure. The gap always shows up in the same place: a group with surfboards or dive gear that fits on paper and not through the door.
What happens when a request arrives
It comes with what the passenger has already said: origin, destination, date, passenger count and baggage. Not with a fare you have to match.
You answer availability and price. If you accept, The specific aircraft is assigned on confirmation, based on passenger count, baggage and the destination field.
The passenger does not negotiate with you, nor you with them. That separation takes the commercial side off your plate, which is the part that consumes time without flying.
There is a side effect worth understanding: you do not see the earlier conversation. By the time the request arrives, the passenger knows what a charter is, has compared it with scheduled service and knows the whole aircraft is quoted. That saves you the three questions that cost most on the phone, but it also means you cannot steer the sale: what arrives, arrives settled.
Where the real fit is
Not in filling your high-season calendar — you fill that yourself. It is in two specific places:
The hours you do not sell today. A Tuesday in September with the aircraft on the ground is fixed cost running with no revenue, and price does not fix that: request volume does. A discount on zero hours is still zero.
And the legs you already fly empty. If tomorrow you reposition San José–Tamarindo — 97.1 nautical miles — that leg exists with or without us. We work with empty legs: they arise from operations already confirmed, are listed at short notice and are not guaranteed. Ask us what is available that day.
What we will tell you even though you will not like it
Requests are not steady. There are weeks with several and weeks with none. If your business plan depends on a fixed flow, this does not provide it.
And the destination governs more than the aircraft does. Drake Bay is 83.5 nautical miles from San José and its runway is 1,000 × 18 m; if your aircraft fits there, it fits a great deal more. If it does not, there are requests that will never reach you.
We would rather say so than have you signed up and idle.
Frequently asked questions
Do I have to give you exclusivity?
No. Your aircraft stays available to your direct clients and to other brokers.
Do you operate aircraft?
No. We work with certificated operators and aircraft available in Central America; outside the region we coordinate on request.
What documentation do you ask for?
Current certificate, policy, and a sheet per aircraft with seats, hold and runway category. Operators we bring on evidence current certification, insurance and fleet documentation before receiving a first assignment.
Can I decline a request?
Yes. There is no automatic acceptance and no penalty for declining.
Do I negotiate with the passenger?
No. You answer availability and price; the commercial side does not pass through you.
How many requests can I expect?
They are not steady. If your plan depends on a fixed flow, this does not provide it.
Let us talk
Operators we bring on evidence current certification, insurance and fleet documentation before receiving a first assignment.
See also: Your fixed costs run with the aircraft on the ground · Chaining routes · Reduce deadhead · For operators · You keep operational control · Certified operators only · How bookings and payments flow · New operator: first bookings · Operator onboarding timeline · Writing your aircraft spec sheet