The numbers are in, and they’re striking. The private aviation industry delivered 854 new jets in 2025, the highest output since 2009 and only the second time the sector has cleared 800 units since the financial crisis. Billing value crossed $35 billion for the first time ever. For anyone who flies privately, owns a fractional share, or holds a jet card, this matters more than you might think.
Who Built What, and Who Bought It
Textron Aviation led the pack with 171 deliveries, driven heavily by the Citation Latitude, which accounted for 47 of those aircraft. The Latitude has carved out a loyal following in the midsize category. It’s pressurized well, seats up to nine comfortably, and handles transcon routes without drama. Operators love the economics. Owners love the cabin.
Gulfstream Aerospace came in second with 158 deliveries, edging out Embraer at 155. Gulfstream’s output here reflects the continuing appetite for large-cabin, long-range aircraft, where margins are strongest and demand from ultra-high-net-worth buyers remains remarkably resilient. Embraer, for its part, leaned on volume. Its Phenom 300 series delivered 72 units, holding the title of best-selling light jet. That’s not surprising. The Phenom 300E remains one of the most capable light jets ever built, and at its price point, it converts a lot of first-time buyers.
Then there’s Cirrus Aircraft, which delivered 100 SF50 Vision Jets. The Vision Jet occupies a category almost entirely its own: single-engine, pilot-owned, entry-level. Those buyers aren’t competing with NetJets. They’re stepping up from piston aircraft or buying their first turbine. It’s a different market, but those 100 deliveries speak to how broad private aviation’s growth actually is right now.
The Fractional Factor
NetJets accounted for roughly 9% of all new deliveries in 2025. At 854 total units, that’s approximately 77 aircraft flowing into a single program’s fleet. For anyone holding a NetJets share or considering one, that’s meaningful. Fleet freshness matters enormously in fractional ownership. Newer aircraft mean better reliability, updated avionics, lower maintenance interruptions, and a cabin that doesn’t feel dated.
The fractional ownership model has always been both a growth driver and a quality signal for the broader market. When programs like NetJets and Flexjet commit to large-scale fleet renewal, it forces the entire industry to raise its standards. Charter operators and card programs that rely on aging fleets suddenly find themselves at a competitive disadvantage. Clients notice. Average cabin age is a quiet but powerful factor in operator selection, and right now it’s moving in the right direction.
What It Means for Charter Availability
Here’s the practical question: does a record delivery year actually improve your chances of getting a jet when you need one? Partly, yes. But the relationship isn’t perfectly linear. New aircraft entering the market do expand overall fleet capacity, which should ease availability during peak periods like holiday weekends and major sporting events. However, a significant share of those deliveries replace older aircraft being retired or transitioned to resale, rather than adding net-new capacity.
The secondary market story is worth watching closely. As operators and fractional programs take delivery of new jets, older aircraft flow into the preowned market. Historically, that creates a buyer’s moment. Prices on five-to-ten-year-old midsize and super-midsize jets can soften when supply increases. For charter operators looking to grow their fleets with capital efficiency, or for first-time buyers considering ownership, timing the entry into a well-supplied preowned market can make a substantial difference.
The Supply Chain Question Nobody Wants to Ignore
The record delivery figure is impressive. But manufacturers will tell you privately that getting there required real effort. Supply chain disruptions haven’t fully resolved across the industry. Engine component lead times, avionics hardware, and interior finishing materials all created friction in 2025. The fact that GAMA President and CEO Pete Bunce described the sector as steadfast rather than celebratory suggests the industry knows the challenges haven’t disappeared.
The Boeing Business Jets number tells part of that story. Boeing reported zero business jet deliveries in 2025, while Airbus managed eight corporate jet completions. The large-cabin corporate airliner segment operates on a completely different timeline and supply dynamic than purpose-built business jets, but the contrast is notable. Buyers at that level have held deposits through significant delays, and the patience required has been considerable.
What This Tells Us About Where the Market Is Heading
The $35 billion billing record isn’t just a volume story. It reflects a mix shift toward higher-value aircraft. More large-cabin jets, more ultra-long-range deliveries, more fully custom completions. The average revenue per aircraft is rising, which tells you that buyer demand is concentrating at the top of the market while volume growth continues across all categories.
For the private aviation client, the practical takeaway is straightforward. Fleet quality is rising across the board. Program operators are investing. Charter fleets are getting younger. The choice between ownership, fractional, and charter has never been made from a better baseline of available aircraft.
The industry crossed 800 deliveries for only the second time since the financial crisis. The first time was almost a footnote. This time, it’s a signal. Private aviation has rebuilt, matured, and is growing with more structural stability than the pre-crisis era offered. For anyone flying privately in 2026, that’s a good position to be in.