Jet Financing
A jet is financed against a mission and a hold period, not a price. What the aircraft is expected to fly, how long the owner intends to keep it, and how the operation is held decide the structure long before the airframe does.
How we structure it.
Acquisition Loan
Senior secured financing where the owner keeps title, control, and the depreciation position. The usual answer where the aircraft is expected to be held well beyond the term.
Operating Lease
A residual set against the aircraft's expected position at term end, with a genuine choice to return, renew, or purchase. Suits owners whose hold period is shorter than the airframe's life.
Refinance & Sale Leaseback
Restructure existing debt to current terms, or convert an owned aircraft into working capital while it stays on the certificate and in the hangar.
Not sure which fits?
Bring us the aircraft and the mission — we’ll model the alternatives side by side.
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New and pre-owned jet acquisitions
Acquisition loans with title and depreciation retained
Operating leases with a balanced residual
Refinance of existing aircraft debt
Sale leaseback on an owned aircraft
Import, registration, and closing costs
What the desk reads.
The mission the aircraft is bought to fly, and how often
Hold-period intent and the anticipated exit
Ownership structure and which entity holds the aircraft
Operating history, whether Part 91 or on a certificate
Maintenance program enrollment and airframe records
The buyer's broader balance sheet and liquidity position
Asked before the term sheet.
Does the aircraft type change what financing is available?
It changes the residual position more than anything else. Aircraft with deep, liquid secondary markets and well-understood maintenance programs support lease structures comfortably; thinner markets and one-off configurations push toward ownership structures, where the residual is not carrying the deal.
Should the aircraft be financed through an entity?
Most are, and the structure matters to more than tax. How the aircraft is held affects liability, registration, the operating certificate it can sit on, and what happens when it is sold — questions worth settling with aviation counsel before a purchase agreement is signed rather than after.
How does a maintenance program affect the deal?
Enrolment on an engine and airframe program makes a jet's future cost knowable, which is precisely what a residual depends on. An aircraft off program is not unfinanceable, but the analysis shifts toward records, inspection status, and what the next major event is likely to cost.
Related financing
The rest of the aviation desk's coverage — assets, components, and ownership programs.
Turboprop Financing
Financing for single and twin turboprops — cabin-class, utility, and special-mission aircraft, structured around utilization and operating economics.
Piston Aircraft Financing
Financing for certified piston singles and twins — including high-performance and complex aircraft, with engine and avionics condition at the center of the analysis.
Helicopter Financing
Rotorcraft financing for light singles through medium twins — corporate, utility, medical, tour, and offshore operations, structured around the mission.
Tell us about the aircraft. We’ll engineer the rest.
Confidential response within one business day.
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