guide

Culture – Shelby murals and Sabbath shrines

The runaway success of the TV crime drama Peaky Blinders has been credited with boosting tourism to Birmingham and the West Midlands since it first aired in 2013, even though much of the series was actually shot farther north, in Merseyside, Yorkshire and Manchester. The release this week of the Peaky Blinders movie The Immortal Man (much of which was filmed in and around Birmingham this time) will undoubtedly generate a new wave of interest, particularly in the Black Country Living Museum in nearby Dudley, whose authentic recreations of streets, houses and industrial workshops appear in key scenes in the TV show and the film – most notably as the location for Charlie Strong’s yard (pictured below).

At the Digbeth Loc. Studios, where much of the new movie was shot, fans can also see Peaky Blinders murals created by artist Mr Murals. A walking tour of the city with a guide dressed as “Edward Shelby” (from £20pp, viator.com) is well worth a couple of hours, while historic mugshots, artefacts and the original cells in which members of the real-life Peaky Blinders gang were once held are now on show at West Midlands Police Museum.

The city has also become something of a pilgrimage site for heavy metal fans, especially since the final Black Sabbath concert at Villa Park last summer and Ozzy Osbourne’s passing just over two weeks later. There are Ozzy and Sabbath landmarks all around the city, including another of Mr Murals’ artworks on Navigation Street, near New Street station, which all four members of the band visited and signed ahead of the concert. A couple of minutes’ walk away is The Crown pub (now sadly closed) where Sabbath played their first gig and heavy metal was born out of Brum’s industrial clank. Sabbath also feature on murals outside Scruffy Murphy’s rock pub and beside Birmingham coach station in Digbeth – and no pilgrimage would be complete without a visit to Black Sabbath Bridge on Broad Street, where Ozzy’s widow, Sharon, and children Aimee, Kelly and Jack laid flowers during his funeral procession.

Birmingham’s metal connection doesn’t end there – the Jewellery Quarter is a pilgrimage site of a different type, mainly for couples looking for wedding bands. It’s said to house Europe’s largest concentration of jewellers and produce 40% of the UK’s jewellery; the FA Cup was even produced there. The quarter also boasts quirky attractions such as the Pen Museum (Birmingham once produced 75% of the world’s pen nibs) and the UK’s last coffin furniture factory, The Coffin Works, now a museum, whose long history includes decorative coffin fittings for the funerals of Diana, Princess of Wales, and the queen mother, among many others.

Where to eat – from fried chicken to fine dining

In the city centre, John Bright Street is a great place to start – brunch at kitsch indie cafe-bar Cherry Reds is a good shout, while cider and speciality sourdough pizza spot The Stable remains underrated. Save some room for grungy, rock-themed fried chicken joint Bonehead, on the adjacent Lower Severn Street – a hangout for the Osbournes, Slipknot, Jason Momoa and Mogwai in recent times. In the Jewellery Quarter, the Saint Paul’s Market food hall has seven indie kitchens, including Persian, Indian, Thai and more.

Birmingham is also a city of fine dining – in 2019, Opheem became the first Indian restaurant outside London to be awarded a Michelin star; it now has two. Meanwhile, the Jewellery Quarter’s inherently alternative, goth-black restaurant (housed within a former factory, of course) The Wilderness has just won its first Michelin star, taking the city’s total to five. Chef-owner Alex Claridge cooks modern British fare using seasonal ingredients, such as rhubarb and rocket, that probably shouldn’t sit on the same plate, but pair surprisingly well. His menus are designed to surprise and provoke the senses – as is the heavy rock playlist.

Where to drink – from a pint of mild to craft beers

It feels like every family in Birmingham once had someone working at one of its famous breweries, Mitchells & Butlers or Ansells. It’s therefore no surprise that pub culture remains very much alive in a city that birthed one of the region’s classic pints: M&B mild. Traditional pubs serving similar ales from around Birmingham and the West Midlands pepper the city – try Black Country Ales’ pubs The Craven Arms, The Jewellers Arms and The Wellington for starters. And don’t forget to order a cheese and onion cob to go with your pint for the full West Midlands experience.

The modern craft beer revolution is also very much alive in the city, with Attic Brew Co.’s Intuition most definitely the most poured craft pint in Brum (cans are also stocked on CrossCountry trains). Sample their wares at their central taproom, The Barrel Store.

Nightlife – from Irish boozers to experimental music

Much of Birmingham’s best nightlife can be found in Digbeth, the city’s original Irish quarter (where the Peaky Blinders also once roamed). Pubs such as Nortons, The Old Crown, Cleary’s and The Anchor offer some of the best Guinness, trad music sessions and craic this side of the Irish Sea. Digbeth is also the city’s creative quarter, and home to experimental concert promoter Capsule, which brings equal parts peculiar and brilliant musicians to Brum, who might otherwise skip the region completely. Keep an eye out for Capsule’s Supersonic festival, an award-winning event running since 2003 and scheduled for 25-26 April this year, that takes over venues in Digbeth. One such is Centrala, an experimental arts centre and exhibition space that supports central and eastern European migrant communities.

After hours, dance to northern soul at The Night Owl, or head to venues such as Dead Wax, Suki10c, Lab11 and Mama Roux’s for parties ranging in genre from house to jungle.

Stirchley – the hispter hotspot for cocktails and breweries

A 10-minute train ride south of New Street station is Stirchley, a neighbourhood of award-winning indies that continues to thrive. Take Couch, for example, just named the UK’s number one at the 2026 Top 50 Cocktail Bars awards, and South African-British fusion restaurant Riverine Rabbit, which was recently awarded a Bib Gourmand by Michelin.

Stirchley is also known locally as the beer hub of the city, with three major brewers (Attic, Birmingham Brewing Company and GlassHouse) within a half-mile radius; all three have taprooms. In keeping with Birmingham’s liking for a pint or few, the Stirchley Beer Mile takes in those three plus two award-winning bottle shops and at least 10 pubs and bars on an easy walk between Stirchley and Cotteridge. Don’t miss Bonehead’s dive bar Deadbeat, a similarly grungy rock bar that sells Pabst Blue Ribbon on tap and often hosts NYC-style pizza slice pop-ups.

Where to stay – Georgian hotels and modern townhouses

Boutique hotel Saint Pauls House in the Jewellery Quarter (doubles from £99) sits on the city’s last remaining Georgian square and offers comfortable rooms, waterfall showers and plush beds. Or stay around the corner at the modern Frederick Street Townhouse (doubles from £99), which is connected to the popular Button Factory pub.

In the high-stakes world of private aviation, the acquisition of an aircraft is often celebrated as the ultimate achievement of corporate efficiency or personal success. It is the beginning of a journey defined by freedom and speed. However, the eventual divestment of that same asset is a process that is frequently underestimated, often to the financial detriment of the owner. Selling a complex machine that operates in a globally regulated environment is not merely a transaction; it is a multi-disciplinary project requiring legal, technical, and financial precision.

Unlike real estate or luxury automobiles, where value is relatively transparent and liquidity is somewhat predictable, the pre-owned jet market is opaque, fragmented, and notoriously unforgiving of unprepared sellers. A Gulfstream G650 or a Bombardier Challenger 350 does not have a “sticker price.” Its value is a floating target determined by its pedigree, its maintenance status, the geopolitical climate, and the specific micro-economics of its fleet type at the exact moment it hits the market. Navigating this exit requires a shift in mindset from “owner” to “vendor,” a transition that demands emotional detachment and rigorous attention to detail.

The Pre-Market Audit

Before a single photograph is taken or a listing is created, the aircraft must undergo a forensic internal audit. The most critical asset in a jet sale is not the leather seats or the paint job; it is the paperwork.

The Pedigree of Paper

In aviation, if a maintenance task is not documented, it effectively never happened. The value of an aircraft is inextricably tied to its logbooks. A missing logbook from ten years ago can devalue an airframe by millions of dollars. It raises the specter of “unknown damage history.” Sophisticated buyers will employ technical researchers to scan every page of the records. If they find gaps – missing 8130 forms for parts, undocumented engine cycles, or vague entries regarding repairs – they will either walk away or demand a price reduction that far exceeds the cost of the potential issue.

Therefore, the first step is digitizing and organizing the records. A seller must present a “clean bill of health” that traces the life of the aircraft from its birth on the assembly line to the present day. This includes organizing the “back-to-birth” trace for life-limited parts (LLPs). If you cannot prove the lineage of a landing gear strut, the buyer is forced to assume it is scrap metal, and the sale price will reflect that brutal reality.

Cosmetic Staging and the “Ramp Presence”

While the logs provide the technical value, the physical condition drives the emotional desire. A private jet is an emotional purchase. When a potential buyer walks up the airstairs, the sensory experience – the smell of the leather, the gleam of the woodwork, the clarity of the galley surfaces – sets the tone for the entire negotiation.

Sellers often neglect “ramp presence.” Faded paint on the wing leading edges, clouded cockpit windows, or worn carpet runners suggest a lack of care. If the owner skimped on the carpet, the buyer subconsciously wonders if they also skimped on the engine maintenance. Investing in professional detailing, wood veneer touch-ups, and even new carpet before listing can yield a return on investment of 3:1 or better. It removes the “low hanging fruit” that buyers use to justify lowball offers.

Valuation in a Fluid Market

Determining the asking price is an exercise in data analysis, not wishful thinking. Owners often fall into the trap of “book value” – what their accountant says the asset is worth – or “acquisition value” – what they paid for it plus the cost of upgrades. The market cares about neither.

The Influence of Engine Programs

One of the single largest determinants of value is the status of the engine maintenance programs. In the turbine world, these are often referred to as “Power by the Hour” programs (such as Rolls-Royce CorporateCare, JSSI, or Pratt & Whitney ESP). These programs act as a prepaid insurance policy for major engine overhauls.

An aircraft with engines “fully enrolled” on a program is a liquid asset. It transfers the liability of the next major overhaul (which can cost $2 million to $4 million per engine) from the buyer to the program provider. An aircraft that is “naked” (not on a program) is significantly harder to move. The seller must realize that if their engines are not covered, they will likely have to deduct the cost of the buy-in from the sale price, dollar for dollar.

Market Sentiment and Fleet Availability

Valuation also requires analyzing the “days on market” for comparable aircraft. If there are twenty Citation X jets for sale and only three have sold in the last six months, it is a buyer’s market. Pricing an aircraft at the top of the curve in such an environment ensures it will sit stagnant while incurring monthly hangar and insurance costs. A sharp, data-driven broker will provide a “Vref” or “Bluebook” value but will then adjust it based on real-time market intelligence, such as knowing that a competitor’s aircraft is about to drop its price by $500,000.

The Marketing Strategy

Once the aircraft is prepped and priced, the question becomes how to find a buyer. This is a small world. The strategy generally falls into two categories: On-Market and Off-Market.

The Broad Broadcast

Listing the aircraft on public-facing sites like Controller, AvBuyer, or JetNet is the standard approach. It maximizes exposure. However, it also signals to the world that the asset is available, which can sometimes be perceived as distress if it sits for too long. High-quality photography is non-negotiable here. Drone shots of the exterior, 3D walkthroughs of the cabin, and detailed shots of the galley amenities are standard expectations.

The Whisper Campaign

For ultra-high-net-worth individuals or corporations concerned with privacy, an “off-market” approach is preferred. The broker utilizes their personal network, calling other brokers and flight departments directly. “I have a turnkey Falcon 7X coming available next month, are you looking?” This creates an aura of exclusivity. It can drive a higher price because the buyer feels they are getting special access to an unlisted gem. However, it severely limits the buyer pool.

The Letter of Intent and the Deposit

When a buyer is found, the dance of documentation begins. The first major milestone is the Letter of Intent (LOI). This is a non-binding offer that outlines the price, the deposit amount (usually a refundable percentage held in escrow), and the timeline for the inspection.

The negotiation of the LOI is critical. It sets the “scope” of the Pre-Purchase Inspection (PPI). A seller wants a limited scope – “kick the tires and light the fires.” A buyer wants a deep scope – “take the plane apart and look for corrosion.” The agreed-upon scope determines how much risk the seller is exposed to. If the seller agrees to a “corrosion inspection” on an older aircraft, they might be opening a Pandora’s box of repair bills.

The Pre-Purchase Inspection (PPI): Where Deals Die

This is the most volatile phase of the transaction to sell a private jet successfully. The aircraft is flown to a neutral maintenance facility chosen by the buyer. For two to four weeks, technicians will open panels, borescope engines, and test avionics.

The Discrepancy List

The facility will produce a list of “discrepancies.” These are things that are broken or out of limits. The contract (Aircraft Purchase Agreement or APA) usually dictates that the seller is responsible for fixing “airworthy” items – things that make the plane illegal to fly. However, buyers will often try to include cosmetic items or “recommended” service bulletins in this list.

The “technical acceptance” phase is a second negotiation. The seller must decide whether to pay for the repairs, offer a credit, or refuse. If the repair bill is $50,000, it’s usually absorbed. If a major structural issue is found costing $500,000, the deal often hangs in the balance. This is where a strong technical manager on the seller’s side is vital to argue that “wear and tear” is not an airworthiness discrepancy.

The Mechanics of Closing

Once the aircraft is technically accepted, the focus shifts to the legal and financial closing. This is rarely a handshake and a check. It is a choreographed movement of funds and title transfers, often across international borders.

The International Registry

Most modern transactions fall under the purview of the “Cape Town Convention,” an international treaty intended to standardize the registration of mobile assets like aircraft. Closing requires registering the sale on the International Registry (IR). This protects the buyer’s title and the lender’s lien. If the seller has existing liens on the aircraft – perhaps a loan from a bank or unpaid maintenance bills – these must be cleared precisely at the moment of funding.

Escrow Agents

An aviation-specific escrow agent (like IATS or Insured Aircraft Title Service) acts as the traffic controller. They hold the buyer’s money and the seller’s bill of sale. They only release the money to the seller once they have confirmed that the title is clear and the registration has been filed with the FAA (or relevant civil aviation authority).

Tax Implications and Depreciation Recapture

For corporate sellers, the sale is a taxable event. If the aircraft has been fully depreciated for tax purposes (written off to zero value over five years, for example), the proceeds from the sale are considered “depreciation recapture” and are taxed as ordinary income. This can be a massive tax bill.

Sellers often utilize a “1031 Exchange” (in the US context) to defer this tax by rolling the proceeds immediately into the purchase of a replacement aircraft. However, the timing rules for a 1031 Exchange are rigid. The replacement asset must be identified within 45 days and closed within 180 days. Failing to meet these windows triggers the tax liability.

Sales and Use Tax

Furthermore, the physical location of the aircraft at the moment of closing matters. Closing in a state or country with high sales tax can trigger a liability for the buyer, which they may try to pass on or negotiate. Delivery locations are often chosen specifically for their tax-neutral status (e.g., closing while the aircraft is flying over international waters or in a state with a specific “fly-away” exemption).

The Post-Closing Detachment

Once the wire hits the account, the seller’s responsibility is largely over, but not entirely. There is the matter of insurance cancellation, hangar lease termination, and crew severance or reassignment.

If the crew is being retained by the buyer, a smooth transition of employment contracts is needed. If the aircraft is leaving the country, it must be deregistered from the national registry (e.g., the N-number removed) so it can be re-registered in its new home.

The Strategic Imperative of Patience

The timeline for a transaction of this magnitude typically runs from three to nine months. Sellers who enter the market with unrealistic expectations regarding price or timeline are often punished by the market. The “stigma of the stale listing” is real. If a jet sits on the market for 300 days, buyers assume there is something wrong with it, and the offers get progressively lower.

The most successful sellers are those who treat the divestment with the same rigor as the initial acquisition. They maintain the asset perfectly until the day it leaves, they assemble a team of specialized brokers and lawyers, and they remove emotion from the negotiation. In the end, the goal is not just to sell a plane; it is to exit a liability cleanly, maximizing capital retrieval to fuel the next mission, whether that is another acquisition or a reinvestment into the core business. The art of the exit is, ultimately, the art of preparation.

The San Fernando Valley is back in the spotlight, thanks in part to Bravo’s reality franchise “The Valley,” where viewers may recognize a slew of Ventura Boulevard staples (we see you, Rocco’s Tavern).

Much of the show is filmed in and around Studio City, a neighborhood just west of the Cahuenga Pass, about 10 miles from downtown L.A. and within the city of Los Angeles.

That last fact is what usually throws people off guard.

“Isn’t Studio City a separate city from L.A.?” they ask.

Get to know Los Angeles through the places that bring it to life. From restaurants to shops to outdoor spaces, here’s what to discover now.

This is when I must reply no and launch into an explanation on the expansiveness of the 818, the identity crisis it never asked for and how its lore has endured for decades on the silver screen, from “Fast Times at Ridgemont High” to “The Karate Kid” and “Licorice Pizza,” to name a few.

See, long before Kendall Jenner bottled our area code with her tequila brand or “The Valley’s” Golnesa “GG” Gharachedaghi created her Valley Girl jewelry line (a response to a castmate’s constant gripe that the area had no vibe), Studio City was already a vibrant L.A. hub. It claimed a roster of power players — “The Brady Bunch” soundstage, Laurel Canyon News and the iconic Studio City Hand Car Wash — all of which still transcend ratings or storyline.

The neighborhood was originally formed around film producer Mack Sennett’s studio, which later became Republic Studios and then CBS Studio Center. With the studio as the focal point, the U.S. Postal Service designated its branch in that area as the Studio City Post Office, formalizing the name Studio City. Not exactly poetic, but it stuck. By the 1940s, Studio City developed into a “just over the hill” refuge for Hollywood’s working families, with new restaurants and bars abuzz.

My first memories of Studio City were hanging out with a childhood friend whose parents worked at CBS, and back then, it felt like the ultimate suburban dream. Fast forward to the mid-aughts and I got to live it myself, renting an apartment a few blocks from Tujunga Village, the neighborhood’s own “small-town U.S.A.” I spent countless weekends perusing food stands and trendy coffeehouses, the flaky bread and baked goods reviving me after hours of line dancing at Oil Can Harry’s or a booze-soaked late night at Page 71.

As one of the Valley’s most social enclaves, where nature is within reach, strip mall sushi is world-class and shaded residential streets feel worlds away from the Sunset Strip, Studio City still feels like the perfect remedy. Sure, finding parking after 6 p.m. can feel like something out of “The Hunger Games,” but on any given weekend you’ll still find me channeling my inner Katniss, circling blocks and deciphering cryptic signage all to revisit one of the L.A. neighborhoods that raised me.

Studio City must be the place. Then again, it always was.