These arrive in a consistent order, and the order says something: operators ask about money first and about control last, when the second question is the one that decides whether the relationship works.
"What does it cost?"
Nothing to list and nothing per request. The operator is paid the full flight at their usual rate: our intermediation is not deducted from what they charge.
If you receive twelve requests and fly none of them, we have earned nothing from you. That is the arrangement working rather than a bad month to be fixed by changing terms.
"How much work will I get?"
Less than you are hoping, and it depends on your category against your region.
This is the question where we disappoint people, and we would rather do it now than after a quarter. An operator whose aircraft duplicates what is already available nearby will see very little. One whose aircraft reaches fields that others cannot will see requests nothing else would have produced. The specific aircraft is assigned on confirmation, based on passenger count, baggage and the destination field.
Ask us which of those you are. We will tell you before you spend a week assembling documents.
"Do you fly your own aircraft?"
No. If we did, there would be an obvious incentive on every request to fill ours first, and you would have no way to audit it.
"Who owns the client afterwards?"
The first contact is ours because the passenger found us. What happens after that is not restricted — and if any intermediary tells you otherwise, read the clause rather than the summary.
"Why does the passenger see a price before I quote?"
We show a "from" price per route; the final fare depends on the date, the group and the baggage, and is confirmed in writing before booking. Because an enquiry arriving without a price expectation costs you an afternoon of explaining. The trade is that your freedom to price upward is narrower.
We will not change this, and an operator for whom that trade is wrong should know it before listing rather than after.
"What happens if I decline a flight?"
Nothing. No ranking to fall in, no requests withheld afterwards.
This is the question we wish came first. An operator who believes declining is expensive will eventually accept a day they should have refused, and no commercial arrangement is worth that.
"Can I set limits on what reaches me?"
Yes, and you should. Dates, fields, group sizes, leg length, notice period. A Tortuguero transfer at 53.4 nautical miles you do not want is a filter, not a refusal.
"How long does joining take?"
Days, with current documents. Almost every delay we see is a document that expired without anyone noticing. Operators we bring on evidence current certification, insurance and fleet documentation before receiving a first assignment.
"What do you get wrong?"
We send requests aircraft cannot fly, because we match on category rather than on a performance calculation we do not have. We cannot always tell you why you lost a job. And we describe the volume honestly and operators still arrive expecting more, which suggests we are not saying it early enough.
A Drake Bay run at 83.5 nautical miles is a real route with real demand, measured in jobs per month rather than per week.
Frequently asked questions
What does listing cost?
Nothing to list and nothing per request. If you fly none of the requests, we have earned nothing.
How much work will I get?
Less than you are hoping. It depends on your category against your region, and we will tell you which case you are before you assemble documents.
Do you operate aircraft?
No. If we did there would be an incentive to fill ours first and you could not audit it.
What happens if I decline a flight?
Nothing. This is the question we wish came first, because believing declining is expensive eventually costs a day you should have refused.
Can I filter what reaches me?
Yes. Dates, fields, group sizes, leg length and notice period.
What do you get wrong?
We send requests some aircraft cannot fly, we cannot always say why a job was lost, and we apparently do not describe the volume early enough.
Let us talk
Operators we bring on evidence current certification, insurance and fleet documentation before receiving a first assignment.