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Buying guide

Private jets for sale

Pricing, models, and what to know before you buy — from sub-$1M turboprops to $70M+ ultra-long-range jets. SkyAccess's editorial guide to the pre-owned private aviation market.

Used and new private aircraft are listed year-round, from sub-$1M turboprops to $70M+ ultra-long-range jets. This guide walks through current market pricing by category, which aircraft to consider at each budget, how to decide between owning and chartering, what drives an aircraft's value, where the inventory lives, and what the buying process actually looks like end-to-end.

Prices below reflect active pre-owned market conditions. Individual aircraft vary significantly based on total airframe hours, engine program enrollment, avionics configuration, and maintenance history.

New to the market? These guides walk through the buying process, ownership vs. on-demand access, and how to vet a charter operator:

  • How to buy a private jet: the complete guide
  • Empty legs vs. jet cards vs. fractional ownership
  • What is a Part 135 operator, and why it matters
Market snapshotPrices by categoryCost overviewOwn vs. charterWhat drives valueThe buying processPart 91 vs. 135FAQ

The market at a glance

Most aircraft change hands on the pre-owned market, and the US dominates both supply and demand. The figures below are directional industry aggregates.

~24,000
private jets in operation worldwide
~63%
of the global fleet is US-registered
~85%
of buyers choose pre-owned over new
~$4M
average pre-owned listing price

Prices by category

Turboprops

Turboprops are the entry point for aircraft ownership with meaningful range and payload. A King Air 350 typically costs $350,000–$500,000 per year to operate at 300 flight hours, roughly half what a comparable light jet costs.

The King Air C90 trades between $400,000 and $1.2M depending on year and avionics. The King Air 200 runs $800,000–$2M. The King Air 350 (nine seats, ~1,806nm range) sits at $2.5M–$5M, with 2015-and-later models toward the top of the range. The Pilatus PC-12 NG is the King Air's main competitor; the current-production PC-12 NGX lists new around $6.2M.

Browse turboprop models

Very light jets

Very light jets (VLJs) seat four to six and acquire for less than most turboprops. The trade-off is range — most top out at 1,100–1,300nm.

The Eclipse 500 is the budget entry at $300,000–$800,000 used, though parts and support availability have historically been inconsistent. Embraer's Phenom 100 trades between $1.5M and $2.5M with strong factory support. The Cirrus Vision Jet — single-engine, with an airframe parachute — runs $2M–$3M, close to list price on earlier production years.

Browse all aircraft types

Light jets

Light jets seat five to eight and cover most continental US routes non-stop. The category spans a wide price range depending on how much cabin and range you want.

Early Citation I/II and Learjet 35A examples are available under $1.5M, but airframe age and avionics currency become real considerations. The CitationJet CJ3 (1,875nm, seven seats) runs $2.5M–$5M for well-equipped examples; the CJ4 adds range and costs $4M–$7M. The Phenom 300 has been the best-selling light jet for multiple consecutive years — eight seats, ~2,010nm — and 2016-and-later examples sell for $6M–$9M.

Browse light jet models

Midsize jets

Midsize jets seat seven to nine and deliver true coast-to-coast range without technical stops. The most traded category in the pre-owned market.

The Citation XLS and XLS+ are the dominant midsize types in the US fleet. The XLS trades at $2M–$5M; the XLS+ runs $4M–$7M depending on avionics. The Hawker 800XP (~2,540nm, eight seats) is one of the better-value wide-cabin options at $1.5M–$4M; later Hawker 900XPs trade between $4.5M and $6M for 2010–2012 models. The Embraer Praetor 500 stretches range to 3,340nm and lists $8M–$14M new.

Annual operating costs in the midsize category run $900K–$1.4M at 300 hours per year.

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Super midsize jets

The most popular category for long-range domestic buyers. Full cabin, stand-up headroom (5.8–6ft typical), and 2,700–4,000nm range — enough to fly New York to Los Angeles non-stop with a full load on most types.

The Citation Sovereign is one of the lower-cost entry points at $3.5M–$7M. The Citation X — the fastest civilian aircraft from 1996 to 2012 at Mach 0.92 — runs $4M–$10M. Bombardier's Challenger 300 sits at $6M–$12M, while the current Challenger 350 trades at $17M–$20M for 2018–2021 examples. The Gulfstream G280 lists at $10M–$16M pre-owned. The Praetor 600 stretches range to 4,018nm and trades at $16M–$22M.

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Heavy jets

Heavy jets bring full stand-up cabins with dedicated galleys, separate sleeping areas on some configurations, and range that handles most transatlantic routes.

The Challenger 604 is the most common heavy jet in North America with 300+ aircraft in the US fleet; pre-owned examples run $2.5M–$8M depending on year and engine status. The Gulfstream IV-SP is an older platform but remains popular at similar money. The Falcon 900 series spans $4M–$14M, with the 900EX at the top end. The Gulfstream G450 (14 seats, 4,350nm) sits at $10M–$18M — more range and cabin than most older heavy platforms at similar or lower prices.

Heavy jet annual operating costs run $1.5M–$2.5M at 300 hours per year.

Browse heavy jet models

Ultra-long-range jets

Ultra-long-range jets fly non-stop between the continental US and Europe or Asia. The cabin is typically configured for sleeping, with full galley service and multiple seating zones. Acquisition cost is the highest of any category.

The Gulfstream V (5,800nm) is the value entry at $8M–$15M. The G550 (6,750nm, 16 seats) trades at $12M–$22M, with 2015-and-later models toward $22M. The G650 runs $30M–$45M; the G650ER (7,500nm) commands a $5M–$10M premium. The G700 is the current flagship; new delivery positions trade above $60M. On the Bombardier side, the Global 7500 (7,700nm non-stop, 17 seats) lists above $45M pre-owned and above $70M new. Dassault's Falcon 7X runs $18M–$28M; the Falcon 8X sits at $35M–$55M.

Annual operating costs for ultra-long-range aircraft start at $2.5M per year and reach $4M+ for larger types flying 300+ hours.

Browse ultra-long-range models

Cost overview by category

Approximate acquisition and annual operating costs. Values are directional — condition, vintage, and configuration vary widely.

CategoryTypical acquisitionAnnual operatingRangePassengers
Turboprop$400K – $5M$300K – $500K / yrUp to 1,600 nm6–9
Very Light Jet$300K – $3M$140K – $360K / yrUp to 1,200 nm4–6
Light Jet$1.5M – $9M$500K – $900K / yrUp to 1,900 nm5–8
Midsize Jet$1.5M – $14M$900K – $1.4M / yrUp to 2,500 nm7–9
Super Midsize$3.5M – $22M$1M – $1.8M / yrUp to 3,400 nm8–10
Heavy Jet$2.5M – $18M$1.5M – $2.5M / yrUp to 4,200 nm10–14
Ultra Long Range$8M – $70M+$2.5M – $4M+ / yrUp to 6,500 nm12–19

Own, charter, or somewhere in between

Buying outright is one of four ways to fly private, and the right choice is driven almost entirely by how many hours you fly per year. Outright ownership rewards heavy users with full control and the tax and asset benefits of holding the aircraft. Fractional shares and jet cards trade some of that control for guaranteed availability without the full capital outlay. Below roughly 50 hours a year, on-demand charter is usually the cheapest option of all.

ModelBest forUpfrontOngoing commitment
Whole ownership400+ hours / yearFull acquisition priceAsset, crew, and operating costs in full
Fractional share50–400 hours / yearCost of a 1/16–1/2 shareMonthly management + occupied hourly rate
Jet card25–100 hours / yearPrepaid block of hoursFixed hourly rate, no capital outlay
On-demand charterUnder 50 hours / yearNonePay per trip, no contract

Flying under 50 hours a year? You likely don't need to own. SkyAccess aggregates empty-leg and on-demand charter from verified charter operators — browse empty legs or request a custom charter.

What drives value

Two aircraft of the same model and year can trade millions of dollars apart. New-vs.-used and the specifics of each airframe's history explain most of the gap.

New vs. pre-owned

About 85% of buyers choose pre-owned, and the reason is depreciation. A new aircraft typically loses 10–15% of its value in the first year and 5–7% annually after that. A jet that is two to five years old captures most of the modern cabin, avionics, and range at a meaningful discount to a new delivery position.

New makes sense when you need the latest range or cabin, a warranty, a specific configuration, or a delivery slot that lines up with a tax year. For most buyers, a well-maintained pre-owned aircraft with an enrolled engine program is the better value — model the difference in our aircraft depreciation calculator.

What drives an aircraft's value

Within a single model line, price is set by the aircraft's history more than its year. The biggest levers are total airframe hours and cycles, engine program enrollment (programs like JSSI, ESP, or MSP transfer remaining value to the buyer), a clean damage history, and complete, continuous logbooks.

Avionics currency matters too: ADS-B Out is now mandatory, WAAS/LPV approaches are expected, and FANS 1/A and CPDLC are required for efficient oceanic routes. Aircraft missing these upgrades sell at a discount that often exceeds the cost of the retrofit — which is exactly what a thorough pre-purchase inspection surfaces.

The buying process, step by step

A disciplined acquisition runs 60 to 120 days from first viewing to closing. A good broker manages most of it on your behalf — coordinating the inspection, title search, and escrow, and negotiating against market comps rather than asking prices.

  1. 1

    Define the mission and budget

    Map your typical routes, passenger count, and annual hours to a category, then set an all-in budget that includes acquisition, refurbishment, and the first year of operating costs — not just the sticker price.

  2. 2

    Shortlist and screen listings

    Filter the marketplaces and broker inventory to a shortlist, then review each candidate's logbooks, total airframe hours, engine program enrollment, damage history, and avionics currency (ADS-B Out, WAAS, FANS 1/A for oceanic routes).

  3. 3

    Submit a Letter of Intent and deposit

    Once you pick an aircraft, a signed Letter of Intent with a refundable deposit held in escrow locks the price and basic terms while due diligence runs.

  4. 4

    Run the pre-purchase inspection

    Move the aircraft to an independent maintenance facility — never the seller's shop — for a two-to-five-day airframe, engine, and avionics review. The discrepancy list becomes your renegotiation document.

  5. 5

    Complete title search and escrow

    A title company confirms clear ownership and runs an FAA records and lien search. Funds and documents sit in escrow until both sides satisfy closing conditions.

  6. 6

    Close and register

    At closing, escrow releases funds, the bill of sale transfers, and the aircraft is registered with the FAA (N-number) or the relevant authority. Most well-run acquisitions take 60–120 days end to end.

Listings, inspection, and financing

Where to find aircraft listings

Most pre-owned aircraft are listed on four platforms: Controller.com, AvBuyer, GlobalAir.com, and Jetcraft. AircraftExchange is a newer marketplace with IADA-only inventory. Each site lets you filter by category, range, seats, and price.

Brokers handle the full transaction, not just the listing. Duncan Aviation (operating since 1956) and JetBrokers (since 1993) have multi-decade track records. Guardian Jet focuses on the business-jet segment with a buyer-advisory model. A good broker manages the pre-purchase inspection, coordinates title search, and negotiates against market comps rather than asking prices.

Pre-purchase inspection

No private aircraft purchase should close without a pre-purchase inspection (PPI) — a full airframe, engine, and avionics review conducted by an independent maintenance facility, never the seller's shop.

The process starts with a signed Letter of Intent and a refundable deposit. The aircraft moves to an approved maintenance center for two to five days. The inspector reviews logbooks, opens access panels, tests avionics, and pulls engine trend data. Findings come back as an itemized discrepancy list that becomes a negotiating document — most buyers use it to renegotiate price or require seller-funded repairs before closing.

Financing

Specialty aviation lenders finance private aircraft at competitive rates. Banks with dedicated aviation divisions include PNC and First National Bank of Omaha. Most lenders require an LLC or corporate title structure, 15–30% down, and evidence of insurance and hangar arrangements, with terms of 8–20 years.

For US business buyers, the 100% bonus depreciation provision permanently restored in July 2025 under the One Big Beautiful Bill Act (OBBBA) is a significant purchase incentive. A business-use aircraft can qualify for immediate full-cost deduction in the year of purchase, substantially reducing after-tax acquisition cost compared to a standard five-year depreciation schedule. Confirm qualifying business-use percentages with your tax advisor before structuring the purchase — or model your numbers in our aircraft depreciation calculator.

Operating costs

Owning a private aircraft carries annual fixed and variable costs regardless of how much it flies. Fuel is the largest variable, accounting for 25–35% of total costs — Jet-A averaged around $5.96 per gallon in 2025. Maintenance reserve contributions, crew compensation, insurance, and hangar fees make up the rest.

Placing the aircraft on a Part 135 charter certificate when not in use can offset 30–60% of fixed costs for owners flying under 200 hours per year. SkyAccess connects owners with vetted charter operators — browse the operator directory.

Part 91 vs. Part 135: how you'll operate the jet

Once you own an aircraft, how you're allowed to fly it comes down to two sets of FAA rules. Part 91 covers private, non-commercial operation — you fly the jet for your own business or personal use, with no paying passengers and no operating certificate required. Part 135 covers commercial on-demand charter: carrying passengers for compensation under an air carrier certificate, with materially stricter maintenance, crew, and inspection standards. The distinction shapes your operating costs, your insurance, and whether you can earn revenue with the aircraft.

RuleBest forOperating certificateKey requirements
Part 91 — privateOwners flying the aircraft for their own business or personal useNone requiredManufacturer maintenance program plus applicable ADs, standard pilot currency, lighter duty-and-rest rules
Part 135 — commercial charterOwners who charter the jet out to offset fixed costsAir carrier certificate — usually via a management companyEnhanced maintenance program, crew training, duty-and-rest limits, drug-and-alcohol testing, aircraft conformity inspections

Most private owners never hold their own certificate. Instead they contract an aircraft management company, which employs or sources the crew, tracks maintenance, arranges insurance and hangaring, and can place the jet on its own Part 135 certificate for charter. That last piece is the lever for offsetting ownership costs: an owner flying under roughly 200 hours a year can recover 30–60% of fixed costs by chartering the aircraft out when it would otherwise sit idle — the trade-off being the added maintenance, training, and inspection burden Part 135 imposes.

When you do lease the aircraft to an operator, the dry-lease vs. wet-lease distinction decides who holds operational control and liability — a dry lease transfers the aircraft without crew, a wet lease includes crew and operational responsibility. Get this structure right with an aviation attorney before signing, because it also drives how the FAA and the IRS treat the operation. If you'd rather skip ownership entirely, SkyAccess connects travelers with vetted Part 135 operators — browse the operator directory or request a custom charter.

Frequently asked questions

How much does a private jet cost to buy?
Private jets range from sub-$300K very light jets and turboprops on the older pre-owned market, through $3–9M light jets and $4–14M midsize aircraft, all the way to $45M+ for new ultra-long-range types like the Global 7500. Year, total airframe hours, engine program status, and avionics configuration drive most of the variance within a model line.
What is the cheapest private jet to own?
Turboprops like the King Air C90 ($400K–$1.2M) and very light jets like the Eclipse 500 ($300K–$800K) have the lowest acquisition price. Operating costs are also lower — a King Air 350 typically runs $350K–$500K per year at 300 hours, roughly half a comparable light jet — but range and cabin size are limited.
How long does it take to buy a private jet?
A disciplined acquisition runs 60 to 120 days from first viewing to closing. Shortlisting and a Letter of Intent take a few weeks, the pre-purchase inspection adds two to five days at an independent maintenance facility, and title search, escrow, and FAA registration add another two to three weeks.
Is it better to buy or charter a private jet?
It comes down to annual flight hours. Outright ownership generally makes sense above roughly 400 hours per year; fractional shares and jet cards fit 50–400 hours; and below about 50 hours, on-demand charter is almost always cheaper than carrying an aircraft. Many owners also place their jet on a Part 135 charter certificate to offset fixed costs.
What is the difference between Part 91 and Part 135?
Part 91 governs private, non-commercial flying — you operate the aircraft for your own business or personal use, with no paying passengers and no operating certificate required. Part 135 governs commercial on-demand charter: carrying passengers for compensation under an FAA air carrier certificate, with stricter maintenance, crew training, and duty-and-rest rules. Most owners fly Part 91 and place the jet on a management company's Part 135 certificate when they want to charter it out.
Can I charter out my private jet to offset costs?
Yes. Owners commonly place their aircraft with a management company that holds a Part 135 certificate, which lets the jet fly paid charters when the owner isn't using it. For an owner flying under roughly 200 hours a year, charter revenue can offset 30–60% of fixed costs — though Part 135 adds stricter maintenance, crew, and inspection requirements. SkyAccess connects owners with vetted charter operators through its operator directory.
Should I buy a new or pre-owned jet?
About 85% of buyers choose pre-owned. A new aircraft typically loses 10–15% of its value in the first year and 5–7% annually after that, so a two-to-five-year-old jet captures most of the modern cabin and avionics at a meaningful discount. New makes sense when you need the latest range, a specific cabin, or a delivery slot for warranty and tax timing.
Where can I find aircraft listings?
Most pre-owned aircraft are listed on Controller.com, AvBuyer, GlobalAir.com, and Jetcraft. AircraftExchange is a newer marketplace with IADA-only inventory. Brokers like Duncan Aviation, JetBrokers, and Guardian Jet manage the transaction end-to-end on behalf of buyers.
What is a pre-purchase inspection?
A PPI is a full airframe, engine, and avionics review conducted by an independent maintenance facility — never the seller's shop. Two to five days of inspection produces a discrepancy list that buyers use to renegotiate price or require seller-funded repairs before closing. No private aircraft purchase should close without one.
How do you finance a private jet?
Specialty aviation lenders typically require 15–30% down with terms of 8–20 years; rates and terms depend on the aircraft's age, the borrower's credit, and the title structure. Most lenders want an LLC or corporate title, evidence of insurance, and a hangar arrangement before closing.
Can I deduct the cost of a private jet?
For US business buyers, the One Big Beautiful Bill Act (OBBBA) signed in July 2025 permanently restored 100% bonus depreciation under Section 168(k). A business-use aircraft can qualify for immediate full-cost deduction in the year of purchase, subject to the 50% qualified business use test under Section 280F. Run your numbers in our depreciation calculator and confirm with an aviation tax advisor.
How much does a private jet cost to operate per year?
Annual operating costs scale with category: roughly $300K–$500K for a turboprop, $500K–$900K for a light jet, $900K–$1.4M for midsize, $1.5M–$2.5M for heavy jets, and $2.5M–$4M+ for ultra-long-range aircraft at around 300 hours per year. Fuel is the largest variable at 25–35% of the total.

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