The question almost always arrives as "Caravan or twin?", and that is the last of the three to answer, not the first.
1. Which fields do you want to be able to work?
This decides more than anything else. The runway width and length of the fields you want to serve rule out entire categories before you look at a single manufacturer sheet.
And it has to be checked in the current AIP, not a secondary database. Runways get extended and databases take years to notice.
If your list includes the narrowest fields in the network, you are buying in a market of two or three models. If it does not, the whole catalogue is open and the decision becomes economic.
It is also worth separating "can get in" from "gets in with reserves and a full aircraft". Many aircraft are listed as suitable for a field under conditions that are not those of a Tuesday in April with six passengers and baggage.
2. With what load, on what day?
The second is about performance, not seats. An aircraft that carries eight passengers at sea level on a cool day may carry five at a hot field with reserves.
The brochure figure is the theoretical ceiling. The one that matters is what comes out on your most demanding route on the worst day of the year.
Drake Bay is 83.5 nautical miles from San José, Tamarindo 97.1 and Tortuguero 53.4. These are short legs: range is rarely the limit. Weight and runway almost always are.
3. And only then, how many seats?
Because seats you cannot fill are empty weight paying for fuel.
A larger category gives more possible requests but worse economics on the ones you already do. If your history is groups of four, buying for ten does not fill the aircraft: it raises the hourly cost of the flights you already had. The specific aircraft is assigned on confirmation, based on passenger count, baggage and the destination field.
What usually gets decided badly
Buying the same model as the neighbour. It duplicates existing supply in your area and competes with whoever already has the route established.
Buying on acquisition price. The cost that decides is operating a hundred more hours a year, not the purchase. Engine, insurance, hangar and parts availability weigh more over three years.
And buying before measuring. The aircraft may need to reposition to the departure aerodrome, and that leg forms part of the quote. If you do not know how many requests you turned down and why, you are buying blind.
And there is a fourth that costs more than it looks: buying a model with no maintenance nearby. An aircraft grounded waiting for a part shipped from abroad is indistinguishable from an aircraft you do not have.
What we will not tell you
Which model to buy. We do not know your balance sheet, your base or your plan, and an aircraft recommendation without those three is an opinion shaped like advice. 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.
What we can tell you is which categories are scarce in which corridors, which is information rather than opinion.
Frequently asked questions
What is the first question?
Which fields you want to work. The runway rules out whole categories before you look at manufacturers.
Where do I check runway data?
In the current AIP. Secondary databases take years to pick up an extension.
Is the brochure capacity useful?
It is the theoretical ceiling. What matters is real load on your hardest route on the worst day.
Are more seats better?
Not if you cannot fill them. Empty seats are weight paying for fuel and raise your hourly cost.
Which cost decides the purchase?
Operating, not acquiring. Engine, insurance, hangar and parts weigh more over three years.
Is "can get in" enough?
No. Separate it from "gets in with reserves and full". Those are different conditions.
Will you tell me which model to buy?
No. Without your balance sheet, base and plan, that would be an opinion shaped like advice.
Let us talk
Operators we bring on evidence current certification, insurance and fleet documentation before receiving a first assignment.