Is Secondary Market Supply Outpacing Flight Demand?

The business jet market has changed a lot since the pandemic. With fleets renewing, corporate travel rebounding, and charter demand growing, many operators and brokers are asking: are there too many aircraft on the secondary market, or is demand keeping up?

Avi-Go’s latest data from 2025 through early 2026 provides a clear picture of how supply and demand are really balancing out.

Fewer Jets for Sale Than You Might Expect

When people talk about an “oversupplied market,” they usually mean there are more aircraft for sale than there are buyers. But Avi-Go’s data shows the opposite: the secondary market is still relatively tight, especially for large-cabin and ultra-long-range jets.

• Midsize jets: About 423 jets for sale, roughly 7% of all midsize jets in operation.
• Large-cabin jets: Around 300–330 jets, or 6–7% of the fleet.
• Ultra-long-range jets: 110–140 jets, about 5–6% of the fleet.

Most of these jets are listed in North America, the largest pre-owned market, followed by Europe. Other regions, like Asia, the Middle East, and Oceania, have smaller inventories but are seeing growing demand.

What this means: Even though some midsize jets are being listed as owners refresh their fleets, there aren’t enough aircraft on the market to flood buyers, especially in the large-cabin segment. Sellers still hold most of their jets, keeping supply constrained.

People Are Flying More, Not Less

Next, let’s look at flight activity, the ultimate measure of demand. If people are flying a lot, they need jets, which can absorb secondary market supply.

• Midsize jets: 60,000–70,000 flights per month in 2025 in North America, used heavily for charters and corporate shuttles.
• Large-cabin jets: 19,000–25,000 flights per month.
• Ultra-long-range jets: 12,000–18,000 flights per month, covering missions over 1,000 nautical miles.

Seasonal trends also matter. Flights peak between October and December and dip slightly in January–February.

What this shows: Demand for flights is strong. People are not waiting around, they’re chartering or flying corporate missions regularly. Even as some aircraft are listed for sale, the actual need for jets is growing.

Jets Are Staying on the Market Longer But That Doesn’t Mean Oversupply

One confusing piece of data is that jets are taking longer to sell:

• Average days on market for midsize jets: 184 days in early 2024 → 399–470 days in late 2025.

At first glance, this might look like the market is slowing or oversupplied. But here’s the key: flight activity is still growing. The slower sales are due to buyers being more selective, performing technical checks, and negotiating prices carefully. Owners are also holding onto aircraft longer because they’re still earning revenue from charters and corporate operations.

A longer time on the market doesn’t automatically mean there’s too much supply. It just means the market is maturing and stabilizing after the post-pandemic boom.

Looking at these three pieces of data together with low relative inventory, strong flight activity, and longer but deliberate sales cycles, we can see that the secondary market is healthy and balanced.

• Midsize jets are the most liquid segment: many flights, frequent listings, and active buyers.
• Large-cabin and ultra-long-range jets remain scarce on the market, with strong owner retention.
• Overall flight demand continues to grow, absorbing the existing supply.

Are Secondary Market Jets Outpacing Flight Demand?

No. The Avi-Go data shows that secondary market supply is not exceeding flight demand. There are fewer aircraft for sale than expected, especially among large-cabin and ultra-long-range jets, while flight activity continues to rise.

Sales may take longer because buyers are careful and owners are holding jets for operational revenue, but this is a sign of a healthy, mature market, not oversupply. In short, the secondary market is selective but active, and demand for flights remains robust enough to absorb the available inventory.