The Hawker 800XP market in mid-2026 is not a story about falling prices. It is a story about a gap. Median asking sits at $2.25 million while normalised valuations sit near $1.92 million — sellers are asking roughly seventeen per cent above assessed value, and that gap explains almost everything else in the data. Inventory has tightened, yet aircraft are taking half again as long to sell as they did six months ago.
Figures below are drawn from market data published 16 June 2026, covering a six-month window.
Where the market stands
| Active fleet | 430 aircraft |
| For sale or lease | 37 (22 verified, 15 unverified) |
| Percentage of fleet for sale | 8.60% |
| Absorption rate | 4.40 months |
| Median days on market | 200 days |
| Median asking price | $2.25 million |
| Production status | Out of production (1996–2013), 497 built |
At 8.6% of the active fleet for sale, supply is modestly tight for an out-of-production type. A market at ten per cent or above is generally considered a buyer’s market; below that, sellers have more room. On that measure alone the 800XP looks reasonably balanced.
The spread is the story, not the average
Asking prices across the current listings run from $1.25 million to $3.00 million, on airframes built between 1996 and 2006. That is a 2.4× spread on what is fundamentally the same aeroplane.
| Metric | Minimum | Median | Maximum |
|---|---|---|---|
| Asking price | $1.25M | $2.25M | $3.00M |
| Year of manufacture | 1996 | 2001 | 2006 |
| Total time airframe | 2,118 hrs | 8,472 hrs | 16,517 hrs |
| Landings | 1,587 | 5,566 | 10,855 |
| Days on market | 3 | 209 | 1,231 |
Ten years of production separates the oldest listed aircraft from the newest, but year alone does not explain a $1.75 million difference. Engine programme enrolment, maintenance status, avionics standard, damage history and records quality do. This is the central point for anyone buying an out-of-production midsize jet: the specific airframe matters far more than the model year, and the cheapest aircraft on the market is frequently the most expensive one to own.
Note also the days-on-market range. One aircraft sold in three days. Another has been listed for 1,231 days — more than three years. Well-presented, well-documented aircraft move. Tired ones do not move at any price the seller is willing to accept.
Asking prices have softened, then steadied
| Month | Average asking price |
|---|---|
| May 2026 | $2,255,000 |
| April 2026 | $2,214,000 |
| March 2026 | $2,218,769 |
| February 2026 | $2,284,600 |
| January 2026 | $2,372,727 |
| December 2025 | $2,406,333 |
Average asking fell about 6.3% between December and April, then ticked up 1.9% in May. Normalised valuations — adjusted for total time, age and engine programme status — tell a similar story, moving from $2.11 million in January to $1.92 million by March, the most recent month for which valuation data is available.
The gap between the two is what matters. Median asking of $2.25 million against a normalised valuation near $1.92 million puts sellers roughly seventeen per cent above assessed value. Some of that is the usual negotiating margin. The rest is optimism, and it is being paid for in time on market.
Aircraft are taking longer to sell
| Month | Median days on market |
|---|---|
| May 2026 | 200 |
| April 2026 | 196 |
| March 2026 | 182 |
| February 2026 | 194 |
| January 2026 | 160 |
| December 2025 | 133 |
Median days on market rose from 133 to 200 across the window, an increase of roughly fifty per cent. That happened while the number of aircraft for sale fell from 27 to 23. Less supply and slower sales at the same time is a pricing signal, not a demand signal: the aircraft that are listed are not priced where buyers are willing to transact.
Supply has tightened
| Month | Aircraft for sale |
|---|---|
| May 2026 | 23 |
| April 2026 | 24 |
| March 2026 | 24 |
| February 2026 | 27 |
| January 2026 | 27 |
| December 2025 | 27 |
Absorption improved over the same period, from five months in December and January to three months from February onward. Fewer aircraft available and a faster theoretical clearing rate both favour sellers who price realistically.
Monthly resale transactions ran 11 in December, then 4, 0, 4, 3 and 4. Those are small numbers, and month-to-month percentage swings on a base of three or four aircraft are noise rather than trend. The honest reading is roughly three to four transactions a month in a steady market, with December’s eleven as an outlier worth discounting.
Where the fleet sits
Of 430 active aircraft, North America holds 254. The Middle East and Africa account for 54, South and Central America 49, Asia 40, Western Europe 13, Eastern Europe and Western Asia 10, and Australia and Oceania 4, with 6 of unknown location.
The concentration matters for buyers outside North America. A pre-purchase inspection, records review and any rectification work will most likely happen in the United States, and import, deregistration and tax treatment need to be modelled before agreeing a price rather than after. Average ownership tenure on the type runs 6.77 years, with 18.14% of the fleet in fractional programmes.
What it costs to own
Based on 200 annual flight hours and fuel at $6.00 per gallon:
| Variable costs | Per flight hour |
|---|---|
| Fuel (290 gph) | $1,800 |
| Maintenance | $1,300 |
| Engine | $1,120 |
| Miscellaneous trip expense | $213 |
| Total per flight hour | $4,433 |
| Total per year at 200 hours | $886,780 |
| Fixed costs | Per year |
|---|---|
| Captain salary and benefits | $161,200 |
| First officer salary and benefits | $109,525 |
| Recurrent training | $103,680 |
| Hangar and office lease | $51,110 |
| Subscriptions | $22,184 |
| Hull insurance | $19,735 |
| Liability insurance | $14,667 |
| Maintenance tracking | $9,997 |
| Total fixed per year | $388,418 |
Combined annual cost at 200 hours: $1,275,198. That works out at roughly $6,376 per flight hour all-in, before depreciation and before the cost of capital tied up in the aircraft.
That number deserves a moment. At 200 hours a year, owning a Hawker 800XP costs about the same per hour as chartering a comparable midsize jet on the open market. Ownership starts to win on cost further up the utilisation curve, not here. If your flying sits at or below 200 hours, the honest comparison is against on-demand charter or a jet card, and our guide to choosing the right private jet works through that decision properly. Buy the 800XP because you want control of the aircraft, the crew and the schedule — not because you expect it to be cheaper.
Specifications
| Engines | Honeywell TFE731-5BR | Range | 2,550 nm |
| Crew and passengers | 2 + 9 | Max / long-range cruise | 446 kts / 401 kts |
| Cabin length | 21 ft 4 in | Service ceiling | 41,000 ft |
| Cabin width | 6 ft | Balanced field length | 5,600 ft |
| Cabin height | 5 ft 9 in | Landing distance | 2,245 ft |
| Max takeoff weight | 28,000 lbs | Max payload | 2,120 lbs |
| Usable fuel | 1,501 gal | Fuel consumption | 290 gph |
As always, published range assumes a light load with reserves in still air. With nine passengers and baggage, plan on materially less than 2,550 nautical miles.
If you are selling
The data says price to the market, not to the listings. Median asking is running well above normalised valuation, and the aircraft sitting at 400, 800 and 1,231 days on market are the ones that tested that gap. Supply is tight at 8.6% of fleet and absorption has improved to three months, so a correctly priced, well-documented aircraft should transact.
What moves an 800XP quickly: engines enrolled on a programme with meaningful time remaining, no due inspection looming, complete and continuous records, current avionics, and an interior that does not read as a refurbishment project. What holds one on the market is any one of those being absent and the price not reflecting it.
If you are buying
The 2.4× spread between cheapest and dearest is your opportunity and your risk in equal measure. The disciplined approach is to review records before paying for a physical inspection, scope the pre-purchase inspection against the manufacturer’s programme rather than negotiating it down, and price engine programme status and inspection timing into the offer rather than discovering them afterwards. Our pre-owned buying guide sets out that process in full, and the best value private jets guide covers where the 800XP sits against its alternatives.
Out-of-production status is worth weighing deliberately. Support for the type continues, but plan your exit at the point of purchase rather than later.
A note on the data
Asking price figures are drawn from 19 of the 37 current listings; roughly half of sellers do not publish a price, so the median reflects the aircraft that do. Valuation data runs to March 2026 while listing data runs to May, so the two series are not perfectly aligned. Monthly transaction counts on a base of three or four aircraft carry wide percentage swings that should not be read as trend.
Talk to us about a Hawker 800XP
We recently completed a Hawker 800XP transaction. The figures above are drawn from published market data, not from that transaction.
If you are buying: tell us your routes, realistic passenger numbers and annual hours. We will tell you whether the 800XP fits, which of the current listings are worth pursuing, and which are priced above what the records support. A significant share of what transacts on this type never reaches a public listing, so if you do not see the right aircraft advertised, that does not mean it is not available. Our acquisition representation covers sourcing, records review, inspection oversight, valuation, negotiation and closing.
If you are selling: we will give you an honest read on where your aircraft sits against the current market and what it will take to transact rather than sit. We act for one side and say which.
And if the numbers in this report suggest ownership is not the right answer for your flying, we will tell you that too. An advisor who works your region will respond directly, usually within minutes. Speak to an advisor or see our current inventory.
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