Private Jets For Sale
2026 pricing, models, and what to know before you buy — from sub-$1M turboprops to $70M ultra-long-range jets.
Used and new private aircraft are listed year-round, from sub-$1M turboprops to $70M ultra-long-range jets. This guide covers 2026 market pricing by category, which aircraft to consider at each budget, where to find listings, and what the buying process looks like.
Prices below reflect active pre-owned market conditions as of early 2026. Individual aircraft vary significantly based on total airframe hours, engine program enrollment, avionics configuration, and maintenance history.
Turboprops
Turboprops are the entry point for aircraft ownership with meaningful range and payload. The operating economics are hard to beat: a King Air 350 typically costs $350,000–$500,000 per year to operate at 300 flight hours, roughly half what a 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. Step up to the King Air 350 (nine seats, 1,806nm range) and the market sits at $2.5M–$5M, with 2015-model and later examples toward the top of that range. The Pilatus PC-12 NG is the King Air's main competitor: Aircraft Bluebook pegs a 2008-model at $3.95M and a 2020-model at $5.75M. The PC-12 NGX, Pilatus's current-production variant, lists new at $6.2M.
Very light jets
Very light jets (VLJs) seat four to six and cost less than most turboprops to acquire. The trade-off is range: most top out at 1,100–1,300nm.
The Eclipse 500 is the budget entry, with used examples selling for $300,000–$800,000, though maintenance support has historically been inconsistent. The Phenom 100, Embraer's four-seat VLJ, trades between $1.5M and $2.5M and is more straightforwardly supported. The Cirrus Vision Jet has a single engine and an airframe parachute; used models sell for $2M–$3M, close to list price for earlier production years.
Light jets
Light jets seat five to eight passengers and cover most routes in the continental US non-stop. The category spans a wide price range depending on how much range and cabin you want.
Older variants (Citation I, Citation II, Learjet 35A) are available under $1.5M, but operating support, airframe age, and avionics currency become real considerations. The CitationJet CJ3 with 1,875nm range and seven seats runs $2.5M–$5M for well-equipped examples. The CitationJet CJ4 adds a 2,165nm range and costs $4M–$7M.
The Phenom 300 has been the best-selling light jet for multiple consecutive years. It seats eight, covers 2,010nm, and 2016-and-later examples sell for $6M–$9M. At roughly $600,000–$900,000 in annual operating costs, it runs more than the turboprops above but brings a pressurized, purpose-built jet cabin.
Midsize jets
Midsize jets seat seven to nine and offer true coast-to-coast range without technical stops. They're the most traded category in the pre-owned market.
The Citation XLS and XLS+ are the most common midsize types in the US, with a combined fleet of several hundred aircraft. The XLS trades at $2M–$5M; the upgraded XLS+ runs $4M–$7M depending on avionics package. The Hawker 800XP (eight seats, 2,540nm) sells for $1.5M–$4M, one of the better-value wide-cabin options. The Hawker 900XP, the final Hawker variant before the line ended, trades between $4.5M and $6M for 2010–2012 models.
The Learjet 60XR offers 2,405nm range and prices around $2.5M–$5M for well-maintained examples. At the newer end, the Embraer Praetor 500 (3,340nm range) costs $8M–$14M and is effectively a super-midsize in range while staying in the midsize cabin class.
Annual operating costs in the midsize category run $900,000–$1.4M at 300 hours per year.
Super midsize jets
Super midsize jets are the most popular category for long-range domestic buyers. A full cabin, stand-up headroom (typically 5.8–6ft), and 2,700–4,000nm range. Most can fly New York to Los Angeles non-stop with a full load.
The Citation Sovereign starts around $3.5M–$7M and is one of the lower-cost entry points with 2,847nm range and nine seats. The Citation X, the fastest civilian aircraft from 1996 to 2012 at Mach 0.92, runs $4M–$10M; older models are attractive for high-speed transcontinental flying. The Challenger 300 sits at $6M–$12M, while the current-production Challenger 350 trades at $17M–$20M for 2018–2021 examples. The Citation Latitude at nine seats and 2,700nm range costs $10M–$14M.
The Gulfstream G280 (3,600nm, 10 seats) lists at $10M–$16M pre-owned. The Praetor 600 extends to 4,018nm and trades at $16M–$22M.
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 over 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 $2.5M–$8M. The Falcon 900 series spans $4M–$14M, with the Falcon 900EX at the upper end. The Falcon 2000 starts around $4M for early production examples.
The G450 (14 seats, 4,350nm) sits at $10M–$18M. That buys more range and cabin than most older heavy platforms at similar or lower prices. The Legacy 600 and Legacy 650 are Embraer's entries in the category, trading from $6M to $15M.
Heavy jet annual operating costs run $1.5M–$2.5M at 300 hours per year.
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, predecessor to the G550 with 5,800nm range, 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, with early 2013–2015 vintages at the lower end and late-production examples commanding premiums. The G650ER (7,500nm) adds $5M–$10M over comparable G650 pricing. The G700 is the current flagship; new delivery positions trade above $60M.
On the Bombardier side, the Global Express/XRS runs $8M–$18M. The Global 5000/5500 trades at $15M–$28M. The Global 7500 (7,700nm non-stop, 17 seats) lists above $45M pre-owned and above $70M new. Dassault's Falcon 7X (5,950nm) runs $18M–$28M; the Falcon 8X (6,450nm) sits at $35M–$55M.
Annual operating costs for ultra-long-range aircraft start at $2.5M per year and reach $4M or more for larger types flying 300+ hours.
Cost overview by category
Approximate acquisition and annual operating costs. Values are directional — condition, vintage, and configuration vary widely.
| Category | Typical acquisition | Annual operating | Range | Passengers |
|---|---|---|---|---|
| Turboprop | $400K – $5M | $300K – $500K | Up to 1,800 nm | 6 – 9 |
| Very Light Jet | $300K – $3M | $140K – $360K | Up to 1,300 nm | 4 – 6 |
| Light Jet | $1.5M – $9M | $500K – $900K | Up to 2,200 nm | 5 – 8 |
| Midsize Jet | $1.5M – $14M | $900K – $1.4M | Up to 3,300 nm | 7 – 9 |
| Super Midsize | $3.5M – $22M | $1M – $1.8M | Up to 4,000 nm | 8 – 10 |
| Heavy Jet | $2.5M – $18M | $1.5M – $2.5M | Up to 4,500 nm | 10 – 14 |
| Ultra Long Range | $8M – $70M+ | $2.5M – $4M+ | 6,000+ nm | 12 – 19 |
Where to find aircraft for sale
Most pre-owned aircraft are listed on four platforms: Controller.com, AvBuyer, GlobalAir.com, and Jetcraft. AircraftExchange is a newer marketplace with competitive inventory. Each site lets you filter by category, range, seats, and price.
Brokers handle the 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 process, 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). The PPI is a full airframe, engine, and avionics review conducted by an independent maintenance facility — never the seller's shop.
The typical process starts with a signed Letter of Intent and a refundable deposit. The aircraft then goes to an approved maintenance center for two to five days of inspection. The inspector checks 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 discrepancies to renegotiate price or require seller-funded repairs before closing.
Financing
Specialty aviation lenders offer financing for 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, 20–30% down, and evidence of insurance and hangar arrangements.
For US business buyers, the 100% bonus depreciation provision reinstated in July 2025 under the One Big Beautiful Bill Act is a significant purchase incentive. A business-use aircraft qualifies for immediate full-cost deduction in the year of purchase, which substantially reduces after-tax acquisition cost compared to standard five-year depreciation schedules. Buyers should confirm qualifying use percentages with their tax advisor before structuring the purchase.
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 $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.
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