Our core business · Part 91

Aircraft dry leasing, done right.

A dry lease is simple: we lease you the aircraft, you supply the crew and hold operational control. Same jet you’d charter — priced at direct costs instead of a retail rate sheet. Think of it like a rental car with wings: we hand you the keys; you do the driving. The aircraft is hangared at LNA and available for dry lease now.

Simple to start

Three steps and you’re flying

Dry leasing sounds technical, but getting started isn’t — and you deal directly with the owners the whole way.

Call or text your routes See the math first

Tell us your mission

Routes, hours per year, and timing. We’ll come back the same day with real numbers — block or pay-as-you-go.

Sign a clean dry lease

Straightforward, truth-in-leasing compliant paperwork on flexible terms. No broker in between.

Crew it and fly

You bring a pilot you choose, hire, and pay directly — we can share a list of independent pilots — and the jet flies on your schedule for the term.

What the lease covers

✓The aircraft — inspection-fresh, hangared at LNA
✓Scheduled maintenance and airworthiness upkeep
✓Truth-in-leasing compliant documentation
✓Flexible terms — block hours (good 12 months, 25-hr minimum) or pay-as-you-go
✓Owner-direct answers, same business day

What you bring

→Your crew — a pilot you choose, hire, and pay directly (we can share a list of independent pilots)
→Fuel — at CAA member contract pricing at CAA Preferred FBOs, where available
→Insurance naming you as operator
→Trip costs — landing, handling, catering, overnight hangar
→Operational control of every flight, under Part 91

What if I want out? Pay-as-you-go carries no commitment. On a block, the prepayment is the only committed money — hours are good for 12 months.

Who it fits

Built for people who already fly private

If you charter 15+ hours a year, you already know the rates — and the availability games. A dry lease gives you the same aircraft at direct cost, with none of the markup and no fleet roulette.

It’s a proven structure for frequent charter customers, businesses that would rather not own, owners between aircraft, and owner-pilots building 525 time.

Flying 50 hours a year? The estimator shows what that’s worth annually — most people are surprised.

See the annual math

Interim lift

Aircraft down? Bridge the gap.

Your aircraft is in the shop — or sold, with the next one months out. A short dry lease keeps your calendar intact in the meantime: flexible one-to-few-month terms, flown by your crew, under your operational control.

This is the audience we can start with fastest. The paperwork can be at your counsel’s desk this week, and your pilot can position the jet to any Florida airport — at your cost, under your lease.

Call about interim terms

Who it works for

Who dry leases with us

Owners between aircraft

Sold the last one, the next one’s months out. A short lease keeps you flying — and your crew moves right over.

Businesses that would rather not own

Jet access at direct costs — no depreciation on the balance sheet, no crew on payroll. Your pilot, your operational control.

Families who fly private

Six club seats to the places you already go — flown by a pilot you choose, hire, and pay directly.

Frequent charter customers

If you charter 15+ hours a year, you know the retail rates. Same aircraft, direct costs, no markup in the middle.

Owner-pilots building CE-525 time

The CJ1 is single-pilot certified. Fly it yourself where your insurance allows and log time in a well-kept airframe.

Buyer beware

Signs a “dry lease” isn’t one.

The FAA actively polices sham dry leases — charter in disguise. Whoever you lease from, walk away when you see:

✕The lessor supplies or picks your pilot — a real dry lease never comes with crew
✕One bundled hourly price “including crew”
✕Per-seat pricing — that’s selling air transportation, not leasing an aircraft
✕“We handle everything” — then you don’t hold operational control
✕No written truth-in-leasing language in the paperwork

Knowing where the lines are is exactly what keeps your operation compliant — and it’s why our paperwork holds up.

Clear boundaries · the legitimate one

A dry-lease company — not a charter operator.

We lease aircraft; we don’t sell flights. You crew the aircraft and hold operational control under Part 91. We hold no Part 135 certificate, don’t provide your pilots, and don’t schedule your trips. The FAA actively polices sham dry leases — knowing exactly where we stop is what keeps your operation compliant, and it’s why our paperwork holds up.

Need a flown-for-you trip instead? That’s a charter — we’ll gladly point you to a certificated Part 135 operator.

Straight answers

Questions everyone asks

What will a trip actually cost me?

Three direct costs: the aircraft at $1,750/hr on a block ($1,950/hr pay-as-you-go; indicative), fuel — roughly $600/hr at contract pricing — and a pilot day, typically $1,000–1,500, paid by you. A round trip to Atlanta pencils out around $9,500 all-in; chartered, the same trip typically lands near $15,000 once the 7.5% excise tax and the fee lines hit the invoice. Illustrative — run your own route in the estimator; every assumption is editable.

Is this legal? It sounds too good.

Yes — the dry lease is a long-established FAA structure; corporations and flight departments use it every day. What the FAA polices is fake dry leases — charter in disguise, usually because the “lessor” also supplies the pilot. Ours is the real thing: truth-in-leasing compliant paperwork, you hold operational control under Part 91, and we never provide the crew. The price isn’t too good — it’s just what flying costs when nobody is marking up the middle.

Do I have to be a pilot?

No. Most lessees never touch the controls — you hire a qualified pilot who flies every trip. You choose, hire, and pay the pilot directly; we can share a list of independent pilots who know the type. And if you are a pilot working on your CE-525 time, the CJ1 is single-pilot certified — this structure works especially well.

How do block hours work?

You purchase a block of at least 25 hours at $1,750/hr and fly them down — and they’re good for a full 12 months, not the 30 days most dry-lease programs allow. No block? Pay-as-you-go runs $1,950/hr with no commitment. Rates are indicative.

Will the jet actually be available when I want it?

Leases are non-exclusive — you request dates, we confirm. In practice, a deliberately small number of lessees on one well-kept airframe means most requests are simply confirmed. Right now the calendar is at its most open — the aircraft just came home, and block-hour lessees get first call. We’d rather run a light schedule and keep lessees for years than overbook one airplane — and we’ll tell you honestly what the calendar looks like before you commit.

What does insurance look like?

You carry coverage naming you as the operator, with pilot requirements set by the underwriter — typically type-specific training and minimum hours, and single-pilot approval where experience supports it. We’ll walk you through what underwriters usually want before you commit to anything.

Can I take it to the Bahamas or the Caribbean?

Yes — international trips work under a dry lease with the right paperwork aboard. Nassau is about an hour from Lantana; most of the Caribbean is nonstop. Your pilot handles the customs and eAPIS filings like any Part 91 international flight.

Who handles maintenance?

We do — the aircraft is maintained on its inspection program and kept airworthy at our expense as owner. You’re never billed a surprise maintenance line: your costs are the lease rate, fuel, your crew, and your trip expenses.

Aircraft down for maintenance, or between airplanes? A short interim lease is one of the most natural ways to start with us — call and we’ll talk timing. More questions? The full FAQ covers operational control, paperwork, and the rest.

Send your routes — get lease pricing.

Real numbers for your actual missions — block or pay-as-you-go, same business day.

Ten minutes with an owner beats an hour of reading.

Call or text with your routes — we’ll walk the structure, the numbers, and whether it’s actually a fit.

Call (561) 529-4830 Send your routes instead