Selling an Aviation Services business

Aviation services, deals move faster when you can explain certificates, airport access, audit history, and signing authority in plain English. Buyers want continuity plans that prevent downtime, not a surprise compliance scramble after closing.

Get your valuation Back to industries

What's your aviation services business worth?

What buyers evaluate, and how to prepare

Will the approvals survive a change of ownership, or do we need a reissue?

Deal-critical

Approvals

What buyers determine

Buyers are trying to confirm you can keep operating without a pause after closing. They also want to see whether your authority lives in documented systems (manuals, training, records) with named coverage or whether it depends on one person. Depending on the certificate and your setup, the answer can drive the timeline, transition staffing, and even whether closing needs to be staged.

How to prepare

List each certificate, approval, and rating, including the entity name and required named positions
Write a plain-English change-of-control memo with steps, expected timing, and the FAA point of contact
Summarize the last audits, findings, closure dates, and what you changed to prevent repeats
Document required-role coverage, including deputies, training cadence, and where records are stored

Great answer

The authority sits with SkyTech Aviation Services. For Part 145, we hold Airframe and Powerplant ratings, with John Smith as accountable manager and Sarah Johnson as quality manager, plus a documented deputy for each. Over the last 24 months, we had 5 findings, all closed within 30 days, and we updated our maintenance manual to prevent recurrence. On a change of control, we expect due diligence steps over roughly 60 days, and our compliance officer owns FAA communication, so we don’t expect an operational pause.

Good answer

We can walk you through the certificate, ratings, and the named positions. We still need to write down the change-of-control steps and expected timing.

Red flag

The certificate should just transfer. We’ll deal with the FAA after closing.

How Rejigg helps:Rejigg helps you share certificates, named-role coverage, and audit history up front so buyers can plan continuity with real facts.

Do you have hangar rights and ramp access that a buyer can actually keep?

Deal-critical

Airport Access

What buyers determine

Buyers are checking whether your hangar, ramp, and airport permissions can carry through to a new owner without drama. They also look for constraints that limit throughput, like door height, bay count, tow routes, hours, security rules, and parking. If the lease is hard to assign or consent timing is unclear, closings often slip, and pricing can soften.

How to prepare

Gather the lease, amendments, airport rules, insurance requirements, and any side letters
Summarize assignment terms, consent steps, typical approval timing, renewal options, and key fees
Document facility constraints and what work you decline because of them
List badge and permit dependencies and the office that administers them

Great answer

We have a 10-year hangar lease with 5 years remaining plus 2 options to extend. Assignment requires airport authority consent, and approvals typically take about 30 days. The facility supports up to large jets with a door height of 28 feet and 5 bays, with ramp access as outlined in the operating rules. Our main constraints are limited operating hours, parking availability, and tow route restrictions, and we can share the full lease package under NDA.

Good answer

The lease has been stable, and we have good airport relationships. We haven’t recently confirmed the assignment and consent timeline.

Red flag

The airport will be fine with it. I’m not sure what the lease says about assignment.

How Rejigg helps:Rejigg lets you share lease and permit documents securely and stage access so only serious buyers see airport-sensitive details.

Are your earnings real, or are we looking at a ‘calm before the heavy check’?

Deal-critical

Financial Readiness

What buyers determine

Buyers are translating your P&L into actual cash needs and timing, including heavy maintenance cycles, engine events, avionics upgrades, tooling, and facility capex you may have deferred. They want normalized earnings with support for add-backs, plus the operational drivers behind the numbers. Clean books and credible forecasts usually protect price, especially when aviation work has lumpy events and downtime risk.

How to prepare

Prepare TTM and 3-year financials with an itemized add-backs schedule and backup
Build a 12–24-month maintenance and capex outlook, including downtime and who pays per contract
Show revenue and margin by service line, with labor, parts, and subcontract broken out
Organize lender-ready files: tax returns, statements, AR/AP aging, and key contract summaries

Great answer

Here’s our TTM SDE/EBITDA with itemized add-backs and documentation. We also mapped known maintenance and capex exposure for the next 24 months: a scheduled maintenance event in March 2024, estimated downtime 15 days, and cost responsibility per contract. By service line, margins are aircraft maintenance at 18% and ground support services at 22%, with labor, parts, and subcontract separated.

Good answer

We can explain upcoming maintenance and capex risk, and we know the big events. Our add-backs and service-line margins still need to be reconciled cleanly.

Red flag

The P&L is enough. Maintenance timing is just part of aviation.

How Rejigg helps:Rejigg pulls financials from QuickBooks and organizes diligence files in one place so you can support earnings without spreadsheet sprawl.

If you step away, what breaks first: sales, scheduling, quality sign-off, or customer trust?

Deal-critical

Owner Dependence

What buyers determine

Buyers are hunting for chokepoints that live with the owner, like signature authority, portal access, quoting judgment, comfort with the FAA and auditors, and escalation handling. In aviation, one missing authority or login can stop work and create compliance exposure. Clear backups, documented processes, and a realistic transition plan reduce risk and usually lift valuation.

How to prepare

List every owner-held authority and access point, and name the backup for each
Map who owns quoting, scheduling, production, QA, and customer communication day to day
Document the quote-to-work-package-to-sign-off workflow and store it in one shared location
Write a transition plan with milestones tied to audits, peak season, and key account handoffs

Great answer

I’m still the escalation point for AOG situations, but day-to-day is run by Sarah Thompson, our General Manager. Return-to-service and inspection sign-off are covered by John Smith and Emily Davis with documented PTO backup. Quoting and scheduling run through our proprietary software, AeroQuote, and the transition plan includes three key account introductions plus coverage through the next FAA audit.

Good answer

I’m involved in a few key areas, but the team runs most of the operation. We need to formalize backups and document a couple of workflows.

Red flag

Nothing breaks. I just keep an eye on everything, and people call me when there’s a problem.

How Rejigg helps:Rejigg’s Owner’s Guide helps you build a transition plan around signing authority, compliance roles, and key relationships aviation buyers focus on.

What keeps your techs and inspectors here, and who can you not afford to lose?

Important

People & Coverage

What buyers determine

Buyers want to see whether staffing protects throughput, compliance, and customer confidence. They also check whether required signature roles have real depth or whether knowledge is stuck with one or two people. In most shops, one inspector or lead tech leaving can cut capacity overnight, so retention plans and redundancy affect both price and deal terms.

How to prepare

Create a roster with qualifications, signature authority, and primary and backup coverage by role
Show hiring pipelines, training cadence, and where training records are maintained
Explain contractor use, including what they do and how you verify quality
Prepare a retention plan for the sale period, including key-person risk and stay bonuses if needed

Great answer

We have 25 techs and 10 inspectors, with backup coverage for every signature role. Average tenure is 7 years, and training status is tracked in our internal management system, with current records available. We use contractors only for peak seasons, and QA applies the same checklists and independent inspections. For the sale period, we have a stay-bonus plan for maintenance managers.

Good answer

The team is stable, and we know the key people. Our training and coverage documentation needs to be pulled together.

Red flag

They’re loyal. If someone leaves, we’ll hire another mechanic.

How Rejigg helps:Rejigg helps you present a clear org and coverage picture, including who can sign what and how you avoid single points of failure.

What did your last audits look like, and what’s the next one that matters?

Important

Audits & Quality

What buyers determine

Buyers treat audit history as a reality check on how your quality system performs under pressure. They look for repeat findings, slow closures, and evidence that corrective actions fixed root causes, not just paperwork. A clean, well-supported audit story reduces fear of post-close surprises, customer holds, and operational stoppages.

How to prepare

Summarize the last 2–3 audits (FAA, customer, and OEM), with findings and closure dates
Gather CAPA (Corrective and Preventive Action) logs, internal audit schedules, training evidence, and approved-supplier letters
Document your process for incidents, quarantine, escapes, and rework, with clear ownership
Build a forward calendar of upcoming audits and readiness tasks

Great answer

Our last FAA audit was September 15, 2023. We had 3 findings and closed them in 14 days, with CAPAs that changed our maintenance procedures and are still in use. Internal audits run on a quarterly cadence, and corrective actions are tracked in our Quality Management System. The next key review is December 1, 2023, for Boeing, and we have a readiness checklist with an owner for each item.

Good answer

We’ve passed audits and can talk through the main findings. We still need to consolidate closure evidence and CAPA support.

Red flag

Audits are fine. I don’t keep those reports; QA has them somewhere.

How Rejigg helps:Rejigg’s data room keeps audit reports and CAPA evidence organized so diligence stays factual and quick.

If you touch parts, what percentage of stock is fully traceable and sale-ready today?

Important

Inventory Traceability

What buyers determine

Buyers want to confirm inventory value is real and compliant, based on condition and trace paperwork, not a price list. They also check movement and discipline around quarantine and write-downs. Inventory that is missing trace, tied to aging platforms, or rarely moves often gets discounted hard, which can change working capital targets and purchase price.

How to prepare

Prepare an item-level inventory list with condition, trace status, and last-moved date
Bucket inventory into fast, slow, and non-movers, and propose write-downs with rationale
Document receiving inspection, quarantine controls, and where trace docs are stored
Separate consignment and customer-owned parts from owned inventory

Great answer

We have 5,000 SKUs. 85% are fully traceable and sale-ready, and the paperwork is stored in our inventory management system. Movement breaks down as fast movers 60%, slow movers 30%, and non-movers 10%, with proposed write-downs totaling $150,000. Quarantine is tracked and only released after a thorough inspection and approval process. Consignment and customer-owned parts are labeled and excluded from owned inventory.

Good answer

Most inventory is traceable, and we can provide a list. We haven’t finished a movement analysis or formal write-down review.

Red flag

Inventory is worth what it’s on the books for. If it’s on the shelf, it’s worth that.

How Rejigg helps:Rejigg lets you share inventory schedules and trace support in a controlled way so buyers can diligence value early, before price renegotiations.

How dependent is revenue on one airport, one program, or one platform?

Important

Revenue Drivers

What buyers determine

Buyers look beyond customer names to aviation concentration, including platforms, fleets, OEM programs, prime contracts, and a single-airport footprint. They want to understand how fast revenue could drop if a platform sunsets, a contract recompetes, or airport access rules change. Clean driver-level reporting signals you know what truly drives demand, and you have realistic diversification paths.

How to prepare

Break revenue down by customer, aircraft type or platform, and airport or station
List the top concentration risks and a mitigation plan with specific adjacent platforms or services
Track renewal and recompete dates, including approved-supplier and program dependencies
Document leading indicators you watch that show demand shifting early

Great answer

Top customer concentration is 30%, but the bigger driver is platform: Boeing 737 is 45% of revenue, and Los Angeles International Airport is 25%. We added capability for ground handling services, including tooling and training, and we’re targeting regional airlines to diversify. Key renewal and recompete dates are January 15, 2024, and June 30, 2024, and we review customer satisfaction scores monthly.

Good answer

We know our main platform and airport exposure. We haven’t packaged the breakdown and mitigation plan with clean numbers yet.

Red flag

We have lots of customers, so we’re not concentrated. Platform and airport exposure doesn’t matter.

How Rejigg helps:Rejigg helps you show platform, program, and station-level drivers so the right aviation buyers can underwrite concentration risk quickly.

How do you actually win work: AOG calls, RFQs (Request for Quotes), OEM networks, or relationships?

Good to have

Sales Engine

What buyers determine

Buyers want to understand whether demand is repeatable and owned by the company, including who covers AOG intake, RFQ response, OEM portals, and account management. In aviation, speed and reliability often win, so buyers look for measurable performance like response time, turnaround time, and win rate. A documented, role-owned process makes post-close retention and growth more likely.

How to prepare

List lead sources and assign an owner for each channel
Track response time, quote-to-win, and turnaround time with a few recent examples
Document onboarding and account management responsibilities by role
Write a top-accounts handoff plan with introductions and escalation paths

Great answer

Work comes from four channels: 30% AOG (Aircraft on Ground), 25% RFQ (Request for Quotation), 20% OEM/referral, and 25% repeat fleet. Channel owners are Account Managers, and we track quote-to-win at 45% and median RFQ response time at 12 hours. Top accounts have a set cadence and an escalation path that the team can run without me.

Good answer

We know where leads come from and who handles them. We don’t track response time and win rate consistently.

Red flag

We don’t sell. People just call us because of reputation.

How Rejigg helps:Rejigg keeps buyer Q&A, messaging, and scheduling in one place so you can prove a repeatable sales engine with real examples.

Straight from buyer evaluations

“The certifications and clearances they've built up over the years are things you just can't go out and buy. Combined with multi-year government contracts and a team that already has the right credentials, this is a rare find.”

Valuable CertificationsBuyer impressed by certifications at an aviation services company

“When I looked at the contract renewal history across four agencies, I could see these weren't one-off projects. These are long relationships with a track record of winning renewals. That tells you something about the quality of the work.”

Long-Standing ContractsBuyer reviewing government contracts at an aviation company

“They have the in-house authority to inspect and sign off on parts without waiting for outside inspectors. That's a bottleneck that slows down most smaller aviation companies, and this one has already solved it.”

In-House CapabilitiesBuyer analyzing an aviation parts distributor

“Over 100,000 parts in inventory, all properly tracked and documented. The sourcing relationships that feed that inventory have been built over a decade. You don't build something like that overnight.”

Well-Managed InventoryBuyer evaluating an aftermarket aviation parts company

“The operations director and chief pilot have been running flights for six years without the owner getting involved in day-to-day operations. I'm buying a business with real depth and a team that knows what they're doing.”

Team IndependenceBuyer reviewing a charter operation

How buyers value this type of business

Where you land in that range depends on whether your certifications and key roles transfer cleanly, how much revenue is locked into multi-year contracts, and how much the business runs without you.

3x–8x

annual profit

Depending on certifications, contracts, and team depth

What drives a premium

Certifications and clearances that transfer with the business
FAA certificates, facility clearances, and quality certifications that stay with the company are extremely valuable because they take years and significant investment to earn.
Multi-year contracts with renewal history
Long-term contracts with government agencies or commercial clients, especially with a track record of renewals, give buyers confidence in future revenue.
Trained, credentialed team members
Mechanics, engineers, and pilots with the right certifications and experience who will stay through the transition show buyers a business that runs without the owner.
Well-tracked parts inventory
Aviation parts with proper documentation and consistent sales are valuable assets that buyers can rely on.

Common add-backs

Your salary above what you'd pay someone to manage the operationPersonal aircraft usage or flight hours mixed into business costsFamily members on payroll who won't continue after the saleOne-time costs for earning certifications or clearances that are now in place

What the process looks like

5–8 months from listing to closemedian 201 days across closed deals

1
Listing
The day your business goes live on Rejigg.
2
First messageMedian: 4 days later
A buyer requests a conversation by sending a first pitch.
3
First callMedian: 7 days later
Your first completed call with a buyer to answer questions about your business.
4
Letter of intentMedian: 59 days later
A buyer submits an LOI and you choose to accept, decline, or negotiate.
5
Deal closeMedian: 89 days later
Assuming all is well in due diligence, you close the deal.

See the data behind this timeline in the 2026 Insight Report

Typical buyer types

Aviation companies looking to expand their services or add locationsCompanies in related aviation fields wanting to add new capabilitiesExperienced aviation professionals looking to acquire an existing operation with certifications already in placeFirst-time buyers with military or defense aviation backgrounds who want to own their own operation

Common questions about selling an Aviation Services business

What is an aviation services business typically worth?

Most aviation services businesses price off a multiple of cash flow, usually EBITDA or SDE, but the multiple depends on continuity risk. Buyers pay more when certificates and ratings are stable, audit history is clean and well-documented, airport access is secure, and signing authority has real bench strength. Parts-heavy businesses also rise or fall on how much inventory is traceable and sale-ready versus dead stock. Use Rejigg’s <a href="/valuation" style="color: #1d4d05; font-weight: 600;">free valuation calculator</a> to benchmark value, then adjust for lease assignment risk and upcoming maintenance or capex exposure.

Do I need a broker to sell my aviation services company?

You do not have to use a broker, but it depends on how much time you have and how complex your approvals, leases, and customer consents are. Brokers often charge 5–10% to package the deal, find buyers, and run the process. Rejigg covers a lot of that with pre-vetted buyers, digital NDAs, a secure data room for certificates, leases, and audit summaries, plus tools to compare offers. Start with the <a href="/owners/owners-guide/prepare-to-sell-your-business" style="color: #1d4d05; font-weight: 600;">preparation guide</a> if you want to run the sale yourself.

How long does it take to sell an aviation services business?

It varies by market, but aviation deals often take longer than many service businesses because third-party consents can control the schedule. Airport authority approvals, key customer approvals, OEM authorizations, and change-of-control steps can each become gating items. Sellers move faster when they show certificates, audit history, lease terms, and signing-authority coverage early, so diligence stays verification-only. Rejigg helps by organizing diligence in one data room and tracking open items across buyers. For the final steps, use the <a href="/owners/owners-guide/due-diligence-and-closing" style="color: #1d4d05; font-weight: 600;">due diligence checklist</a>.

Can a Part 135 certificate transfer when you sell the business?

A Part 135 certificate generally does not “transfer” like a hangar lease or a tug. The FAA will focus on operational control, required management positions, manuals, training, and how you maintain compliance through the ownership change. Many transactions plan for continuity by timing notifications carefully and lining up management roles so operations keep running. Buyers will want a clear map of who holds each required role today and what changes at closing versus after closing. Rejigg’s data room lets you share that approvals map under NDA.

What about selling a Part 145 repair station—what do buyers worry about most?

Buyers worry about continuity of the repair station certificate and ratings, and whether the quality system works on the hangar floor. Expect questions about the accountable manager plan, quality manager coverage, training records, recent audits and findings, repeat issues, and how fast CAPAs close. They will also ask about facility limits, tooling, and whether airport access can be maintained after a sale. If you can provide audit summaries, manual indexes, and training evidence early, diligence usually stays on track. Rejigg helps you organize and share that package securely.

How do buyers value aviation parts inventory during a sale?

Most buyers discount parts inventory unless you can prove condition and traceability and show movement history. Stock that is missing paperwork, tied to aging platforms, or rarely sold often gets treated as liquidation value or excluded from working capital. Buyers usually separate “sale-ready” from “quarantine” and “missing trace,” then negotiate what counts toward the closing target. Having item-level schedules and trace backups avoids late-stage pricing fights. Rejigg’s data room is a good fit for sharing inventory lists and trace documents only after an NDA is signed.

What is working capital in an aviation services deal, and why does it matter?

Working capital is usually current assets minus current liabilities, often excluding cash and debt, but definitions vary by LOI. In aviation services, it can swing with parts inventory, work-in-process, and the timing of big invoices and vendor bills. Many buyers require a “normal” working capital level at closing, then adjust the price if delivered working capital is higher or lower. Clean AR and AP aging and realistic inventory valuations matter a lot here. Rejigg’s offer tools help you compare working capital targets across bids so the real net price is clear.

Should I do an asset sale or stock sale for an aviation services business?

It depends on what has to stay intact to keep operating. Certificates or authorizations tied to an entity, airport leases, customer approvals, and insurance history can all push a deal toward an equity sale, while liability concerns often push buyers toward an asset sale. Many aviation transactions land on a structure that protects the buyer while preserving continuity, sometimes with specific liabilities carved out. You should pressure-test the structure against airport consent and approval requirements early. Rejigg’s deal tracking helps you compare structures, consents, and timelines across offers.

How do buyers think about upcoming heavy maintenance events in valuation?

Buyers usually model the next 12–24 months and adjust for predictable cash needs and downtime, including engine events, heavy checks, avionics upgrades, tooling, and facility investments. Even when the business does not own the aircraft, contracts can shift who pays and whether downtime reduces revenue or margin. A seller who can show a program-by-program outlook with timing, expected downtime, and “who pays” terms reduces uncertainty and can defend price. Rejigg’s data room makes it easy to share a concise maintenance outlook with the supporting contract excerpts.

Can I keep the sale confidential from my employees and airport partners?

Yes, and in aviation, it is often worth doing staged disclosure because rumors can trigger real disruption. Losing one inspector or lead tech, or stirring airport politics, can hit capacity quickly. Most sellers start with anonymous marketing, then share sensitive details only after NDAs, and save employee and airport counterparty disclosure for later diligence. Rejigg supports that workflow with pre-vetted buyers, digital NDAs, and permission-based data room access. You can also redact lease counterparties early and release full documents later.

What documents should be in an aviation services data room?

Include financial statements, tax returns, AR and AP aging, and a clear add-backs schedule. Add airport leases, amendments, hangar and ramp operating rules, and insurance requirements. For approvals, include certificate and ratings summaries, key manual indexes, training records overview, and an org chart that shows signing and inspection authority coverage. Also include audit reports and CAPA summaries, insurance claims history, major customer and supplier contracts, and equipment and calibration records. If you touch parts, add inventory schedules with trace backups. Rejigg includes a secure data room so you can stage access as buyers progress.

How does SBA financing work for buying an aviation services company?

Many smaller aviation services acquisitions use SBA 7(a) financing when cash flow is consistent and documentation is strong, but lender appetite varies. Lenders will focus on clean financials, supportable add-backs, customer and platform concentration, and any compliance or lease risk that could pause operations. They also look closely at owner dependence, inventory valuation, and whether key staff will stay. Use Rejigg’s <a href="/sba-calculator" style="color: #1d4d05; font-weight: 600;">SBA loan calculator</a> to model payments, then prepare a lender-ready package in the data room to keep underwriting moving.

What deal terms are common in aviation services—earnouts or seller financing?

Earnouts and seller notes show up when buyers feel real continuity risk, which is common in aviation. Earnouts are more likely when revenue depends on a few programs, an aging platform mix, renewals, or relationship-driven work that needs a handoff period. Seller financing is common when lenders want more seller “skin in the game” or when inventory value and working capital are still being negotiated. You should compare offers on net risk, not just headline price. Rejigg’s offer dashboard helps you line up earnout hurdles, note terms, and covenants side by side.

What’s a reasonable transition period for the owner in aviation services?

Most of the time, buyers care more about milestones than a calendar date. The transition should cover customer introductions, transfer of owner-only authorities, and at least one critical operational cycle, such as a major audit, peak season, or key program renewal. In some businesses, 30–90 days works if signing authority and management coverage are strong. In others, buyers want support through the next audit or heavy maintenance season. Put the plan in writing, including who takes FAA interface, who owns quoting, and who handles AOG escalations. Rejigg’s <a href="/owners/owners-guide/transitioning-after-the-sale" style="color: #1d4d05; font-weight: 600;">transition planning guide</a> helps you package it.

Do I need a non-compete when I sell an aviation services business?

Most buyers require a non-compete and non-solicit because goodwill in aviation is tied to trust and relationships with fleet managers, dispatch, airport stakeholders, and technicians. The scope should fit your real footprint, including service lines, geography (often a region or airport radius), and term length. Scope also depends on state law and enforceability, so you will want legal advice early. Buyers can get nervous if the restriction is too narrow, and negotiations can stall if it is overly broad. Rejigg keeps key deal terms visible across offers so you can negotiate consistently using the <a href="/owners/owners-guide/negotiate-a-deal" style="color: #1d4d05; font-weight: 600;">negotiation guide</a>.

How are tools, GSE, and equipment handled in an aviation services sale?

Buyers usually expect a detailed list of tools, test equipment, calibration-dependent instruments, and ground support equipment, with clear ownership and condition. Common diligence issues include missing calibration records, unclear titles or leases, and critical equipment that supports turnaround time but is not actually included in the deal. If certain benches or tooling enable specific ratings or service lines, tie them directly to revenue and capacity. Rejigg’s data room lets you share equipment schedules, calibration evidence, and photos or videos securely, which helps remote buyers before a site visit.

What taxes should I expect when selling an aviation services business?

Taxes depend on the structure (asset sale versus equity sale), the allocation across goodwill, equipment, and inventory, your entity type, and state rules. In aviation services, allocations can matter more than owners expect because equipment, tooling, and parts inventory can push proceeds into ordinary income treatment. Buyers often prefer more allocation to depreciable assets, while sellers usually prefer goodwill, but the final allocation needs to be defensible. It is worth bringing in a CPA who has done M&A allocations before you sign an LOI. Rejigg helps by keeping offers and proposed allocations organized for quick review.

How do I avoid getting bogged down in diligence with aviation buyers?

Lead with the aviation stoppers that buyers underwrite first: certificates and named roles, audit history and CAPA closure, hangar and airport access and assignability, signing authority coverage, and parts traceability if you handle inventory. When those are organized, diligence becomes a confirmation exercise rather than a scavenger hunt. Rejigg supports this with NDAs before access, staged document release, and a single place to track buyer questions and open items. Set expectations early using the <a href="/owners/owners-guide/due-diligence-and-closing" style="color: #1d4d05; font-weight: 600;">due diligence checklist</a>.

How do I sell my aviation services business?

What is my aviation services business worth?

Most aviation services businesses sell for 3 to 8 times their annual profit. A "multiple" just means how many years of profit a buyer is willing to pay upfront. Where you land depends on your certifications, contract backlog, team credentials, and how much the business runs without you. Try <a href="/" style="color: #1d4d05; font-weight: 600;">Rejigg</a>'s <a href="/valuation" style="color: #1d4d05; font-weight: 600;">free valuation calculator</a> for a starting estimate.

How long does it take to sell an aviation services business?

Do I need a broker to sell my aviation services business?

What do buyers look for in an aviation services business?

Do FAA certificates and government contracts transfer when I sell my aviation business?

Certificates held by the company (like Part 135) generally transfer with the business. Personal designations may need to be handled separately, and government contracts typically need a formal transfer process. These are common steps in aviation deals with known solutions. <a href="/owners/schedule-consultation-call" style="color: #1d4d05; font-weight: 600;">Talk to Rejigg</a> about how other aviation sellers have navigated this.

How does key-person risk affect the sale of an aviation services company?

The best thing you can do is start delegating now, and most aviation owners find this easier than they expect. Having other qualified people filling FAA-required roles and managing key accounts shows buyers the business runs without you. If you currently hold the critical roles or main customer relationships, a transition period can bridge the gap smoothly. This is straightforward to solve with a little planning.

How is aviation parts inventory valued in a sale?

Ready to see what your business is worth?

Share a few details and get an honest valuation. No pressure, no commitment.

Schedule a call Learn how it works