There is no honest single number for this, so we do not print one. Here is every line an owner actually pays, what makes each one swing, and what to have ready when you ask us for a figure.
Aircraft management is the ongoing work of keeping an aircraft you own airworthy, hangared, insured, and ready to fly. What it costs depends on the aircraft, where it is based, how much you fly it, and how much of the work you hand off. Nazarov Aviation quotes each aircraft individually rather than publishing a price list.
It's the ongoing work of keeping an aircraft you own and fly ready to go: the shop, the logbooks, the hangar, the insurance, and the calendar. It's not charter, it's not a leaseback, and nobody else sits in your left seat.
Cost is usually the first question, and most aircraft management companies won't answer it in public. We won't either, and here's why. A number posted on this page would have to assume an aircraft, an airport, a hull value, a pilot and a year of flying, and the moment one of those isn't yours, the number is wrong. On top of that, the market moves underneath all of it too.
So here's what this page gives you instead: every line you actually pay, what makes each one move, and the questions that let you read any quote, ours or anyone else's, and know what you're looking at. When you want a real figure, send us the aircraft and you'll get one in writing.
If you want the service explained rather than priced, read aircraft management.
Five things move the number. Two owners with the same make and model can land far apart on all five.
A fixed-gear piston single is a different job from a pressurized twin turboprop. More systems means more inspections, more airworthiness directives, more service bulletins, more vendors, and more hours of coordination behind every flight. Two aircraft on the same ramp can be worlds apart on this one thing, so the make, model and year have to be on the table before anyone can price the work.
Hangar rates in the Puget Sound region move with the field, the hangar size, and the waiting list. A heated hangar at a busy field is not priced like an open tiedown at a quiet one, and this is one of the largest fixed lines in the budget. It is also the line that changes most between one airport and the next, so a rate quoted for another field tells you almost nothing about yours.
An aircraft flown often needs more scheduling, more oil changes, more parts, and more of everything than the same aircraft flown rarely. Hours also drive engine and propeller reserve, which is real money whether or not you set it aside. Give us a rough number of hours a year and most of the maintenance side of the budget stops being a guess.
Some owners want coordination only: we schedule and oversee, and you keep the vendor relationships and pay the invoices yourself. Others want the whole thing off their desk, paperwork and payments included. Those are different amounts of work, so they are quoted differently, and which one you are buying is written down before anything starts.
Hull value, your ratings, your hours in type, and the aircraft itself all move the premium, and the wider market moves it too. We coordinate the renewal and work with your broker. We do not underwrite it, and the premium gets agreed between you and your carrier. That makes this the clearest example on this page of a cost nobody can quote you from a website.
The management fee is just one line here. Look at the whole picture before you decide whether the fee is the expensive part.
No numbers here, on purpose. What's useful up front is the shape of the list: what shows up, when it shows up, and what makes it bigger or smaller. The dollar amounts are yours, and you'll get them for your aircraft.
| Line item | When it lands | What makes it swing |
|---|---|---|
| Hangar or tiedown | Monthly | The field, the hangar size, whether it is heated, and how long the waiting list is. Moving one airport over can change this line more than anything else you decide. |
| Insurance premium | Annually | Hull value, your ratings, your hours in type, what you fly, and where the wider market sits that year. Two owners of the same model do not pay the same premium. |
| Annual inspection | Once a year | Base labor is the predictable half. The discrepancies the shop finds are the variable, and they are found on your aircraft, not on a website. |
| Unscheduled maintenance | Whenever it happens | The line first-time owners leave out, and the one that hurts. Age, systems, parts availability, and how the aircraft has been flown all feed it. |
| Engine and propeller reserve | Per flight hour | Set aside against overhaul. Moves with the engine, the time since overhaul, and the hours you actually fly rather than the hours you plan to. |
| Fuel | Per flight hour | Your burn, at your home field, at whatever fuel is doing this month. The one line here that can move between quoting it and paying it. |
| Databases and subscriptions | Monthly or annually | Navigation data, charts, weather, tracking. Small against the rest, and the easiest to forget until a renewal lands. |
| Management fee | Agreed before we start | This one is ours, and it is the only line on this list that is us. We do not publish it, because the right number depends on the aircraft, the field, and how much of the job you want to keep, and because the market moves too. You get it in writing for your aircraft. |
Bring these to anyone you are talking to. The answers tell you fast whether you've got a real partner or just another monthly bill.
Ask us the same six questions. We'll answer all of them for your aircraft, in writing, before you sign anything. What we won't do is post a fee on a website and let you plan around a number that was never yours.
Four things get you a real answer:
Got your insurance declarations page and your last annual sign-off handy? They speed up the conversation. You don't need either to get started.
A quick note now, and Vlad comes back to you himself. He answers his own phone.
Anything not covered here, just ask.
Aircraft management is the ongoing administration of an aircraft you own and fly: maintenance scheduling, records and airworthiness tracking, hangar and storage, insurance coordination, and keeping the aircraft ready when you want it. You keep flying it yourself.
It depends on the aircraft, where it is hangared, how much you fly, and how much of the work you hand off. We do not publish a fee, because a figure written for a web page would be wrong for almost everyone who read it, and the market moves underneath it as well. Send those four things and you get a figure for your aircraft in writing before anything starts.
No. Hangar, insurance, fuel, inspections, unscheduled maintenance, engine reserve, and subscriptions are the costs of the aircraft itself and exist whether or not anyone manages it. Ask any management company, including us, which of those sit inside the fee and which are billed separately.
Because any number printed here would have to assume a type, an airport, a hull value, a pilot and a year of flying, and if one of those is not yours the number is wrong for you. A wrong number is worse than no number, so we quote per aircraft instead. Send the type, the home field, and your annual hours, and you get a real one.
No. Owner-flown piston singles, piston twins, and turboprops. The jet and turbine charter firms in this region already serve that market.
Sometimes. A low-hour aircraft still needs annuals, airworthiness directives, insurance renewals, and someone watching the calendar, and low use brings its own problems such as corrosion and flat batteries. Ask, and if it is not worth it for you we will say so.
Type, home field, and roughly how many hours a year you fly. That is enough to work out what management would cost you.
