Business aviation courier
An airline can rebook its passengers. A business aviation operator cannot — the trip either happens or it does not. With diverse fleets and thin type-specific stock, the part is nearly always somewhere else, and the aircraft, the component and the engineer are usually in three different places.
You will get a straight answer on whether the departure can be met before you call the client.
The trip is the product
An airline sells seats. A business aviation operator sells a trip — a specific aircraft, at a specific time, for a specific person. That difference changes what a delay costs and what you are actually buying when you book a dedicated vehicle.
| Airline | Business aviation |
|---|---|
| Passengers rebooked onto the next service | No next service. The trip either happens or it fails |
| Spare aircraft may be available | Often a fleet of one for that owner or that mission |
| Standardised fleet, deep spares pool | Diverse types, thin type-specific stock |
| Delay measured in operational cost | Delay measured in a client relationship |
| Engineering desk decides | Owner, operator, crew and handler all in the loop at once |
This is why business aviation operators rarely ask the price first. The question is "can the part be there in time, and can you tell me that honestly right now" — because the answer determines whether the trip is saved or the client is called.
Fleet diversity is the underlying problem
An operator running several types, sometimes across several registrations and management arrangements, cannot hold meaningful spares for all of them.
| Type-specific components | The part is often held by one OEM stockist rather than in general aviation stores |
|---|---|
| Managed aircraft | Spares may belong to the owner rather than the operator, and sit wherever the aircraft is normally based |
| Transient operation | The aircraft is frequently away from base when the defect appears |
| Small engineering teams | Often one or two engineers covering several aircraft, travelling to the aircraft rather than the reverse |
| Tooling follows the type | Specialist tooling may need to travel with or ahead of the engineer |
The recurring pattern: the aircraft, the part and the engineer are in three different places. Bringing two of them together quickly is a road transport problem.
What operators call us for
| Situation | The movement |
|---|---|
| Departure at risk | Defect found before a scheduled trip; part collected and driven to the aircraft |
| Aircraft away from base | Component collected at home base and driven to wherever the aircraft is |
| OEM stockist collection | Type-specific part collected from a specialist supplier |
| Engineer positioning support | Tooling or parts timed to arrive with or before the travelling engineer |
| Into a service centre | Part delivered to an MRO where the aircraft is in a maintenance input |
| Unserviceable unit out | Removed component driven to overhaul or an exchange pool |
| Import released | Spare cleared at a cargo terminal and driven onward — see Heathrow cargo collection |
| Cabin & interior items | Components or materials for an interior rectification before a trip |
Discretion and handling
Business aviation work carries expectations that do not arise elsewhere, and it is worth being clear about what we do and do not offer.
| One driver, one vehicle | The consignment is not passed between handlers or sorted in a depot. Fewer people touch it |
|---|---|
| Direct communication | You deal with dispatch and the driver, not a call centre reading a tracking screen |
| Handover to a named contact | The consignment goes to the person you nominate, recorded at delivery |
| No consolidation | Nothing else travels with your consignment |
| What this is not | This is careful, low-touch handling — not a formal chain-of-custody or security-cleared service. See below |
What we move for operators
| Type-specific components | Rotables and line-replaceable units from OEM stockists |
|---|---|
| Avionics | Flight deck and navigation units, sensitive assemblies |
| Wheels, tyres & brakes | Assemblies driven to the aircraft or the hangar |
| Engine components | Modules and accessories, subject to size and lifting arrangements |
| Cabin & interior parts | Including materials for interior rectification |
| Specialist tooling | Type-specific tooling travelling with or ahead of an engineer |
| Technical documentation | Release certificates and records travelling with the part |
| Crew & client items | Documents and equipment against a departure |
Dangerous goods: lithium batteries, oxygen generators and aerosols are common in business aviation stores. Declare at booking and we confirm carriage arrangements case by case before dispatch.
Where we deliver
| Farnborough | OEM service centres and FBOs — see AOG courier Farnborough |
|---|---|
| Biggin Hill | Business jet MRO and FBO facilities — see AOG courier Biggin Hill |
| Luton | FBO and maintenance operations — see AOG courier Luton |
| Stansted | FBO and hangar facilities — see AOG courier Stansted |
| London City | Short turnarounds — see AOG courier London City |
| UK-wide | Regional airports, airfields and general aviation sites nationwide |
We deliver to the FBO, hangar, service centre or nominated handover point and hand the consignment to your contact. Where a movement needs to pass a security boundary, that is arranged through your operator or handling agent — tell dispatch at booking.
How it works
| Stage | What happens |
|---|---|
| 1 · You call | Phone 020 8888 9988 or message WhatsApp, any hour |
| 2 · Details taken | Where the part is, where the aircraft is, dimensions and weight, the departure time, dangerous goods status |
| 3 · Honest answer | Whether the departure can be met, and a fixed price, before you commit to the client |
| 4 · Vehicle dispatched | Assigned to your consignment alone; driver contact shared |
| 5 · Collection & POC | Loaded and secured in its packaging, proof of collection recorded |
| 6 · Direct transit | Non-stop and redirectable if the aircraft moves, with the driver’s direct number shared |
| 7 · Delivery & POD | Handed to your nominated contact and digital proof of delivery confirmed back to you |
What we do and don't claim
| What we do | Detail |
|---|---|
| Dedicated vehicle per job | No consolidation, no multi-drop, fewer hands on the consignment |
| Honest timing before you commit | So you are not calling the client back to retract |
| 24/7 dispatch | Business aviation does not keep office hours and neither do we |
| Redirectable in transit | If the aircraft repositions or the handover point changes |
| Driver contact shared | You or your engineer can speak to the driver directly |
| Handover to a named contact | Recorded at delivery |
| UK-wide collection | From OEM stockists, workshops, bases or cargo terminals |
📞 Call 020 8888 9988 · 💬 WhatsApp · Request a quote →
Frequently asked questions
Why is business aviation different from airline AOG work?
Because there is no next service to rebook onto. An airline can move passengers to another flight; a business aviation operator usually has one aircraft for that mission. Add diverse fleet types and thin type-specific stock and the result is that the part is nearly always held elsewhere, often by a single OEM stockist.
Can you collect from an OEM stockist?
Yes, and this is the commonest business aviation job. We collect from type-specific suppliers, exchange pools, component workshops or the operator's home base anywhere in the UK and drive direct to the aircraft.
Can you deliver to wherever the aircraft is?
Yes. Aircraft are frequently away from base when a defect appears, so we collect the part at one location and drive it to the airfield, FBO, hangar or service centre where the aircraft actually is. If it repositions mid-journey the vehicle can be redirected.
Can you get tooling to a travelling engineer?
Yes. Where an engineer is positioning to the aircraft, tooling and parts can be timed to arrive with or ahead of them. Tell dispatch the engineer's expected arrival and we plan the run around it.
How quickly can you move?
A vehicle is assigned as soon as the job is confirmed. Timing depends on where the part is and the hour, so we give you a realistic assessment on the first call rather than a headline figure — which matters when you have to tell an owner or client. Phone 020 8888 9988.
Do you offer security-cleared drivers or chain of custody?
No, and we do not advertise it. What we provide is a dedicated vehicle with one driver, no consolidation and handover to your named contact. If a movement genuinely requires vetted personnel or a documented custody process, we will tell you plainly that we are not the right provider.
Do you have airside access?
We do not advertise airside access. Deliveries are made to the FBO, hangar or nominated handover point and handed to your contact; anything beyond a security boundary is arranged through your operator or handling agent.
Can you set up an account in advance?
Yes, and many operators do. Having invoice terms agreed beforehand means that when something goes wrong at short notice the commercial side is already settled.
Have ready: where the part is, where the aircraft is with a receiving contact, dimensions and weight, and the departure time.