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The pre-owned business aircraft market is throwing up head-spinning signals. Transactions seem to tell a positive tale as AMSTAT's Q2 2026 analysis reports they rose 11.2% year over year in the second quarter and ran 14% above the ten-year average for the period. With transactions moving along at a healthy clip, inventory keeps dipping as supply dominates the conversation into 2H. Listed turbine inventory comes in at 5.8% of the active fleet at the end of June, the lowest reading since February 2024 and well under the 7.2% ten-year average. For jets specifically, 6.5% of the fleet is for sale against an 8.1% norm.Heavy jets are where it bitesAll eyes are on heavy-jet supply in an already tight market. Transactions skyrocketed 43.8% year over year in Q2, the strongest showing of any category by a country mile. One quick caveat: last year's Q2 was soft for large-cabin jets, so the net increase can also be considered a partial correction. Either way, with only 5.2% of the fleet listed, that sends a clear pricing-strength signal to late-model owners.Falling asking prices, rising valuesBeyond the heavy metal, average asking prices are down across several other segments. At first glance, that indicates a cooling market. But a strong indicator is median transaction value (what the aircraft sold for). When viewed through that lens, median values are up 5% year over year and 2% since the start of the year. The divergence can be attributed to younger, higher-value jets selling quickly while older models languish on the tarmac. AMSTAT figures confirm the read pointing to discounts on the latter. Brokers take note.Super-mid shoppers have more roomSuper-midsize activity seems to be living up to its name. It fits squarely in the middle, with activity roughly flat year over year and the Challenger 300 and Gulfstream G280 leading sales. It's still a healthy market but clearly not hitting the historical bar set by the heavies. And with that, more supply means there's more wiggle room for buyers to negotiate.Market ImpactInventory continues to dominate the conversation. With OEM factory production challenges front and center, new aircraft supply should continue to be constrained through 2027 at best, which will continue to provide downward pressure on the late-model preowned market. The takeaway is clear: it's a sellers' market at the top. The bigger and newer, the better. That narrative should hold for the foreseeable future.