The management firms in this region are built for business jets. This one is built for the owner who does the flying.
Aircraft management is the ongoing work of keeping an aircraft you own airworthy, insured, hangared, and ready to fly: maintenance scheduling, records and airworthiness tracking, vendor coordination, and budgeting. Nazarov Aviation provides aircraft management services for owner-flown piston and turboprop aircraft across the Pacific Northwest.
Every aircraft management company we can find in the Pacific Northwest is built around business jets and turbine charter fleets. None of them is set up for an owner-pilot flying a Cirrus or a TBM.
So owner-pilots do it themselves. They chase the shop, track the annual, work out which airworthiness directive applies to their serial number, and hope the hangar invoice is right. It works, until it doesn't, and it usually stops working in the middle of a good flying season.
Vlad flies the same class of aircraft he manages. That's the difference. He isn't running a corporate flight department playbook on a four-seat single. He's doing for your airplane what he's done for the ones he's owned and flown himself.
Two aircraft are under management today: a Cirrus SR22T G6 and an amphibious Found Air Expedition FBA2C-3. Before them, a Cessna T206H, an amphibious Piper Super Cub, and a TBM 700B. Piston singles through light turboprops, on wheels and on floats.
Six jobs. Every one of them is something you're doing yourself right now, or quietly not doing at all.
We book the work, talk to the shop in their own language, read the estimate before it becomes an invoice, and follow the airplane through the squawk list. You get one point of contact instead of four phone numbers and a voicemail.
Logbooks, airworthiness directives, service bulletins, the annual, the transponder and static system checks, the ELT battery. Tracked on a calendar rather than in your head. Clean, complete records are also what protects the value of the airplane on the day you sell it.
Hangar or tiedown arrangements, lease coordination, and an eye on the airplane between flights so a flat strut or a dead battery is found before you drive to the field. Where your aircraft lives, and on what terms, is worked out with you rather than assumed.
We work with your broker through renewal, keep hull values and pilot warranty current, and flag it when the policy stops matching how you actually fly. Coverage and premium stay between you and your underwriter.
The point of all of it. You decide on Thursday that you are flying Saturday, and the airplane is airworthy, current, fueled, and in the hangar where you left it. Nothing on the walkaround is a surprise.
We arrange the pre-buy, sit in on the discrepancy conversation, and run the annual with the shop so it does not quietly stretch into six weeks of downtime you did not plan for.
Owner-pilots who fly what they own. Piston singles, piston twins, and turboprops, based in the Seattle area and on the Eastside.
Not sure you have enough airplane to justify it? Tell us what you fly and how often, and you'll get a straight yes or no, not a proposal.
Private aircraft management usually means a flight department. That's not what an owner-pilot needs, and it's not what this is.
A jet management contract is built around crew hiring and currency, charter revenue and Part 135 conformity, dispatch, catering, international handling, and a fleet-scale maintenance program. You don't use any of that, and you shouldn't be paying for the overhead that supports it.
Owner-flown management strips it back to what you actually touch:
You keep the left seat. The rest comes off your desk.
One fee, quoted for your aircraft, agreed in writing before any work starts.
We quote the management fee per aircraft, on a call, once we know what we're looking after. It's then agreed in writing before any work starts. Nothing begins on a handshake, and nothing shows up on an invoice you didn't agree to first.
Four things move it: the aircraft and its systems, where it's hangared, how much you fly, and how much of the work you hand off. We break each of those down on what aircraft management costs. For the number against your actual airplane, tell us what you fly.
A quick note now, and Vlad comes back to you himself. He answers his own phone.
Anything not covered here, just ask.
Maintenance coordination and scheduling, records and airworthiness tracking, hangar and storage arrangements, insurance coordination at renewal, pre-buy and annual coordination, and keeping the aircraft ready to fly when you want it. One point of contact instead of four.
Owner-flown piston singles, piston twins, and turboprops. Two aircraft are under management today, a Cirrus SR22T G6 and an amphibious Found Air Expedition FBA2C-3. Before them, a Cessna T206H, an amphibious Piper Super Cub, and a TBM 700B. If you fly it yourself and it is not a jet, ask.
A jet management contract is built around a flight department: crew hiring and currency, charter revenue, dispatch, and a fleet maintenance program. Owner-flown management covers the aircraft, the records, the shop, the hangar, the insurance, and the calendar. You keep flying the airplane yourself.
The management fee is quoted for your aircraft on a call, and it is agreed in writing before any work starts. Four things move it: the aircraft and its systems, where it is hangared, how much you fly, and how much of the work you hand off. Tell us those four things and you get your number.
Yes, and that is the entire point. Management is about the aircraft being ready when you are. It does not put anyone else in the left seat and it is not a leaseback or a charter arrangement.
Yes. We arrange the pre-buy, attend the discrepancy conversation, and coordinate the annual with the shop so the airplane comes out when it was supposed to.
Tell us what you fly, where it lives, and what part of owning it is currently eating your time. You will get a straight answer about whether management is worth it for you.
