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OWN THE JET dives deep into the world of private jet ownership, operations, and the private aviation lifestyle. Whether you're purchasing your first jet, managing a growing fleet, or simply passionate about aviation, this podcast gives you insider access to the conversations happening behind the scenes.
We feature real owners, operators, and aviation leaders sharing their experiences, strategies, and lessons learned — from the flight deck to the boardroom.
OWN THE JET - the official podcast of Aspen Aero Group.
Website: https://www.aspenaerogroup.com
Facebook: https://www.facebook.com/AspenAeroGroup
Instagram: https://www.instagram.com/aspenaerogroup/
Linkedin: https://www.linkedin.com/company/aspen-aero-group
X: https://x.com/AspenAeroGroup
And you see in social media and even some
advertising that they're not really
getting the message.
They're putting out there that it's about
showing off, it's about the Lambo next to
the airplane and so on.
But it's not that at all. Anyone in the
industry really knows that.
It is about saving time. It's about
facilitating their lifestyle.
Welcome to Own the Jet by Aspen Aero
Group, where we share perspectives from
some of the leading voices in private jet
ownership and business aviation.
I'm your host, Derek Savage, along with
my co-host, Jason Spoor,
president of Aspen Aero Group.
Our guest today is David
Zipkin from Tradewind Aviation.
Tradewind is a regional luxury airline
serving destinations on the East Coast
and all throughout the Caribbean with a
fleet of over 30 Pilatus PC-12s.
Join us as we dive deep into the
mechanics, mindset and moments that
define jet ownership.
And together, we'll learn
what it takes to own the jet.
David Zipkin, thank you so much for
joining us for Own the Jet.
David Zipkin is the COO of Tradewind.
Yep.
And Tradewind is a charter operator that
operates in the Caribbean all up and down
the East Coast and has been doing it for
a few years now, right?
Yeah, almost 25 years. We'll celebrate
our 25th next year. But
thank you for having me.
Yes.
David, what can you tell
me about running Tradewind?
The best way to start a business is by
identifying a problem to solve.
Absolutely.
So right around the time we were both
getting out of school, I did something
briefly in New York with the first dot
com boom, aging myself.
But soon after that, we decided, let's
look at the aviation landscape and we'll
see where's the biggest gap.
And it became pretty quickly evident that
the biggest gap that we saw was with
shorter distance and
medium to short distance flying.
You know, large jets, they're all there.
Net jets existed at the
time doing a very good job.
But for a large for a short flight, so
going out to Nantucket, let's say from
here in Westchester, it's really overkill
to fire up Gulf Stream to do that.
And so within the category of smaller
aircraft, it really
wasn't being done very well.
Older aircraft, single
pilot, piston powered.
And so there's this really big gap around
the same time or just before that, the
new single engine turbine
turboprops were coming of age.
And so we decided, let's go for it.
So let's let's do short distance travel
in the right aircraft, but without
compromise to the experience.
And so we bought a Cessna caravan.
We gutted the interior, put a private jet
interior inside, decided from the outset,
everything would be too
pilot, added in all of the
extras, the catering and this and that.
Yeah.
And off we went.
You know, we started with one aircraft
very quickly that turned into two around.
Still with the caravan.
Still with the caravan at the time.
We transitioned from
caravans to PC-12s around 2000.
Well, we started
operating PC-12s in 2003.
So pretty quickly afterwards.
But then full transition 2012.
What was that first route?
So first it was private charter, private
charter, anywhere you wanted to go.
Okay.
And out of this area, Westchester,
Greenwich and so on, a lot of people were
going out to Nantucket.
Yeah.
And it turned out we were flying quite a
bit there as a result.
And we were also flying a lot
of the same people regularly.
You know, sort of noticed
this pattern of commuting.
Yeah.
The other dynamic to it is
they weren't filling the plane.
You know, it was the bread earner going
back and forth to work while the family
spent the summer out in Nantucket,
Martha's Bay, Nardese, Hampton and so on.
Yeah.
In various ways, basically this group of
people who are chartering with us, they
came to us and said, you know, I don't
use the whole plane.
And I also know, you know, Joe and Susie
and Billy who also do the same thing.
Can we share a plane?
Yeah.
We said, sure.
As long as somebody's paying the bill.
Right.
And that became the beginning of what was
at that time a shared charter.
So we're really crowdsourcing it.
So I remember back in 01, 02, we were,
you know, we would put it out to the
group of people and say,
when would you like to fly?
You know, AOL instant
messenger back in the day.
Anyone can remember that.
Yeah.
And they would consult amongst each other
and, you know, in the banks
or whatever they were doing.
And they would come back and
say, we've decided on 5 p.m.
We'd say, great, that's
your scheduled flight.
They are selling by the seat.
Flash forward to today on our scheduled
routes, Nantucket, St.
Bart's, the Bahamas and so on.
We're flying, you know, 50, 60, 70
flights a day and Nantucket alone,
sometimes 40 flights a day.
So that really, really grew.
And I think where it really was a big win
for people is that it's the
private charter experience.
But you're only buying
one seat of that plane.
So private charter experience, meaning
we're using the private jet FBOs, very,
very simple valet, valet parts.
You can come.
You can arrive 20, 30
minutes before flight time.
No TSA.
No TSA.
And you just board and go.
And so it really became quite a big hit.
Nice, nice.
So, you know, talking about using the
right aircraft, using the
right plane for the job.
So before you were doing what you're what
you're doing here with Trade Win, it
sounds like you're either paying way too
much for way, way bigger of a plane to go
a short distance or you're having a
subpar experience because it's like an
older like piston plane, single pilot,
piston plane just just kind of sucks.
Just just to fly that.
So you're giving so the the opportunity
you saw was how can we get people like
that, that like jet experience like that
they like without it
costing like huge jet prices.
Right. And for many of our clients, they
actually do also fly in larger jets.
So it's not just a cost savings.
I can't afford the bigger thing, but it's
it's about being smart about it.
It's about using the
right tool for the job.
And so we see a
combination of that as well.
We actually have a brokerage arm of the
business where we'll sub out charters to
larger jet operators.
And a lot of it is the same same clients.
But they know that if I'm flying to
Nantucket, if I'm flying to the Hamptons,
it makes no sense to fire
up that that that big jet.
So can you talk about the
the aircraft that you guys use?
Yeah. So the Pilates PC-12 single engine
turboprop developed in the 90s, really
clean sheet design in the 90s.
Number one, it's
incredibly well engineered.
It's a Swiss built aircraft.
We had the opportunity to go visit the
factory in Stans,
Switzerland, right on the Ligemus air.
And we visited there because we had just
made a purchase of 20 aircraft.
And so they invited us in.
And for the first delivery, we were able
to push the pins in on the wings and
assembly, assembly one.
But we had a tour of the facility and
we've been to other manufacturing
facilities for other
other companies before.
And I'm not going to name names, but it
was a those were factories, you know, oil
on the ground, a lot of
yelling, a lot of screaming.
Sure. No, it's this was like you would
imagine building that Swiss watch.
You know, everyone is in
perfectly manicured outfits.
They have little earpieces to not not be
yelling at each other.
You could eat off the ground.
It's really an incredible organization.
They do a very good job. Are there it's
just that aircraft that you fly?
It is now. Yeah. Over the years, we've
operated many different types.
King Air's Caravans, as I mentioned, TBM,
citation jets, various
various versions of citation jets.
About six, seven years ago, we decided
that commonality is really important.
Sure. From an efficiency standpoint,
training, pilot training, maintenance
and also from a market standpoint, to be
really the expert in one
type is very, very important.
And we made that
transition. It's been it's been great.
It really has. How
many of those do you have?
We have we operate 32 Pilotuses now.
OK, sorry, 33 as of the company.
So I'm guessing you're a pretty big
customer for these guys.
We're close with them. Yeah.
So would you say you're
adding how many a year?
I don't know. Yes. Averaging three to
four a year, sometimes five.
Depends on the year. So
pilots, how many pilots?
A lot. Yeah.
We have about 120 pilots right now. Yeah.
And 350 in the
organization total, 350 employees.
OK, members. Wow.
And so quite a few pilots
in the ranks. Yeah. Yeah.
So with pilots, I'm going to kind of
diverge a little bit.
But of course, we're we're kind of in the
industry now where pilots are a shortage.
Yeah. And getting
pilots is somewhat taxing.
How are you dealing with that
or how are you working that?
Well, it depends on when you ask me.
OK, today, the the the pilot situation
has been quite good.
OK. Two years ago. Very
different story. Yeah. Yeah.
You know, it ebbs and
flows with lots of things.
But for us, it's really driven largely by
how quickly the airlines
or the larger private
jet operators are hiring.
So because we we are a very well known
now incubator for great pilots.
Yeah. They tend to be with
us earlier in their career.
And they get incredible experience,
turbine experience,
international experience.
High volume New York airspace,
challenging environment.
And so their resume looks great. Yeah.
And so if the airlines are hiring well
and they're hiring fast,
they're going to take
them more quickly. Yeah.
Help me understand what the difference is
between because you've described
the the the jets, the
aircraft that you you operate.
They're turboprops. Is that right?
They are. OK.
What for me, because I don't know what's
the difference between a turboprop
and just what you
would think of as a jet?
Oh, is it jet? Or well, I
guess is there a difference?
Essentially, it's it's it's the same
technology in the inside.
You know, it's it's it's turbine.
The propulsion in a turboprop is on the
outside and propulsion on a
on a turbo fan turbo
jet is on the inside.
And it's a common misconception.
People looking at planes and kind of
associating their safety with with
with with what they see. Right. Right.
And sometimes prop is a big turnoff, but
it's it's less about the prop showing
there than it is
what's powering it. Right.
And so the older props are piston
powered, which is like your car.
Internal combustion engine.
And those are less reliable.
Most piston aircraft, especially in the
commercial aviation space,
are twin piston aircraft for that reason.
But as soon as you move into turbine,
it's a whole different story.
The reliability is incredible.
And you get a lot more power.
As a result, you know, the plot is, for
example, we're flying.
It's a pressurized cabin as well.
So we're flying high and
we're flying relatively fast.
That creates an extra level of safety.
And of course, you're
getting there faster.
And the efficiency is incredible.
The efficiency is incredible.
And, you know, the other thing I should
note about the plot is that it has
incredible short field performance.
So not only is it the right tool for the
job on that shorter trip
from a kind of efficiency standpoint,
but it also can often get you
closer to where you're going.
So you have all of these little airports
all over the place that you can't land
the jet, right? Or a
jet of a certain size.
In case there's any jet.
And it it allows us to fly much closer.
A common conversation between our sales
folks and and, you know,
a new person inquiring about trade, when
common conversation is the person says,
well, I'd like to fly to,
you know, I'd like to fly to
Burlington, Vermont.
So the follow up question is,
where are you actually going?
Yeah, you may know that
there's an airport there,
but you may not know that
there are several around.
And it comes out in that example.
Let's say they're
going to Stowe, Vermont.
They're going skiing.
Well, there's a
little airport right there.
Because you can get we can get in that.
Yeah. Yeah. And it
saves them even more time.
And I saw that with East Hampton.
I was out there a couple of weeks ago.
Yeah. And, you know, shorter runway.
Yeah. But, you know, closer to Sake
Harbor, closer to these places.
And in that.
Yeah. And in that area, a
great example is Montauk.
Yeah. Oh, yeah. Yeah.
Yeah. Yeah. Yeah. Yeah.
So that's that's a
huge win for for people.
You know, ultimately, private
aviation is about saving time.
And, you know, there's no
such thing as a time machine,
but private aviation is
as close to it as it gets.
And so if we can save
the time on the front end,
but also in the getting closer to where
you're going, it's a huge win.
And it just is for sure.
A very appealing value. Right.
Yeah. Yeah. What are
some of the destinations?
I mean, I briefly, you know, as like the
Caribbean and East Coast,
what are some of the big destinations
that you guys like really,
really hit hard and
have a big presence in?
We're flying private charter
anywhere people want to go.
So the Northeast Nantucket, Maine,
Canada, out to Pennsylvania and so on,
scheduled to Nantucket and Martha's
Vineyard in the southeast out of Florida.
We again, private
charter, wherever you want to go,
scheduled routes out to the Bahamas,
North Aluthra and and Marsh Harbor.
And soon within the week or so, we'll be
announcing three more routes out
to the Bahamas and then
from our Puerto Rico operation,
we're flying to quite unique and really
high end destinations
like St. Bart's and Guilla,
Virgin Gorda, Tortola and Tiga.
And we're really in the Caribbean.
It's really a last mile sort of thing
where you're coming in
on either a private jet that can't go to
the smaller island, transferring to us.
Or you're coming in on the airlines and
then transferring out
to continue out there.
You guys are basically
like a Beach Boys song.
Like it's just all these islands.
We try to choose our destinations by
where we'd like to be.
Yes. How far south do you go?
So, you know, the Pilates is good.
Pilates has incredible range, but at some
point, you know, distance wise,
it starts to make sense, more make make
more sense to fly the jet.
But regionally within the Caribbean, if
we're talking about south
down to Mustique and St.
Vincent and so forth is a good hop
in terms of the sort of the outer edge of
distance from San Juan.
But we really specialize in that group of
islands in the eastern Caribbean,
just either west or east of Puerto Rico.
Nice. And Puerto Rico
is an excellent hub.
You have lots of airline service.
It's US territory, so very easy for the
let's say it's a private jet transfer
for the cruise situation
and overnights and so on.
And we can do a wing to wing.
So the big jet comes in.
We're lined up right next to passengers,
get off and on, no customs.
And they continue on their way.
So a lot of these destinations, I mean,
you're not going to find them
in some of the major airlines.
I mean, like like just
the runways and the end of.
I don't know, like you can't you can't
put a 737 in some of these places.
Right. A lot of these places. Right.
So so what's when you're talking about
people going to these destinations like
this is this is like the only way
to get there, right?
I mean, not the only way to get there.
I mean, yeah, you can own a jet.
But yeah, in some cases, the alternative
is a boat, you know.
Sure. Not not always the nicest or
quickest way to do things.
In some cases, it's a
drive to a ferry and so on.
And if you look at Nantucket, for
example, which is, you know,
we're in high, high season for our
Nantucket and Marsys Vineyard flying.
The group of people that were flying the
vast majority of them
have a home over there.
If you were to drive and take a ferry, I
mean, that kills a full day.
It's really hard to do a
weekend or even a long weekend.
And even with the airlines, you know, the
airlines do fly to a
place like Nantucket,
but you're still wasting two or three
hours for a 40 minute flight.
And that's just not a
good experience. Right.
And and, you know, I've had
clients say to me, you know,
I I wouldn't have bought the house in
Nantucket if it weren't for trade.
You know, it makes it feasible.
Yeah. Yeah. Yeah. Makes a ton of sense.
So how often do you get
somebody booking a flight with you
where they have not flown in a in like a
small jet or like a private jet
or flown privately in the
way that you fly people?
How often do you see that where it's like
their first experience
with something like that? What kind of
reaction you get from? Yeah.
So I think a lot of the
misconceptions were put to rest.
You know, there are some people who can
afford it, but don't do it
because they may think
it's a flashy thing to do.
I'm not a private jet type of person.
But but once they do it, they really
realize it's not about that at all.
It's not about you.
They start coming up with like, like, OK,
wait, I can justify this.
I got time. Yeah. Yeah.
They bought me time.
And you see in social
media and even some advertising
that they're not really getting the
message they're putting out there
that it's it's about showing off.
It's about, you know, the Lambo next to
the airplane and so on.
But it's not that at all.
Anyone in the industry really knows that
it is about saving time.
It's about facilitating their lifestyle.
Yeah. Well, I think I think you hit on
something, though,
because on social media,
there is so much of like flexing on the
fact that you have a jet
or flexing on the fact that like, you
know, you're living this this lifestyle.
And to your point, it it
doesn't have to be that.
And I think there's there's there's a lot
of people that that have, you know,
it's almost like shame, right,
in wanting to do this. Right.
Where they're just like, I don't want to
be perceived that way.
I don't want to be looked at like, oh,
I'm I'm, you know, maybe I own a company.
I don't want everybody at this company to
feel like look at this, you know,
this dude flying around in a private jet.
But if this person that owns the company
can go close more deals
and grow the company and give people more
opportunity at that company
as a result of using this business tool
to conduct business.
Well, now you've got a great use case.
You know, when you think about when we
started the company,
we started it right after September 11th,
which seems like a strange time to start
an aviation company. Right.
But what we knew was that
the traditional aviation
airline experience was going to devolve.
And of course, it did
with security and so on.
You get tight.
And and once you put all
that friction in place,
it's just counterproductive, particularly
in my view for a short flight.
That's where you have the biggest wins.
Because again, like I mentioned, you
know, if you're flying on the airlines,
let's say New York, Boston, you're
spending more time in the airport
than you did in the air.
Yeah. And that's just yeah.
That's not productive.
And it leaves a bad taste in your mouth.
It shouldn't it
shouldn't kill half your day.
It's a 40 minute flight.
It should take about an
hour and 15 minutes all in.
Maybe even an hour. Yeah.
And when you fly with
trade, when it does. Yes.
Exactly. Nice. That's a
that's a great selling point.
I think for people that are considering
jet ownership, though,
and they and maybe they haven't maybe
maybe that that whole perception
has kept them from, you
know, seriously considering it.
I'm looking at trade when
as a gateway drug. Right.
I'm looking at trade when is is like,
well, maybe I'll try this.
Maybe I'll experience what this is like
by by flying private with trade.
And do you find people doing that?
You find people like, hey,
I'm thinking about, you know,
using this as a business tool or
upgrading the way that I travel. Right.
And and using trade when as a way to like
test the waters with. Mm hmm.
We do. We do see that quite often.
We also see people fly with us in the PC
12 or the Pilates PC 12.
And then think that maybe a bigger jet is
the way to go for that sort of migration.
But then they come back and they
ultimately, as I as I mentioned before,
it's about using the
right tool for the job. Yeah.
You know, of course, if you're flying to
Florida, light jet, medium jet, great.
If you're flying to California, you're
flying out to transatlantic.
Big, big cabin jet makes a lot of sense.
But if you're doing that
short hop, and if it's, you know,
Florida to the Bahamas or inter Florida
or here up to Vermont,
using the right tool is important.
So it's it's less about that kind of
laddering up to a fancier thing.
Yes, it is using the right tool for the
job and they'll do both.
You know, sometimes it's the PC 12.
Sometimes it's the jet if
they need to go further.
Yeah. Yeah. Once they once they
experience what that's like, though, it
becomes easier to say, OK, well,
what is this really
going to look like for me?
If I get the numbers do
get bigger, of course.
The plot is, as you mentioned, is
incredibly efficient.
You know, we have
eight seats on the Pilates.
If you fill up that plane, you're talking
about an hour flight
for sub 1000 per person.
So how long of a you're
saying a short hop, right?
So what's considered a short hop?
I'm thinking 200, 300 miles or sub.
Is that most of your routes or that?
Most of our routes are around 200 miles.
The plot is still very good.
And we do private
charters, three, 350 miles.
Toronto from New York
is a common route for us.
And that's about that's about three
hundred and twenty, something like that.
So it's still a very
good aircraft for that.
But, you know, it's
fast for a prop plane.
We cruise it close to 300 knots.
But it's not jet speeds.
And so even though a jet is more
expensive, at some distance, those two
lines cross where the
jet makes more sense.
And that, I think, you know, depending on
the aircraft, happens
around five, 500 miles.
Nice, nice. Now, do people go out and buy
these Pilates as well?
I mean, is that like a popular I don't.
Jason, this might be something you can
weigh in on, too, because you
see things from other things.
Yeah, it's a it's a
great utilitarian airplane.
It's like you said, it's it's it's a
great aircraft we manage.
So we operate, as I
mentioned, 33 aircraft.
Five of those aircraft
are managed aircraft.
So someone else bought it,
put it on management with us.
And it's basically turnkey.
So we provide the pilots, the
maintenance, the hangars, all of the
administrative back
office support, in some cases,
help with the transaction
and finding the right airplane.
Right. And that works out quite well,
especially for the owners who also want
to do charter revenue.
So we'll charter that aircraft when
they're not using it.
Just like a vacation home to
to kind of offset the cost.
Yeah. So do you run those
airplanes in your system?
We do. OK, we do.
Another benefit to having such a large,
large fleet is that if if they put that
aircraft within our charter program,
if it's busy, for example, then we have
another airplane for them.
So there's interchangeability.
Yeah. Again, going back to the
commonality of fleet.
Really helps with that.
Yeah. And so so running this so
in regards to FAA regulations.
So you're running
this how we are part 135.
Yeah, which is for private charter.
And we are part 135 commuter, which is
for scheduled flights.
OK, for nine or fewer
seat scheduled flights. Yeah.
So we operate under
that scheduled authority.
But overall, private private charter 135.
It's a tough business for sure.
You know, especially, you know, if you
own the assets as we do,
utilization is everything.
Well, that was going to
be your commercial officer.
It's your job to get
butts and seats, right? Yeah.
Yeah. Like if I see a trade wind plane
out there, it means I'm not doing my job.
It should be in the
air. Yeah, that's right.
It's making money.
What are some of the things?
I mean, what are what are your big
challenges like trying to
trying to make that happen?
I would say the biggest challenge is
seasonality of demand.
OK. A lot of our places that we fly are
like, say, let's say
Nantucket, Martha's Vineyard, East
Hampton, very popular in the summer.
No one's going there in the winter.
All right. Right.
So what we do is we
move that fleet around.
We flex that fleet around depending on
where that high season is.
So the Caribbean is very, very busy from,
you know, Thanksgiving
through through Easter usually.
And so that's one of the reasons why
we're down there is
to balance that sort of
counterbalance the
seasonality of the demand.
But we still have shoulder seasons like
September and October.
I think most operators have have kind of
a problem there of underutilization.
So the biggest challenge is really
finding as many routes or
types of business where the
where the demand is is more consistent
throughout the year
or in a perfect world,
you know, higher when the other areas are
lower and then cost of operations.
You know, it takes a village to do this.
You know, we have three hundred and three
hundred fifty people almost for for
thirty three airplanes
and one hundred and twenty
pilots to make the business work.
The aircraft really has to be flying not
just one flight per day, revenue flight
per day, but three, four or five.
And so that's you know, that's that's
more challenging from
the scheduling standpoint,
more challenging from from from a
commercial standpoint as well.
I always say that I'm sometimes jealous
of the big jet operators because one
flight a day is perfectly fine for them
because the numbers
are bigger. Right. Right.
But for us, it's not.
Well, I guess that leads
to the next question, then.
Is there is there a
more opportunity to scale?
I mean, are we looking at going going
coast to coast to
trade wind at some point?
Is there is there a
westward westward hill?
Why western or east or east?
You know, I think the short answer is
anywhere where we can
solve that problem for people,
that friction and short distance or
inefficiency and short distance flying.
Yeah. Is a marketplace.
You know, there there are and there are
those examples all over all over the
country, all over the world.
Yeah. You know, if you look at, you know,
let's say Boston, New
York or Tampa, Miami,
it's a terribly inefficient way to do it.
And I'm a big airliner. So they offer it.
But the way we do it would really add a
ton of value and be be
be very different from
primarily the the the the time saving
standpoint and also just
much higher level of service.
So you see that all over the place up and
down the California coast.
Vegas, California.
There are some operators doing that sort
of thing within Europe.
There's a lot of opportunity because the
distances tend to be shorter.
Yeah. Yeah. And so I guess
the limit to be easy about it.
Yeah. Yeah.
But again, you know, we're very careful
about how quickly we grow.
You're in an industry where, you know,
there there are things that
can affect profitability that,
you know, you don't necessarily have
direct control over and you kind of have
to like roll with the punches on things.
Right. I mean, we've got
fuel prices are increasing.
Just just basic operational
costs, you know, inflation.
You know, tariffs. Yeah. Yeah.
Can you talk about some of that and how
you guys are handling it?
Yes. The short answer is yes.
There are a lot of uncontrolled
controlled items in our cost structure.
Even ground fees, FBO fees, a lot of
consolidation in the FBO world where
pricing is now going up quite a bit.
Fuel is always an unknown and we're
buying a lot of parts.
And so part of the reason, by the way,
that we did a big deal with Pilatus,
where we're buying direct from right now,
is to really shore up
those supply chains.
So because from a speed standpoint, we
need parts when we need them.
And it's and it's better to be working in
some cases directly with them.
But the cost can change quite a bit.
You know, our costs do go up quite a bit,
even tariffs aside every year.
How much of that can be absorbed into
pricing into the marketplace?
Is anyone's guess, you know, you can't
you can't move too fast in that way.
So if I if I wanted to visit one of these
beautiful Caribbean
islands that you fly to
or if I wanted to go to Martha's Vineyard
or, you know, some of
these other destinations,
what's the best way to
book a flight with Tradewind?
Either calling us and or a website, start
with the website, flytradewind.com.
On there, you can create a private
charter inquiry and our team
gets back to you right away.
Discusses your trip.
Make sure it's the right tool for the
job, the right airports, etc., etc.
And then go from there.
On the scheduled side of our business, we
consider ourselves the anti airline.
So for an airline, it's impossible to get
someone on the phone.
Yes.
We're available.
And so if you have a quite a few.
I'm going to speak to
somebody here or not.
And you're going to speak with someone
here in Connecticut.
Yeah.
And so if you have a question about
what's the experience like,
what do I put my car, etc.,
that's what we're there for.
Yeah.
So, you know, if you've done it before
and you know the drill, book it online.
But if you have any questions, that's
what our team is there for.
That's awesome.
Nice.
Nice.
And I'll link to everything.
We'll have links in the description of
the show and we'll make sure everybody
knows where to go to book.
Okay.
I'm kind of thinking we should go to
Stewart and end up in St.
Mark's.
Okay.
You should go try that.
Just to see.
You can go to the bottom of it there or.
Just have the experience so we can speak.
I don't know if
you're joking or not, man.
No, I really think we should.
I think we should.
We really want to know
trade when flying to St.
Mark's with us.
Yeah.
Okay.
We'll see.
I think we should do it.
Next podcast from St.
Mark's.
Oh, there you go.
Now, now it's a...
Yeah.
Absolutely.
I'm sold.
Let's do it.
Let's make it happen.
Is there anything before we...
because we're pretty much in time, but
before we take off...
Another aviation.
We're going today.
Right.
Right.
Before we get on that flight, what would
you say to somebody who is considering
owning a jet that maybe they haven't
thought of or something that would be,
you know, some good words of wisdom for
somebody that's
thinking about owning a jet?
Every jet is different, you know,
different economics, different use case.
You know, some have
more range than others.
Some burn more fuel than others.
Really speaking with
someone who knows their stuff.
I mean, it seems obvious, obviously, but
and preferably someone who has experience
with that type of aircraft.
What you don't want is just because,
like, if someone calls us, if we're going
to manage the plane, it's a Pilatus, but
we're not in the business of selling them
into a Pilatus if that plane
doesn't make sense for them.
So so really that neutral view on what is
your mission and let's find find the
right aircraft for it and really be kind
of honest about what you
expect for cost for sure.
You know, there's really no such thing as
making money on a jet, even if you put it
out into the charter marketplace, it
makes it hurt a lot less.
But just being prepared for all of that
and understanding and working with an
organization that can can lay out all
those options for them.
Right.
Nice.
Like yours.
Yes.
Awesome.
Thank you.
I love it.
David Zipkin from Tradewind.
Thank you so much for
being on Own the Jet.
We look forward to flying with you soon.
Sounds like and yeah, maybe next time
next time we talk to David, it's going to
be at a Tradewind location.
That would be great.
Come on down.
We've got flights tomorrow.
Yeah, awesome.
Thank you so much.
Thank you.
Thank you very much.
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