Short answer: a roadshow charter is one aircraft held for your whole working day, flying two to four cities with meeting time built in on the ground at each stop. It is quoted per mission for the whole aircraft — total block time, crew waiting time, positioning and landing fees — never per seat. Send the stop list and the date and SkyMatch routes it to independent licensed operators covering those cities.
Ground time between meetings is planned in, so an overrun shifts the schedule instead of breaking it.
Two to four cities
Sector length, turnaround and crew duty limits decide the realistic stop count for your day.
Operator-flown
SkyMatch compares independent licensed operators — we coordinate, we do not operate aircraft.
Roadshow itineraries by region
Each itinerary below is built from corridors we already broker. Open a route pair to see block times and landing points, or send the whole day as one brief.
United Kingdom · France
London – Paris investor roadshow
The classic two-capital day: morning meetings in the City or Canary Wharf, afternoon in Paris, home the same evening. Scheduled aviation forces you to build the day around two airport processes; a chartered rotary and fixed-wing combination lets you build it around the meetings.
Shape of the day: Early rotary hop from the London heliport to the departure airport, cross-Channel sector, rotary or car into central Paris, then the reverse in the late afternoon. The aircraft is normally held rather than released, so a meeting that overruns by twenty minutes does not collapse the day.
Aircraft: Twin-engine rotary over London and Paris (AW109, AW139 class), matched with a light or midsize fixed-wing for the Channel sector where the schedule needs it.
Private banking, family office and industrial ownership are spread across Zurich, Lugano and Milan, and the road and rail links cross the Alps. A single chartered day covers two or three of these in daylight, which is otherwise a two-night trip.
Shape of the day: Depart Zurich after the market open, one to two hours on the ground per city, and back in Zurich or Geneva by early evening. Alpine sectors are weather-sensitive, so the operator plans an alternate and a road fallback into the brief.
Aircraft: Medium twins with de-icing capability where the season demands it — AW139 and comparable types dominate cross-Alpine corporate work.
Sovereign funds, regulators and family conglomerates sit in different emirates, and the inter-city drives eat the working day. Holding one aircraft across a Sunday-to-Thursday day turns three cities into one schedule.
Shape of the day: DIFC or a downtown pad in the morning, Abu Dhabi mid-day, an industrial or coastal site in the afternoon, back to Dubai before evening. Pad access and permissions are confirmed by the operating company for each stop before the day is committed.
Aircraft: AW139 and comparable medium twins, which carry the party and bags comfortably on Gulf sector lengths and handle summer density altitude.
Manhattan to a client site, a plant or a principal's residence and back inside a working day is the most repeated corporate rotary mission in the US Northeast — and the one where road traffic is least forgiving.
Shape of the day: Depart a Manhattan heliport mid-morning, hold the aircraft on the ground for the meeting window, return before the evening peak. Multi-stop days combining two Northeast sites are quoted as one mission with crew waiting time built in.
Aircraft: S-76, AW139 and comparable twins on the longer sectors; lighter twins where the landing site or noise profile requires them.
Monaco, Geneva and the Alpine valleys host a dense concentration of holding companies, funds and principals. The mountain and coastal geography makes rotary the only way to see more than one in a day.
Shape of the day: Short coastal hops around Nice and Monaco stack easily; Alpine legs need a weather brief and a daylight margin, so the operator sequences the mountain stop earlier in the day where possible.
Aircraft: H130 and H145 class on short coastal work, mountain-rated twins on the Alpine sectors flown by crews current on those landing sites.
Cities, date, passenger count, bags, and the meeting windows you must protect. An outline is enough — the stop order can still move.
2. Operators build the timeline
Licensed operators covering those cities check block times, landing permissions, pad slots and crew duty, and return a plan with the margins visible.
3. One mission, one confirmation
You get pricing per mission with waiting time and handling included, the confirmed landing points, and a single point of contact for the day.
Roadshow & day charter questions
What is a multi-city executive roadshow charter?
It is one chartered aircraft, held for you for the whole working day, flying a sequence of cities with ground time built in at each stop. Instead of booking separate sectors and hoping the connections hold, the day is planned as a single mission: departure, meeting windows, waiting time, and a return before the crew duty limit.
How many cities can realistically be covered in one day?
Two to four, depending on sector lengths, ground time per meeting and crew duty limits. Short-sector regions like the Gulf, the Riviera or the Randstad allow more stops than cross-Alpine or transnational days. The operator builds the timeline against real block times and turnaround, and will tell you when a fourth stop makes the day fragile rather than efficient.
How is a day charter priced?
Per mission, for the whole aircraft — not per seat and not per city. The drivers are total block time, crew waiting time on the ground, positioning to and from the aircraft's base, landing and handling fees at every stop, and whether the day ends where it started. Because those change with the itinerary, there is no published day rate: send the stop list and dates and you get operator pricing for that exact plan.
Can the schedule change on the day?
Within limits, yes — that is a large part of why executives charter. Holding the aircraft means a meeting that overruns shifts the next departure rather than losing it. What cannot flex is crew duty time, curfews and landing permissions at specific sites, so the operator builds margin into the plan and tells you where the hard stops are.
Can you combine a private jet with helicopter legs?
Yes, and on longer roadshows that is the normal shape: fixed-wing between countries, rotary for the airport-to-business-district legs at each end so the day is not lost to city traffic. SkyMatch coordinates the handoff between the operators so the ground time between the two is planned, not improvised.
Who is responsible for the flight?
The operating company. SkyMatch Group is an intermediary: we take the mission brief, route it to independent licensed operators covering the cities involved, compare what comes back and coordinate the confirmed day. The operator holds the AOC, the insurance and the landing permissions.
How much notice do you need for a roadshow day?
Simple two-city days in a dense market can often be arranged within a day or two. Multi-country days, restricted city landing sites and event weeks need more lead time because permissions and pad slots — not aircraft availability — are the constraint. Send the outline as soon as the meeting dates firm up, even if the stop list is still moving.
Can a company book this on account?
Yes. Recurring roadshow and day-charter programmes are normally set up with a named contact, agreed booking authority and consolidated invoicing per mission, with operator documentation supplied for each flight for procurement and insurance files.