We've had a great first year of own the
jet. So most of that
being in 2020, we started kind of like,
early, very early 2025
on this. And we went through the whole
year, we did a whole lot
of stuff, talked to a whole lot of
people, went a lot of places
with East Coast, almost all the way to
the West Coast, we're
yeah, based in Las Vegas.
And it's been crazy. Yeah, it's been
crazy. How, how much it's
taken off. Yeah, just in the first year
alone. So I agree. I
was surprised to get some of
the I mean, we got what we got
Roger Woolsey. Yeah, we got sir.
Or naga. Yeah, Steve, maybe.
Right on and on. And I know
I'm leaving a lot of people out.
Please don't be insulted.
Yeah, we've, we talked to a lot of
people. We've had a lot of great guests.
We've covered a lot of different parts of
the industry too. We,
you know, obviously with the
interiors tax, we've talked
finance, MROs, FBOs, and
we've learned a lot about the
abbreviations and jargons we use.
There's a lot of a lot of letters.
Yeah. And as we as we look into 26, going
more places talking to
more people, and seeing more of owning
the jet and what that's
like.
Yeah. But first, what I'd like to do is
just take a look back at
some of the people that
we talked to in some of the
conversations that maybe people missed.
Yeah.
Right. Throughout the first year of on
the jet. So let's let's
roll some, some together
some stuff of last year.
Yeah, yeah, yeah. So kind of a
highlight reel of some of the
stuff that we've done
already. And some of the some of the
people that we talked to and
some of our favorite moments of
on the jet for the first year.
So hope you all enjoy it.
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. 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.
You know, 1516, I took
my first flying lesson.
Okay, this is one of the few great
privileges of our country
and nation you can actually
start flying before you can
drive. Which is amazing. So 15 started
taking the lessons high
school got my ratings. I
had made it through all my
professional ratings by the time I
graduated high school and
yeah, it's impressive.
Lucky for me, one of the one of the
gentlemen I've mowed his
yard and painted fences and
you know, to make money to learn
flying. I did not know that
he was even a pilot, but he was
Eric Clapton and really, it was his
personal pilot. Yeah,
interesting.
Julio Iglesias. Yeah, he called me one
day and said, you know,
hey, gee, did you ever so you just
happened to have a neighbor
that flew these guys around?
Please. That's right. It was his weekend
home that I care of.
And I didn't know this. But
next thing I knew three days
later, I was the co pilot to
Stevie Nicks and her world tour
with wood Mac and in your
life changed like a lot changed
overnight. So that's my life changed
overnight. So I started
flying the rock bands, started my own
company with the rock
bands, you know, a lot like
what you do. Yeah, yeah. A band
would lease a plane because it's pretty.
Yeah, for sure. And I
happened to also be an A&P
mechanic. So I fly it the day,
yeah, work on it at night,
fly it the day and work out the
night. We almost missed a
concert one time I was flying
the band Chicago. Uh huh. Yeah, oh, them
a lot. Right. So they
showed up early and I'm still
grieving from working on the
airplane all night. And they're making
fun of me and I'm young
and I'm like, guys, it's not a guitar.
It's not a drumstick.
It's an airplane and you lease a pretty
plane. You call me to
fly it. I said, Would you please let me
pick out your airplane
because behind the paint might be
termites. Right. It's good.
You know, maybe maybe it's a great
airplane. Yeah, need some
paint interior. Yeah, agree. So they
said, you know, it'd be a
good business. Yeah. And off I I at 19
years old, I heard them
tell me to start my business, not that
that would be a good
business anyway. I started my business.
And within about three
years, I was running 90% of all the rock
and roll bands in North
America on tour. Yeah, pretty
good. Good for having a good
reputation, staying on time
and getting them good, safe
transportation. Yeah. What
kind of planes were you using?
Primarily Gulf Streams. I had,
you know, back in the day, we
had Viscounts Gulf Streams,
primarily, we had a few Lir
Jet, Saverliners, you know,
small jets, but we were running
the Jets on tour. From that
one night, I had a particular
country western band that a wife broker
femur, we had to get a
Medevac, then one of those
showed up sort of the same
thing. I went, huh? Yeah. Why is it not
nice? Just because it's
an ambulance. I mean, it looked kind of
beat up. So within six
months, I was in the air
ambulance. Okay, you said we
can win the wing on the 6500. Is that
something we can go ahead
and take a look at? Let's do it. All
right. So flexible wing
starts with the fundamental
design of how Bombardier puts
like, flexible mindsets into
all wings for the global that
starts with having slats and flaps. I
love that it's flexible
mindsets, too. It's like, like we want to
stay flexible in our
approach to things. But why is it
flexible? What's what's the
reasoning for this? It has to be
flexible. So you have the
smoothest ride. So if the
wing absorbs turbulence, the
turbulence doesn't
translate into the cabin for the
passengers. So all the way to just
holding your drinks in a
more comfortable way to helping like
passengers animals, just
have a smoother ride throughout the
entirety of the flight.
It's something that's
fundamental. And if you miss it
at the design level of the plane, you
can't make up for it.
So it's just a if you don't have this,
it's just a rougher ride.
And it just kind of sucks,
right? Okay, it's impossible to
have without slats because
the way you have to have an
optimized wing, which is small and
slender for high speed
cruise. But then for low speed
performance, you really need to
make that wing as possible to land,
especially in like steep
approach airports like Lugano, or when
you're trying to get
into London City. So that's where the
slats and flaps really
come in. It's the next level of it is on
the global 7500, where
because of the size of the
aircraft, the wing is much
bigger. So what we've done on
the 7500 is actually split the
outboard aileron. So when it's at high
speed, only a part of it
will move so that the wing
could continue to flex. So that's
just how we how we think about passenger
comfort, but it goes
all the way into wing design.
Nice. So you can see that flex just
standing here, right?
So I can flex it a little bit with just
one finger. Yeah. So
you really just get that little push on
it. And you see the wing
starts to go. Right. But if you really
want to have at it, go for
it. All right.
Watching that flex.
Pretty good. Pretty good.
And all of that reduces
turbulence for the passengers
inside. Because inside, if you look down
the wing, there's not
much movement, right? It's all out here.
Exactly. So that's the whole
idea. Can I do this? Can I like
please? Okay. So if I'm if I'm messing
with it, like I'm the
air, I'm the cloud, right on the
turbulence. They aren't feeling
it in there. Exactly. Right.
Nice. Cool. So yeah, wing flex.
It's something that will give you a
better ride and a smoother
ride. So that's something if
you're going to own the jet,
might be something you want
to consider as you're as you're
looking at jetstone, right?
Definitely want to check. Do I have
slats? Do I have slats?
Slats? And just like just like a smooth.
Bombardier has them.
Yeah, just like having a smooth bed. You
want to smooth slats
with that too. Okay, nice. Cool. Mark.
Thanks again, man. Thanks
for stopping by.
So this contract explodes on
the 31st. It's the 27th. I'm
calling this guy four times a day, every
day. Hey, man. I know
that this is going to sound
preposterous. But the bank
requires a wet signature on your loan
documents. It's like 70% of
banks probably require wet
physical blue ink signatures.
He's at his hotel in
Mexico. Okay. The attorney is in
Oklahoma. The bank is in Florida. And so
and you're where and I'm in Chattanooga.
Okay, so I'm at home
at my office. Lots of it's
like there's a lot of people
everywhere. Okay, the broker
is calling me as often as I'm
calling the client. We're both
trying to get in contact with
this guy. Like, you have to sign these
documents. And he calls
me he's like, Hey, man,
what's going on? I was like, what's
going on? I've been calling you for two
weeks. I said, I'm going
to email you these documents. I need you
to print them single
sided print, sign, scan, send. I had my
finger on the button at
Delta to get on a plane to find him
literally I was gonna go
for him. I was gonna go sit in the lobby.
The broker is texting
me mean meantime nonstop. Have
you gotten to know this guy's
freaking out freaking his
money's on the line. So I'm like,
okay, so I've got everything and I said,
All right, I need to
take this up there. I get
the scan, I send it in. And we
closed I think 48 hours before the
deposit would have walked
away. And I don't think this I don't
think the VA understood
the lady at the hotel
understood not even sure the
client understood how expensive it was
going to be. He didn't
sign those correctly. This is exactly why
you want to have the
right people in this
situation. Because, you know, Preston's
gonna do what it takes. Some other day
might not write some
other guy. Hey, it's not it's not my
problem, buddy. It's
yours. And having a broker that had the
foresight to kick the
hard deposit out further. Yeah, because
he knew no one can get
in contact with his client. So
it may not have anything to do
with anybody's fault other
than the fact this guy doesn't
understand. Yeah, you know, but he knew
that because I've been
working with a guy for two
years. To this point. Exactly.
Did it happen recently enough that he's
able to get the bonus
depreciation for the it
actually happened late enough. He was
supposed to close before the deadline.
Okay, and because he
was unresponsive, he
saved himself a lot of money.
He was supposed to close on like January
4. And then he didn't
close like maybe he had it all planned
out. And he was planning
on the whole thing. He's
playing chess when we're playing
checkers. Yeah, that's it.
Let's let's just say I'm a rich
person with a jet, right? And
and I want, you know, and I'm
hearing about corporate angel
network. And well, I'm not a
corporation. So, oh, well, but you're
you're saying we want the
flights. For example, we have a group of
guy friends, you know,
all of them just have money,
you know, so they went and came
together and bought a jet,
they bought an aircraft, and they
kind of share it, they rotate it as
buddies, they're kind of
like, Oh, you know, this is my week, so
I'm going to take it,
you know, and this is my week. So that's
how they kind of have
their calendar. Okay, who has it on the
week. So not in one of
them was like, on my weeks, if I'm not
doing anything, I want
to help Ken. Yeah. So it was no, I mean,
I'm just thinking about
this, like if I'm in their seat, right,
right, and I have the
ability to help somebody in that way.
One, I'm going to be
able to know that I'm doing my part to
help people, right, which
makes me feel good about things. But two,
it's like, I might make
a new friend.
People need to hear they need to hear
that side of that. Yes,
you're doing your part and
giving back, right? You're you
are you're filling a seat with hope.
That's our saying you're,
you're, you know, saving a life. But you
don't know who you can
meet. And for me, I you know, I've been
sitting here this whole
time, and I probably even
haven't smiled this much. But
for me, that's the part that that I love
about because that's
when we get the phone calls from the
patient saying, it was just
the best experience. They sat with me,
they listened to me,
you know, because I think there's a
negative stigma around
individuals who own private
jets, or aviation, for sure,
there's, you know, so your
average person doesn't think
that these that they want to do good.
Yeah, right. And then when
they get that experience to sit on their
aircraft and talk to
them, and feel like it's just
normal, and it's just natural.
Yeah, I don't think people
understand what that means to
the patient. Yeah. And we see it because
we get essays long of
thank yous and stories and you know,
pictures of the whole crew
with the patient. Yeah. So it's amazing.
And that's the bright
side. Just napkin math, how much kind of
like savings could you
expect just by just by doing the right
paperwork, having the right
timing, consulting with
someone right as yourself? Yes, that
would be able to help
understand all of that. Yeah,
generally in Indiana, it's about a 13
year break even. Yeah. So
the amount of sales tax you would have
paid on lease revenue
compared to what you would have paid up
front will be the same
after 13 years. So about you pay about
one 13th of 700,000 per
year in sales tax on lease
revenue. And the real beauty of
that in in Indiana and states like
Indiana is, if you sell the
plane after four years, for
example, then you've paid for
13th of what you would have paid up
front. Right. So the
remaining 913 stays with you when you
sell the aircraft. The
bottom line, from my
perspective, what I'm hearing is
if you are even remotely
interested in owning a jet, you
need to have this stuff
figured out prior to even talking to
anybody about a transaction. Is that how
far in advance do we
need to really the earlier the better?
Yeah, to get started with
tax planning, and at least
kind of table that if all the tax
answers are are good, then they can set
that aside and we can
revisit, you know, three months out of
closing. But it's good to
get those questions addressed.
Well, out of closing, one, so
we have a game plan in place
when we do find the plane we
want to buy and we can move
quickly. Yeah. But also, if
there's something that would prohibit
them from taking income
tax deductions on the plane, they
probably want to know that
sooner rather than later,
right? So yeah, best to get those
answers as early as
possible. I'm 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
land, 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 pilot single pilot piston
plane just just kind of
sucks. Yeah, just just to fly that. So
you're giving so 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 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. I mean, I hope
it's okay to tell this story.
But you know, I was I was young. I love
that on the show. If it's
okay, you can say it. So you
know, it's like, and maybe I
would be the same way if
you have you've purchased this
aircraft, you've worked so hard for it
your whole life, like,
you want to do what you want to do on the
inside and the outside.
So I've been doing this about 19 years, I
was a little younger
when this happened. But I had a client
asked me for my very
first stripper pole to be
installed in a G450 in the bag.
And my first thought and they asked me
they didn't ask me in
an email, they asked me in person and
we're in a very whole
entourage. And so you know, you know,
here's 12 to 15 or so
guys just looking at you, speaking
another language, okay,
you know, here's the interpreter and
you're like, first thoughts,
engineering wise, structurally, how do we
do that? What location
or I was like, and what location were you
gonna have that like in
the back and the cabin? And
I'm thinking, well, there's not
gonna be room for any
seats. Like I was like, okay, so
interpreter like, hey, you
know, we're we'd have to if
you're really going to make use of this,
we'd be to remove these
seats. So then you're losing, you know,
four passengers, six
passengers, depending on your
so funny, it's just judging the fact that
they wanted it. Right.
You're just like,
we do this.
It becomes like an engineering.
Like, this is your dream.
This is your plane. Like, sure.
Absolutely.
Like, you worked hard your
whole life. If you want a stripper
pole, we're gonna get you a stripper.
I'm not here to judge. That's not my job.
The higher power for
that no judgment coming from me, you want
to strip purple, I'm
gonna figure out a way to do
it make that work. But I have
questions. Like, you know, so add
questions I said, you know,
like, you're gonna lose these seats.
Like, is that you know,
this is the passengers are important.
There's a large group
of people here. It seems like you're
traveling with a lot of
people like where are they gonna sit? So
like, you know, you have
to give them the facts. Sure. So I say to
the interpreter, you
know, these are some of the
things I'm, I just want them to
be aware of because we move
forward with this is going to be
very expensive. It's gonna be a lot of
changes structurally. And
then granted, when you back to
reselling, but like you go to
reselling, there's no seats back there.
So you know, there's
going to be some things I want
them to be aware of. One thing
is like, logistically, well,
this be that much fun, they're
gonna you know, there's not that much
room in the plane, right?
Whatever the interpreter says, they think
that I say the group
thinks that I said that I was suggesting
that they get little
people as strippers. This is
gone. Right, right. So this was
this was not come back to this
interpreter. So like, they're
not even speaking English to
you. They're speaking through an
interpreter and you're speaking back
through that interpreter.
And we're trying to figure it out. I
would love to have been in
that room. And I'm looking at the inter
you know, I'm read as
it be like, that embarrassed
room full of men talking about
this. They're looking at me
like, is she shocked? Is she not
shocked? This is I love it. And I'm
looking at the interpreter
like, are you really saying what I said?
Because that doesn't
feel like you said what I
said. Like here we are. You know,
what kind of a room is it?
But yeah, so that happened.
But did you do it? Did
you make it happen? Yes.
We're here talking to Adam from auto
aerospace about the is it
the Phantom 3500? Yes, dude,
you have to tell me about this
because this thing looks insane. It
doesn't have any there's no
like visible doors, windows
panels, it's it's like flight of
the navigator or something,
right? Yeah. So yeah, tell me
about it. Yeah. So we're with auto
aerospace. And this is our
Phantom 3500. It's our launch product.
It's our first aircraft
of what we'll come out with. And while
not a spaceship, we do
fly a lot higher. So we fly at about
51,000 feet. So you know,
you go westbound, you're
going over the jet stream. But our
total mission here at auto
aerospace is using what's called
laminar flow, which is the
orderly flow of a fluid over a
surface, right? In this case, it's air.
And what that allows
us to do is we take the energy required
for flight out by about
50%. So when you do that, what
you get is instead of what you
know, sometimes you hear of a vicious
cycle, we have what's
called a virtuous cycle. So everything
starts to get lighter.
So if you see our engines on there,
they're Williams, FJ 44
dash four engines, they've
got about 13 14 million hours of
operational space out there.
They look really small on an
aircraft this size. And that's
intentional, right? We don't
need the propulsion that you would
normally need for an
aircraft of this size, because we cut
that weight down in half.
So it's a super mid aircraft,
max range 3500 nautical mile
aircraft. But instead of being about 40
to 42,000 pounds max
takeoff weight, we're at 19,000 pounds
max takeoff weight. So
when you look at that overall
weight of the aircraft, we're
roughly half of what others
in this space in this super mid
category are.
I can imagine it takes a lot
less fuel. So and that's a big
expense with with flying
private, you have to pay for a
lot of fuel.
Absolutely. So compared to
competitors in that in that
space in the super mid
space, we're about 60% more fuel
efficient. So you have massive reduction
in fuel. You also have
about overall operating costs, a direct
operating costs on an
hourly basis of about 40%
less including fuel maintenance,
etc. The other benefit
of it is, you know, from a
sustainability perspective, you're
cutting out a huge amount
of fuel, right? We also fly
higher. So we fly at 51,000
feet, we start to get up towards
51,053,000 feet, contrails start
to go away. And when you start to limit
contrails, you're not
only limiting emissions from the
propulsion system, but you're
also affecting the entire the overall
global warming effect
from the aircraft when you start to lose
those contrails. If we
fly 100% SAF in the engine, which the
engine is rated for,
and you fly at that altitude,
you can you can eliminate the
global warming effect by about 97% on
that flight. So it's truly
astounding. And you can do it where it's
still cost effective
to without the contrails, how are you
supposed to continue to
control people's minds?
It's very difficult. We
haven't released that secret yet.
Okay, okay, we're gonna get to that.
That's next.
Okay, okay. So who's this for? Who's
gonna who's the market for
for for this jet?
Yeah, so our first product, the Phantom
3500, we've just gone
announced with our great partner and our
launch customer FlexJet,
who is fractional service
and will this is a this is a
business jet market. And that is where
we're starting under our
part 23 certification. And then we'll
expand from there. So that
traditional super mid and
below business jet market, because
it's a super mid capability, but you're
operating at much lower
costs. So we can really go after that
overall business jet
market. And then we'll expand from there
with what we'll call
our future larger aircraft. But we
haven't come out with that
yet. That's next, and we'll go bigger,
right? So we'll go look
at intercontinental, we can look at other
other spaces with it.
But we're, we're starting where we think
is the pragmatic place
to start within the
market. And and a great path to a
certification path under
part 23, working with great
partners, great customers in
FlexJet and and we'll go from
there.
So when can I fly on one of
these things? When can I book a
flight on a Phantom 3500?
So our entry in the service, our EIS, EIS
is planned for 2030.
So what you see behind you here with the
Phantom 3500, we're in
the process of putting that
together now with our partners.
And we will fly we've flown prototypes
and demonstrators in
the past that auto. But this next one
flight test vehicle one
of four will be flown in
Jacksonville, Florida, where
we're moving the company to in 2027. And
then after that, you'll
have flight test vehicles two through
four, which will be our
certification articles, they'll be
conforming aircraft, and we'll
go keep them through the rest of the
certification process
with a planned timeline of
2030 entry in the service.
That's awesome. This is you in there in
2030. This honestly,
this is one of the coolest
things I've seen on the trade
show floor. So yeah, auto
aerospace Phantom 3500. And
thank you so much for talking
to me about this and showing it
off. Yeah, cool. Thanks a lot.
Where you can set your yourself apart is,
you know, driving the
commitment of turnaround time. And yeah,
time is money to the
owner and the operator, like you said,
yeah, typically, these
airplanes are used from the moment that
they're dropped off.
It's like an inbound flight that they
just wrapped up an hour or
couple hours or days ago. And then
there's a flight on the
backside of that. So yeah, that downtime
is is very important.
And again, I think that's a
bigger factor than than just
price.
Yeah, yeah. So how do you how do you
manage that? And how do you
set that expectation?
It really is, you know, in the secret
sauce of each of the MROs.
And I think that's how you
schedule how you pre plan, it's
the experience of your of
your labor. And that's, you know,
that's another thing we have our own
internal training staff,
where we, we invest 10s of
1000s of hours a year on internal
training to make sure that our people are
are well prepared for
when that inspection or that
airplane comes in, that they
know what they're looking
for, they know how to perform the
maintenance. And again, we
mitigate any, any issue that
comes up to try to reduce
downtime, or make sure that
we're on time to what we committed to.
Typically, for a buyer, I
would like to have a acceptance
rejection period where once you do the
inspection, you get the
inspection report. And the buyer has the
ability depending on how
significant the findings are in that
report, to walk away from
the deal. You know, if we're talking
about an aircraft that's
riddled with corrosion, you know, and
being in Florida, we see
it quite a bit, you know, sure, that the
value of that aircraft
just completely, you know, it's not the
value that you wanted to
buy it up. So you either
renegotiate the purchase price,
or you can reject it and move
on. Anyway, so this particular
LOI didn't have any of that in there.
Okay. And so now we're at
the pre buy phase, they're trying to
negotiate the APA, the
buyer is now pushing to put
that into the APA. The seller is
saying absolutely not.
APA is the purchase
agreement, is that right?
That's correct. Yeah, aircraft purchase
agreement. So that's
why it's important to hammer out those
very important details
from the beginning. And it really is
setting expectations,
you know,
are probably people that are
using people cancel. So like,
there's probably people that try to like,
do all this without a
system like camp. How does that work?
So one of the most important
things about camp is we keep
track of all revisions. So as the OEM
puts out a revision to
the maintenance manual, yeah, we keep
track of that. And we
update the system as those
revisions come out or service
boltons or communiques, or
airworthiness directives, we
update all of that for the
customer. If you're doing this
in a spreadsheet, now you've got to keep
track of the revisions,
what tasks have changed, what ADs have
come out. And if you're
not maintaining the correct revision,
you're going to miss
inspections.
But I mean, it does it have like a, I
don't know, my car's got
a check engine light, like what, you
know, it's minder does the
jet. This is like a big
complex machine with a bunch of
electronics that it does it not tell you
what's wrong with it?
Well, it there are some aircraft that do
they'll tell you that
Oh, you have this inspection, there's
this going on, or, you
know, you have a fault going
on with your aircraft. But the
problem is there are
inspections that are due based on
it could be the part that's
installed. So this jet might have
a dash three, and this one has a dash
four for whatever part it
is, you know, a widget.
And this one has a 3000 hour
requirement, but this one has
a 4000 hour requirement. So we
actually look at that and we will set
that up accordingly.
Whereas the airplane, it's not going to
know what serial number
you have on. So it couldn't tell you
what's going on unless you
were constantly putting that
information into the aircraft
really do your research. I mean, the
amount of research I do,
when I go buy a car or
something, I mean, it's amazing
how sometimes people just
jump right in. So understand the
mission, understand the costs of
ownership and everything that
goes into ownership. So I
think those are the two most
important things. Yeah, totally agree
team that you trust. Yeah,
that's the main thing here is
that just the God, I kind of
know who you trust. Any final thoughts
before we wrap things
up? I think we covered a lot. I could
take three hours to do
something like this. So we did a lot and
in 40 minutes here. And
I just want to say thanks very much for
having me. I think you
guys are on to something really, really
cool here. Excuse me. I
think we're in a very cool
industry. Again, I said it
earlier, it's opaque. It's niche. It's a
very cool. And not a lot
of people are doing this in other
industries and other
areas of life, you're seeing the podcast
and things like so fact
that you guys are doing this, I think
it's really cool. All
right, so that is our recap of
the first year of on the jet.
We've had so much fun doing
the show and talking to all the
people that we've we've had
a chance to talk to. Jason, I
can't wait for the next year.
Yeah, I you know, I think coming up this
year, we've got quite a
few people lined up to talk to you and a
lot of good surprises
I think along the way would
definitely go back out on the
road and go visit some
places and get some good, good
conversations going.
Yeah, but there is room. So if there's
anything that you'd like
to see on on the jet, make sure you
comment below. Let us know.
Yes.
If there's anybody that you feel you'd
like to see on on the
jet, make sure to tag them and let them
know. And we'll we'll
look forward to all the stuff that we do
have in store for the
upcoming year. Make sure you're
subscribed so you get all that
and we'll see you on on the jet.
Thank you for watching on the
jet. If you want to see more on
the jet, make sure to subscribe to our
channel on YouTube and
leave a comment telling us
what aspect of jet ownership you'd
like to know more about on the jet is
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Aspen arrow group.com. This has
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