GCC Business Jet Market Size & Share Analysis - Growth Trends and Forecast (2026 - 2031)

GCC Business Jet Market Trends and Insights

Rising UHNW and Family-Office Wealth Concentration

In 2025, UAE billionaires controlled USD 169 billion, while their Saudi counterparts managed USD 81 billion. Additionally, heirs are expected to inherit an additional USD 153 billion within the next 15 years, ensuring steady demand for private aviation.^{[1]UBS, “Billionaire Report 2025,” ubs.com} Dubai is home to 120 family offices overseeing approximately USD 1.2 trillion in assets, with these entities perceiving aircraft as tools for deal execution rather than luxury items. According to Knight Frank, the UAE experienced an inflow of 7,200 millionaires in 2024, driving sustained demand for seat hours and indicating that the GCC business jet market remains resilient to short-term macroeconomic fluctuations. The need for mobility is further emphasized by the fact that 36% of regional billionaires have relocated at least once, making private jets a practical safeguard against geopolitical uncertainties. Cross-border investment roadshows also contribute to increased flight activity, particularly on routes connecting Dubai, Riyadh, London, and Singapore.

Vision-2030-Linked Corporate Mobility Programs

Saudi Arabia recorded 23,612 business-jet movements in 2024, representing a 24% year-over-year increase, driven by the headquarters rule requiring multinationals to establish senior teams in Riyadh.^{[2]GACA, “General Aviation Roadmap,” gaca.gov.sa} The regulatory roadmap aims to develop a USD 2 billion general aviation economy and create 35,000 jobs by 2030, including the establishment of six dedicated business-aviation airports and nine terminals. The liberalization of cabotage in May 2025 allowed foreign carriers to operate domestic city pairs, with VistaJet being the first to capitalize on this opportunity, achieving a 32% increase in Saudi Program Members during the first half of 2025. Riyadh now accounts for approximately two-thirds of private-jet traffic, strengthening hub-and-spoke patterns that boost charter hours and MRO activities. King Salman International Airport, projected to handle 120 million passengers by 2030, includes a private-aviation apron, underscoring the government's view of the sector as essential infrastructure rather than a niche luxury.

Expansion of Dedicated FBO and MRO Infrastructure

Sharjah's new Gama Aviation FBO and MRO complex became operational in mid-2025, addressing overflow from the slot-constrained Dubai International Airport.^{[3]Gama Aviation, “Sharjah FBO Launch,” gamaaviation.com} Falcon Aviation allocated USD 100 million for an MRO facility at Al Maktoum International. At the same time, Jetex inaugurated Saudi Arabia's first FBO at Red Sea International Airport, reflecting a growing trend toward multi-hub redundancy. The Public Investment Fund supported Saudia Technic's 1 million square meter MRO village in Jeddah, which is expected to generate USD 2.7 billion over the next 10 years. In December 2024, Comlux opened a 20,000-square-meter service center at Dubai South, and Alliance Aviation launched an FBO in AlUla in October 2025, expanding its geographic coverage for inbound tourism. These developments collectively enhance hangar capacity, reduce maintenance ferry times, and improve overall fleet dispatch reliability in the GCC business jet market.

OEM Supply-Chain Bottlenecks Pushing Pre-Owned Uptake

Gulfstream delivered 113 aircraft during the first nine months of 2025 but fell short of its 2024 target due to delays in Rolls-Royce Pearl 700 engines, resulting in multi-quarter backlogs. Jetcraft projects 11,202 pre-owned transactions valued at USD 73.9 billion between 2025 and 2029, with large-cabin units accounting for 20% of the market as buyers seek immediate availability. Extended lead times have prompted corporations to adopt jet-card programs as temporary solutions until factory production slots become available. Embraer retained its leadership in the Phenom 300 family, delivering 65 units in 2024; however, even this high production line cannot fully meet latent demand, creating a seller’s market for younger airframes, particularly models such as the G650ER, Global 7500, and Falcon 7X, driving up residual values across the GCC business jet market.

Slot and Airspace Congestion at Key GCC Hubs

Dubai International imposes restrictions on general aviation movements during peak periods. It applies a 50% surcharge on landing fees, encouraging operators to use Dubai World Central, where five FBOs compete for available slots. Airport Coordination Limited classifies Dubai, Abu Dhabi, and 26 Saudi airports as Level 3, indicating significant capacity constraints. The planned transition of commercial flights to Dubai World Central by 2030 is expected to further limit slot availability in the interim, while King Salman International Airport in Riyadh is not anticipated to be fully operational until later in the decade. Secondary hubs such as Sharjah, AlUla, and Muscat are already handling overflow traffic; however, repositioning flights to these locations increases crew and fuel costs. In the short term, congestion remains the primary operational challenge for the GCC business jet market.

High Import Tariffs / VAT on Pre-Owned Imports

The UAE imposes a 5% VAT on aircraft transferred from free zones to the mainland. Additionally, assets valued at over AED 5 million (approximately USD 1.36 million) are subject to the Capital Asset Scheme, which requires multi-year adjustments, thereby discouraging private buyers. While zero-rating applies to commercial transport, it does not extend to pre-owned jets used for personal purposes, thereby limiting the pool of potential individual owners. In Saudi Arabia, the absence of a harmonized duty schedule persists; however, alignment with the GACA roadmap is anticipated once dedicated business aviation airports become operational, which could lead to increased costs. The complexity of compliance drives buyers to register aircraft in jurisdictions like the Isle of Man or San Marino, resulting in longer ferry sectors for maintenance. These fiscal policies collectively reduce the forecasted CAGR of the GCC business jet market by an estimated 0.5%.

Segment Analysis

By Body Type: Large Cabin Dominance Meets Light-Jet Efficiency

Large-cabin airframes accounted for 51.24% of the GCC business jet market share in 2025, driven by their ability to connect GCC capitals with destinations like London, New York, and Singapore in a single flight. This segment represents the upper tier of the GCC business jet market, with fleets such as Qatar Executive’s six G700s and 15 G650ERs contributing to a 26% revenue increase over the past 12 months. Demand remains strong due to the preference of sovereign entities, energy companies, and global banks for nonstop range and conference-style cabin configurations.

Light and very-light jets are expected to grow at a rate of 5.34% through 2031, benefiting from lower operating costs and faster turnaround times at congested airports. Embraer’s Phenom 300 maintained its position as the world’s best-selling light jet for the eleventh consecutive year, with regional buyers favoring it for owner-operated missions or short-haul charters. 

Mid-size jets, such as Bombardier’s Challenger 604 and Dassault’s Falcon 2000 families, offer a balance between capacity and cost for intra-GCC routes. Additionally, Dassault’s upcoming Falcon 10X, with a 7,500 nm range and a 16.2 m cabin, is set to address ultra-long-haul routes upon its entry into service in 2027.

By End User: Corporate Fleets Yield to Charter Flexibility

Corporate entities held a 39.59% share of the GCC business jet market in 2025, supported by relocation mandates that required multinational companies to station senior executives in Riyadh and Dubai. However, this share is gradually declining as asset-light charter solutions gain popularity. Charter and air-taxi operators are projected to grow at a 5.94% CAGR, with Saudi cabotage reforms driving growth. For instance, VistaJet’s domestic Saudi operations reported a 32% year-on-year increase in memberships during the first half of 2025.

Individual ownership remains significant among UHNWIs, who view private aircraft as a safeguard against geopolitical uncertainties. While training institutions remain a niche segment, programs like those offered by Etihad and Qatar Airways are expanding talent pipelines. 

Government and special-mission fleets, such as Royal Jet’s upcoming ACJ320neo deliveries, are selectively growing to accommodate high-profile events like COP28, which increase diplomatic travel demand.

By Ownership Model: Fractional and Membership Programs Gain Traction

New aircraft acquisitions accounted for 43.78% of 2025 revenue but face challenges due to extended OEM backlogs. Pre-owned aircraft trading is expected to remain robust, with 11,202 deals projected globally through 2029 as buyers prioritize immediate availability. 

Membership plans are forecasted to grow by 7.01%, appealing to corporations exploring private aviation options before committing to full ownership. AviLease’s USD 2.5 billion Islamic-finance facility highlights the growing preference for operating leases, which reduce balance-sheet impact. 

Managed-fleet operators, such as DC Aviation Al-Futtaim and Empire Aviation Group, are expanding inventory access without direct asset ownership, adding complexity to the traditional buy-versus-lease decision-making process.

Geography Analysis

The United Arab Emirates (UAE) accounted for 36.59% of 2025 revenue, supported by Dubai’s network of 120 family offices managing USD 1.2 trillion in assets and the Emirates Group’s USD 34.8 billion turnover in FY 2024-25. Dubai World Central accommodates over 40 business jets, while new facilities like Comlux’s 20,000 square meters service center and Gama Aviation’s Sharjah FBO help alleviate slot constraints.

Saudi Arabia recorded 23,612 business jet flights in 2024 and is advancing its aviation infrastructure with the development of King Salman International Airport, six dedicated business aviation airports, and nine terminals, all under a USD 2 billion plan. Jetex’s Red Sea FBO and Jubail’s new general aviation designation extend the country’s reach beyond Riyadh and Jeddah, solidifying its position as the second-largest market in the GCC.

Oman is projected to achieve the fastest growth, with a 5.81% CAGR through 2031, driven by Vision 2040 initiatives and the opening of a dedicated MRO facility in Muscat in mid-2025. Qatar, Bahrain, and Kuwait provide additional capacity, with Qatar Executive’s 24-aircraft fleet achieving a 26% revenue increase following the FIFA World Cup. Bahrain leverages free-zone incentives to attract MRO startups. These secondary markets collectively support the UAE and Saudi Arabia by offering additional capacity, enhancing the resilience of the GCC business jet network.