Aircraft matched
to the job

What we fly

Three type families, and what each one is for

The choice is nearly always the same trade: strip performance and payload against speed and range. Get it wrong and you either cannot land where the job is, or you pay jet money to fly a sector a turboprop would have covered comfortably.

Here is what each type family does, and where it stops being the right answer.

King Air B200

Turboprop · our own aircraft

The workhorse, and the reason we can quote work other operators have to decline. Nine seats, pressurised and air-conditioned, on twin Pratt & Whitney PT6A-42 turboprops — and able to operate off gravel and compacted earth with baggage still on board.

Most resource-sector and government work does not finish at a certified aerodrome. It finishes at an ALA, and that is where a jet stops being an option at any price.

What decides whether we can take your strip:

• Length, at the weight we need to carry
• Surface and width
• Obstacle clearance on both approaches
• Whether it stays useable after rain

The other trade is fuel against seats. A long sector into a strip with no refuelling means carrying the return fuel, and that comes straight out of payload. Short multi-leg days with fuel en route let you fill the cabin. Send us the sectors and passenger numbers and we will tell you which of those you are in.

Nose and aft baggage means crew-change bags do not come out of the cabin. Best suited to contract rotations, tour and expedition support, remote charter and time-critical freight.

More on the King Air B200 →

Strip performance is the whole argument for the type — length at weight, surface and obstacle clearance decide whether we can take it.

Cessna Citation

Light and midsize jet · on line

Where the strip is sealed and the sector is long, the turboprop stops being the efficient answer. Citations cover domestic corporate and time-critical work at jet speed, and they are the right call when the day depends on getting there and back inside it.

This is also the honest answer for sealed-strip resource-sector work. Plenty of FIFO and project travel runs into sealed regional aerodromes where a jet genuinely is faster and no capability is given up — and in that case we will put one against the job rather than talk you into a turboprop.

Cabin configuration varies by airframe, so we confirm the aircraft with the quote rather than promising a tail number we cannot hold.

More on the Citation Mustang →

Embraer Phenom 100EV and 300

Light jet · on line

Phenom 300 — up to nine seats with the range for transcontinental sectors and into the Asia Pacific. The pick for corporate travel where the sector is long, the strip is sealed, and the passenger count justifies the cabin.

Phenom 100EV — compact and efficient for shorter corporate sectors and smaller groups, where speed matters more than cabin size and the economics of a larger jet do not stack up.

Both are well suited to the run between capitals and sealed regional centres, and to the sort of day that starts and finishes in the same city.

More on the Phenom 300 →    More on the Phenom 100EV →

Choosing between them

If you are not sure which you need

Give us the route, the dates and the passenger numbers and we will tell you which type suits and why — including when the answer is the cheaper aircraft. We put the right aircraft against the sector rather than the other way round, and we would rather lose a jet booking than sell you one that cannot land where you are going.

Next step

Tell us the job

Route, dates and passenger numbers. We’ll tell you which aircraft suits and what it costs.