Charter brokerageAnonymous sourcingWorldwide
PrivateJet Charter
We put your trip in front of every operator with the right aircraft, and we withhold who you are until you pick a winner. Operators bid on the flight. Never on your name.
The problem
Published rates are fiction
Every charter site quotes an hourly rate. None of them fly at it. The number moves with where the aircraft is parked that morning, how the crew duty day falls, what the airport charges to park overnight, and whether the operator needs the leg to get home.
So we stopped publishing rates. What we publish instead is the arithmetic behind them, and then we make operators compete on the actual number.
The mechanism is a sealed bid. Your brief goes out identical to every qualified operator. They price the flight without knowing whose flight it is, which removes the single largest source of quote inflation in this industry.
Process
Four steps, one sealed brief
You send the trip, not your identity
Route, date, headcount, and anything that actually matters to you. We do not need your name to price a flight, and operators never receive it.
Operators bid against each other
The same sealed brief goes to every operator with a suitable aircraft near your departure window. They compete without knowing who they are competing for.
You see the bids side by side
Tail number, year, operator certificate, safety audit status and the full price with every fee already in it. No line item appears after you sign.
You award the flight
Only at that point does the winning operator learn who is flying. Everyone who lost the bid never finds out.
Fleet
Pick the cabin, not the brochure
Turboprops
Short legs, short runways, and airports a jet cannot use. Up to 1,806 nm.
Very Light Jets
The smallest jets. Two to five seats, regional legs. Up to 1,550 nm.
Light Jets
The volume workhorse of North American charter. Up to 2,165 nm.
Midsize Jets
Stand up cabins and coast to coast with one stop. Up to 3,340 nm.
Super Midsize Jets
Transcontinental nonstop with a flat floor cabin. Up to 4,018 nm.
Heavy Jets
Large cabin, cabin crew, and transatlantic capability. Up to 6,750 nm.
Ultra Long Range Jets
City pairs no other class can connect nonstop. Up to 7,750 nm.
VIP Airliners
Converted airliners for large groups and long stays. Up to 6,750 nm.
Routes
Most requested city pairs
Each route page carries the great circle distance, the block time in every aircraft class, whether the leg goes nonstop, and which field at each end makes sense for your aircraft.
All 2,211 routes- New York to Miami 949 nm
- Miami to New York 949 nm
- Miami to Cancun 466 nm
- New York to Nassau 964 nm
- New York to Turks and Caicos 1,149 nm
- Los Angeles to Cabo San Lucas 808 nm
- New York to St Barths 1,494 nm
- New York to Palm Beach 902 nm
- Palm Beach to New York 902 nm
- Miami to Turks and Caicos 505 nm
- New York to Denver 1,407 nm
- Denver to New York 1,407 nm
Privacy
Operators bid on the trip, not on you
Charter is a small industry with long memories. An operator who knows the name attached to a trip prices differently, and not in your favour. We remove the name.
Where we fly
Every metro, with the caveats
United States
Caribbean, Mexico and Atlantic
Europe and the rest of the world
Background
What a broker is actually for
Most people arrive here having already discovered that chartering an aircraft is not like booking a seat. There is no inventory screen. There is no fixed price. There are roughly two thousand certificated charter operators in the United States alone, each with a handful of aircraft, each of which is somewhere specific at any given moment.
That last detail is the one that matters most and the one nobody explains. An aircraft costs the same to fly whether it is carrying you or flying empty to reach you. So the single biggest variable in your quote is not the aircraft type. It is where that aircraft happened to be parked when you called.
Two operators can offer the identical airframe on the identical day at prices that differ by half, and both are being honest. One has a jet sitting on your departure ramp with nothing booked. The other has to send it three hundred miles to collect you and three hundred miles home afterwards, and someone pays for those legs.
Why we do not publish an hourly rate
Every competitor publishes one. We will not, because the number is not real. An hourly rate ignores positioning, and positioning is the cost. It also ignores the daily minimum most operators apply, the overnight fee when the crew stays with the aircraft, the ramp and handling charges that vary by field, peak day surcharges around the obvious weekends, de-icing in winter, international handling and overflight permits, and the federal excise tax on domestic legs.
Quote a rate and you have to bury all of that somewhere. Usually it turns up after the deposit. We would rather show the components, explain which ones move, and then let the market tell you the number.
What we do instead
We hold the brief and we run the auction. Your trip goes out to every operator whose aircraft can actually do it, sealed, identical, at the same moment. They bid without knowing who you are or what anyone else bid. You get the results in one place with the tail number, the build year, the operator certificate, the third party safety audit status and a single all in price for each.
Our fee is a line on that comparison. You can see it. You can see what the operator is charging and what we are charging, which is a strange thing to say out loud in this business but seems like the minimum standard.
Where the site can help before you talk to anyone
The route pages exist because the most useful thing we can give you before a conversation is arithmetic. Distance between the two fields, computed rather than guessed. Block time in each aircraft class, so you can see whether the extra cabin is worth the money on your particular leg. Whether a light jet makes it nonstop or whether the sector length forces you up a class. Which airport at each end suits your aircraft, since the field you have heard of is often not the field you should use.
The aircraft pages carry manufacturer published specifications for range, cabin dimensions, baggage volume and runway requirement, arranged so the classes are comparable. The guides cover the parts of the process people find genuinely confusing, including empty legs, jet cards, safety audits, customs and what an FBO actually is.
None of it requires you to give us anything. When you are ready, the form asks for the trip and nothing else.
What does a private jet charter actually cost?
It depends far more on where the aircraft is parked than on the aircraft itself. The same airframe on the same day can differ by half between two operators, because one has it sitting on your departure ramp and the other has to fly it in empty and fly it home again. That is why we run a sealed bid instead of publishing a rate. Operators price your specific trip against each other and you see every bid with all fees included.
Why will you not publish hourly rates like everyone else?
Because an hourly rate ignores positioning, and positioning is usually the largest single cost on a charter. It also ignores daily minimums, overnight fees, ramp and handling, peak day surcharges, de-icing, international permits and federal excise tax. Any site quoting a clean hourly number is either burying those costs or is about to add them after your deposit.
How do you keep my identity private from operators?
Your brief goes out with the route, date, passenger count and cabin requirements only. No name, no company, no contact details. Operators bid against each other on the trip. The winning operator learns who is flying once you award the flight, because the manifest legally requires it. Every operator who did not win never finds out.
Do you own the aircraft?
No. We are a charter broker. Every flight is operated by an independent air carrier holding the operating certificate required in its jurisdiction, which in the United States means FAR Part 135. We source and compare those operators. We do not own, lease, operate or control any aircraft, and we tell you which certificate holder is flying you before you commit.
How far in advance do I need to book?
Domestic legs can often be arranged same day if an aircraft is available nearby, though the closer to departure you get the thinner the choice becomes. International trips need more lead time because of customs notification, overflight and landing permits, and crew duty limits. Peak weekends and ski season at slot controlled mountain airports are the two cases where weeks of notice genuinely changes what you can get.
What is an empty leg and should I wait for one?
An empty leg is a repositioning flight an operator has to fly anyway, usually to collect a client or return home. They are sold at a discount because the alternative is flying empty. The catch is that they run on the operator schedule, not yours, and they get cancelled when the original trip changes. They suit flexible travel and they are a poor plan for a fixed meeting.
Is a bigger aircraft always faster?
Over long sectors, yes, because it goes nonstop where a smaller aircraft needs a fuel stop, and it cruises higher and faster. Under roughly four hundred nautical miles the difference collapses, because most of the trip is climb and descent and neither aircraft spends long at cruise. Our route pages show block time by class for that exact reason.
What happens if weather or a mechanical issue cancels my flight?
The operator is responsible for providing a recovery aircraft or refunding the flight, and the terms sit in the charter agreement you sign with them. Because we hold the bids from every operator who quoted your trip, we already know who else had a suitable aircraft available that day, which usually shortens the recovery.
Send us the trip
No account. No name. No call until you want one.
Get your free quotePhotography on this site is representative. It does not depict a specific aircraft, operator or tail number offered for charter.