Private aviation intelligence
Instajet reports on the private aviation market — fleet movements, route economics, operator performance and the regulation shaping business jet travel.
Latest
Business jet shipments rose sharply in the first quarter while flight activity grew in low single digits. Backlogs explain most of it. What is left over is worth watching.
By Instajet DeskRead the story
Latest intelligence
All coverageFleet movements, route economics, operator performance and the regulation shaping business jet travel.
The New York to South Florida corridor is about 900 nautical miles of great-circle distance across a dozen viable airport combinations. Which pair you pick changes ground time, congestion exposure and how far the passenger still has to drive.
By Instajet Desk
NetJets has restricted new sales of its jet card and 25-hour lease products to focus on fractional ownership. Existing customers can still renew, and competitors say the displaced demand is already arriving.
By Instajet Desk
An empty leg is a repositioning flight sold at a discount. Understanding what it costs means understanding what the contract does not promise — the route, the time and the aircraft belong to the operator, and so does the right to cancel.
By Instajet Desk
ARGUS put global business aviation activity up 5.6% year on year in July 2026. The headline hides a split: North America drove the increase while Europe recorded its first annual decline in fourteen months.
By Instajet Desk
Nine aircraft in our reference set publish a maximum range at or beyond 5,000 nautical miles, and brokers sell all nine into the same conversation. Between the longest and the shortest sits 2,900nm — further than a Citation Latitude can fly at all.
By Instajet Desk
Every long-range business jet publishes two range figures, and the gap between them is the aircraft's real trade-off: how much distance an operator gives up to arrive sooner. Reading only the larger number is how a charter enquiry ends up one fuel stop short.
By Instajet Desk
Sections
All coverageFive desks. Each one is its own index, and each one states what it does and does not cover.
Charter demand, pricing movement and the economics of the private aviation market.
Repositioning flights sold at a discount: how the inventory is created, what the contract actually promises, and where the risk sits.
Fleet moves, safety ratings, programme changes and financial results from charter operators and fractional providers.
Prepaid hour programmes, memberships and fractional shares — programme terms, rate structures and the changes that affect existing cardholders.
Business jet programmes, certification, deliveries and published performance figures.
Route economics, flight times and airport access on the corridors private aviation actually flies.
Rulemaking, airspace and environmental policy shaping business aviation.
How we publish
Private aviation data is usually quoted without provenance. These are the rules this site holds itself to, and they are visible on the face of every page.
Specifications quoted in an article are the manufacturer's own numbers, and every article lists the sources it was written from at the foot of the page.
Where a figure could not be sourced, it is left out rather than estimated or borrowed from a similar aircraft. A stated gap is information.
Every article states whether an editor has read it before publication. That claim appears in the strip under the headline, not in a policy page.
The briefing
Fleet moves, route economics and the regulation shaping business aviation — with the sources attached, as on every page here.
