What we handle

Ground handling

A stop has more moving pieces than any other part of a trip, and the least time to fix them when one goes wrong. So we set it up in advance. Every stop runs off the trip file the ops desk opened when your request came in, and nothing gets worked out for the first time while the aircraft is on the ground.

What we do

Every item, handled by a named coordinator

01Services, stand and timings agreed before the aircraft is committed to the field.
02The turnaround built around your schedule, not the field's.
03Crew and passengers from the aircraft to the car, plate-side where the field allows it.
04Fuel, catering and transport sequenced into the turnaround, so the fuel truck is not waiting on the caterer.
05The service list and the price agreed in writing before the aircraft arrives.
06Stand, frequency and contact details in the trip dossier before the crew leaves the previous stop.
07The stop checked afterwards, and put right when it did not match what we agreed.

What we need from you

Aircraft type and registration.
Arrival and departure times, and stand requirements if any.
Which services are wanted at this stop.
Passenger count, and whether anyone needs assistance.
Anything unusual on board: pets, firearms, oversized baggage, medical equipment.

LEAD TIME

Most stops are set up the same day. The exception is a field in a peak week, where ramp and stand capacity is allocated well in advance regardless of how quickly we move.

FBO vs ground handler →

WHAT GOES WRONG

An unbriefed stop is the most common cause of a slow turn: no power waiting, catering still in a van, and a passenger with reduced mobility nobody was told about. We brief every stop off the trip file, so the field knows the aircraft before it lands.

Where