We review what you have paid for charter, compare it against current operator rates for the same route and aircraft, and tell you where the difference sits.
We do not book flights and we hold no interest in any aircraft. Our fee comes from the client and nowhere else.
Charter prices are not published, and most advice is paid for by the operator.
Charter prices are not published. An operator sets a rate, a broker adds a margin, and the client sees one number on an invoice. There is no public reference to check it against.
Most people advising on charter earn a share of what you spend. The higher the price you accept, the more they are paid.
What we do not do
We do not broker flights and we hold no interest in any aircraft. We are paid a fixed fee by the client.
What we do
We benchmark your charter spend route by route, review your contracts and programme terms, and report where you are paying above market.
What we need from you
A summary of recent flights and invoices. No access to internal systems. Everything is handled in confidence.
The same trip, quoted by different operators, does not come back at the same price.
The most transparent public measurement we are aware of was published by JetFlo, a Geneva charter broker, in its European charter market report for the second quarter of 2026. JetFlo put 50 charter requests into the market, collected 374 quotes from 145 operators, published the method, and made the underlying dataset available. It found a median spread of 68 per cent between the lowest and the highest quote for the same trip.
That spread is between operators. It is not a broker's margin added on top, and we are not presenting it as one. It is the range your quote was drawn from, and without a reference point there is no way to know where inside it you were placed.
Three limits worth stating plainly. Fifty requests is a small sample. Those requests came from JetFlo's own client flow, so they reflect the routes and aircraft their clients ask for rather than the market as a whole. And JetFlo earns commission on bookings. We cite the figure anyway, because the method is published and the dataset can be downloaded and checked, which is the standard we hold our own figures to. A number you cannot trace is worth nothing, whoever produced it.
We are building our own operator reference set directly with operators. Until it is large enough to stand on its own, we will use other people's numbers and say whose they are. How we build a benchmark.
Tapi Zonda, founder.
Zonda is a one-person firm. You deal with me directly. There is no account team, no relationship manager, and nobody between you and the person who did the work.
I am an economics and development student at the University of Manchester, recognised as a Highly Commended candidate on the Freshfields Stephen Lawrence Scholarship Scheme.
I started Zonda because the private aviation market has no independent reference point. Clients are quoted a number and have no way to check it, and everyone who could tell them is paid more when the number is higher.
I have not spent twenty years broking charter, and I am not going to imply otherwise. What I do is narrower and more useful. I source operator pricing directly, benchmark what you were charged against it, and show my working. You can check every figure I give you.
What I have no interest in
No aircraft, no operator relationships to protect, no broker cooperation agreements, and no referral fees paid or received in either direction.
How to check the firm
The Zonda Group Ltd, registered in England and Wales, company number 16985690. The filing history is public. Ask for anything else you want to see.
What we will not do
Issue a benchmark for a route and aircraft category where we hold fewer than three independent operator sources. Where that is the case, we will tell you rather than fill the gap with an estimate.
Spend Diagnostic
A review of your recent charter bookings, benchmarked against current operator rates for the same routes and aircraft. You receive a written report setting out what you paid, what the market rate was, and the difference on each flight.
- No fee
- Delivered within 7 business days of receiving your booking records
- No obligation to continue afterwards
The diagnostic shows where the variance sits. It does not include operator assessment or written recommendations. Those form part of the Full Spend Review.
Full Spend Review
A complete review of twelve months of charter bookings. Every leg is benchmarked against net operator rates for the same route and aircraft, and you receive written positions to take into your next negotiation. Fixed fee of GBP 2,500.
- Twelve months of charter bookings, not a sample
- Route-by-route benchmark against net operator rates
- Operator assessment and written negotiation positions
- Delivered within 10 business days
If you do not consider the review worth the fee, tell us within 14 days and we will not invoice.
The review identifies variance against benchmark rates. It does not guarantee that variance is recoverable, since recoverability depends on your contractual position with the operator or broker. The fee is credited against Advisory fees if you proceed within 60 days, capped at one month's fee.
Zonda Advisory
Every quote benchmarked before you accept it, returned within four working hours, Monday to Friday, 9am to 6pm. You receive a recommendation on whether to take the quote, negotiate, or look elsewhere. A monthly report tracks spend against market rates.
- Pre-booking benchmarking on every quote, while the quote is still live
- Priced against your annual charter spend. Fee scale below
- Three-month minimum, then cancel at any time
- We do not source or book flights
Fleet Strategy
For clients flying enough that ownership, fractional shares, or a jet card may cost less than chartering on demand. We model the options and set out the costs of each.
- Available to existing Advisory clients
- Priced on application
Advisory is priced against what you fly.
Broker margin on the underlying operator price runs to 16 per cent among intermediaries who publish their fee, and higher where they do not. Our fee is set as a fraction of that margin, so the greater part of it stays with you.
| Annual charter spend | Fee | Share of spend |
|---|---|---|
| Up to GBP 750,000 | GBP 2,000 per month | 3.2% |
| GBP 750,000 to GBP 2m | GBP 3,500 per month | 2.8% |
| Above GBP 2m | GBP 5,000 per month | 2.4% |
The diagnostic determines which tier applies. If your spend does not support a tier, we will tell you.
Conversation
Fifteen minutes to understand your routes, how often you fly, the aircraft you use, and your current broker arrangement.
Records
For the diagnostic, a summary of recent flights and invoices. For a Full Spend Review, twelve months of booking records. We do not need access to any internal system.
Benchmarking
We source comparable operator pricing for each route, accounting for aircraft category, passenger count, positioning and surcharges. The diagnostic covers the bookings you send. The Full Spend Review covers every leg across twelve months. The method is set out in full here.
Report
The diagnostic returns the variance on each flight, within 7 business days. The Full Spend Review adds operator assessment and written negotiation positions, within 10 business days. We go through either with you by call or in person.
Ongoing
Advisory clients send each quote before accepting it. We benchmark it against net operator rates and come back within four working hours, so the position is in front of you while the quote is still live.
Tell us what you flew. We will tell you what it should have cost.
Six questions to start. We reply within one business day.
- Book a call
- Calendly, 15 minutes
- Registered office
- 3rd Floor, 86-90 Paul Street
London EC2A 4NE