Aircraft Market Pulse Check: November 2026

After more closings than business days for FLYING Finance in October, FLYING CFO & Group President Tripp Thurston sits down with aircraft finance specialists Kimsey Bell and Jackson Moore on what buyers should know heading into year end.

By Tripp Thurston, with Kimsey Bell and Jackson Moore

The aircraft market has had a strong year, and the fourth quarter is shaping up to be one for the books. I stepped away from the deal flow with FLYING Finance aircraft finance specialists Kimsey Bell and Jackson Moore to talk about who is buying, what is selling, and how flying itself is changing.

Who Is Buying, and How Ready Are They?

Q.  Are buyers still browsing, or coming to FLYING Finance ready to purchase?

KIMSEY: We generally see a good mix of both types of borrowers. Some come to us with a specific tail number identified and are ready to close within two weeks. Others take a more relaxed approach, working through the process until they find an aircraft that checks all their boxes.

Currently, we’re seeing a lot of Cirrus buyers looking to take advantage of bonus depreciation, along with a handful of buyers in the turboprop and light jet markets.

We had 21 closings in October, so the market remains strong despite the across-the-board rate increase at the beginning of the fourth quarter.

JACKSON: It really depends on what they’re looking for. Modern airplanes with desirable avionics, listed at a depreciation sweet spot, are moving quickly, but some airworthy legacy airplanes are sitting on the market for months. Some folks call me with a plane already under purchase agreement because they found a deal on a hot model. Others feel they’re the seller’s only interested party, so they’re in no rush.

For buyers in a hurry: the fourth quarter is the busiest time of year for aircraft sales. You may want to close in the next 48 hours, but with the year-end surge in transactions, the process can take a little longer than usual.

Are Prices Still on the Post-Pandemic Plateau?

Q.  Looking at years instead of quarters, where do prices stand?

JACKSON: You can still trace a line from today’s market to the COVID-era boom in used airplanes. After skyrocketing in 2020, prices have mostly stayed on a plateau, but I think the market has softened for models that aren’t used as trainers or in commercial operations. A jittery economy and higher rates have kept many would-be shoppers on the sidelines, and several of my clients have found great deals in the last six months.

What’s Selling, and Where’s the Value?

Q.  New models unveiled at SUN ‘n FUN, EAA AirVenture Oshkosh, and NBAA-BACE generate excitement but often come with long lead times. Among aircraft available today, what are buyers asking for?

KIMSEY: I’m excited about the continued availability of quality pre-owned aircraft. Not every buyer is looking for the newest model or willing to wait on a production slot. Many are finding exactly what they want in the pre-owned market, whether that’s a well-equipped piston single, a capable turboprop, or an entry-level jet.

There will always be strong interest in Cirrus, given its capabilities, advanced avionics, and the reassurance of the Cirrus Airframe Parachute System (CAPS). From a financing standpoint, Cirrus aircraft are also well received by lenders, which certainly doesn’t hurt!

The FAA’s new MOSAIC rule is another plus. It opens up higher-performance aircraft with more capability and more complex systems to sport pilots. (More on financing light sport and MOSAIC aircraft.)

JACKSON: We get a lot of requests for light sport aircraft these days, and I think there is excellent value in Tecnams, Bristells, and Van’s RV-12s that are in the depreciation sweet spot, around five years old. They are modern aircraft with desirable avionics, great efficiency, and good looks, and they’re discounted even though their airframes are far newer than legacy pistons.

If you’d rather stick with legacy pistons, there’s value to be found there as well. Commercial operators and first-time buyers drive up prices for Cessnas, so look to Pipers or Mooneys for value. If you want speed, consider a Mooney or a Comanche. If you want six seats, look at a Cherokee Six, which can offer more useful load than many Bonanzas at a lower price.

How Is Flying Changing?

Q.  You both talk with hundreds of pilots a year. How are student pilots, airline captains, and personal pilots adapting to today’s aircraft and technology?

KIMSEY: We’re seeing interest across the board. Student pilots are getting into ownership earlier, experienced personal pilots are upgrading into more capable aircraft, and airline captains are looking for something they can enjoy outside their professional careers. Everyone has different goals, but the common theme is more capability, flexibility, and enjoyment out of aviation.

For students, owning a trainer can make sense. It lets them fly on their own schedule while putting money toward an asset they own.

Technology has certainly made flying more approachable, but it hasn’t made it any less demanding. Pilots still need to understand their aircraft, stay proficient, and make good decisions. Avionics and safety systems are tremendous tools, but they will never replace the pilot.

JACKSON: Some pilots prefer carburetors and analog instruments, and some have fair concerns about relying entirely on electronic displays. But most pilots I talk to are ready for change. They want FADEC and fuel injection. They want the added situational awareness and lower workload that come with modern avionics.

A good example is the renewed popularity of fixed gear over retractable gear. Some pilots focus on the performance loss, but most see giving up a few knots as well worth the peace of mind. The simpler you can make flying, the safer it can be. While the performance of single-engine pistons has largely plateaued, the simplification of general aviation flying is happening quickly, and that’s exciting!

Planning a Year-End Purchase?

If you plan to close before Dec. 31, start now. A FLYING Finance pre-approval typically takes 1 to 2 business days and is good for 90 days. For what to have ready, read Buying an Aircraft Before Year End? For how financing works in each part of the market, read From Taildraggers to Turbines.

FLYING Finance is the aircraft financing resource for readers of FLYING magazine, AvBuyer, and Plane + Pilot. Current financing rates at flyingfinance.com/aircraft-loan-rates/.

FLYING Finance shares common ownership with Firecrown Media, publisher of FLYING. FLYING Finance does not provide tax or legal advice. Loan approval, rates, and terms depend on the borrower, the aircraft, and lender requirements.