Is a card cheaper than booking each flight?

Not reliably. It earns its keep at short notice and in peak weeks, when ad-hoc pricing is set by what is left available rather than by the type you want. On flexible dates in a quiet month an individual quote is often lower. The way to find out is to price your real last twelve months both ways, which is where we start.

What happens to hours I do not fly?

That depends on the term you sign, and it is the clause people skim. Cards run for a fixed period: some balances roll into a renewal, some expire, and refund terms differ in the notice they require and what they deduct. Do not assume an unused balance simply comes back. Ask for the wording, and keep the first card small enough that the question stays small.

Is the hourly rate really fixed?

Fixed for the flying, within the terms: the cabin class you contracted, inside the service area, on dates the availability clause covers. Outside it sit taxes, airport and handling charges, de-icing, waiting time and catering above the standard, and some programmes carry a fuel escalation term. Establish which of those apply before you compare two rates against each other.

Do I get the same aircraft every time?

No, and no card programme should promise that. You are buying a cabin class from a pool of operator aircraft, so the tail changes between trips while the cabin size and the service standard do not. If a particular aircraft or a particular operator matters to you, tell us early: it is a preference we can record and often meet, not something we will guarantee in writing.

Services

Jet card & membership

Fixed hourly rates and guaranteed availability when you fly often.

A jet card is the simplest way to fly private when you do it often. You pre-fund a block of flight hours at fixed, agreed rates and draw them down whenever you need to fly — with guaranteed availability, even at short notice and in peak season. No ownership, no depreciation, no crew to manage: just call, and the aircraft is ready.

Members get priority booking, consistent service the way they like it, and pricing that strips out the brokerage mark-ups and hidden fees other programmes bury in the hourly rate. We size the card to how you actually fly — cabin class, typical routes and hours per year — so you never pay for capacity you won’t use.

What’s included

Fixed hourly rates locked in for the life of the card
Guaranteed availability with short call-out times, even in peak weeks
Priority booking and consistent cabin service on every flight
No aircraft to own, crew, insure or maintain
A card sized to your real usage — cabin class, routes and annual hours

How it works

Working out whether a card fits

The conversation starts with your last twelve months of flying rather than with a rate sheet. How many hours, on which routes, in which cabin class, how much notice you normally give, how often the dates move after they are set. We then price the same trips two ways — as individual charters and as hours drawn from a card — and put both numbers in front of you.

The card tends to win on the flights you cannot plan: a departure called on Thursday for Friday, February half-term in the Alps, the first week of September, when an ad-hoc price is set by whatever is still on the ramp. Sometimes it loses. If the arithmetic says you fly six times a year on movable dates, the honest answer is to keep booking trip by trip, and that is the answer you will get.

What the terms actually commit to

A card is a contract, and the clauses do the work the headline rate does not. The ones to read: which cabin class each rate buys and what changing class costs; how much notice the availability commitment requires and which dates sit outside it; the service area the rate holds within, and what applies beyond it; the daily minimum hours and how a forty-minute leg is charged; whether ferry time and return legs are billed, and where block time starts and stops.

Then the money clauses. What the hourly rate includes and what is added on top, whether the rate carries a fuel escalation term, how the balance is reported to you, and what happens to hours you have not flown when the term ends. We go through these line by line before there is anything to sign.

Funding it, and the question to ask first

Prepaying a block of hours is not a purchase; it is credit you extend to whoever holds the balance, and it deserves to be treated that way. Ask where the funds sit and whether they are separated from operating money. Ask what the agreement says about refunding an unused balance, on what notice and with what deduction. Ask what becomes of your hours if the company holding them, or an operator behind it, stops trading. Get the answers in writing before the transfer — from us, and from anyone else selling you a card.

We are a broker: we own no aircraft, and every flight is flown by an operator we contract with. That structure is ordinary in this market, and it is exactly why those questions are worth asking out loud.

Calling a flight, and what turns up

You book the way you would book a single charter: route, date, times, passengers. Inside the notice window the confirmation comes back with an aircraft assigned. What the card commits to is a cabin class, not a particular tail — the aircraft on any given day is whichever suitable one the operator has free — and the terms say who carries the difference when a larger aircraft is substituted.

Each flight draws hours off the balance. The statement should show block time flown, hours remaining, and anything billed outside the rate: taxes, de-icing, waiting time, catering above the standard. Changes and cancellations run on their own clock, shorter than the booking window, and hours usually return to the balance rather than to your bank. Everything else — catering, cars, the day itself — works as it does on any charter.

What this service is not

It is not automatically cheaper. On flexible dates in a quiet month, an ad-hoc quote or an empty leg usually beats a card rate.
Prepaying is a credit decision before it is a travel decision: the balance sits with a company that owns no aircraft, and that is worth asking about before you wire anything.
The fixed rate is fixed on the flying, not on the trip. Taxes, airport charges, de-icing, waiting time and catering above the standard are billed on top.
If you fly a handful of times a year, or need a different cabin class on every trip, a card mostly buys you paperwork.

Frequently asked questions

Is a card cheaper than booking each flight?: Not reliably. It earns its keep at short notice and in peak weeks, when ad-hoc pricing is set by what is left available rather than by the type you want. On flexible dates in a quiet month an individual quote is often lower. The way to find out is to price your real last twelve months both ways, which is where we start.
What happens to hours I do not fly?: That depends on the term you sign, and it is the clause people skim. Cards run for a fixed period: some balances roll into a renewal, some expire, and refund terms differ in the notice they require and what they deduct. Do not assume an unused balance simply comes back. Ask for the wording, and keep the first card small enough that the question stays small.
Is the hourly rate really fixed?: Fixed for the flying, within the terms: the cabin class you contracted, inside the service area, on dates the availability clause covers. Outside it sit taxes, airport and handling charges, de-icing, waiting time and catering above the standard, and some programmes carry a fuel escalation term. Establish which of those apply before you compare two rates against each other.
Do I get the same aircraft every time?: No, and no card programme should promise that. You are buying a cabin class from a pool of operator aircraft, so the tail changes between trips while the cabin size and the service standard do not. If a particular aircraft or a particular operator matters to you, tell us early: it is a preference we can record and often meet, not something we will guarantee in writing.

All services