Questions, answered properly

Send the route, dates, timing and how many are travelling — by telephone, WhatsApp or the enquiry form. We return an itemised quotation, usually the same day. On confirmation we file the flight plan and arrange clearances and slots, and you send passenger names and identification. Reporting is twenty to thirty minutes before departure at the private terminal.

For a domestic sector on our own aircraft, often within a few hours of confirmation. What decides it is crew duty limits, slot availability and clearances rather than the aircraft itself. International sectors take longer because overflight and landing permissions have to be obtained. Call the desk and you will get a realistic timeline before committing to anything.

No. There is no membership programme, no joining fee and no minimum spend. You charter when you need to and you pay for that flight. Anyone asking for money before there is a flight to pay for is selling you something other than a flight.

Usually yes, subject to crew duty limits, slots and whether the aircraft has to be repositioned as a result. Cancellation terms depend on how much notice you give and are set out on the quotation before you confirm — not afterwards, and not on request.

Government-issued photographic identification for domestic sectors, with names matching the booking exactly. Passports and any applicable visas for international flights. We confirm the precise requirement in writing with your itinerary, because it varies by destination and it is the one thing that cannot be fixed at the aircraft.

Twenty to thirty minutes before departure for a domestic sector. Longer for international flights, where immigration and customs apply. There is no public terminal queue and screening is conducted for your party alone, which is where most of the time saving in private aviation actually comes from.

CAF holds a Non-Scheduled Operator Permit issued by the DGCA and operates its own aircraft under it. Where a journey needs an aircraft outside our fleet we source it from operators we work with directly, and the operator of record is named on your quotation before you confirm rather than discovered at the airport.

An NSOP authorises a company to operate aircraft commercially in India on a non-scheduled basis. Holders are subject to DGCA oversight of their operations manual, maintenance programme, crew training and record-keeping. It is the licence that separates an operator from an intermediary, and brokers do not hold one.

An operator holds the permit, operates the aircraft and carries responsibility for the flight. A broker arranges flights operated by other companies and sits between you and whoever is actually flying. Both models are legitimate. What matters is knowing which one you are dealing with, and who the operator of record is.

Charter is regulated by the DGCA, which licenses operators, approves maintenance programmes and sets crew training and duty requirements. In practice safety depends on whether you are flying with a permit-holding operator, and on whether that operator will tell you plainly which aircraft and which crew. Ask. A good operator answers without hesitating.

Five things. Do you hold a DGCA permit, and what is the number. Will I fly on your aircraft or one you are sourcing, and who is the operator of record. When was this airframe last inspected and when is the next due. Are the crew type-rated, current and inside duty limits for my itinerary. And what insurance is carried.

We watch conditions from the evening before and call you with options — a revised departure time, an alternative airfield, or a postponement. We do not depart into conditions the crew is not comfortable with. No charter fee changes that, and an operator who suggests otherwise is telling you something important about how they work.

Domestic arrangements can usually begin within hours. Departure then depends on aircraft and medical team availability, clearances, and the patient's condition and stability for flight. Call the desk — it is staffed around the clock and will give you a realistic timeline immediately rather than an encouraging one.

The aircraft, a medical escort appropriate to the patient's condition, in-flight medical equipment as required, and ground ambulance at both ends so the transfer is bed to bed. Permissions and clearances are handled as part of the arrangement. What is appropriate is decided with the treating clinician, not by us alone.

Usually one attendant, subject to the aircraft, the medical configuration fitted and weight limits. It is confirmed when the transfer is arranged, because the medical equipment carried determines what space and payload remain.

Yes, subject to aircraft range, permissions and clearances at both ends, and whatever medical documentation the destination country requires. International medical transfers carry more paperwork than domestic ones and the paperwork is often the critical path, so tell us early if the destination is outside India.

Since 1984 — over four decades across charter, aircraft transactions, technical services and regulatory support. The charter side is the part most visible to private clients, but it sits on an operations business that was there long before it.

Private clients, corporates and institutions. The client list has included the Border Security Force, Indian Railways, the Directorate General of GST Intelligence and Air India. Institutional work is procured on documentation and compliance rather than on presentation, which is a useful thing for a private client to know about an operator.

Ground Floor, 8/123, Mehram Nagar, Delhi Cantonment, New Delhi 110037. The aircraft is based at New Delhi. Visits are welcome by appointment — call ahead so the right person is there rather than arriving and hoping.

Yes. Aircraft sales and acquisition, components and spares, flight clearances, technical support and manpower, maintenance coordination and regulatory liaison. Most of the company's history is in that work, and it is the reason the charter operation is run the way it is.