Nevertheless, the performance of some of the best fighter jets within their area of expertise is astounding. AeroTime has reviewed the capabilities of the current crop of fighter jets around the world and picked 10 of the very best to compile our list.

To be considered for the list of the best fighter jets in 2025, aircraft have to be operational and in service. Experimental aircraft, prototypes and aircraft in development have not been considered.

The 10 best fighter jets in 2025

Topping the list of the best fighter jets in the world in 2025, it’s Russia’s flagship aircraft, the Su-57. It scored highly on agility and stealth, and with a cost of just $50 million a unit, it’s one of the least expensive fighter jets that air forces can acquire.

In second place is the Lockheed Martin F-35 Lightning II. While it’s not as agile as the Su-57, nor as heavily armed as the F-15EX, its all-around performance and true multirole capabilities set it apart from the competition. Its stealth is exceptional, beaten only by the more expensive F-22.

In bronze place is China’s first homegrown 5th-generation fighter jet, and one of only four operational stealth fighters in the world today. The Chengdu J-20 ‘Mighty Dragon’ scores highly for its massive 24,000 lb weapons payload, much of which is internal, giving it incredible stealth.

Check out the rest of the top 10 best fighter jets in the table below, and stay with us as we tell you a little more about each one.

The best fighter jets: The complete list

Note on scoring used for defining the ‘best’ fighter jets

To evaluate the all-round capabilities of these fighter jets, we’ve scored them based on various categories. These include cost, stealth, agility, weapons payload, speed and how widely used they are.

Points are awarded based on where the aircraft comes in our top 10 ranking of those characteristics. For most categories, the number 1 ranked aircraft will gain 10 points, going down to one point for the 10th ranked jet, and a firm nil points for those outside of the top 10.

When it comes to cost, we’ve ranked in the opposite direction, giving fewer points to the most expensive, and for stealth, the smallest radar cross section (RCS) gets the most points.

1. Sukhoi Su-57 Felon

Ranking the Sukhoi Su-57 as the best fighter jet in the world is bound to cause some controversy. After all, the USA fields some of the most advanced fighters in the world, not least the F-22. 

However, in the Su-57, the Russians have designed a truly formidable jet, with the aircraft ranking highly for agility, weapons payload and stealth. Most importantly, Russia has managed to pack all this technology into an aircraft that costs far less than any other advanced fighter, with Bulgarian Military estimating the cost per unit at just $35-$50 million.

The supermaneuverability of the Su-57 is delivered by its 3D thrust vectoring nozzles, with a superb thrust-to-weight ratio making it capable of turning on a dime. While its stealth is less refined than Western counterparts, it compensates with high-tech sensors, raw aerodynamic performance and a versatile loadout of both internal and external weaponry.

2. Lockheed Martin F-35 Lightning II

While the F-35 missed out on the top spot to the Russian competitor, it’s important to note how much more prolific the F-35 is in terms of use. More than 700 are currently in active service, and the type forms the backbone of the US Air Force. 

It’s stealthier than the Su-57, and stealthy from every angle, not just the front, with a radar cross section (RCS) that’s equivalent to a golf ball. However, it doesn’t fly as fast as the Su-57, and isn’t capable of true supercruise (supersonic speeds without afterburners). 

It lost points for its expense, with some models costing around twice that of the reported price of the Su-57. However, as a true multirole fighter jet that can excel in almost any scenario, the F-35 remains one of the best fighter jets in the world today.

3. Chengdu J-20 Mighty Dragon

Coming in hot is the ‘Mighty Dragon’ Chengdu J-20. It’s China’s first 5th-generation stealth fighter, and one of only four truly stealth fighter jets in the world today. While it’s undoubtedly been inspired by the impressive capabilities of the F-22 and F-35, it’s evolved into a capable fighter in its own right.

The J-20 was built with long-range operations in mind. It’s not as fast as some of the fighters on this list, but it can reach Mach 2 and maintain those speeds without afterburners, giving it true supercruise capabilities.

While only a couple of hundred are thought to be operational so far, Military Watch notes that it is in production at over three times the scale of any other twin-engine fighter, somewhere in the region of 100-120 aircraft a year. It is not exported; all those aircraft are destined for the PLAAF.

4. Boeing F-15EX Eagle II

When it comes to weapons payload, no aircraft can come close to the F-15EX. Almost 30,000 lbs of weapons can be loaded onto this flying bomb truck, making it the most heavily armed fighter jet in the world. 

It’s not particularly stealthy, but it doesn’t need to be. Instead of sneaking in under cover, its top speed of Mach 2.5 means it can get in, strike, and get out again rapidly. It can haul 20+ air-to-air missiles in a single sortie using the Advanced Missile and Bomb Ejector Rack (AMBER) system, and is the perfect escort for more expensive stealth jets.

It’s the fastest operational fighter jet in the US Air Force – indeed, the world – outpaced only by the practically obsolete MiG-25 and MiG-31. Just eight have been delivered so far, with the first arriving in June 2024. According to Janes, tail numbers 9, 10 and 11 are on the verge of delivery, with many more expected to join the USAF over the coming years.

5. Lockheed Martin F-22 Raptor

Some readers may be perplexed to see the F-22 so far down the list, but there are reasons it didn’t score higher. This incredible feat of engineering has made for the most agile and stealthiest fighter jet in the world, with an RCS that’s comparable to a marble.

Yet, while the F-22 is more than capable of disappearing, it has a rather low weapons payload, for which it loses points. It’s also the most expensive fighter jet in the world, with a unit cost in excess of $140 million (even though it’s thought each jet costs almost $300 million to build). 

Nevertheless, the F-22 is a marvel of modern mechanics. As well as advanced stealth, it is capable of supercruise at Mach 1.8, and has a top speed of Mach 2.25, allowing it to give chase or disengage rapidly. Production of the type has now ended, with only 178 aircraft built. Even so, it remains a formidable fighter jet in the skies of 2025.

6. General Dynamics F-16 Fighting Falcon

The F-16 Fighting Falcon is by far the most widely used fighter jet in the world today. According to the 2025 World Air Forces Directory, 2,084 units are in operation right now, with more than 700 in the USAF and large fleets in Egypt, Israel, Greece and Turkey. 

While the ‘Viper’ has a history dating back to the 1970s, it remains relevant thanks to continuous upgrades. It’s a true multirole aircraft, just as comfortable in air-to-air battles as it is performing reconnaissance. It supports almost every weapon in the US and NATO inventory.

The latest block of the F-16, Block 70/72, has created a 4th generation ++ aircraft, with new radars, mission computers, infrared tracking and other updates. It’s the cheapest jet on our list to buy, and has proven its capabilities in multiple conflicts, from Operation Desert Storm to the ongoing conflict in Ukraine.

7. Sukhoi Su-35

The Sukhoi Su-35 may not be stealthy, but it remains one of the world’s most formidable 4th-generation fighters. Its exceptional agility is enabled by two-plane thrust vectoring, making it the only production aircraft to use this technology. 

In close-quarters dogfights, the Su-35 is a dangerous opponent, capable of out-turning most Western jets. Combined with a large internal fuel load, long combat range, and a powerful passive electronically scanned array (PESA) radar, it’s built for both air superiority and extended patrols.

The Su-35 carries a generous weapons load of over 17,000 lbs, and this, along with its electronic warfare systems, infrared search and track (IRST) sensor, and high speed of Mach 2.25, makes it a credible force in both defensive and offensive missions. With more than 100 units currently in service and exports to countries like China and Egypt, the Su-35 is a key pillar of Russia’s tactical airpower in 2025.

8. Eurofighter Typhoon

The Eurofighter Typhoon, a cornerstone of European air power, was originally designed for air superiority, but has since evolved into a true multirole fighter. It might not be the best in any category, but rather than sacrificing any one of those traits for excellence at another, it simply does it all with a good level of competence.

Designed and built at the end of the 20th century, the Typhoon has been systematically upgraded over the years. The latest Tranche 5 upgrades include a redesigned cockpit with large area displays, better connectivity and the ability to operate alongside drones. 

Across its performance envelope, the Typhoon has exceptional agility. Its advanced avionics and sensor suite contribute to its survivability, and it can supercruise at Mach 1.5 fully loaded. 

9. Boeing F/A-18E/F Super Hornet

The backbone of the US Navy’s air arm, the F/A-18 has been in service in various forms since 1978. Its latest iteration, the Boeing F/A-18E/F Super Hornet, is a 21st-century-compatible version that has more range, more payload and requires fewer maintenance hours than the original Hornet.

Priced in the range of $73 million, it’s still one of the 10 most expensive fighter jets in the world, but it is half the cost of an F-22. Its 17,750 lbs of ordnance payload is impressive, and it’s been built to be compatible with a huge range of US and NATO munitions.

While the Super Hornet looks like a beefed-up F/A-18C/D, it’s essentially a new aircraft, with around 80% of its structure redesigned. The E/F designation denotes whether it’s a single seater or twin, but all models have folding wings to make them suitable for carrier-based operations.

10. Dassault Rafale

Dassault’s flagship fighter jet is the Rafale, meaning ‘gust of wind’ in French. The jet is the epitome of elegance with its sweeping curves and sharply pointed nose, but it’s as deadly as it is beautiful.

The Rafale is built for ‘omnirole’, a step beyond multirole that means the jet can perform all mission types simultaneously, not simply switch between them. It has advanced avionics and sensor fusion, alongside one of the best electronic warfare suites in the world (SPECTRA). 

While it can’t be considered fully stealth like the F-22, it does incorporate stealth design features to reduce its RCS. The latest iteration, the F-4 standard, features radar and sensor upgrades that help it detect stealth aircraft at long range, making it one of the best hunters in the business.

What’s coming next in the world of the best fighter jets?

While there are only a handful of true 5th-generation fighter jets in operation today, several more are set to join the ranks of the best fighter jets in the coming years. 

Progressing nicely is the KAI KF-21 Boramae, South Korea’s first domestically-produced advanced fighter jet. Six prototypes have been produced, and the first serial model has entered final assembly. Early indications are that it will have a top speed of Mach 1.8 and up to 17,000 lbs of payload.

It’s described as a 4.5-generation aircraft, not quite as advanced as some of the best in the world, but with better stealth capabilities and advanced avionics that put it ahead of aircraft like the Typhoon and Rafale. It’s expected to enter service in 2026.

Turkey is developing the TAI TF Kaan, although only one prototype exists so far, while India is a little further behind on its Advanced Medium Combat Aircraft (AMCA) as no prototype has yet been built.

In Russia, the Su-75 Checkmate was displayed at MAKS in 2021 and Dubai Airshow in 2023, but development has been delayed after sanctions were imposed on the country. The original entry into service was scheduled for 2027, but little is known about current progress on the project.

Hot on the heels of these 5th-gen fighters are a group of super-advanced aircraft which will become the 6th-generation fleet. None have yet been built, but some manufacturers are hoping for introduction in the early 2030s. When they arrive, the landscape of the best fighter jets is sure to change immeasurably.

Right now, the largest private jets in the world are all based on commercial airliners, and the biggest of all is the mighty double-decker Boeing Business Jet (BBJ) 747-8. With over 5,000 square feet of floor space, it’s literally a flying mansion, with the capacity and versatility required to become the new Air Force One.

In second place is one of the newer aircraft in the aviation space. Launched in 2015, the Airbus A350 has become one of the most popular modern widebodies in the world. Marketed by Airbus Corporate Jets (ACJ), its 3,315 sq. ft. cabin makes it the second-largest private jet in the world today.

In fact, Boeing dominates two of the top three positions on the largest private jet list. The widebody 767 boasts over 3,000 sq. ft. of cabin space, allowing owners to get creative with the fittings inside.

But there’s more to the story, and things could change in the future as more giant private jets join the marketplace. Stay with us as we take a look at the 10 largest private jets in 2025 and what the future looks like for this space.

The top 10 largest private jets in the world

When it comes to large private jets, Airbus and Boeing go head-to-head, just as they do in the commercial aviation space. Both manufacturers offer VIP variants of their current (and past) aircraft models and occupy nine of the 10 spaces in the top 10 list.

To build our list, we considered aircraft that have entered service and are still flying today. We’ve avoided muddying the waters with multiple variants of the same aircraft family, but will give you the stats on sibling platforms, for comparison’s sake. 

Let’s run down the list of the largest private jets in operation today, starting with the biggest.

1. BBJ747-8

Floor space: 5,179 sq. ft.

The Boeing 747 has dominated the high-capacity market for over 50 years, and although Airbus attempted to replicate its success with the A380, it never gained the popularity of the Queen of the Skies.

Boeing only ever sold its 747-8 in VIP configuration factory-fresh. The BBJ team offered conversions of the 747-400 into business jets, but the 747-8 was the only model officially marketed as a business jet. And when it comes to floor space, no other aircraft in the world comes close to the sheer size offered by this double-decker giant.

As you might expect, the market for this massive private jet is somewhat limited. Customers are almost exclusively governments, and to date just eight BBJ747-8 aircraft have been sold, according to Simple Flying. Amongst its operators are governments of Egypt, Kuwait, Brunei and Türkiye, while the jet has also been selected as the replacement aircraft for the 89th Airlift Wing of the United States Air Force, in a role known as ‘Air Force One’ when the President is on board.

Controversially, US President Donald Trump is laying the groundwork to take a BBJ747-8 as a gift from Qatar. This flying palace has been at the service of the House of Thani for some years, but may soon be heading to the US to fill the role of Air Force One, while the DoD awaits the highly delayed and rather over-budget VC-25Bs to arrive from Boeing.

2. ACJ350

Floor space: 3,315 sq. ft.

Having gained massive popularity in the commercial airliner market, the Airbus A350 is a natural addition to the ACJ portfolio. The largest ACJ on offer, it is also Airbus’ newest addition to its portfolio, and is offered in both the -900 and -1000 variants. 

The largest of the family, the ACJ350-1000, offers over 3,300 sq. ft. of internal space; for comparison, the A350-900 has approximately 2,900 sq. ft., significantly less due to its shorter fuselage. According to Airbus, eight ACJ350s have been sold so far, although this hasn’t been broken down by model. Four have been delivered and are in operation around the world.

One of the most notable operators of the ACJ350 is the German Government. Bought to replace its aging ACJ340s, three have now been delivered to the nation, outfitted by Lufthansa Technik with VIP configurations and even self-defense systems. 

3. BBJ767

Floor space: 3,050 sq. ft.

The Boeing 767 was one of the most well-loved commercial aircraft of the late 20th century, and while it’s becoming less well used, there are still hundreds in operation as both passenger and cargo aircraft. 

The VIP variant of the 767 was supported by Boeing under its BBJ program, and several ‘green’ aircraft, with unfitted interiors, were delivered to companies like Lufthansa Technik and Greenpoint Technologies for outfitting as private jets. 

Both the -200ER and -300ER have been configured as private jets, with the -300 offering the most cabin floor space (3,050 sq. ft.). The range of the jet varies between 6,300 and 6,500 nmi, depending on its configuration and fuel tank modifications.

Today, several companies operate VIP 767s, for purposes such as Royal and Presidential flights in countries including Kazakhstan, Azerbaijan and Saudi Arabia. Private owners are rare, but they do exist, with one of the most high-profile being Canadian rapper Drake, who has a sky-blue BBJ767 dubbed ‘Air Drake’. 

4. ACJ340

Floor space: 2,782 sq. ft.

A rather sidelined quadjet, the A340 is a rarity in commercial passenger service today, and is becoming even more scarce in the executive jet market. Over the years, Airbus has sold a total of 14 ACJ340s, seven of the smaller A340-300/400-based aircraft, and seven of the larger A340-500/600. Sadly, just one of each variety is operational today, according to Airbus.

Although the ACJ340 is a little dated today, what sets it apart in the corporate aircraft space is its incredible range. With 8,500 nmi in the tank, the A340 sported globe-spanning capabilities that few other aircraft could match. For its age, which is similar to that of the Boeing 767, the A340 had impressive legs.

While it’s not a double-decker aircraft, the internal space in an ACJ340 is nonetheless impressive. Consequently, this reduces the size of the potential market, although it has found a keen berth in government and VIP fleets. Over the years, it’s served as VVIP transport for Germany, Qatar, the UAE, France and Saudi Arabia, although almost all have been retired today.

5. BBJ787-10

Floor space: 2,762 sq. ft.

When Boeing brought the Dreamliner to market, it was an instant hit. Its composite construction, high-tech cabin and gamechanging fuel efficiency saw it enter service with almost every airline that flies long haul.

Hot on the heels of this success came the BBJ787, a widebody corporate jet with infinite opportunities for customization and luxury. The largest of the family is the 787-10, which brought customers over 2,700 sq. ft. of floor space with which to play.

As well as this, the largest of the Dreamliner family, Boeing also offers its other 787 models in BBJ configuration. For the sake of comparison, you can check out their stats below.

According to Simple Flying, Boeing has delivered a total of 16 BBJ787s. However, from the data that is available, not one of these is the largest 787-10 model of aircraft, with corporate customers preferring the more manageable size and longer range of the smaller aircraft types.

6. ACJ330neo

Floor space: 2,325 sq. ft.

The youngest aircraft on our list is the venerable Airbus A330neo. Building on the success of the popular A330 platform, Airbus re-engined and redesigned the jet to make it more efficient and to give it more range. The first commercial A330neo was delivered to TAP Portugal in 2018, with the ACJ330neo announced just prior.

The older sibling of the A330neo, the A330-200/-300, was also marketed as a private jet and sold exceptionally well. The A330-200 in particular sold 80 units under the ACJ program, although only 73 were delivered, while one -300 was sold and delivered. The ACJ330neo has been slower to take off, with just one unit of the smallest -800 model recorded as ordered (though not yet delivered) by Airbus.

7. BBJ757

Floor space: 1,800 sq. ft.

The first of the narrowbody aircraft on our list, the Boeing 757 might be out of production, but it’s far from being out of useful service yet. Its unique combination of narrowbody efficiency and long-distance range have made it a popular choice for airlines and corporate owners alike.

A notable user of the BBJ757 is sitting President of the United States, Donald Trump. His dark blue and white 757, with its red cheatlines and six-foot tall gold letters, became something of an icon on both his campaign trails, with the jet frequently serving as a backdrop at rallies and events.

8. ACJ320neo

Floor space: 1,328 sq. ft.

The Airbus narrowbody corporate jet range is based on the popular A320neo family. Although Airbus calls the entire product line ACJ320neo, its offerings include platforms based on the larger A321neo and the smaller A319neo, too.

The largest of these options is the ACJ321neo, which has over 1,300 sq. ft. of floor space and an immense range for its size. With the A321XLR approved and delivered to airlines, it should give Airbus Corporate Jets another string to its bow, as customers will be able to request the XLR modifications for an even longer-range private jet.

To date, the most popular ACJ320 is the A432neo, with 17 aircraft ordered and eight delivered. The A321neo corporate jet has had two units ordered and delivered, while the A319neo-based aircraft has sold just 10.

This is in contrast to the former family (ceo) variants, which were all also offered as ACJ models. By far the most popular ACJ320ceo was the A319, with 77 units ordered and delivered. The A320ceo sold 20, while the A321ceo bagged just a single order. Back then, the A318 was also on offer as an ACJ, and sold 20 units, but it has now been replaced by the larger ACJTwoTwenty, based on the A220 regional jet.

For comparison, here’s Airbus’ current ACJ320 line up and the statistics of each aircraft:

9. BBJ737-9

Floor space: 1,120 sq. ft.

Even before the 737 MAX took flight, Boeing declared that it would be offered as a BBJ variant at launch. With the first passenger 737 MAX delivered to Southwest Airlines in August 2017, the first delivery of a BBJ737 came a year later, in October 2018. 

Initially, the BBJ737 was only available based on the 737 MAX 8 airframe. But three years later, in 2021, Boeing began offering the larger variant, the MAX 9, as a VIP-configured aircraft. 

The MAX 8 model has sold better, with 21 aircraft ordered to date, but given that the MAX 9 has been on the market for less time, its five-aircraft orderbook isn’t so bad. Nevertheless, none come close to the 113 aircraft sold under the BBJ1 program (based on the 737-700).

Boeing plans to offer the 737 MAX 7 as a BBJ too, but the aircraft is yet to be certified. Similarly, the MAX 10, which is also awaiting certification, may well be offered as an executive jet, although there has been no confirmation from Boeing as yet. Below, you can compare the sizes of the other 737 MAX-based BBJs that we know of.

10. ACJTwoTwenty

Floor space: 893 sq. ft.

When Airbus took over the CSeries program from Bombardier in 2018, it was the planemaker’s first foray into the field of regional jets. With the backing of a well-known brand like Airbus, the A220 became a popular choice with airlines around the world, and in October 2020, the company announced a corporate jet version it called the ACJ TwoTwenty.

The first ‘green’ aircraft was delivered to completions specialist Comlux in January 2022, and it was handed over to launch customer FIVE Hotels in May 2023. The jet will be used to ferry special guests and staff between its properties in Dubai and Switzerland. 

According to Airbus order books, the smaller variant of the ACJ TwoTwenty, based on the A220-100, has sold eight units to date, with three delivered. The larger A220-300 has sold two units, although none have yet left the factory.

What about the biggest purpose-built private jets?

The largest private jets in our list all have one thing in common – they are all derivatives of airliner models. Clearly, converting an airliner into a private jet is going to give you a huge amount of space, but what about the aircraft that were designed from the ground up to provide business jet services?

Of the aircraft in production and flying today, the biggest purpose-built private jet is the Gulfstream G700. It has a cabin floor area of 567 sq. ft., and measures almost 110 feet from nose to tail. With a cabin height of 6 ft 3 in, it’s tall enough for most people to stand upright.

While the first models were only delivered in April 2024, Gulfstream has now handed over 50 jets to customers, quite a feat when you consider the huge amounts of work that go into making executive aircraft.

As well as being large, the G700 is also fast. It has set no less than 80 city-pair speed records for Gulfstream, bringing the manufacturer to a total of 700 speed records across its entire fleet.

Also boasting one of the largest private jets is Canadian manufacturer Bombardier. Its Global 7500 has 435 sq. ft. of cabin floor space, and is longer than the Gulfstream at 111 ft. It’s another fast jet, too, holding more than 75 speed records, with a top speed of Mach 0.925. Its slightly smaller brother, the Global 8000, is currently the fastest private jet in the world.

While popular for its general aviation aircraft, Cessna has a strong line of large private jets too. Its 700 Citation Longitude is the biggest, with 348 sq. ft. of cabin space. 

Finally, Dassault Aviation’s largest private jets are the Falcon series, with the biggest being the Falcon 6X. It has 341 sq. ft. of cabin floor area and an impressive height of 6 ft 6 in, big enough for just about anyone.

The largest private jets will soon be joined by new models

Though not included in our list because they’re not yet in service, there are a couple of notable aircraft that will surpass the largest private jets here when they eventually take to the skies.

From the converted airliner market, the BBJ777X, based on the forthcoming 777-9, will be an immense beast of a private jet, if anyone decides to buy it. It will have the largest cabin in business aviation, with an insane 3,689 sq. ft. of cabin space – not quite as much as the BBJ747-8, but impressive nonetheless.

Standing 203 ft long, it comes complete with folding wingtips, a first in aviation. Its huge range of 11,000 nmi will allow its owners to hop from one side of the world to the other in one trip, powered by the biggest engines in aerospace, the GE9X. 

Joining the ranks of the largest purpose-built private jets is the forthcoming Falcon 10X. With 490 sq. ft. of cabin floor space, it will be bigger than the Global 7500, but not quite as spacious as the Gulfstream G700. It’s set to enter service in 2027.

But a beautiful jet does not Air Force One make, and the cost of bringing it up to standard is likely to vastly eclipse the price tag of the plane. Experts speaking to NBC News said it could cost more than $1 billion to convert the luxury jet into a secure presidential transport.

Indeed, when you consider all the modifications required on this airframe, it seems highly unlikely it will be ready to serve the president anytime soon. The incoming replacements, the VC-25Bs – also based on the Boeing 747-8 – are set to be delivered in 2029, although the USAF is pressing Boeing to speed up.

The idea of an ‘interim’ Air Force One, with all the efficiencies of a much newer aircraft, looks good on paper. But if the Qatari 747 is to one day fly the president, it’s going to take a mountain of modifications.

1. The entire interior of the Qatar 747 will need to be stripped

It’s enough to make a grown girl cry, but that beautiful interior will need to come out, or at least be significantly dismantled. One of the biggest jobs here will be the installation of a hardened, multi-layered communications system, which is not exactly plug-and-play.

Such installations require shielded cabling to be routed through the fuselage, dedicated server racks, data centers, and encryption modules, as well as custom antenna arrays on the fuselage and tail.

This can’t just be bolted on; cables will need to be run behind walls and floors, sometimes through structural components of the aircraft, and that means removing pretty much everything inside.

Added to this, there is the security aspect. Every part will need to be disassembled and checked to ensure there are no listening devices, security vulnerabilities, or spyware. 

2. The layout will need some major modifications

While the Qatari 747 was used by prestigious people, it wasn’t designed to be a military jet. Air Force One is all about security, confidentiality, and enabling a literal ‘Flying White House’ that functions like a working office. 

While the Qatar 747-8 does have some smaller meeting rooms and suites, much of the aircraft is given over to opulent open-plan living and luxurious spaces. It prioritizes comfort and prestige, not secure operations and logistics.

The Air Force will need meeting rooms, compartmentalized areas for classified briefings, and spaces for staff to work. A crisis command center and Sensitive Compartmented Information Facility (SCIF) will be required, all of which demand RF shielding, soundproofing and secure access controls. The open plan layout has to go.

Lavish lounges will be replaced by stations for communications, intelligence officers, military aides, and Secret Service detail. Spacious guest cabins will be converted into more modest accommodations for senior staff, and while some galleys may be retained, they’ll need to be much bigger. The current Air Force One 747s can feed up to 100 people at a time, and can store supplies for 2,000 meals – enough for seven days.

3. The jet will need a full secure communication suite

It’s possible the 747 already has some secure communications built into it, given it was used to transport royalty and senior politicians. However, it’s highly unlikely it will come close to the standard required of a US presidential aircraft. 

Communications on Air Force One need to maintain the critical ‘continuity of government,’ ensuring the president can stay in touch regardless of what’s happening in the world. This will include facilities for SATCOM uplinks and downloads, secure voice, data, and videoconferencing, as well as direct connection to the National Command Authority (NCA), even in a catastrophic crisis. 

The connection to the NCA underpins the US’s nuclear deterrent and demands that the 747 remains operational and in communication in the most demanding situations, including a nuclear apocalypse. Doing things by half is just not an option.

4. It will need its own defense systems, too

To become an aerial command post, the 747-8 will need to defend itself from attack. Naturally, the exact specifications of the current VC-25A defense systems are highly classified, but some inclusions are known (or strongly inferred from similar aircraft), including:

• Missile detection to monitor for incoming threats from MANPADS or surface-to-air missiles
• Infrared countermeasures such as DIRCM, which use lasers to blind or confuse heat-seeking missiles
• Electronic countermeasures such as radar jammers, decoy dispensers, and potentially even electronic warfare suites

Over in Germany, its new VVIP Airbus A350 has had a DIRCM system installed, specifically the J-MUSIC system from Elbit. The system can be effective as a single turret installed on the belly of the aircraft, or as dual or even triple turrets installed around the plane. 

Asked about the need for such defensive measures on the new jet, Germany’s Defense Minister Boris Pistorius commented, “The safety of our passengers and crew is my top priority. I am therefore delighted that our long-haul fleet is receiving this important self-protection.” 

The USAF will be keen to ensure the same protection for President Trump, too.

5. A medical suite is a must-have on Trump’s Air Force One

A crucial component of the current VC-25A layout is the inclusion of a medical suite. The facility is compact but comprehensive, being described as a miniature hospital, housed in a dedicated room mid-cabin. It is staffed by a flight surgeon, who is a permanent member of the Presidential Airlift Group.

Inside the suite, there’s an array of medical supplies, including:

• A fold-down operating table
• A fully stocked cabinet of pharmaceuticals
• A defibrillator
• Oxygen supplies
• Blood pressure monitors
• Glucose meters

There’s probably a lot more too, but the USAF keeps the specifics of the facility tightly guarded. It is understood that, in a worst-case scenario, basic surgical procedures can be performed onboard, and supplies of blood, including the president’s type, are always carried just in case.

The plans for the forthcoming VC-25Bs called for an expansion of this facility, including improved infection control systems, implemented in the wake of COVID. While the Qatari plane might not need anything quite so comprehensive, even as an ‘interim’ Air Force One, it will need a medical suite of a good standard.

6. The jet will need to become self-sufficient

Less flashy but no less important, the VC-25As have an incredible level of self-sufficiency. The idea is that they allow the president to travel anywhere in the world without relying on host-nation infrastructure.

This begins with the built-in air stairs, which we’ve seen so many presidents wave from over the years. The VC-25As have stairs forward and aft, meaning passengers can be disembarked at any location without jet bridges or ground equipment.

The self-reliance continues with the VC-25A’s onboard cargo loading system, allowing crews to manage luggage and equipment without any assistance. This adds to the high security of the aircraft and lowers the risk of any materials being tampered with.

Then there’s the power supply. With the complex communications systems, suite of computers and servers, medical equipment and defensive systems onboard, Air Force One requires a lot of power, far more than a commercial 747-8 or even the Qatari plane. On the VC-25As, this is accommodated with integrated generators in every engine, a powerful APU in the tailcone and multiple high-capacity batteries. 

Keeping systems running for extended periods, even in the event of a cyberattack, engine flameout or generator failure, is absolutely crucial. As such, there is redundancy built into everything, and then redundancy built into the redundancy systems. Retrofitting this to the Qatari jet will be a mammoth task.

7. And then everything needs to be shielded from EMPs

On the current VC-25s, EMP shielding ensures that the aircraft remains operational in the event of a nuclear detonation, high-altitude EMP (HEMP) attack, or directed energy weapon strike, all of which can cripple unprotected electronics. The full extent of the shielding is classified, but it can be expected to include:

• Shielded cables and wiring 
• Faraday cage architecture to protect internal electronics
• Hardened avionics 
• Filtered power inputs to protect against surges

To bring the Qatari 747-8 to this standard would require full rewiring, airframe modifications and the replacement of avionics and power systems. All the modifications would need to be rigorously tested and certified, making this one of the most technically demanding and expensive parts of the conversion.

8. Will Trump’s Air Force One have aerial refueling capabilities?

You might have noticed that the two VC-25As that currently fly the president have protruding bumps on their noses. These are actually aerial refueling receptacles, a rather unique feature of the aircraft. The 747-based Boeing E4 Advanced Airborne Command Post (AACP) also has this feature, but the only place it’s seen outside of the US is in Iran, where it appears on the KC-747s (or KC-33s) of the Iranian Air Force.

Although the pilots are trained and well-practiced in aerial refueling, the current aircraft have rarely made use of that capability. As part of the cost-cutting measures for the VC-25B project, TWZ reported in 2019 that the aerial refueling capabilities had been stripped from the plans for the new Air Force Ones.

As such, it’s unlikely the USAF will specify aerial refueling to be part of any makeover the Qatari jet gets, despite concerns that the ‘continuity of government’ could be risked by the president having to land to refuel.

9. The media may be getting a downgrade

The Qatari 747 has a lovely area for staff and entourage towards the rear of the lower deck. A spacious cabin is laid out with business class leather recliners in pairs, with soft lighting and cream carpet throughout. 

While the US media is probably salivating at the thought of traveling in this level of comfort, it’s unlikely the cabin will stay as it is. The White House likes to fly with a press pool of around 12, and has traditionally seated them in an economy-style cabin much smaller than this.

With plenty to fit into the main body of the aircraft, the press cabin is likely to shrink somewhat, and those recliners replaced by standard 3-3 seating.

10. The crucial ingredient: Operational readiness

Flying as a presidential aircraft requires a whole other level of maintenance compared to commercial or private jets. For the 747 to fly in the role of Air Force One, it needs to be ready to launch at a moment’s notice and fully functional in any scenario, from diplomatic visits to nuclear war.

The USAF calls this ‘operational readiness.’ To meet this requirement, presidential aircraft must be meticulously maintained, a job that is carried out by a dedicated team from the 89th Airlift Wing at Joint Base Andrews. 

Keeping a presidential aircraft operationally ready means daily checks, round-the-clock monitoring, and keeping the aircraft fully fueled and stocked. Redundancy is critical, ensuring multiple power sources, backup avionics, and other measures are operational at all times. 

Sourcing parts for the jet isn’t going to be as easy as you might think, either. When spares are being procured for the current VC-25As, each individual part goes through a rigorous vetting process to protect against sabotage and espionage.

Is there any point in modifying the Qatari 747-8?

With everything taken into account, it’s clear that turning the Qatar aircraft into a working Air Force One is going to be a long, expensive process. While it seems a good base to start from, in reality, it would need to be stripped and refitted, making the lavish interior rather useless.

If the US does go down the road of modifying the 747, it’s already behind the development of the VC-25Bs. Boeing has been working on those aircraft since 2018, and they’re not expected to deliver for another four years, illustrating the immensity of the task at hand. It’s possible the VC-25Bs could even be ready before the Qatari jet, and does the USAF really need three presidential 747s? 

Analysts at TWZ have suggested the Air Force could strip the Qatari aircraft for parts and use these in the VC-25Bs or the E-4C ‘doomsday plane’ project. It sounds more plausible than conversion, but wouldn’t be the most diplomatic use of Qatar’s very generous gift.

But now, the A-10 era is coming to an end. The USAF began retiring the fleet in 2023, with full withdrawal expected by the early 2030s. Its departure has reignited a fierce debate over what, if anything, can truly take its place.

The Warthog’s long career has also spawned plenty of myths: some rooted in outdated facts, others in fan devotion. In this article, we separate truth from fiction, busting ten of the most common misconceptions about the A-10, from its design philosophy to its survivability, and its role in tomorrow’s Air Force.

1. The A-10 Warthog was designed entirely around its gun

One of the most persistent myths is that the A-10 Thunderbolt II was built solely to accommodate the monstrous GAU-8 Avenger cannon. While the gun was a centerpiece of the design brief, the aircraft wasn’t entirely built around it. 

The USAF’s 1966 AX (Attack Experimental) program emphasized survivability, long loiter time, and short-field performance, key characteristics for close air support (CAS). 

The idea of attacking armored targets at close proximity to friendly troops was at the core of the program when it was being envisioned, and the Requirements Action Directive, which set the A-X program in motion in 1966, already included internally mounted guns with firepower equal or greater than four 20 mm M-39 canons.  

However, that was not the only requirement and, along with the CAS role, the A-X had to perform other kinds of ground attack. The request for proposals USAF issued in 1970 did not even include a gun, but required the aircraft to carry at least 9,500 lb (4,309 kg) of ordinance. 

The GAU-8 was integrated early on, and Fairchild Republic’s winning design did revolve around its placement and recoil forces, but it also had to withstand ground fire, operate from austere runways, and remain airborne long enough to support troops in prolonged battles. 

While a gun (or at least a recoilless rifle) was always in mind during the design of the jet, at no point was it envisioned as its only armament. The USAF simply needed an attack jet which could do everything earlier attack aircraft did, but better. Carrying a massive gun was just one of the ways to fulfill that objective, and the GAU-8 was just one of the candidates for that position as the aircraft was being designed. 

The “gun-first” narrative is popular in documentaries and forums, but as Air Force historian Dr. Richard Hallion has noted, the A-10 was “an integrated CAS system,” not just a flying gun.

Indeed, as Mike Scanlon, an A-10 Crew Chief, told Simple Flying, “Perhaps when the A-10 was designed, the gun seemed like a great idea, but as missile technology improved and A-10 pilots became more comfortable using them, missiles became the primary weapon of choice.”

2. The A-10 is too slow and weak to survive modern combat

It’s true that the A-10 Warthog isn’t fast. It cruises at around 300 knots, but its mission doesn’t demand speed. Instead, the aircraft is built to fly low and slow, giving pilots time to visually identify targets and respond quickly to calls from troops on the ground. 

Critics argue this makes the aircraft vulnerable, particularly in high-threat environments, and cite the growing reach of modern surface-to-air missiles (SAMs) as evidence that the A-10 can no longer survive on the battlefield. 

But this ignores the jet’s extensive countermeasures, ability to operate below radar coverage, and battle-proven ruggedness. During Operation Desert Storm, A-10s flew over 8,000 sorties, downed two helicopters, and returned home with significant battle damage that would have downed other jets.

There are also arguments that the GAU-8 is ineffective against modern tanks. When designed in the 1960s, the GAU-8 and its 30×173mm PGU-14/B armor-piercing projectile with depleted uranium core were more than sufficient to penetrate the side and rear armor of the majority of Soviet tanks.  

On paper, it can punch through 55 millimeters of rolled steel when fired from 1,200 meters and up to 76 millimeters when fired from 300 meters at a 30-degree angle. Better penetration could be achieved at steeper angles, and at shallower angles, the penetration is much smaller.  

The front, side and turret armor of most modern tanks is much thicker than that. Modern Soviet and Russian tanks, such as the T-64, the T-72, the T-80, the T-90 and their variants, have a minimum of 60 mm of steel armor on their sides and back. Western and Chinese tanks of the same generation have roughly similar levels of protection.  

However, nearly all modern tanks also sport composite armor – additional layers of protection such as the steel-aluminum-steel sandwich of the T-72A or something more high-tech on Western vehicles. Furthermore, ERA covers the most vulnerable areas of modern tanks, and while older types of such armor are only effective against high-explosive anti-tank (HEAT) rounds, the latter ones were designed specifically with kinetic penetrators in mind.  

Despite all this protection, several vulnerable areas remain, such as the lower side plates between the tank’s rollers (wheels) on the tanks without side skirts. Furthermore, with the GAU-8 spraying 70 shells per second, multiple hits on the same spot may appear possible. 

During a 1979 USAF test, in conditions that simulated hostile airspace, an A-10 attacked a formation of ten M47 Patton tanks, firing 174 rounds in short bursts at an average range of 753 meters (2,470 feet). Some 90 rounds hit the tanks, but only 30 of them penetrated the armor. Three tanks were destroyed, four more immobilized, and three of those sustained damage to their weapons systems. 

The dispersion of rounds, the speed of the aircraft and a need to evade anti-aircraft fire make sustained fire on one target, which would increase the probability of hitting vulnerable areas, nearly impossible. In the best of circumstances, the A-10 can fire just a short burst at one target before having to disengage, which is precisely the reason its gun was designed with such an extreme rate of fire in mind. 

Hence, modern main battle tanks are practically invulnerable to the GAU-8. However, as stated above, other kinds of armored vehicles are still vulnerable. For example, the BMP-3 – the newest Russian infantry fighting vehicle – has just 35 mm of armored plating at most, and can be defeated by the GAU-8 even from the front. 

So, does GAU-8’s inability to defeat modern tanks mean that the A-10 and its gun are useless? Absolutely not. 

First off, the aircraft can carry an array of other weapons, such as precision-guided bombs and missiles, that can rip modern tanks to pieces.  

Most importantly, MBTs are far from being the only viable targets for the A-10. Armored personnel carriers (APCs), infantry fighting vehicles (IFVs) and other kinds of military hardware have much less armor than tanks and can be penetrated by high-explosive shells of the A-10. Unarmored targets, such as supply trucks, are even more vulnerable.  

So, while the GAU-8 lost its anti-tank potential decades ago, it remains an effective weapon against a lot of battlefield targets. 

3. The A-10 is outdated and on its last legs

The idea that the A-10 Warthog is an obsolete Cold War relic has gained traction in recent years, especially as the US Air Force pushes to retire the fleet. However, “outdated” is a relative term. 

The A-10C upgrade program, completed in the 2010s, gave the Warthog a glass cockpit, modern targeting pods, digital comms, JDAM compatibility, and advanced situational awareness. Many of its analog systems were replaced, extending its operational relevance into the 2020s. 

The upgraded A-10C has proven capable in a range of environments thanks to its advanced targeting pods, such as the Sniper XR and Litening ATP. As well as this, the aircraft received a glass cockpit, data link integration and night vision goggles for pilots. This upgrade brought the A-10 into the digital battlespace, enabling operators to do things they could never have dreamed of in the original A-10 Warthog.

These systems provide high-resolution infrared imagery, laser designation, and GPS-guided targeting, enabling precision strike capability even in poor visibility. As a result, A-10s have conducted effective missions in Iraq and Afghanistan at night and in dust storms, scenarios where precision and persistence matter most. 

In a further update in 2022, the USAF added new and improved wings to the A-10 Warthog, giving more durability and a boost to the flying time of the aircraft.

Nonetheless, in 2023, the USAF began retiring A-10s as part of a broader force restructuring. Critics of the aircraft, including senior Air Force leadership, argue that modern threats require multi-role, survivable platforms like the F-35. Proponents, however, including lawmakers and former A-10 pilots, argue that no other aircraft provides the same level of persistent, responsive, and close-in fire support. 

Arguments have also been made for the A-10 having extreme vulnerability to man-portable air-defense systems (MANPADS). Six A-10s were lost in combat, three of them shot down by MANPADS and three more by vehicle-mounted infrared-guided missiles during the operation Desert Storm in 1991, according to the official report of USAF combat losses. An official evaluation of the campaign by the US military shows that three more A-10s were damaged by heat-seeking missiles but managed to return to base, while 11 more were heavily damaged by other kinds of anti-aircraft fire. 

However, probably the best-known example of the A-10 surviving a MANPADS hit comes from the Iraq war of 2005, when the A-10 piloted by Captain Kim Campbell was heavily damaged over Baghdad, but still returned to base. This survivability is unmatched in any contemporary platform, and saved countless lives during operations in the late 20th century. 

4. The A-10 Warthog strafes targets in a line 

If you’ve watched a film featuring the Warthog or played a video game, this is typically how the jet is portrayed. As the A-10 flies above the target, the area in front and below the aircraft lights up with hundreds of small explosions, one slightly in front of another, in a trail of destruction.  

Can combat aircraft strafe targets in a line? Absolutely. A tactic of firing guns in a gentle dive, while slowly transitioning to a level flight, is something that aircraft have done since WWI. It allows the engagement of multiple targets at once, with devastating effects on columns or larger formations. 

Is this how A-10s typically attack their targets? No. The vibration of the GAU-8 is very powerful and can throw the pilot’s aim off, so, a special system locks the aircraft’s controls as soon as the trigger is pressed. Hence, all the videos portraying A-10’s performing an actual attack show the aircraft aiming at one particular spot, firing, and then switching onto another target.  

But in films, A-10 attacks always look different. From serious war dramas to cheesy blockbusters, many Hollywood movies that feature the A-10 include the cliché of the A-10 strafing targets in a line. 

The system that prevents the aircraft from doing so is called Precision Attitude Control (PAC): a rudimentary autopilot that takes over the control of the aircraft as soon as the pilot pulls the trigger. It is just one of a variety of systems designed to protect the aircraft from the adverse effects of its giant gun. 

Truth be told, PAC can be switched off by the pilot. That would allow the A-10 to strafe targets in a line, just like the ground attack aircraft from WWII. However, not only would that be counterproductive, but it could also put the jet and its pilot in danger.  And so, videos that show the A-10 firing its gun in combat or training feature an attack on one target, with the PAC system turned on.  

A similar myth exists that says the A-10 was designed to strafe tanks from above, targeting their weaker top armor. While this is possible, it would be dangerous to undertake and not the primary way the A-10 is intended to be used. 

A-10 pilots were trained to fly low and attack the sides and the rear of tanks, without resorting to trying to punch through the roof of a tank. Such an attack profile was imperative to avoid being shot down by anti-aircraft fire, and fairly effective against Soviet tanks of the time. 

In addition, the speed of the A-10 makes attacking in a dive highly impractical – much faster than WWII-era bombers, the Warthog was simply not designed for that. 

Strafing the target from its side, in nearly-level flight, was always the intended use of the GAU-8. Its ammunition was developed to penetrate the side armor of the T-62 tank, and the targeting system was designed with such a use in mind. In fact, a lot of testing was conducted to fine-tune such aspects as the angle at which the gun is mounted. 

As the development documentation shows, attacks with dive angles of 50 to 70 degrees were also considered. But they were intended for dropping unguided bombs, not strafing. 

The ideal angle for the gun run was considered to be less than six degrees. There are multiple reasons for that. First of all, even at the minimum speed of 200-300 knots (370-550 kilometers per hour) the window of opportunity for firing the weapon is too small. In addition, the Soviet-armored formations – the prime target for the GAU-8 – always had ample air defenses, and the slow dive in a straight line would make the aircraft too vulnerable.  

As a result, A-10 pilots during the Cold War were trained to fire at the sides and the rear of tanks. 

5. The A-10 Warthog can’t survive if hit or damaged

The Warthog’s reputation for battlefield toughness is well-earned. One of the most famous examples is that of previously mentioned Capt. Kim Campbell, who flew her A-10 back to base in 2003 after taking heavy anti-aircraft fire over Baghdad, losing all hydraulics and operating the jet manually. 

The aircraft’s redundant systems, titanium “bathtub” armor around the cockpit, self-sealing fuel tanks, and separated control lines all contribute to its survivability. In Afghanistan and Iraq, multiple A-10s returned to base with severe wing and fuselage damage. 

Many modern jets are designed with stealth or standoff capability in mind, not with the same emphasis on absorbing punishment. As former A-10 pilot Lt. Col. Ryan Haden, 23rd Fighter Group Deputy, Moody AFB, told Warrior in an interview, 

“The A-10 is not agile, nimble, fast or quick. It’s deliberate, measured, hefty, impactful, calculated and sound. There’s nothing flimsy or fragile about the way it is constructed or about the way that it flies… It is built to withstand more damage than any other frame that I know of.”

However, the effectiveness of the ‘titanium bathtub’ is often overstated too. It is essentially a box, bolted together from metal sheets between 0.5 in (12.5 mm) and 1.5 in (38 mm) in thickness. It was designed to reliably protect the pilot and aircraft controls from small arms fire and fragments coming from below. Contrary to popular belief, the A-10’s canopy (the glass top of its cockpit) is not armored.  

So, while the A-10 is quite heavily armored for an aircraft, the qualities of its armor are sometimes exaggerated by its fans. Nevertheless, in active combat, it has proven itself to be a valuable protector of Air Force pilots.

Recalling his experience piloting an A-10 during Desert Storm in 1992, Col. Bob Efferson shared with the Cradle of Aviation Museum that, “If it hadn’t been for the titanium bathtub, I probably wouldn’t be here. The right side below the cockpit had seventeen major holes in it and the bathtub had a lot of chinks in it. Think of that; seventeen major holes just below the cockpit and I didn’t get a scratch! It has to be a rugged airplane to sustain that kind of damage.”

6. The A-10 is less cost-effective than modern multi-role jets

This is a classic false equivalency. Critics argue that the A-10 is a “single-mission” aircraft and therefore not worth maintaining in a modern force structure focused on versatility. But when it comes to delivering close air support, few platforms are as efficient. 

According to USAF data, the A-10 costs around $20,000 per flight hour, significantly less than the F-35A, which can exceed $36,000. The A-10 is also easier to maintain in the field, thanks to its modular parts and rugged construction. 

The argument gets murkier when factoring in sustainment costs for aging airframes and infrastructure, but as RAND analysts have pointed out, CAS effectiveness can’t be measured purely in dollar signs. The question is not just what you pay, but what you get for it, and in permissive airspace, the A-10 remains a low-cost, high-impact option.

Indeed, in a report titled ‘Thunder versus Lightning,’ the Belfer Center concluded that, “The proposal to replace the A-10 fleet with Joint Strike Fighters is operationally and fiscally unsound, and would seriously harm US national interests. In a future where budgets are tight and low-intensity conflicts requiring precision CAS are likely, a cost-effective US air fleet must include the A-10 Warthog.”

7. The A-10 was the first armored aircraft 

The A-10 Warthog is often portrayed as having armor that is an outstanding innovation and a feat of ingenuity.  The truth is that the A-10 wasn’t the first aircraft to use this kind of feature. The history of armored aircraft stretches back to WWI, and the Warthog is just another iteration of the concept, which was successfully implemented before.  

For one, the A-10 was conceived as a replacement for the A-1 Skyraider, which featured an impressive collection of armor plates around the nose. They were not joined into a single structure, yet protected both the pilot and certain parts of the engine. 

However, the best-known armored aircraft – as well as the inspiration for the A-10‘s protective system, as its development documentation indicates – was the Ilyushin Il-2 Shturmovik, a WWII-era Soviet ground attack plane. Its armored bathtub, made of steel, covered an entire center-section of the plane and protected the crew, engine, avionics and fuel tanks.  

Was the Il-2 the first armored aircraft? Not even close. As far back as WWI, various countries had begun experimenting with armoring their aircraft, and although those biplanes and triplanes were not exactly powerful by today’s standards, the armored bathtub has roots in that era.  

The German Junkers J.1, which entered service in 1917, is often credited as the world’s first armored aircraft and features a steel bathtub similar to the one later seen on the A-10. Of course, it was only 5 millimeters thick and barely enough to stop a rifle round, but the trend had to start somewhere. 

8. The A-10 is incompatible with modern warfare

This myth lingers from the aircraft’s early days, when it lacked the data links and comms needed for dynamic, joint operations. But today’s A-10C variant features Link 16, SADL (Situational Awareness Data Link), secure radios, and digital threat displays, enabling it to integrate with drones, forward air controllers, and fast jets in real time. 

A-10s also carry the same advanced targeting pods used by F-16s and F-15Es. They’re regularly deployed alongside allied forces in NATO operations and have demonstrated joint interoperability in campaigns like Inherent Resolve and Atlantic Resolve. 

In a 2022 exercise, A-10s were employed to carry ADM-160 Miniature Air-Launched Decoys (MALDs) to simulate and confuse enemy air defenses. This operation showcased the A-10’s capability to support 5th-generation fighters like the F-35 and F-22 by acting as a decoy platform. Capt. Coleen Berryhill, an A-10 pilot, remarked: “We are building on our old principles to transform into the A-10 community the joint force needs.”

From its very inception, the A-10 was designed to take off from unpaved and damaged airstrips near the front line. It can launch from runways as short as 3,000 feet and doesn’t require pristine concrete. 

Its wide-set landing gear, low landing speed, and powerful brakes allow it to operate from highways, dried lake beds, and improvised forward bases—capabilities demonstrated in NATO exercises and real-world contingencies. 

In Europe, this has become increasingly relevant again: the A-10 regularly participates in Agile Combat Employment (ACE) drills, which simulate dispersed operations under threat. 

As reported by The Aviationist, A-10s from the 104th Fighter Squadron, Maryland Air National Guard, conducted landings on an unimproved dirt runway at Mud Lake on the Nevada Test and Training Range. This exercise demonstrated the A-10’s capability to operate in environments lacking traditional airfield infrastructure.

9. Pierre Sprey designed the A-10 

Pierre Sprey was an engineer who was part of an arguably influential lobbying group, known as the ‘Fighter mafia’ or ‘the Reformers.’ According to memoirs of Sprey’s comrades, he designed every fighter jet the US built between the 1960s and the 1990s. 

The truth is, he did not. Despite appearing in countless documentaries that credit him with working on the F-15, the F-16, the A-10 and other jets, Sprey never worked at Fairchild Republic, McDonnell Douglas or General Dynamics, the companies that created the jets he supposedly designed. The Fighter mafia contributed to the creation of the 4th generation of fighter jets, but the extent of that influence is also heavily debated. 

The A-10 was actually designed by Alexander Kartveli, one of Fairchild Republic’s most prolific engineers. Fighter mafia’s and Sprey’s role in the design is highly debatable and can be described as ‘influence’ at best. And while Sprey was one of the staunchest and most vocal proponents of the A-10 in later years, he did not design the plane. 

There are several reasons behind this bone of contention. For one, according to some claims, the Fighter mafia, together with Pierre Sprey, was instrumental in formulating requirements that led to the creation of the A-10. Supposedly, they were the ones to come up with the idea of an anti-tank aircraft with a gun as its primary armament. 

Many of the experts who wrote books on the issue – including David R. Jacques and Peter C. Smith – disagree with this. According to them, the birth of the A-10 was not as straightforward, with many influences from various groups, primarily within the US Army and the Air Force, shifting and overlapping in a clash between doctrines. Also, the GAU-8 was never considered as the primary armament of the A-10 – the gun was just one of many requirements that were put forward. 

Additionally, many events that the proponents of the Fighter mafia display as evidence of the group’s influence happened in the mid-1970s, when the A-10 was already designed and flying. This suggests that Sprey’s contribution to the project probably came too late to make any difference. 

There is another claim: that of the influence of the Blitzfighter – a concept aircraft designed by the Fighter mafia’s James G. Burton – on the A-10. The bears an uncanny resemblance to the Warthog, with a 30 mm cannon in the nose, and an emphasis on survivability.  

There is just one problem: contrary to many claims, the A-10 appeared earlier than the Blitzfighter, and not vice versa. As Burton himself admits in his book, ‘The Pentagon Wars: Reformers Challenge the Old Guard’, he only started working on the concept in 1978, and proposed his design as a replacement for the A-10 which he saw as too expensive, too complex and too reliant on technology.  

Somehow, in the minds of the Fighter mafia’s supporters, the chronology of the events was flipped, and the Blitzfighter was presented as the forerunner to the A-10.  

10. The A-10 is no longer needed; drones and F-35s can do the job

This is arguably the most contested point in the CAS debate. Proponents of divestment argue that MQ-9 Reapers, AC-130 gunships, and F-35s can now fill the A-10’s role. But while these platforms offer high-end capabilities, none can fully replicate the A-10’s low-speed loitering, visual target acquisition, or ability to absorb battle damage. 

A 2018 Air Force comparative test between the A-10 and F-35 showed that even in permissive environments, the F-35 struggled to match the A-10’s accuracy and responsiveness in live CAS trials. More importantly, troops on the ground consistently report a high level of confidence when A-10s are overhead, something no drone can yet replace. 

In an interview with Business Insider, a US Air Force A-10 pilot identified as McGraw shared his experience in Afghanistan, saying, “Lot of times [when] we’re overhead, they’ll just put their guns down and go away because they know the A-10 is overhead.”

The A-10 may not be “irreplaceable” forever, but nothing fully matches its unique blend of survivability, simplicity, and surgical firepower. Efforts to replace it with light attack aircraft, armed drones, or stealth jets have each fallen short in at least one key area, be it endurance, firepower, or real-time coordination. 

That said, the US Air Force has begun retiring the A-10 fleet as of 2023, with plans to phase it out entirely by the early 2030s. Whether anything fully replaces it, or if CAS doctrine adapts in its absence, remains to be seen. What’s clear is that the aircraft earned its loyal following not just from fans, but from the troops it protected.

A comprehensive analysis by the Project On Government Oversight (POGO) emphasized the A-10’s unparalleled effectiveness in close air support roles. The report stated: “Until a dedicated attack aircraft program can take over, the A-10 remains the best available tool to support the troops.”

What’s the future for the A-10 Warthog?

The A-10 Warthog may not be invincible, but its impact is undeniable. For decades, it delivered close air support with a mix of precision, durability, and presence that no other platform has quite matched. 

While its retirement is now underway, the questions it raises about what airpower looks like at the lowest altitudes, closest to the fight, will echo long after the last Warthog lands. Whatever replaces it will have big titanium boots to fill.

As the US Air Force looks to the future, the Warthog’s legacy reminds us that combat effectiveness isn’t always about speed or stealth; sometimes, it’s about staying in the fight when others can’t.

In terms of absolute weapons payload, the Boeing F-15EX Eagle II is the undisputed king of heavily armed fighter jets. According to Boeing, its payload capacity tops out at 29,500 lbs (13,300 kg) and can carry a combination of guns, missiles and bombs, depending on its mission. 

Also packing plenty of heat is China’s Chengdu J-20 Mighty Dragon. Although specifications for the jet are less available, best estimates are that the J-20 has a weapons payload of around 27,000 lbs (12,250 kg). Recent social media posts suggest that China is attempting to increase this – more on that later.

Rounding out the top three is Russia’s bomb truck, the multirole Sukhoi Su-57 Felon. With internal weapons bays, side bays and six external hardpoints, it can carry up to 22,000 lbs (10,000 kg) of weaponry, ranging from air-to-air missiles to precision-guided bombs.

The 10 most heavily armed fighter jets in operation today

These are the top 10 most heavily armed fighter jets, based on available data from OEMs, air forces and open source intelligence. For the purposes of our list, we’ve excluded out-of-production and retired types, as well as fighter-bombers and aircraft not in operational service yet.

It’s important to note, not all fighter jets will carry their maximum payload on any given mission. In fact, fighter jets in ‘beast mode,’ carrying the maximum amount of weaponry, are rare to see outside of testing and demonstrations. However, the weapons payload does give us an indication of just what these fearsome fighters are capable of.

Stay with us as we take a deeper dive into each of these heavily armed fighter jets and the weapons they are capable of carrying.

1. Boeing F-15EX Eagle II

Payload: 29,500 lbs / 13,381 kg

The F-15EX isn’t just a revival of the classic fighter jet. It’s a frighteningly well-equipped jet with modern brains and a formidable contemporary fighter. It’s not built for stealth, and unapologetically leans into raw payload capacity and overwhelming missile saturation.

When used in tandem with stealthier counterparts like the F-22 or F-35, the F-15EX really comes into its own. Targets scoped out by its stealthy sisterships can have a barrage of munitions launched at them by the jet, without the F-15EX ever needing to enter close combat. 

The F-15EX is the most heavily armed fighter jet in the US Air Force, and, for now, the world. Its open mission systems (OMS) architecture means next-generation weapons and electronic warfare pods can be seamlessly integrated into the platform, giving it relevance way beyond the 2020s. 

2. Chengdu J-20 Mighty Dragon

Payload: 24,000 lbs / 10,886 kg

Unlike the F-15EX, the J-20 is designed for stealth, and is seen as China’s response to the F-22 and F-35. However, while its stealthy silhouette lends itself to invisibility, its operational philosophy is distinctly Chinese.

It doesn’t have the agility of Western fighters for close combat, but instead relies on long-range engagement, sensor reach and pure firepower. It reflects a strategic shift in China’s air combat strategy, intended to help control vast swathes of airspace over the Western Pacific Ocean. 

It is believed to have a powerful AESA radar, which could lend itself to becoming a battle manager in connected airspace, controlling drones and supporting aircraft across a wide area. With both internal weapons bays and external hardpoints, it’s a 5th generation fighter that’s designed with the future in mind.

3. Sukhoi Su-57 Felon

Payload: 22,000 lbs / 9,979 kg

Combining stealth, agility and weaponry, the Su-57 is Russia’s flagship fighter jet, designed to get in under the radar and hit hard. While it’s not the stealthiest fighter jet in the world, its innovative design and array of weapons make for a formidable fighter.

The Su-57 features an internal weapons configuration, with two large tandem main weapon bays between the engines and two smaller side bays near the wing roots. This design allows the Su-57 to carry a variety of munitions internally, preserving its stealth profile. 

For air-to-air combat, it can deploy up to four beyond-visual-range missiles in the main bays, and short-range missiles like the R-74M2 in the side bays. This internal carriage enables the Su-57 to engage multiple targets while maintaining a low radar cross-section.

4. Dassault Rafale

Payload: 20,900 / 9,500 kg

The French-built Rafale punches above its weight when it comes to weaponry. Designed as an ‘omnirole’ fighter jet, it can switch between air-to-air combat and deep strike on the same sortie.

What sets it apart isn’t just payload, but integration: the Rafale can deploy everything from nuclear cruise missiles to the Meteor beyond-visual-range air-to-air missile, and seamlessly coordinate them through one of the most advanced sensor fusion suites in any non-stealth fighter.

5. Eurofighter Typhoon

Payload: 20,000 lbs / 9,000 kg

As a high-performance multirole fighter jet, the Eurofighter Typhoon balances raw speed with a formidable weapons loadout of up to 20,000 lbs. While originally conceived as an air superiority platform, it has evolved into a capable strike fighter, integrating advanced air-to-ground munitions alongside air-to-air missiles, giving it deadly reach in both roles.

What makes the Typhoon particularly interesting is its sustained agility at high speeds – a trait it leverages to remain effective even in beyond-visual-range engagements. Unlike stealth aircraft, it relies on speed, altitude, and its powerful AESA radar to detect and strike first. In recent upgrades (Tranche 4 and 5), it’s also gaining new electronic warfare capabilities and a deep strike profile, giving it a stronger foothold in contested environments.

6. Lockheed Martin F-35 Lightning II

Payload: 18,000 lbs / 8,200 kg

The F-35 Lightning II is less about brute force and more about precision, survivability, and networked lethality. Because it is built for stealth, it can carry up to 5,700 lbs internally, giving it less chance of being spotted by radar or infrared. However, with its six external hardpoints, it can carry another 15,000 lbs of weaponry, giving it true multirole capabilities.

What makes the F-35 particularly exciting isn’t just its weapons, but how it uses them. Its advanced sensors and data linking capabilities allow it to act as a forward node in a connected battlespace, sharing data with other platforms like the heavily armed F-15EX or drones. It’s not only one of the most heavily armed fighter jets, but also one of the most future-proofed as well.

7. Mitsubishi F-2

Payload: 17,824 lbs / 8,085 kg

Often described as the ‘super F-16,’ the Mitsubishi F-2 is actually sold rather short by that. Its mix of air-to-ship strike power and multirole versatility is tailored to Japan’s maritime defense needs, and its capabilities are optimized for long-range engagements over the Pacific.

Beyond raw firepower, the F-2 was one of the world’s first fighters to adopt an AESA radar (J/APG-1) in operational service, giving it advanced tracking and targeting capabilities long before that became the norm. Its larger wing area, strengthened structure, and composite materials not only enhance payload capacity but also improve range and survivability. 

Though it may lack the stealth of 5th generation, the F-2 is a precision strike workhorse designed to defend Japan’s extensive maritime domain with speed, reach, and hitting power.

8. Boeing F/A-18E/F Super Hornet

Payload: 17,750 lbs / 8,050 kg

The F/A-18E/F Super Hornet is a staple of naval aviation and a beast of an aircraft in its own right. While it doesn’t have the flashiness of stealth fighters or the sheer payload of an F-15EX, the Super Hornet’s real strength lies in its rugged versatility and reliability at sea. 

Designed for carrier operations from the ground up, it can launch with heavy ordnance loads, land back on a moving deck with unspent weapons, and go again with minimal turnaround time. It can carry a broad range of munitions, including precision-guided bombs, anti-ship missiles, HARMs for SEAD missions, and air-to-air missiles — all in a single sortie if needed.

What really makes the Super Hornet enduring is its continuous evolution. The latest Block III upgrade gives it enhanced stealth shaping, a massive 10,000-hour airframe life, and a much-improved cockpit with a touchscreen display and open mission systems. It’s also playing a key role in the US Navy’s manned-unmanned teaming efforts, acting as the command platform for MQ-25 refueling drones and potentially future loyal wingmen.

9. Sukhoi Su-30

Payload: 17,673 lbs / 8,016 kg

The Sukhoi Su-30 is the Swiss Army knife of the Flanker family — a highly capable multirole fighter that’s been exported and adapted by multiple countries, including India, China, Malaysia, and Algeria. While it was originally derived from the Su-27 as a long-range interceptor, the Su-30 evolved into a true twin-seat, strike-capable, long-endurance fighter, able to carry a suite of weapons across 12 hardpoints.

What makes it special isn’t just the payload, but its ability to stay airborne for hours, deliver precision strikes, and conduct air-to-air missions with advanced radar-guided missiles — often all in the same flight. With in-flight refueling, a second crew member for workload sharing, and enormous range, it’s ideal for large countries with wide airspace and maritime zones to patrol.

10. Sukhoi Su-35S

Payload: 17,632 lbs / 8,000 kg

The Sukhoi Su-35S is Russia’s most advanced non-stealth fighter and arguably the ultimate evolution of the Flanker lineage. Externally, it resembles its Su-27 predecessor, but internally it’s a different beast entirely. It has powerful digital flight controls, a modern AESA-like radar, and thrust-vectoring nozzles that make it one of the most agile fighter jets in the world.

The Su-35S was also built with multirole versatility in mind, expanding on the air dominance role to include strike missions with weapons like the Kh-31 anti-radiation missile and Kh-59 standoff cruise missile. It’s been used extensively in Syria, both as an escort for Su-34 bombers and for precision strike missions. Though it lacks the stealth shaping of fifth-gen jets, its long-range sensors, electronic warfare suite, and sheer kinetic performance make it a serious threat in contested airspace.

Heavily armed fighter jets that didn’t make the list

While it’s practically obsolete today, the Mikoyan MiG-31 was a very heavily armed fighter jet with a payload of 20,000 lbs (9,000 kg). It was once the fastest fighter jet in the world, able to fly huge distances to hunt down and take out bombers, cruise missiles and reconnaissance aircraft at extreme range.

The Panavia Tornado IDS (Interdictor/Strike) is no longer in production but is still in service with Germany, Italy and Saudi Arabia. With a payload of 19,800 lbs (9,000 kg), it was one of the most formidable low-level strike aircraft of the Cold War and beyond, purpose-built to fly fast, fly low, and deliver heavy ordnance in contested environments. 

Likewise, the McDonnell Douglas F-4 Phantom II, while phased out by the US several years ago, is still operational with Iran, Greece and Turkey. It has a weapons payload of 18,650 pounds (8,480 kg), and remains one of the most iconic and influential fighter jets ever built.

That’s an old aviation joke, but it still rings true today. The pitfalls facing commercial airlines are many, often highlighted by bankruptcies and losses in the industry. Nevertheless, some of the world’s most profitable airlines are proving it doesn’t always have to be this way.

Globally, airlines run on wafer-thin profit margins. According to IATA, the average operating profit margin globally was around 6.4% in 2024. This year is projected to be an improvement, reaching an expected 6.7% average on revenues that are forecast to exceed a trillion dollars for the first time.

But some airlines are bucking this trend, proving it is possible to make money in the aviation business. 2024’s top 10 most profitable airlines alone brought in over $335 billion in revenue, earning more than $25 billion in profits. But which were the most profitable airlines over the last calendar year?

To establish the most profitable airlines in the world, we looked at annual reports from airline newsrooms worldwide. Although airlines like Qatar and Emirates work on an April to April financial year, we took figures for calendar year 2024 as that was the most complete data set.

By our calculations, the top 10 most profitable airlines in the world are:

But this list is not based on simply profits alone. Stay with us and we’ll explain more.

Most profitable airlines: The highest revenues in 2024

The ‘big three’ US airlines – Delta, United and American – dominate the highest revenue earners in 2024 thanks to record passenger traffic. TSA reported screening an unprecedented 904 million passengers last year, a 5% increase over 2023. Between these three airlines, total revenues exceeded $172 billion.

Following behind by quite some margin are the three big European aviation groups. Lufthansa Group, which includes SWISS, Austrian, Brussels Airlines and more, scored the highest revenue across the pond, wth just over $40 billion. IAG – the owner of British Airways, Aer Lingus, Iberia, Vueling and LEVEL – was a few billion behind at $34.6 bn, while the Air France-KLM group brought in just short of $34 billion.

With $33 billion, Emirates earned the seventh highest revenue in 2024 – not an easy task when you only fly big jets over long distances. Southwest got a look in at eighth with $27.5 billion revenue, and two Chinese giants fought over ninth and tenth place with around $24 billion a piece.

But earning high revenues doesn’t necessarily make for a profitable airline.

Most profitable airlines: The highest profits in 2024

When it comes to net profits, Emirates wins the day. Its soaring 2024 profit of $4.7 billion has already been eclipsed in 2025, as it has reported record full financial year profits of $5.2 billion. The airline had such a good year, it has agreed to a 22-week profit share bonus for all its eligible employees.

Two of the US big three follow Emirates with solid profits, with Delta and United earning $3.46 bn and $3.15 bn respectively. But where is American Airlines, with its huge $54 billion revenue? In fact, its profits were relatively low, at just $850 million. The airline’s management has blamed this on costly labor deals.

Europe’s IAG comes next, with a solid $3 billion profit for the group. It’s followed by Turkish Airlines, which didn’t make it into the top 10 for revenue, with under $23 billion brought in. Nevertheless, the airline’s model of flying to more international destinations than any other is clearly working, as it secured a solid profit of $2.4 billion.

Low-cost legend Ryanair secures sixth place with just over $2 billion in earnings. Then we have another appearance that didn’t rank in the top revenue airlines: global carrier Singapore Airlines. Its profit of just over $2 billion claims it the seventh spot.

Rounding out the list, Air France-KLM and Qatar Airways both took home profits of $1.7 billion, while Lufthansa brought up the rear with a solid net profit of $1.51 billion.

However, even this ranking doesn’t tell the whole story. It’s far easier to turn a profit of $3.5 billion when your revenue is over $60 billion than it is to bring in a decent return on a smaller total revenue.

Most profitable airlines: The margin tells the whole story

Taking the airlines with the highest revenues and profits as a starting point, we can determine their operating margin by dividing the profit by the revenue and taking that as a percentage. This gives a far more accurate idea of the most profitable airlines, as it showcases their efficiency and ability to retain more of their revenue as income.

Although the ‘big three’ US airlines brought in far more revenue than any other carriers, their operating margins are woefully low. We’ve already mentioned American Airlines and its low profit generation – its operating margin was a measly 1.57%, far lower than the global average. Both Delta and United made it into the top 10 most profitable airlines based on operating margin, both running on margins of around 5.5%. 

The real standouts on this list, however, are Emirates and Singapore Airlines, both securing an operating margin of over 14%. Emirates just squeaks into first place by 0.2%, but both airlines are clearly running a very efficient and effective operation.

Worth mentioning also is budget carrier Ryanair. To maintain an operating margin of 13.65%, when it runs its flights on a shoestring, is incredible. Southwest Airlines, the other budget carrier we’ve mentioned here, reported low profits of just $460 million, giving it a tight operating margin of 1.67%, so it didn’t make the list.

Likewise, the two Chinese airlines – Air China and China Southern – did not earn enough to secure a healthy operating margin. China Southern’s earnings were so low, its margin was just 1.1%, while Air China’s was even worse at 0.82%.

While Air France-KLM had some success with a margin of 5.1%, Lufthansa’s was lower at 3.73%, almost half the global average. In a year peppered with workers’ strikes and aircraft delivery delays, the airline has struggled to maintain profitability, although things were looking up during the first quarter of 2025.

Turkish Airlines’ margin of 10.6% is nothing to be sniffed at, while IAG and Qatar Airways both achieved better than the average, with 8.7% and 7.7% respectively.

According to Companies Market Cap, there are some airlines that are working on even larger profit margins. Bangkok Airways, Air Arabia and Copa all finished 2024 with operating margins of over 20%. Of these, the largest earner was Copa, with revenues of $3.43 billion and earnings of $0.72 billion.

Although these margins are certainly impressive, these airlines simply do not earn enough to make it into the top 10 list. However, they’re clearly doing something very right to buck the trend of wafer-thin margins within the aviation industry.

While fighter jets across the board have become more agile with every iteration of aircraft and engine, some breakthrough technologies are raising the bar. Most notable is thrust vectoring, which has been around since the 1950s but has only really been perfected for supermaneuverable fighters since the turn of the millennium. 

Two Russian aircraft, the Su-57 and Su-35, use three-dimensional (3D) thrust vectoring, giving the pilot unrivalled control in any direction. The F-22 uses 2D vectoring, but makes up for its lack of a third dimension with raw power. Even without thrust vectoring, there are a few super agile fighter jets that get close to the performance of these category leaders – let’s see which they are.

The 10 most agile fighter jets in the world

Sources for the data used in this analysis include FlightGlobal, Jane’s, Aviation Week, Military Watch, and official defense briefings. In addition to these, we have used the manufacturer’s official aircraft specifications alongside NATO and US Air Force test data.

Data for Western aircraft is more transparent due to NATO documentation and export marketing. However, please note that Russian and Chinese aircraft specifications are partially classified, and may be optimistic figures with limited independent verification. 

Let’s dive in and take a look at the top 10 most agile fighter jets in the world today.

1. Sukhoi Su-57 Felon

While the Su-57 has some stealth characteristics, its main mission is to be fast, super maneuverable and outstanding at close-range combat. Its design delivers this in spades, with advanced 3D thrust vectoring that enables it to turn at a rate of 30 degrees per second.

Although much of the detail of the Su-57 remains difficult to uncover, make no mistake, this aircraft is fast, agile and dangerous. It has been used in Ukraine for airstrikes using Kh-69 cruise missiles and long-range R-37 missiles in both air-to-air and air-to-ground combat.

In 2023, Sukhoi Design Bureau test pilot Rafael Suleymanov said that piloting the Su-57 was a ‘pleasure,’ adding that “it allows the pilot to fly in any conditions, at any speed, at any angle of attack.” This is reflective of the Russian doctrine of being prepared for any surprises, prioritising close combat over stealth and beyond visual range dominance.

2. Lockheed Martin F-22 Raptor

When it comes to thrust-to-weight ratio, the F-22 wins hands down. Its two Pratt & Whitney F119 engines provide a massive 26,000 lbf of thrust, going up to 35,000 lbf with afterburners. It’s the fastest fighter jet on this list too, capable of reaching Mach 1.2 in just 25 seconds.

Unlike the Su-57, the Raptor doesn’t have 3D thrust vectoring. It does have a 2D vectoring system, which allows thrust nozzles to move up and down, but not horizontally. The reason for this is that the F-22’s main purpose was stealth. 3D vectoring requires a circular exhaust, which increases the infrared signature of the aircraft.

3. Sukhoi Su-35 Flanker

Developed from the Su-27 air defense fighter, the Su-35 is another supermaneuverable single-seat air superiority fighter. Like the Su-57, much of its incredible agility is achieved through its thrust vectoring nozzles. While it doesn’t have full 3D vectoring, the nozzles are canted outward, allowing for independent control of each nozzle, giving it the effect of 3D vectoring.

It’s a little slower to get to March 1.2 than its sistership and the F-22, and its climb rate of 55,000 feet a minute is slower, too. Nevertheless, it matches the F-22 for turn rate and can survive just as great a G force. However, its higher wing loading makes it less maneuverable at low speeds and more prone to stalls.

4. Dassault Rafale

While the Dassault Rafale lacks the thrust vectoring that gives its counterparts such impressive agility, it makes up for this with a combination of aerodynamic design and advanced flight control systems. Its large delta wing and canards maximise its maneuverability, giving it lift and control even at low speeds.

Although the Rafale is rated for up to +9g, Dassault has said it can even withstand up to +11g in an emergency situation. While it could be difficult to control, advanced fly-by-wire systems make it simple for pilots to handle. It’s considered the most agile of the 4.5 generation jets in NATO’s inventory. 

5. Eurofighter Typhoon

Designed to be an effective dogfighter in combat, the Typhoon is a highly agile aircraft at all speeds, whether supersonic or subsonic. Its design is inherently unstable, which gives it increased maneuverability thanks to its quadruplex fly-by-wire control system.

Airbus flight-tested a package of aerodynamic upgrades for the Eurofighter in 2015. Eurofighter project pilot Raffaele Beltrame stated: “We saw angle-of-attack values around 45% greater than on the standard aircraft, and roll rates up to 100% higher, all leading to increased agility.”

The upgrades are still on the table for the Typhoon, but signals are that attention is being devoted to the future 6th generation fighter project rather than making these jets more capable.

6. Lockheed Martin F-35 Lightning II

While it’s not a dogfight specialist, and has a much more ‘boxy’ appearance than its counterparts, the F-35 boasts a high tech flight computer that compensates for its aerodynamic limitations. F-35B, the STOVL version, is particularly nimble at low speeds thanks to its LiftFan system and nozzle articulation.

If the F-22 is a flying Ferrari, the F-35 is an airborne computer. Its aggressively optimized fly-by-wire system doesn’t just translate pilot inputs, it actually thinks ahead. Test pilots consistently say that the F-35 is one of the easiest jets to fly, freeing up mental capacity for tactical tasks.

While the F-35 is agile enough to win in a dogfight, it’s designed never to have to. Its advanced stealth, cutting edge sensors and data fusion capabilities means it can avoid close combat scenarios on most occasions.

7. Chengdu J-20 Mighty Dragon

One of the more mysterious jets here, the J-20 Mighty Dragon is China’s first operational stealth fighter. While specifications of the J-20 have not been made public, there’s plenty of open source insight and informed speculation that reveals some agility quirks. 

To start with, the J-20 is a big beast, designed with long range and payload in mind. It’s bigger than the F-22 and Su-57, but despite this, it manages admirable agility thanks to its moving canards and large vertical stabilisers. Airshow footage has shown it performing steep climbs, tight loops and high angle of attack maneuvers, proving it’s more than a cruise missile delivery system.

It’s proposed that the J-20 will become even more agile with the future addition of thrust vectoring. China’s J-10 fighters have benefited from thrust vectoring for some time, being the first single-engine jets to have this capability. The J-20 will ultimately gain similar technology, likely 2D, as noted by the Pentagon in its annual China Military Power Report.

8. MiG-35 Fulcrum

The most advanced derivative of the original MiG-29, the MiG-35 Fulcrum retains the same aerodynamic shape of the -29, but with some refinements that deliver better energy management. Like the Rafale, it uses digital quadruplex fly-by-wire technology for a smooth and precise flying experience. 

Russia has tested versions of the aircraft with thrust vectoring control nozzles, although they aren’t fitted as standard. Even without this technology, demonstrations at air shows like MAKS have proven it to be just as capable of tight turns, loops and vertical climbs as any Western 4.5 gen fighter. 

Until recently, the MiG-35 was considered to be on life support, with no interest from international buyers and limited production. However, in light of the war in Ukraine and global destabilisation, Russia is considering its options. 

Yuri Slyusar, the Executive Director of United Aircraft Corporation (UAC), told Defense Security Asia that the latest iteration of the jet, which he calls a 4th generation +++, will begin mass production this year. The Russian Aerospace Forces have suffered heavy losses, and bringing a high-tech aerial warcraft into the mix could give Russia the edge (if they can actually produce it). 

9. HAL Tejas

A somewhat underrated agile fighter jet, this Hindustan Aeronautics-produced multirole light fighter is a featherweight brawler. At just 13 tons maximum takeoff weight, the HAL Tejas is one of the lightest fighter jets in the world. This gives it very low wing loading, making it easy to perform tight turns and maintain stability at low speeds.

There’s no need for brute force giant engines because the Tejas is agile by design. Its natural instability is controlled by a powerful quadruplex fly-by-wire system, originally designed in partnership with Dassault. What it lacks in the thrust vectoring of some of its counterparts, it compensates for this with clean aerodynamics and lightweight control surfaces.

10. KAI KF-21 Boramae

Not yet fully in service, the KAI KF-21 Boramae (Korean for ‘Hawk’) is set to be a dynamic multirole fighter with top-notch agility. It’s South Korea’s first foray into an advanced fighter, and its design has more than a few echoes of the outline of the F-22 or F-18. 

Early test videos show that it has tight roll rates, sharp pitch authority and smooth behaviour at low speeds. It forgoes an internal weapons bay in favor of lightweight construction, giving it an excellent thrust-to-weight ratio and moderate wing loading of an estimated 73 lb/ft².

As of Block 1, the KF-21 does not have thrust vectoring, although KAI has hinted that Block 2 and 3 variants may well include this. In addition, upgrades to avionics are being planned that could see the KF-21 becoming even more agile in the future.

Can the most agile fighter jets get any better?

These incredibly agile fighter jets showcase the best of aerospace technology. Capable of performing incredible turns, loops and rolls, for pilots flying these fast jets, trajectory is no longer confined by physics.

But will more agile jets be arriving with the forthcoming 6th generation of models? While future fighter jets are likely to be equal in agility to some of the jets here, the focus for 6th generation fighters is no longer on close combat and dogfighting.

The next generation is all about being connected, teaming up with drones, ground vehicles and satellites to give the pilot eyes and ears everywhere. We could see more thrust vectoring usage in future jets, but development is very much focused on stealth, technology and maintaining aerial dominance beyond visual range.

If you enjoyed reading about the most agile fighter jets in the world, why not check out which one is the fastest, most expensive or the stealthiest while you’re here.

Of course, affordable flying is about more than just being able to buy cheap planes. There’s the cost of maintenance, insurance, tie-down, and the expenses of operation itself. But, Honeywell researched these and declared annual costs could be as little as $12,570 a year for a light flyer with a used aircraft – a meaningful but not unobtainable amount of money.

With a focus on value for money, we’ve reviewed our existing list of the top 10 cheapest planes for 2025, taking into account price changes and current market offers. There have been some changes, as rare and vintage aircraft rise in price while some modern aircraft have slid into the list for the first time.

The top 10 cheapest planes on the market

The ERCO Ercoupe claimed its spot as the cheapest plane for personal flying, with 2025 prices often under $20,000. Its unique, rudderless design and forgiving flight characteristics continue to appeal to budget-conscious and older pilots, keeping demand niche but stable.

The Aeronca Champion has risen up the list from fourth place in 2023 to its current place as the second-cheapest certified plane in 2025. While many vintage aircraft have seen price surges, the Aeronca’s pricing has remained relatively stable, and many airworthy examples are now changing hands for under $25,000. 

The Cessna 140 rounds out the top 3, showcasing its affordability, simple design, and forgiving handling characteristics. For decades, it has proven to be one of the best planes for learning to fly, and with plenty of models on the market, it can sometimes be found for under $30,000.

Stay with us as we review the top 10 cheapest planes you can buy in 2025, and what’s good about each of them.

1. ERCO Ercoupe

Price range: $19,995–$35,000

The Ercoupe has earned its place as the cheapest plane in 2025 as one of the most unique and budget-friendly aircraft available. Its spin-resistant design and ease of use make it ideal for new pilots or weekend aviators. In 2025, it’s one of the few cheap airplanes that routinely lists under $20,000.

The Ercoupe’s unique design, lacking rudder pedals, offers a distinctive flying experience. Pilots find it easy to fly, especially in crosswinds, though some mention its tendency to wallow in turbulent air due to its wing design. ​Nevertheless, the Ercoupe has earned a strong fanbase in the US, and with its pocket-friendly operating costs, it’s a great first-time flyer.

2. Aeronca Champion

Price range: $21,500–$42,500

If you’re after one of the most affordable airplanes with vintage charm, the Aeronca Champion delivers. Prices for this airplane have remained relatively stable, with plenty of entry-level examples still under $20,000. In terms of value for money, this is a great first-time plane for solo newbies.

Pilots appreciate the ‘Airknocker’ for its forgiving nature and as an excellent trainer for tailwheel operations. It’s noted for being roomier and easier to handle than some contemporaries, making it a favorite among vintage aircraft enthusiasts. ​

3. Cessna 140

Price range: $25,000 – $55,000

While some Cessna models have begun to command eyewatering price tags, the Cessna 140 has remained relatively low-cost to buy. Flyable aircraft are offered for sale under $30,000 with some regularity, although a mint condition model is likely to cost a fair bit more.

As well as a low purchase price, the 140 is well-known for its amazing fuel economy, low maintenance and simple systems that are easy to work on yourself. Pilots love its responsive controls and easy handling, plus there is a large community of 120/140 owners waiting to welcome new enthusiasts and support their flying journey.

4. Luscombe 8

Price range: $29,900 – $47,000

If you’re hunting for one of the cheapest planes for solo flying, the Luscombe 8A is a top contender. Its low weight and responsive handling make it a favorite for grassroots aviators. Listings for this cheap aircraft remain consistent, and good condition examples are still accessible for under $25,000.

Known for its responsive controls, the Luscombe 8A is often praised for its agility. However, pilots caution that it requires precise rudder inputs, making it a good aircraft for honing stick-and-rudder skills. ​It’s a great choice for vintage flying on a budget.

5. Cessna 150

Price range: $33,000 – $71,000

No list of the cheapest planes you can buy would be complete without the Cessna 150. It’s arguably the most widely available cheap airplane in the world and is beloved as a first trainer.

The Cessna 150 is lauded for its predictability and ease of handling, making it a staple in flight training. Pilots note its benign stall characteristics and effective flaps, though the cabin can feel cramped for larger individuals.

6. Taylorcraft B

Price range: $35,000 – $65,000

The Taylorcraft BC-12D is a charming and responsive vintage aircraft, making it a great option for pilots shopping for the cheapest airplanes with classic appeal. With low fuel consumption and basic systems, it’s also among the most affordable aircraft to operate.

Pilots describe the Taylorcraft as a classic taildragger that demands attention during landings due to its tendency to float. It’s appreciated for its simplicity and as a good platform for learning rudder coordination.  Models in flyable condition can still be found for around $20,000.

7. Stinson 108

Price range: $35,000 – $59,000

If you’re looking for a cheap airplane with space and solid performance, the Stinson 108 is a hidden gem. With four seats and good range, it’s the cheapest family aircraft you can buy.

Pilots regard the Stinson 108 as a reliable and forgiving aircraft. It’s noted for its smooth flying characteristics and suitability for bush flying, especially when equipped with more powerful engines. ​

8. Grumman American AA-1

Price range: $37,000 – $59,000

Sporty, stylish and surprisingly affordable, the Grumman ‘Yankee’ is one of the most dynamic cheap aircraft around. With a modern canopy and zippy performance, it delivers serious fun on a small budget.

The AA-1 Yankee offers a sporty flying experience with its responsive controls. Pilots enjoy its speed and handling, but advise caution during landings due to its less forgiving nature when compared to trainers like the Cessna 150. ​

9. Piper J-3 Cub

Price range: $43,000 – $64,000

The Piper J-3 Cub is one of the most iconic cheap planes in aviation history. Known for its simplicity and heritage, it offers an unmatched stick-and-rudder flying experience. Although asking prices have increased slightly in recent years, the J-3 Cub is still considered one of the best value airplanes on the vintage market. 

The J-3 Cub is celebrated for its simplicity and short-field performance. Pilots enjoy its low-speed handling and the nostalgic flying experience it offers, though it’s not built for speed or long-distance comfort. ​

10. Piper PA-38 Tomahawk

Price range: $45,000 – $65,000

Tenth in the list is the venerable Piper PA-23 Tomahawk, which requires a larger investment, but delivers on that extra spend in spades. It’s comfortable for two adults and has above-average visibility, giving new pilots increased situational awareness. Most importantly, it’s a much newer design, two decades younger than many of the aircraft on this list.

It has a good rate of climb and a reasonable cruise speed, plus its design is mechanically simple, giving owners easy maintenance. Pilots mention its unique stall and spin characteristics, and while they can be challenging, they also regard the Tomhawk as an excellent tool for teaching stall recovery techniques.

Which aircraft are no longer the cheapest planes in 2025?

While compiling this year’s list of the cheapest certified aircraft, a few models from 2023 have dropped off due to rising prices or limited market availability.

• Beechcraft Skipper: Once a budget-friendly trainer, the Beechcraft Skipper is no longer as cheap as it once was. Prices have surged to between $105,000 and $125,000 due to rarity and limited parts support, removing it from the entry-level market segment.
• Cessna 182 Skylane: The Cessna 182, while spacious and powerful, now changes hands for between $85,000 and $375,000 depending on the model. 
• Cessna 175 Skylark: The Skylark’s price has steadily climbed to between $52,000 and $80,000. It’s still more affordable than a 182, but no longer competitive with the cheap planes in this list.

From vintage taildraggers to iconic trainers, these 10 aircraft prove that flying doesn’t have to break the bank. While prices have crept up across much of the second-hand market, smart buyers can still find excellent value.

As always, be sure to factor in operating costs, hangar fees, and maintenance history when budgeting for ownership. Opting for the lowest sticker price will not always mean a cheap aircraft ownership experience, so weigh up the pros and cons and, as always, be sure to put safety first.

According to data from aviation data experts OAG, the airline flying to the most destinations is United Airlines. Serving 373 destinations in summer 2025, it is a full 20 destinations ahead of the 353 of its next-nearest competitor, American Airlines. Delta sits in third with 308. 

However, special attention must be paid to our fourth-place airline, Turkish Airlines, as although it doesn’t match the US airlines for destination numbers, it does fly to the most countries. According to the airline, its country reach extends to 123 nations.

Notable too is the presence of European low-cost leviathan Ryanair in the top 10 airlines flying to the most destinations. Its extensive network focuses on short haul flying in Europe, with new routes being added (and removed) all the time.

Let’s dive into the top 10 airlines flying to the most destinations this summer, and what their route maps look like.

The top 10 airlines flying to the most destinations in 2025

United Airlines – 373 destinations

From its various US hubs, United Airlines operates a robust domestic US network of over 200 destinations. Alongside this, it flies to around 150 international locations, touching 75 different countries. 

As the airline with the largest fleet of aircraft in the world, with over 1,000 in service, it’s no surprise United is the world’s most well-connected carrier. And it’s growing all the time. Summer 2025 sees the airline flying its largest ever transatlantic schedule, adding new services to Croatia, France, Greece, Greenland, Italy, Portugal and Spain.

As well as Europe, destinations in Asia, Africa and even Oceania are seeing more service from United. ​Interestingly, the airline has also added new “fifth freedom” routes from Tokyo to Ulaanbaatar and Kaohsiung, as well as from Hong Kong to Ho Chi Minh City and Bangkok. These routes allow United to serve underserved markets and optimize aircraft utilization.

During United Airlines’ Q1 2025 earnings call, CEO Scott Kirby emphasized the airline’s strategic focus on international expansion, particularly in the Pacific region, to capitalize on robust long-haul travel demand.

American Airlines – 353 destinations

From its key hubs in Dallas/Fort Worth, Charlotte, Miami, and Philadelphia, American Airlines serves 353 destinations this summer. The majority are domestic with just short of 230 connections, while the rest are international. The airline reaches 61 countries with its network.

For the summer 2025 schedule, American Airlines has introduced several new and reinstated routes, particularly enhancing its European offerings:​

• Copenhagen, Denmark (CPH): Flights from Philadelphia have been reinstated.
• Naples, Italy (NAP): Service from Chicago O’Hare commenced on May 6, 2025.
• Nice, France (NCE): Flights from Philadelphia resumed.
• Rome, Italy (FCO): Expanded service for the summer season.
• Athens, Greece (ATH): A new seasonal route from Charlotte Douglas International Airport is set to launch on June 5, 2025.

During the Q1 2025 earnings call, CEO Robert Isom highlighted the importance of making the United States a welcoming destination for global travelers, especially in anticipation of major events like the FIFA World Cup 2026.

Delta Air Lines – 308 destinations

Delta Air Lines is operating its largest-ever summer schedule to Europe this year, with approximately 700 flights per week and 10% more seats than in 2024. 

New to the airline this year is a nonstop service from JFK to Catania in Sicily, Atlanta to Naples, and Minneapolis-St. Paul to Rome (FCO). In Asia, Delta is set to resume nonstop service between Los Angeles (LAX) and Shanghai (PVG) in June 2025.

Approximately two thirds of Delta’s destinations are domestic, but it still reaches 60 different countries with its long-haul international network.

Delta CEO Ed Bastian has highlighted the airline’s focus on aligning capacity with demand, particularly in response to economic uncertainties and shifting travel patterns. In light of tariff-related uncertainties, Delta has deferred certain aircraft deliveries and is prioritizing cost management and cash flow preservation.

Turkish Airlines – 281 destinations

Operating in a very different environment to the US ‘big three,’ Turkish Airlines has a much stronger focus on international travel. Its domestic share is less than 20%, with most of its route network built on overseas destinations.

With 123 countries on its roster, Turkish Airlines is the carrier that flies to more global nations than any other. Still, it continues to add new connections, and has some exciting additions for summer 2025.

Notable was its return to Damascus in Syria, which it hasn’t operated for 13 years. Launched in January 2025, this route is an important connection both socially and politically. Via its subsidiary AJet, it has also launched more routes into Europe and Africa too.

Turkish Airlines CEO Bilal Ekşi has outlined ambitious expansion plans, aiming to increase the fleet to 500 aircraft by September 2025 and to 813 by 2033, coinciding with the airline’s centennial anniversary. With more aircraft will undoubtedly come more routes, setting the airline up to have an even bigger global reach in the future.

Ryanair – 232 destinations

Like Turkish, Ryanair is focused on international destinations, which is unsurprising given its home country of Ireland isn’t so big. It has five domestic routes and 227 international connections this summer, reaching 37 different countries.

Ryanair is well-known for launching new routes to take advantage of airport fee incentives, giving it a good opportunity to test out the demand before settling in for the long haul. This year, it will launch various new connections, including:

• From London-Stansted (STN): New services to Bodrum, Clermont-Ferrand, Dalaman, Münster, Lübeck, Linz, and Reggio Calabria.
• From Manchester: New flights to Rabat and Toulouse.
• From Malta: New routes to Glasgow and Rzeszów.
• From Brussels Charleroi: New services to Katowice, Rome, and Salerno.
• From Sofia: New routes to Frankfurt-Hahn and Pisa.

Ryanair has no plans to stop expansion, although it is keen to transition to a fleet with more new technology aircraft like the 737 MAX. In its recent earnings call, CEO Michael O’Leary expressed concerns over delays in Boeing deliveries, noting it could affect its growth plans this summer and beyond.

China Eastern Airlines – 219 destinations

China Eastern is the East Asian airline that flies to the most destinations, with most originating at its sizable hub at Shanghai Pudong. It touches dozens of countries with its network, although the huge domestic market in China is a big focus. Like Delta, around two-thirds of its destinations are domestic.

Several new European routes are launching in summer 2025, including:

• Shanghai to Geneva: Starting June 16, 2025, operating four times weekly.
• Shanghai to Milan Malpensa: Commencing June 20, 2025, with daily flights using Airbus A350-900 aircraft.
• Shanghai to Copenhagen: Beginning July 17, 2025, operating three times weekly with A330-200s.

As of April 2025, China Eastern operates nine COMAC C919 aircraft, China’s narrowbody answer to the A320 and 737. In January 2025, it began the first cross-border flight with the type, connecting Shanghai to Hong Kong. 

China Southern Airlines – 217 destinations

Like China Eastern, China Southern has a strong domestic focus with around two-thirds of its destinations in mainland China. However, it also has a robust international network, reaching 46 countries across 76 routes.

China Southern is keenly targeting Australia with its services. It operates 14 flights from Guangzhou, Guangdong province, to Sydney and three flights from Shenzhen in Guangdong to Sydney per week

The airline put its Boeing 787-8 fleet on sale earlier in 2025, intending to sell off 10 via an auction process. However, in light of tariff uncertainty, the airline has paused the sales. Conversely, as it moves towards the ‘made in China’ philosophy, it has agreed to purchase 100 C919 aircraft for its future fleet. 

British Airways – 209 destinations

For British Airways, domestic routes are not a focus, so its 209 destinations are completely reliant on international traffic. Its network reaches 80 countries, making it one of the most well-connected international airlines. 

Nevertheless, it’s still adding more routes as demand shifts and the fleet grows. For summer 2025, notable changes include:

• Kuala Lumpur: Resuming daily flights from London-Heathrow (LHR) after a five-year hiatus, operated by Boeing 787-9 aircraft.
• Tbilisi: Launching four weekly flights from London Heathrow, marking a return to the Georgian capital after 12 years.
• Salerno and Rimini: New Italian destinations added to the network, with flights commencing in May 2025.
• Olbia: Service from both London City (LCY) and Heathrow, with BA Cityflyer operating from London City starting May 25, 2025.

BA’s transatlantic routes remain a cornerstone of its network. CEO Sean Doyle noted that capacity on these routes has “matured,” with available seats expected to rise by only about 1%. Doyle highlighted a strong recovery in business travel on transatlantic flights during the second half of 2024, contributing significantly to the airline’s profitability.

Air China – 204 destinations

Air China has a robust domestic network, but couples that with a strong international focus too. Reaching around 43 countries, it has scaled up its European operation in the wake of Russia’s invasion of Ukraine as Western airlines struggle with airspace closures.

Air China has announced a number of new routes and route expansions for its Summer 2025 schedule:​

• Beijing to Cairo: Resuming service on July 9, 2025, after a 31-year hiatus, with three weekly flights operated by Airbus A330-200 aircraft.
• Beijing to Toronto: Starting on May 20, 2025, the airline will fly twice weekly to the Canadian city.
• Beijing to Tashkent and Almaty: Launching new routes in June and July 2025 to bolster connectivity with Central Asia, supporting China’s Belt and Road Initiative.
• Beijing to Athens: Increasing frequency from three to four weekly flights starting July 2, 2025, operated by Airbus A330-300 aircraft.
• Beijing to Washington, D.C.: Deploying Boeing 747-8i aircraft on this route began in March 2025, enhancing capacity and passenger experience.

Further bolstering the prospects of the C919, Air China signed up for 100 units in April last year, and has received three into its fleet so far.

Deutsche Lufthansa AG – 193 destinations

With its strong international focus, Lufthansa reaches 71 countries with over 180 destinations in 2025. More than 90% of its routes are outside of Germany, and while it has an extensive European network, it also reaches as far as Japan, Johannesburg and Peru.

Lufthansa has announced several new routes for its summer 2025 schedule, enhancing connectivity across Europe and North America:​

• Frankfurt to Bydgoszcz (Poland): Starting April 27, 2025, operating five times a week.
• Munich to Ålesund (Norway): Launching new services to this scenic Norwegian city. 
• Munich to Windhoek (Namibia): Expanding reach into southern Africa. ​
• Munich to Calgary (Canada): Introducing flights to this Canadian city. ​
• Munich to Orlando (US): Adding a new destination in the United States. ​
• Munich to Bodø (Norway): Enhancing services to northern Norway. ​
• Zurich to Halifax (Canada) and Zurich to Seattle (US): Operated by Edelweiss, expanding transatlantic options.

Additionally, Lufthansa is deploying its Airbus A380 aircraft from Munich to several destinations, including Boston, New York (JFK), Washington, Los Angeles, Delhi, and, starting April 30, 2025, Denver.

As global air travel demand continues to shift, the scale and scope of an airline’s network remain key indicators of strategic intent. These top performers aren’t just flying more, they’re signaling where the industry is headed next.

The market cap of a company is the total value of its outstanding shares, effectively reflecting the market’s valuation of the company. It’s a good measure of the company’s equity and its size, although we’ll also look at the other metrics in our analysis.

All publicly traded aircraft manufacturers are considered, including those manufacturing commercial aircraft, private aircraft and defense products. Let’s dig in and discover the biggest aircraft manufacturers in the world in 2025.

The top 10 aircraft manufacturers by market cap

According to Companies Market Cap, there are 17 publicly traded aircraft manufacturers in the world today, representing a total market capitalization of $485.84 billion.

The biggest of all of these is Airbus, with a market cap of $146 billion, around $15 billion more than its competitor, Boeing. Although Boeing is second in terms of market cap, its earnings have taken a hit as a result of its ongoing issues. In 2024, Boeing posted a loss of $12.21 billion, compared to the most profitable manufacturer, Airbus, which posted profits of $6.75 billion.

Although no other manufacturer comes close to the market cap of Airbus and Boeing, there are some other interesting players in the top 10 list. Lockheed Martin remains a solid third-largest aircraft manufacturer, while companies like Embraer, Textron, and Bombardier vie for the lower positions.

You can explore the top 10 largest aircraft manufacturers in the chart below – hover or click on the columns for more details on each company.

Stay with us as we look at each of the 10 companies in more detail.

1. Airbus

Market cap: $146.29 billion

European aerospace corporation Airbus is the biggest aircraft manufacturer in the world in 2025, with a huge market capitalization of over $146 billion. Well known for its commercial aviation products, the company is also heavily involved in military aircraft, business jets, space vehicles and helicopters.

Despite having its fingers in many pies, commercial aviation is still the bread and butter of Airbus, accounting for around three-quarters of its revenue. In 2024, Airbus delivered 766 commercial aircraft and netted 826 new orders. Its best-selling model was the A320 family of aircraft, with over 600 jets delivered out of the 766 total. 

According to Companies Market Cap, Airbus is the world’s 110th most valuable company by market cap. Its valuation is significantly higher this year than in 2024, growing almost 15% from $127.7 billion to its current status.

2. Boeing

Market cap: $130.39 billion

Boeing has had a tough few years, and its market cap reflects that. From a peak of $248 billion in 2019, the company took a massive pre-pandemic hit with the two fatal 737 MAX crashes. Then the pandemic bit, taking Boeing to a market cap low of just over $70 billion in May 2020.

It’s been up and down for the planemaker ever since, with a strong recovery in 2023 to finish the year at almost $158 billion. But 2024 didn’t start well, with the Alaska Airlines door plug blowout and subsequent FAA investigation forcing a 14% drop in market valuation by the end of the financial year. 

2024 saw a drop in revenues too. The company posted a full year income of $66 million, 14% lower than in 2023 and reflective of Boeing’s lower-than-hoped-for aircraft deliveries. Boeing Commercial Airplanes delivered 348 aircraft in 2024, compared with 528 in 2023.

Like Airbus, Boeing has its fingers in many pies, but its Defense, Space and Security division is not doing much better than commercial aviation. For the 2024 full year, Boeing posted a loss of $5.4 billion due to rising costs of fixed price military contracts and issues with specific projects like the KC-46A and Starliner spacecraft.

In fact, the only profitable part of Boeing right now is its Global Services division, which provides aircraft maintenance, conversion, parts distribution and technology development. In 2024, Global Services posted earnings of $3.6 billion, up 4% from the year before.

3. Lockheed Martin

Market cap: $104.78 billion

Lockheed Martin operates in four business segments: Aeronautics, Missiles and Fire Control (MFC), Rotary and Mission Systems (RMS), and Space. Its business is firmly rooted in defense, producing iconic aircraft including the F-35 and F-16.

In 2024, the Aeronautics division delivered 110 F-35 fighter jets, up from 98 the previous year, and 16 F-16s, an increase from five in 2023. On June 28, 2024, the US Army awarded Lockheed a $4.5 billion contract to supply 870 Patriot Advanced Capability-3 (PAC-3) missiles and related hardware.

Although Lockheed still has a powerful market cap, it has dropped over 12% in the last year. This came as its share value plummeted following a worse-than-expected financial performance pinned to a $2 billion charge related to classified projects.

4. Hindustan Aeronautics

Market cap: $33.03 billion

The largest aerospace company in India, Hindustan Aeronautics Limited (HAL), has been making aircraft since 1940. Most well-known for its Tejas fighter jet, it also makes trainer aircraft, helicopters, drones and engines. It does make a passenger aircraft – the 19-passenger Saras turboprop, although only for military usage at present.

As well as making its own aircraft, HAL has worked under licensed production for several well-known vessels. These include the De Havilland Vampire, Folland Gnat, MiG-21 and Su-30. On the passenger side, it has built the HS 748 Avro and Dornier 228, sometimes called the HAL 228.

In October 2024, HAL was given Maharatna status, which allows the company to have more operational and financial autonomy. As part of the Make In India policy, HAL is planning to open logistics bases in Vietnam, Sri Lanka, Malaysia and Indonesia. 

5. Dassault Aviation

Market cap: $27.1 billion

Formed in 1929, 96 years ago, Dassault Aviation is a French manufacturer of defense products and business jets. It even once made a commercial airliner – the Mercure – designed to compete with the Boeing 737, although only 12 units were ever built.

On the business jet side, Dassault is well known for its Falcon series of aircraft. Its first Falcon was the 20/200, produced from 1963 until 1988. Its current production includes the trijet Falcon 900 and its upgraded sisters the Falcon 7X and 8X, as well as the twinjet Falcon 6X and forthcoming 10X.

For defense, its highly successful Mirage line has been iterated upon and developed since the 1960s, culminating in the Mirage 2000 which has been delivered to nine nations with over 600 units built. Complementing this is the Rafale, a competent multi-role fighter, along with various other products such as the Alpha Jet trainer, ejection seat systems and weapons.

Dassault had an excellent 2024, growing revenues by 5% and leveraging its software business to spur higher profits. As a result, its market cap of $27.1 billion is the highest in the history of the company, up over 50% since 2023.

6. Textron Aviation

Market cap: $13.25 billion

One of the youngest companies on our list, Textron Aviation was formed in 2014 after its parent company acquired Beech Holdings. This added the Beechcraft and Hawker product lines to its portfolio, joining Cessna as the three distinct brands the company produces.

With its roots firmly in general aviation, Textron is now the custodian of the wildly popular Cessna piston aircraft. Its current production includes the Skyhawk, Skylane and Stationair. In addition to these, it produces various turboprops, including the Caravan and SkyCourier, as well as the Citation range of business jets.

From Beechcraft, the company builds and maintains a range of products, including the King Air, Denali and Bonanza, while the Hawker brand is limited to service and maintenance only. Alongside all these, the company builds trainers and light attack aircraft for defense.

The company didn’t have an easy 2024, with a significant work stoppage impacting profits. A four-week strike by machinists led to delayed aircraft deliveries, reduced production and an estimated $30 million loss for the company. As a result, it finished 2024 with a market cap 23% lower than in 2023.

7. Embraer

Market cap: $8.74 billion

Based in São José dos Campos, just outside of São Paulo, Brazil, Embraer is known as the third-largest commercial aircraft manufacturer. Its ERJ and E-Jet families have become solid foundations of the regional aviation industry, and its newest and largest iteration, the E195-E2, is proving popular with airlines around the world.

But Embraer is about more than just commercial aircraft. Also in its wheelhouse are a variety of defense platforms, including the Super Tucano light attack jet and its capable C-390 Millennium transporter. It also excels in the business jet market with its Praetor and Phenom, and still produces the EMB 202 Ipanema crop duster aircraft.

Embraer has had an excellent few years recently, growing its market cap substantially from around $4 billion in 2018 to its current valuation of over $8 billion. In 2024, it reported revenues of $6.4 billion, up 21% year on year, largely driven by increased sales of its commercial and bizjet products.

8. Bombardier

Market cap: $5.5 billion

Canadian manufacturer Bombardier is a shadow of its former self since selling off its commercial aviation business to focus on executive jets. From a high of over $20 billion market cap in 2000, its present valuation of $5.5 billion reflects a more streamlined operation.

From a portfolio that covered regional jets and turboprops, military trainers and aerial firefighting platforms, Bombardier now produces just four different aircraft. The Challenger 300 and 600 are smaller (but still sizable) business jets, while the Global series includes some of the largest executive jets in the industry.

In 2024, Bombardier delivered 146 aircraft and reached revenues of $8.7 billion. As of the end of December 2024, its backlog totals $14.4 billion.

9. Korea Aerospace Industries

Market cap: $5.28 billion

Korea Aerospace Industries, better known as KAI, is South Korea’s leading aerospace company. It has developed military aircraft such as the T-50 Golden Eagle trainer and the KF-21 Boramae fighter, as well as the KT-1 Woongbi, a turboprop trainer aircraft used both domestically and in countries such as Indonesia.

While defense is at the heart of KAI’s business, the company is steadily expanding into other areas, including satellites and space launch components. It also produces helicopters for military use, and has worked with Airbus to develop a civil helicopter known as the KAI LCH.

KAI has posted steady growth over recent years. In 2024, the company recorded revenue of around KRW 3.4 trillion (approx. $2.5 billion). It has set its sights on moving into the commercial aviation market through parts manufacture in partnership with Airbus and Boeing.

10. Joby Aviation

Market cap: $4.81 billion

Joby Aviation is a pioneering electric aviation company based in California, best known for its work on electric vertical takeoff and landing (eVTOL) aircraft. Founded in 2009 by entrepreneur JoeBen Bevirt, Joby has become one of the most closely watched players in the emerging advanced air mobility (AAM) sector.

As of 2025, Joby remains pre-revenue in terms of aircraft sales, but it has made significant progress toward FAA certification of its flagship eVTOL aircraft. The all-electric vehicle seats four passengers plus a pilot, boasts a range of around 100 miles, and can cruise at speeds of up to 200 mph.

Joby aims to receive FAA certification by late 2025 or early 2026, and to launch commercial operations shortly thereafter. Challenges remain, especially around regulatory approvals, public acceptance of eVTOLs, and infrastructure buildout. Nevertheless, Joby remains one of the most credible contenders in the race to bring flying taxis to the real world.

Thanks to records from aviation data experts OAG, we can now reveal that the 10 busiest airports in the USA together offered almost 432 million seats between them. A seat is defined as a single seat for sale on a flight of any length. It doesn’t mean that seat was filled, but serves as a good yardstick for how busy an airport has been. Nevertheless, with the Bureau of Transport Statistics recording an average load factor of 83.4% in 2024, the majority of those seats would have been occupied.

The busiest airport in the USA in 2024 was Atlanta Hartsfield-Jackson (ATL), with almost 63 million seats on offer across the year. In fact, Atlanta was the busiest airport in the world in 2024, 2.5 million seats ahead of its next nearest competitor, Dubai International.

Three other USA airports were amongst the top 10 busiest airports in the world in 2024, namely Dallas, Denver and Chicago. All four airports had more seats for sale in 2024 than they did in 2023, although only Dallas and Denver have exceeded their pre-pandemic (2019) capacity.

Stay with us as we take a look at the busiest airports in the USA in 2024, and what you need to know about them.

The busiest airports in the USA – the full list

According to the OAG data, Atlanta was the busiest airport in the USA in 2024, followed by Dallas/Fort Worth, Denver International and Chicago O’Hare. Los Angeles International came in fifth, New York’s JFK in sixth and Sin City’s Las Vegas Harry Reid in seventh. 

Rounding out the top 10 are Charlotte Douglas, which has grown an impressive 11% in the last year alone, plus Orlando and Miami. Hover or tap on the chart below to see more information on each airport.

1. Hartsfield–Jackson Atlanta International Airport

Seats in 2024: 62,743,665

Apart from the pandemic year of 2020, Atlanta Airport has been the busiest in the USA (and indeed the world) every year since 1998. As it approaches its centenary year, ATL continues to push the boundaries of what a very busy but very well managed airport looks like.

The airport has regularly been voted a passenger favourite, winning ‘North America’s Best Airport’ in the Business Traveler awards two years in a row, and being named best airport over 40 million passengers by Airports Council International. Last year, it handled 108.1 million passengers, the second highest in its history, just behind the 110 million of 2019.

Atlanta serves more than 150 domestic and 70 international destinations, connecting the US to over 40 countries. Its terminal complex stretches over 6.8 million square feet and houses a total of 192 gates.

As well as being the busiest airport by both scheduled seats and passenger traffic, Atlanta links three of the top 10 busiest domestic routes in the US. That includes the busiest route overall – Atlanta to Orlando (MCO), with almost 3.5 million seats offered – and the eighth and ninth busiest, Atlanta to Fort Lauderdale (FLL) and New York (LGA).

2. Dallas/Fort Worth International Airport

Seats in 2024: 51,516,707

Dallas/Fort Worth was the second busiest airport in the USA in 2024 by available seats, with almost 52 million. It’s still a good 11 million behind Atlanta though, demonstrating just how big and busy that airport really is.

DFW has seen some significant growth in the past few years. Since 2019, capacity at the airport has increased 18%, and has risen 7% over the last year alone. The airport broke ground on a new passenger terminal in late 2024, signalling its intentions to continue on a growth trajectory.

While many other airlines have added service to DFW, such as Fiji Airways with its new service from Nadi, a good deal of its growth has stemmed from American Airlines. It continues to expand, launching flights to Tokyo in June 2024, and placing a huge order for new aircraft in March to support future growth.

For Dallas/Fort Worth Airport, this year looks set to bring more flights and new airlines. In 2025, Cathay Pacific will begin a connection from Hong Kong in April, while Taiwanese carrier EVA Air will launch nonstop flights to Dallas from its home in Taipei towards the end of the year.

3. Denver International Airport

Seats in 2024: 49,218,244

Not all of the busiest airports in the USA have managed to grow since the pandemic. Atlanta, Chicago and Los Angeles are all still below their 2019 capacity, but other airports have come roaring back. Denver International is one of the fastest growing airports in the US today, having increased capacity by a staggering 24% since 2019.

In the last year alone, Denver has added 5% more capacity to offer a total of almost 50 million seats for sale. It served 82.4 million passengers in 2024, the most in its 30 year history.

The airport has seen some new routes in 2024, including Turkish Airlines launching a nonstop flight to Istanbul. This route, at over 5,300 nautical miles, has dethroned United’s Tokyo Narita flight as the longest service out of Denver. Like Atlanta, Denver Airport is home to some of the busiest routes in the US, including fourth busiest to Phoenix and 10th busiest to Las Vegas.

Denver has room to grow further. It’s the biggest airport in the US by some margin in terms of landmass, and the third-largest airport in the world. Coming in 2025, United is adding several new connections across North America, and launching an exciting new route to Rome. Equally excitingly, Lufthansa will upgrade its Munich service to an A380 from the end of April. 

4. Chicago O’Hare International Airport

Seats in 2024: 46,992,360

Chicago O’Hare hasn’t experienced the same growth as Dallas, and remains 7% beneath the capacity it had to offer in 2019. Nevertheless, the airport has added 8% more seats in 2024 to become the fourth busiest airport in the US.

O’Hare is at one end of the seventh busiest domestic flight route in the US, connecting Chicago to New York’s La Guardia airport. In 2024, 3.1 million passengers flew this route. The airport’s busiest travel period was over Thanksgiving, where 1.8 million passengers used the airport, 11.4% more than in 2023.

The airport is eyeing expansion and has already completed works to increase capacity at Terminal 5 and a concourse expansion at Terminal 3. It is now beginning work on the ‘O’Hare Global Terminal (OGT)’, where Terminal 2 currently stands, adding over three million square feet of internal space and 50 new gates.

5. Los Angeles International Airport

Seats in 2024: 45,509,963

Los Angeles has been a gateway to the world for decades, but despite being one of the busiest airports in the USA, it remains one of the slowest to recover from the pandemic hit. Compared with 2019, the airport had 12% fewer seats available in 2024, and despite handling over 76 million passengers, it’s still a way off its 2019 peak of 88 million.

Nevertheless, it’s still an incredibly busy airport, and a highly contested hub between the US ‘big three’ airlines. Delta has a marginally larger share of passengers at the airport at 19.8%, while United and American both account for around 15% of passenger traffic. Southwest is the fourth largest airline, with almost 10% of the annual passenger share.

The top route from LAX is, believe it or not, London Heathrow (LHR). As well as American and United, the route is served by the two UK majors, BA and Virgin Atlantic. More than 1.6 million passengers a year fly to London from LA. Other routes attracting in excess of a million annual flyers include Seoul, Taipei, Tokyo and Guadalajara.

Airport authority Los Angeles World Airports (LAWA) is investing $30 billion in LAX to overhaul the facilities ahead of the 2028 Summer Olympics. Renovations have been completed at several terminals and are underway at others, while two new terminals, Concourse 0 and Terminal 9, are in the planning stages.

6. New York John F Kennedy International Airport

Seats in 2024: 38,150,327

The iconic JFK airport retains its spot as one of the busiest airports in the USA this year, surpassing its 2019 capacity by a modest 1%. It also topped its pre-pandemic passenger numbers for the first time in 2024, screening 63.3 million, compared to 62.6 million in 2019.

The busiest domestic route from JFK is the transcontinental hop over to Los Angeles. Served by American, Delta and JetBlue, some 1.4 million passengers took the trip in 2024. But by far the busiest route out of the airport is in the other direction, to London Heathrow. Almost 2.5 million passengers travel across the Atlantic from JFK each year.

The Port Authority responsible for the airport is in the midst of a $19 billion transformation of JFK. The project includes adding two huge new terminals, modernizing existing terminals and adding more than four million square feet of extra space.

7. Las Vegas Harry Reid International Airport

Seats in 2024: 35,586,378

Las Vegas Harry Reid is one of the better-recovered airports on our list. Although capacity grew by just 1% between 2023 and 2024, those 35.6 million seats represent growth of 19% since 2019. Handling 58.4 million passengers in 2024 was a new record for the airport, and solidified its position as the seventh busiest airport in the USA.

LAS is a major market for Southwest Airlines, with the carrier holding a 40% market share at the airport. Spirit has over 15%, while Delta, American and United have to be content with less than 10%. Traffic here is mainly domestic, with its top route to LAX used by 1.4 million people a year. Denver, Dallas and Seattle are also important connections from Sin City.

Clark County has backed a plan that will see the airport expanded and modernized in the coming years. Under the proposal, the number of airport gates will be expanded from 39 to 65, ground transportation will be improved and passenger experience improved.

8. Charlotte Douglas International Airport

Seats in 2024: 35,228,663

Of all the busiest airports in the USA, Charlotte has seen the most substantial growth in the past year. From 2023 to 2024, the airport added 11% more seats to its operation, taking it 19% above its pre-pandemic capacity. 

Much of that growth has been delivered by American Airlines, which accounts for almost 70% of the traffic out of CLT. Spirit, Delta and United have around a 2% market share, while Southwest has just 1.5%. But the airline has a good variety of carriers too, with a presence from Frontier as well as regional carrier Contour Airlines.

International connections are growing too. Lufthansa flies from Charlotte to Munich, and Volaris to Guadalajara, while Air Canada provides a connection to Toronto. The most popular international destinations include Cancun, London and Punta Cana, while Orlando, New York and Dallas are the most in-demand domestic routes.

Airport improvement works kicked off in 2015 under ‘Destination CLT,’ which has already seen terminal expansions, new roadways and interior renovations. Work is ongoing to renovate the lobby, streamline security and remodel the ticketing area. Outside the airport, the FAA has built a new 367ft control tower, the second tallest in the USA, and discussions around a fourth runway are ongoing.

9. Orlando International Airport

Seats in 2024: 34,269,851

Orlando Airport actually shrank in 2024, offering 1% fewer seats than it did during 2024. Nevertheless, it has had an impressive recovery and growth, operating at 18% higher capacity in 2024 than it did pre-pandemic.

Southwest Airlines is the top carrier at this airport, accounting for 24% of the passenger traffic. Delta and Spirit each have 14%, while Frontier and American have around 12%. Domestic destinations are popular from MCO, particularly to Atlanta, which sees 1.4 million passengers a year.

Soon to land in Orlando will be Air France, with a four-times-a-week service to Paris Charles de Gaulle (CDG). In March 2025, Discover Airlines launched a connection to Munich, and Iberia will be starting flights from Madrid later in the year. Frontier, Spirit, Breeze and Southwest Airlines will add several new domestic destinations for the summer schedule, too.

10. Miami International Airport

Seats in 2024: 32,391,050

Miami has leaped into the top 10 busiest airports in the USA thanks to its incredible post-pandemic growth. Its current capacity of over 32 million seats is 27% higher than it was in 2019, and 7% higher than last year. MIA handled almost 56 million passengers throughout the year, 10 million more than in 2019.

The top carrier here is American Airlines, with 57% of the passenger traffic. Delta and Spirit have fairly large operations, while Southwest and United carry around 1.5 million passengers a year out of MIA. Top domestic destinations include Atlanta, New York and Dallas, while internationally London is the most popular, followed by Bogota and Panama.

Miami International is projected to process 77 million passengers by 2040. To meet this anticipated demand, the airport has embarked on a $9 billion improvement plan, which should conclude in 2035. This includes renovating existing facilities and expanding into new ones, including developing a Concourse K to open in 2029.

The biggest aircraft lessors in 2025

According to KPMG’s Aviation Leaders Report 2025, the biggest lessor in the world in 2025 is AerCap by quite some margin. With a total fleet size of 1,676, it has over 900 more aircraft than its next nearest competitor, SMBC. 

Japanese by ownership but based in Ireland, SMBC has a sizable fleet of 761 aircraft with a strong focus on the narrowbody side. Coming in third is another Irish company, Avolon, with 583 aircraft. Stay with us as we take a deeper look at each and the rest of the top 10 lessors list.

1: AerCap – 1,676 aircraft

AerCap traces its history back to one of the earliest leasing companies, Guinness Peat Aviation, which was founded in 1975 by Tony Ryan. After a few name and ownership changes, it became AerCap in 2006 and went on to become a major force in the leasing world. Its acquisition of ILFC in 2014 saw it significantly expand its fleet and market share, which was further augmented in 2021 when it acquired GE Capital Aviation Services (GECAS).

It owns aircraft across the spectrum, including the biggest fleet of both single aisle and twin aisle jets in the leasing world. With 278 widebodies, it has more than double the number of its next nearest competitor. It also boasts the largest fleet of leased regional jets in the world, including 45 of the newest generation Embraer E2 jets.

2: SMBC Aviation Capital – 761 aircraft

Founded in 1994 as International Aviation Management Group by Domhnal Slattery, the Royal Bank of Scotland acquired the leasing business in 2001, rebranding it to Lombard Aviation Capital and then in 2004 to RBS Aviation Capital. It was sold to a Japanese consortium of Sumitomo Mitsui Banking Corporation (SMBC), Sumitomo Mitsui Finance and Leasing Company Limited (SMFL) and Sumitomo Corporation in 2012 and renamed SMBC Aviation Capital. 

Its portfolio focuses on narrowbodies, with more than 500 of the 761 aircraft in its fleet either A320 or 737 family jets. It has commitments for a further 175 A320neo family aircraft to be delivered, and 83 more Boeing 737 MAX. In 2024, it delivered the first ever Airbus A321LR to Icelandair, and has already signed lease agreements in 2025 with Thai Airways, Turkish Airlines and SKY for more A320neo family aircraft.

3: Avolon – 583 aircraft

Also founded by Domhnal Slattery, Avolon was established in 2010 and has gone on to become the third biggest aircraft lessor in the world. Like the other big lessors, Avolon focuses on narrowbodies, and has over 420 single aisle aircraft in its fleet. Alongside these, it also has 28 A330neos, 27 Dreamliners and 23 A350s, with more of each on order. 

Avolon is growing in 2025, as it agreed in late 2024 to acquire smaller rival Castlelake Aviation. The deal, which closed in January 2025, will add another 106 aircraft to its fleet plus production slots for 10 new technology aircraft. Alongside this, the lessor has commitments for 571 new aircraft to be delivered, including 325 more A320neo family jets and 131 more 737 MAX.

4: Air Lease Corporation – 575 aircraft

The first of the biggest aircraft lessors to not be headquartered in Dublin, Air Lease Corporation (ALC) was established in 2010 by aviation legend Steven Udvar-Házy. Having previously founded ILFC, he left to set up ALC along with ILFC COO John Plueger. The company supplies aircraft to a huge number of global airlines and generated record revenues in 2024 of over $2.7 billion, with a $574 million profit.

Air Lease has a slightly more widebody weighted split between aircraft types, although the bulk of its fleet is still narrowbody. The A321neo accounts for 22.1% of its owned fleet, while the 737-800 and 737 MAX 8 make up a further 24%. On the widebody side, it has a fleet of 38 Dreamliners, accounting for almost 8% of the total fleet, while the A330neo makes up almost 6% with 28 aircraft.

5: ICBC Aviation Leasing – 504 aircraft

Wholly owned by ICBC Bank, ICBC Aviation Leasing began life in 2010, and was spun off as a subsidiary in 2018. It has quickly grown to become one of the leading players in China’s leasing industry. By the end of 2018, it had placed 385 aircraft with customers, making it the sixth-largest lessor in the world and the biggest in China.

Although the sheer number of aircraft put ICBC in fifth place in terms of fleet size, it has a relatively large number of regional aircraft with 37 in its fleet. As such, if we were considering the capital value of its portfolio ($16.4 billion) it would fall to seventh place in the ranking. Nevertheless, the company has a sizable fleet with 418 narrowbodies and 49 widebodies alongside its regional aircraft.

6: BOC Aviation – 463 aircraft

BOC Aviation, originally established in 1993 as Singapore Aircraft Leasing Enterprise (SALE), was acquired by the Bank of China in 2006 and rebranded BOC. It serves a diverse assortment of 90+ airlines across 48 countries, including carriers like Cathay, Qantas, Air France, Turkish, Emirates, LATAM and many more.

Its fleet strategy is focused on modern narrowbodies. Although it has dozens of A320ceo and 737 NG aircraft in its fleet, it is rapidly building a huge portfolio of new technology aircraft. BOC has 140 A320neo family aircraft in its fleet, plus 129 more on order. On the Boeing side, it has 69 737 MAX in service, with 96 more on order.

7: BBAM – 452 aircraft

Babcock & Brown Aircraft Management (BBAM) originated in Australia and was established in 1989. In 2010, following the collapse of its parent company, BBAM’s senior management acquired the aircraft leasing business, securing its future as an independent aircraft leasing company. 

Today, it is transitioning to a new technology focus, although it strategically maintains a large fleet of older aircraft too. With 117, the most numerous is the Boeing 737-800, although it is adding 737 MAX aircraft too. On the Airbus side, the fleet is slowly getting heavier on the neo side, while it also has 25 large widebody A350 aircraft.

8: DAE Capital – 410 aircraft

Dubai Aerospace Enterprise (DAE) Capital, based in the UAE, has grown enormously in the last decade, largely thanks to its 2017 acquisition of Ansett Worldwide Aviation Services (AWAS). The merger of the two companies propelled DAE to the position of one of the largest lessors in the world, with a fleet of 400 aircraft.

KPMG values DAE at $10.5 billion, making it only ninth largest lessor in market value, but its big fleet of 410 aircraft puts it eighth in size. Alongside 302 narrowbody aircraft, it has a large fleet of 67 ATR-72 turboprops and 41 widebodies. Its average fleet age is just 6.3 years, and it does business with a huge 128 different airlines.

DAE has announced plans to acquire Nordic Aviation Capital, which would take its fleet to around 750 aircraft, albeit mainly turboprops.

9: Carlyle Aviation Partners – 372 aircraft

Carlyle Aviation Partners, originally founded as Apollo Aviation Group in 2002 by Bill Hoffman and Robert Korn, began by focusing on mid-life aircraft and engine leasing. From here, the company has grown through acquisitions and aircraft purchases to become the ninth largest in the world in fleet size. This focus on the resale market does, however, result in a lower valuation of $8.6 billion, making Carlyle 13th largest in market value.

Across the fleet, it has 336 narrowbody and 36 widebody aircraft – many of these widebodies are freighters. All in, it leases aircraft and engines to 111 airlines across 53 countries. As well as leasing, the company does a solid trade in strategic financing initiatives, providing liquidity to airlines in times of need.

10: Aviation Capital Group – 370 aircraft

With a long history in aircraft leasing, Aviation Capital Group (ACG) has built strong relationships with its customers and continues to place most of its 370 aircraft portfolio with airlines all over the world. Focusing intensely on narrowbody leasing, the company has only 15 widebodies in its fleet, and a large backlog for 140 new technology aircraft like the A320neo and 737 MAX.

Last year, ACG finalized an order for 35 Boeing 737 MAX jets, including the -8 and -10, and has orders in place for A320neos as well as 20 Airbus A220s. Recently, it has been involved in several sale and leaseback transactions with Air India Express, helping the airline modernize its fleet affordably. 

Bonus: Bocom Leasing

Although Bocom didn’t make the cut for the top 10 aircraft lessors by fleet size, its substantial fleet of new technology aircraft makes it one of the most valuable. With a valuation by KPMG of $10.5 billion, it would be the 10th largest lessor in the world if we considered market value.

It is a wholly owned subsidiary of The Bank of Communications, one of China’s leading commercial banks, and has been on a growth trajectory for many years. It was among the first to be approved to establish a subsidiary in free trade zones. So far, the company has set up businesses in Shanghai, Tianjin, Nansha and Ireland.

But the cost of the defense project doesn’t always equate to the most expensive fighter jets in terms of sticker price. In fact, according to our research, the F-35 is only the fifth most expensive fighter jet on the market, surpassed by several others in terms of what nations are paying to acquire them.

The cost of fighter jets fluctuates between tranches and can be influenced by external pressures. For example, Defense One reported in July 2024 that Lockheed would be ‘challenged’ to keep the costs of the F-35 down amid rising prices for raw materials. The most expensive, the F-35B vertical takeoff and landing variant, currently costs around $109 million, slightly less than it has been in the past, although that could change in future production tranches.

The cost of fighter jets is also affected by the specifications of the order. The flyaway cost of the most basic model can be low, but it then rises in line with the requests for things like weapons systems and avionics. In the case of the F-35, the base model is around $80 million, rising to the highest known price of $109 million per unit.

Some of the most expensive fighter jets cost way more to produce than the sticker price. The current most expensive fighter is the F-22 Raptor, which the US Air Force states had a unit cost of $143 million when sold. However, Airforce Technology estimates that the actual production cost of the jet is as much as $350 million apiece.

For our ranking of the most expensive fighter jets, we’ve used available sources of information combined with reports of orders to estimate the highest price paid for each model. However, flyaway costs of base models may be lower, and individual contracts can vary in value following negotiations. As many details of defense deals are confidential, we’ve used our best guesstimates to form this ranking.

Which is the most expensive fighter jet in the world?

The Lockheed Martin F-22 Raptor is currently the world’s most expensive fighter jet, with a unit cost of $143 million, per the US Air Force. However, as we’ll discuss below, the production costs of this aircraft mean each unit is worth more than the sticker price.

Coming in second is the Dassault Rafale, which has been evaluated as having a current new value of $125 million, while the spiraling costs of the multinational Eurofighter Typhoon project have seen it log a sticker price of $117 million, placing it third. 

The full ranking is below:

1. Lockheed Martin F-22 Raptor: $143 million

The F-22 Raptor is one of the best fighter jets in the world. Designed as an air superiority fighter, it also has ground attack, electronic warfare and signals intelligence capabilities.

Its radar cross section is estimated to be as small as a marble, making it a superior stealth fighter. Its supercruise allows for sustained supersonic speed, cruising at Mach 1.8 without using afterburners. Added to this, it features advanced avionics, extreme maneuverability, and an internal weapons bay for reduced drag and improved stealth.

The flyaway cost for the F-22 is listed by the US Air Force as $143 million, but that’s barely half the cost of actually producing the jets. The entire program cost the US over $67.3 billion for 195 aircraft, putting the per-Raptor cost at around $334 million.

Despite its unmatched air superiority capabilities, the F-22 was deemed too expensive for mass production. In 2011, the program officially ended, and the US refocused on the F-35 Lightning II, which had more export potential. However, upgrades to the type are already being pursued in light of emerging threats from aircraft such as the J-20 and Su-57.

2. Dassault Rafale: $125 million

There are varying reports about the price of the Dassault Rafale, ranging between $100 and $120 million per piece in the most basic configuration. According to Shephard Media, an average Rafale costs about $124.95 million in contemporary terms, based on the French budget documents reporting the average cost of Rafale B (the twin-seat variant) at €74 million ($98.2 million) in 2013.

Unlike the F-22, which was primarily designed for air superiority, the Rafale was designed from the start as a true multirole (or, in the words of its manufacturer, ‘omnirole’) fighter jet, capable of air-to-air combat, ground strikes, reconnaissance, carrier-based operations and even nuclear deterrence. Its delta wing and canards give it exceptional agility, and like the F-22, it can cruise at supersonic speeds (Mach 1.4) for long periods without afterburners. While it’s not as stealthy as the F-22, the Rafale compensates with the SPECTRA system, which provides active fire-control jamming to disrupt enemy targeting. 

Over 250 units have been produced to date, and while France remains the primary operator, several other nations have purchased the plane. India signed up for 36 of the type, Egypt for 54 and Qatar for 36. But the biggest sale so far was a deal for 80 Rafales signed with the UAE which was estimated to be worth $19 billion.

3. Eurofighter Typhoon: $117 million

The multinational project to launch the Eurofighter Typhoon involved the UK, Germany, Italy and Spain, and resulted in an advanced 4.5-generation multirole fighter jet. The Typhoon was built for dogfighting and has one of the best thrust-to-weight ratios of any modern fighter (almost 1:1), a top speed in excess of Mach 2.0 and an advanced weapons loadout.

Some of the most groundbreaking technology in the Eurofighter Typhoon is in its sensors and avionics. For example:

• Captor-E AESA Radar: Offers better detection, tracking and jamming resistance
• Pirate IRST (Infrared Search and Track): Detects stealth aircraft and enemy jets without using radar, keeping the Typhoon hidden.
• DASS (Defensive Aids Sub-System): An advanced electronic warfare (EW) suite that provides missile warning, radar jamming and countermeasures.
• Sensor Fusion: Integrates data from multiple sources, similar to the F-35’s networked battlefield approach.

According to a UK National Audit Office report, Typhoon’s unit cost is £73 million ($117 million), although that’s for export customers only. For nations that participated in the project, procurement can be as low as $50 million per unit. Like the F-22, these prices don’t come close to the value of a completed jet. The program has an estimated cost of as much as $120 billion, and the per-jet price is calculated at around $250 million apiece.

4. Chengdu J-20: $110 million

The Chengdu J-20 is China’s first stealth fighter and uses every trick in the book to evade radar. Like the F-22, it uses radar absorbent materials and internal weapons bays and also has a chiseled nose and forward-swept canards to reduce its radar cross-section. Janes puts the unit price of a J-20 at approximately $110 million.

While the early J-20s used Russian AL-31 engines, they limited the jets’ maneuverability. The newest J-20s feature Chinese WS-10C engines, which offer supercruise capability (Mach 1.8 without afterburners). Future J-20 variants will use WS-15 engines, which will provide true supermaneuverability with 3D thrust vectoring, similar to the F-22. Its huge range makes it ideal for deep-strike missions, and a suitable deterrent for the contested South China Sea.

So how has China managed to build an aircraft almost as capable as the F-22 for so much less? Reports suggest China likely benefited from espionage and technology transfers, reducing the R&D cost, and it is being mass produced in a way that the F-22 never was, further driving down the per-unit cost. Nevertheless, China has invested around $50 billion in the project and is keeping the J-20 all to itself with no exports planned.

5. Lockheed Martin F-35 Lightning II: $109 million

The Lockheed Martin F-35 Lightning II has gone down in history as the most expensive weapon system ever. Operational costs of the newest fifth-generation fighter jet are some of the highest in the world, making the aircraft relatively expensive to buy and maintain. From 2022, the unit cost of F-35 has further increased because of inflation, lower quantities and improved capabilities. 

In a report published in late May 2023, the US Government Accountability Office (GAO) wrote that “the program attributes the increased procurement cost to additional years of costs related to airframe and engine production, along with support costs for equipment, technical data, and training”. 

The A, B, and C variants of the F-35 are, to all intents and purposes, different aircraft. The most expensive is the F-35B, designed for short take-off and vertical landing (STOVL), noted as being around $109 million.

6. Boeing F-15EX Eagle II: $97 million

The Boeing F-15EX Eagle II is the latest and most advanced variant of the F-15, designed to provide the US Air Force with a heavily upgraded, non-stealthy air superiority and multirole fighter. It incorporates cutting-edge avionics, advanced weapons capabilities and modern survivability features. Initially estimated at under $80 million per aircraft, the price rose to $90 million and then to $97 million by Fall 2023.

It is the fastest fighter jet in US production, capable of Mach 2.5. Rather than streamlining for stealth, the F-15EX relies on overwhelming firepower, and has the highest payload capacity of any fighter jet in the USAF. All in, it can carry up to 13.6 tons of weapons, including up to 16 missiles in one go.

Despite having a healthy fleet of F-22s and F-35s, the USAF still needs the F-15EX as long-term replacements for aging F-15C/Ds. It is cheaper and easier to maintain than either of the other fighters, and with its huge payload, can serve as a missile truck. While the F-35 can sneak in, the F-15EX provides the ideal support, and will likely remain a dominant aircraft for the US and allies well into the 2050s.

7. Sukhoi Su-35 – $85 million

The Sukhoi Su-35 is Russia’s most advanced 4.5-generation air superiority fighter, designed to rival the F-15EX, Eurofighter Typhoon and Rafale. It is an evolution of the Su-27 Flanker, featuring enhanced avionics, thrust-vectoring engines and increased combat capabilities.

While it lacks the stealth of the F-22 and F-35, it compensates with raw speed and agility. It is one of the most maneuverable fighters in the world, thanks to thrust-vectoring nozzles on its Saturn AL-41F1S engines, only rivaled by the F-22 and Su-57.

According to available information, a Sukhoi Su-35 fighter jet is estimated to cost around $85 million per unit, though the price can vary contingent on the specific configuration and deal details, with some sources mentioning production costs as low as $18 million depending on exchange rates.

8. Saab JAS 39E/F Gripen: $85 million

The Swedish Saab JAS 39 Gripen E/F is the latest evolution of the line, featuring AESA radar, a higher payload, a longer range, an advanced electronic warfare suite, and new engines. The E variant is a single-seater, while the F is a two-seat version. According to Airforce Technology, the Saab Gripen E is priced at $85 million per unit

In 2012, the new-generation JAS 39 was expected to cost over $100 million. It is only in more recent years that Saab managed to reduce the price, and with the reduction, the Gripen once again became a sought-after jet on the international market.

It’s easy to maintain and highly survivable, and thanks to its advanced electronics it is sometimes referred to as a ‘smart fighter’. It is one of the first fighters to have full data-link integration, allowing real-time battlefield awareness, and has AI-assisted mission systems that analyze threats and automatically recommend the best tactics.

9: Boeing F/A-18 Super Hornet: $73 million

Developed from the McDonell Douglas F/A-18 Hornet, is a carrier-capable multirole fighter, equipped for air-to-air and air-to-ground combat. The Super Hornet costs from $67 million to $73 million, depending on the block, and comes in two variants – the F/A-18E, which is a single seat aircraft, and the F, which is a tandem seat aircraft.

The Super Hornet entered operations with the US Navy in 2001, replacing the Grumman F-4 Tomcat, which was fully retired by 2006. It is around 20% larger than the original Hornet and carries a third more fuel, giving it a much-improved range and endurance compared to the legacy model.

The E/A-18G Growler is a specialized version of the F/A-18F Super Hornet, designed primarily for electronic warfare. Its highly advanced capabilities make it the most expensive fighter jet in the F-18 family, costing around $80 million per aircraft, depending on the configuration.

10. Shenyang FC-31/J-35: $70 million

The Shenyang FC-31 (J-31), also known as the Gyrfalcon, is China’s fifth-generation stealth fighter developed by Shenyang Aircraft Corporation. It is designed as a lighter, more versatile alternative to China’s primary fifth-generation fighter, the Chengdu J-20, and is seen as China’s answer to the F-35 Lightning II, with an emphasis on stealth, maneuverability and multirole capabilities.

It has stealth-optimized shaping, including angled fuselage lines, canted twin tails, and an internal weapons bay to reduce radar cross-section. Unlike the single-engine F-35, the J-31 is a twin-engine fighter, providing better redundancy and thrust. The naval version of the J-31, the J-35, is expected to serve as China’s carrier-based stealth fighter, competing with the F-35C.

Estimates suggest that if mass-produced, the J-31 could cost between $70 million and $85 million per unit. Unlike the J-20, which will not be exported, China is actively marketing the FC-31 and its derivatives as cost-effective alternatives to other stealth multirole fighters.

It is followed by the A340-600, a rare quadjet today but once a staple of the long-haul scene, with its 247 ft 3 in (75.3 m) fuselage just a few feet shorter than the 747-8. And in bronze position is the enigmatic Boeing 777-300 at 242 ft 4 in (73.8 m), with several other famous faces in the top 10.

Although the Boeing 747-8 retains the crown for longest airliner today, a new aircraft is nipping at its heels. The Boeing 777X, when it enters service, will be the longest jet aircraft ever to be used in commercial service, with a fuselage length of 251 ft 9 in (76.5 m) for the 777-9.

Let’s take a look at each of the top 10 airliners that are the longest in our skies today.

1. Boeing 747-8

Length: 250 ft 2 in / 76.2 m

To give it its proper designation, the passenger variant of the 747-8 is the 747-8I, with the I standing for Intercontinental. It differentiates it from its sistership the 747-8F, a large cargo hauler which sold twice as many units as the passenger version. Apart from their configuration, both types are just as long, making the 747-8I the longest passenger plane in the world.

Building on the success of the 747-400, Boeing designed the Intercontinental to take what was great about the Queen of the Skies and make it fit for the 21st century. Adopting technologies from the Dreamliner – hence the -8 designation – the 747-8 was lighter, more aerodynamic, and powered by smaller, more efficient engines. Like the Dreamliner, these have the same serrated ‘teeth’ on their nacelles, reducing noise and improving the airflow to the engine.

Despite the immense passenger capacity and enormous range of the 747-8, it failed to sell well. Airlines were buying aircraft for range more than capacity, and the introduction of long-range twinjets, including Boeing’s own 777, cannibalized the advantage of the Queen, and few airlines placed orders.

By the mid-2010s, annual orders for the passenger jet dried up to single figures. By 2018, they had stopped altogether. The demand for the 747-F kept the production line going for a few years longer, but in 2022, the last aircraft built, a 747-F for Atlas Air, rolled off the production line. The reign of the Queen had come to an end.

Today, Lufthansa retains a fleet of 19 747-8s, while Air China and Korean each have seven. Several are in use as governmental and VIP jets, including the new ‘Air Force One’ VC-25B. For now, the 747-8 is the longest passenger jet in the world, until the 777-9 beats it by a foot and a half (50 cm or so).

2. Airbus A340-600

Length: 247 ft 3 in / 75.3 m

When it entered into service in 2002, the A340-600 was by far the longest commercial plane in the world, retaining that title for a decade until the 747-8I came around. Like the 747-8, this quadjet ultimately fell out of favor as long-range twinjets grew in popularity. 

Powered by four Rolls-Royce Trent 500 engines, the A340’s world-beating range of 7,500 nautical miles made it popular with long-haul airlines. Although it had an exit limit of 440, the typical configuration allowed for 320 to 370 passengers – still a good load for long-haul flights.

Some airlines, including Lufthansa, optimized cabin space by installing the passenger lavatories on the lower deck of the aircraft. For passengers, it was a novel experience to descend a staircase to access the bathroom. 

Over its nine-year production run, 97 A340-600s were sold. Today, the aircraft is a rarity in commercial service. Lufthansa maintains a fleet but intends to retire the aircraft in October 2025. Other operators include Iran’s Mahan Air, Venezuelan Conviasa, and Portuguese wet-lease specialist Hi Fly.

3. Boeing 777-300

Length: 242 ft 4 in / 73.8 m

The 777-300 launched in 1998 with Cathay Pacific and has become one of the most used widebody airliners in the world. Although the original 777-300 didn’t sell so well, with just 60 produced, its re-engineering into the 777-300ER produced a jet every airline loved. 

Emirates flies a huge fleet of -300ERs, with 124 operating alongside its impressive fleet of Airbus A380s. Qatar Airways has 57, Air France has 43, and Cathay Pacific has 41 as well as 17 of the original -300s. In all 833 777-300ERs have been delivered to customers.

In smaller numbers, the 777-300ER is in fleets across the world, from ANA and British Airways to United Airlines and Air India. It really is the jet that does it all, with highly efficient GE90 engines giving it an impressive 7,370 nautical mile range and its spacious cabin accommodating up to 550 passengers. Having said that, it’s more typical to find 777s with around 365 to 396 seats in various classes.

The 777-300 would be the longest airliner in the world for just four years until the A340-600 came along and was five feet longer. The production line for the 777-300ER is technically still open, but The Air Current moots that Boeing delivered its last of the type in January 2025.

4. Airbus A350-1000

Length: 242 ft 2 in / 73.7 m

The A350-1000, also known as the XWB for Extra Wide Body, has become the flagship of the Airbus product line, taking over where the A380 left off. Typically seating 350 to 410 passengers, the A350-1000 has a huge range of 8,700 nautical miles, letting it fly the world’s longest and most popular routes.

Although it is a very long plane, it’s just two inches shorter than the 777-300, so has never been the world’s longest passenger plane. Nevertheless, it’s proving popular with operators, with 94 aircraft delivered and a backlog of 206 aircraft. It’s marginally less popular than its smaller sister, the A350-900, which has over 500 deliveries and another 440 on backlog.

Like the A380, the A350-1000 has given airlines a little space to do something different. Several airlines launched cutting-edge premium products on the A350, such as Qatar Airways’ QSuite. British long-haul carrier Virgin Atlantic used the area between the doors and Upper Class to install a social space it calls ‘The Loft’.

Qantas has selected the A350-1000 to operate its ‘Project Sunrise’ ultra-long-haul flights, which will connect the east coast of Australia (Sydney, Melbourne, etc) with destinations including London and New York. The first routes are set to launch in mid-2026, and the airplanes will feature ‘wellness zones’ as well as an extra fuel tank to make these 20-hour-plus trips. 

5. Airbus A380

Length: 238 ft 7 in / 72.6 m

The world’s largest passenger aircraft needs no introduction. The Airbus A380 is a marvel of aerospace engineering, with its full-length double-deck offering unrivaled space and comfort. Its maximum takeoff weight (MTOW) is 1.2 million pounds – almost as heavy as 165 elephants.

Although, on paper, the A380 can accommodate over 800 passengers, no airline has used the aircraft in an all-economy configuration. It’s far more common to see around 550 passengers onboard, although it depends greatly on the specific airline.

With so much space to play with, airlines have got creative with the facilities onboard. Carriers like Etihad and Emirates have onboard bars for premium passengers, and Emirates even has a shower on the A380 for its first class guests.

Ultimately, the A380 struggled for the same reason as other large quadjets on this list. Efficient twinjets became the trend, and airlines struggled to fill the giant jumbo. Airbus delivered the last aircraft to Emirates in December 2021, ending production with just 251 aircraft sold.

Nevertheless, on the longest, most in-demand, and most congested routes in the world, the A380 does an incredible job of hauling maximum passengers from A to B in comfort. That’s why airlines like Qantas, British Airways, and Lufthansa (as well as Emirates, of course) remain committed to keeping the superjumbo in their fleets well into the 2030s.

6. Boeing 747-400

Length: 231 ft 10 in / 70.4 m

Although the Boeing 747-400 was only introduced in 1989, its predecessors the -300, -200, and -100 all had the same basic fuselage, although the -400 had a wider wingspan. As such, we could say that the 747, as a product line, held the title of the longest commercial airliner in the world from its introduction with Pan Am in 1970. 

The -400 was never the longest aircraft, although all its siblings were, as the 777-300 was introduced a year earlier and was more than 11 feet longer. Nevertheless, the 747-400 was a well-loved aircraft, selling more than any other variant in the family at 694 aircraft, 442 of which were the 747-400 passenger jet.

As well as being popular with airlines, the 747 had a number of cool special mission roles, from fulfilling the duty of Air Force One with the pair of VC-25A to the bizarre-looking Dreamlifter, designed specifically to transport parts for the 787 Dreamliner assembly.

The -400 is a rare aircraft for passengers today, with a modest fleet of eight at Lufthansa, nine probably with Rossiya, and a couple with Air China. Some of these are listed as parked, and the latest data from Planespotters indicates just seven remain in passenger service. You can find out how to fly the 747 in 2025 here.

7. Boeing 787-10

Length: 224 ft / 68.3 m

At 224 feet long, the Boeing 787-10 is a full 25 feet shorter than the longest passenger aircraft in the world, but it’s still long enough to make it into the top 10. As the largest member of the Dreamliner family, it fills a niche on shorter, high-demand routes and while not as popular as the 787-9, has become a solid offering in the Boeing widebody lineup.

To date, the 787-10 has received a total of 263 orders, 117 of which have been delivered. The largest operator at present is Singapore Airlines with a fleet of 26. United has 21, and although it still has more than 140 Dreamliners on order, these are expected to mostly be the -9 and not the -10.

Other significant operators include Air France-KLM, British Airways, Etihad, and EVA Air. At Etihad, one of those aircraft is painted in a green version of the livery and is known as the ‘Greenliner’. In collaboration with Boeing and GE, Etihad uses the aircraft to test sustainable aviation practices while it operates its regular flights.

8. Airbus A340-500

Length: 222 ft 10 in / 67.7 m

When it was introduced, the A340-500 was the longest-range passenger aircraft in the world. Its staggering 9,000 nautical mile range made new city-pair connections possible. Even today, it’s only pushed out on range by the A350-900. 

But the A340, as a model, never really reached its potential as four engines fell out of favor with airlines. The -500 was the worst-selling of the family, with only 34 aircraft delivered. Emirates was the largest user with 10 but flew its last service with the type in March 2016.

The last two A340-500s in normal passenger configuration belong to Azerbaijan Airlines and are around 17 years old. But they’ve been parked since 2023 and may not return to service at all. 

Although there aren’t any opportunities to fly an A340-500 today, there are still some around. Qatar’s Amiri Flight, its VIP arm, has a 21-year-old model, and several governments use them for VIP transport – Turkey, Thailand, Algeria and Kuwait. In fact Kuwait has a pair, and some of the youngest A340-500s around aged just 14 years.

If you happen to be a high roller, there’s still a chance to fly the A340-500. Sands Aviation, the aerospace arm of Las Vegas Sands Corp, has a single A340-500 in its fleet. It uses the jet to shuttle executives and high rollers all around the world. 

With its enormous range and comfortable size, it’s understandable that the A340-500 has turned out to be one of the most popular VIP jets on the planet.

9. Airbus A350-900

Length: 219 ft 2 in / 66.76 m

Taking ninth place at just eight inches shorter than the A340-500, the popular A350-900 boasts a length of 219 ft 2 in. It was the first of Airbus’ new clean-sheet widebody family, and has become a popular choice for airlines all over the world. 

As of the end of 2024, the A350-900 accounts for 989 of the 1,344 orders across the A350 family. Five hundred and forty-eight have already been delivered, compared with just 94 of the -1000. The largest fleet works for Singapore Airlines, with 65 aircraft in total. Qatar Airways has 34, and Air France has 32. In fact, 17 global airlines have more than a dozen in their fleet. 

The A350-900 offers the perfect balance of range, capacity and efficiency. With over 70% advanced materials such as composites, titanium and aluminum alloys, it’s incredibly light, adding to its low fuel burn. For passengers, the ‘extra wide body’ allows for wider seats, more spacious aisles and high ceilings.

Within Singapore Airlines’ fleet, seven are a unique variant of the -900 known as the ULR (ultra long range). Optimized for performance through a higher MTOW and software adjustments, these aircraft can fly up to 9,700 nmi. These aircraft are uniquely configured with 67 business class and 94 premium economy class seats – no economy – to support passenger comfort on these very long flights.

10: Boeing 777-200

Length: 209 ft 1 in / 63.7 m

The 777-200 was a groundbreaking aircraft as the first of the highly successful 777 family to enter commercial service. The ‘original’ 777 was delivered to United Airlines on May 15, 1995, marking the introduction of the first fly-by-wire commercial aircraft to be built by Boeing.

Unusually, the 777-200 was offered with three engine options. United’s arrived with the Pratt & Whitney PW4084, while British Airways took delivery of its first 777 in November 1995 with GE90 engines. In March 1996, Boeing delivered the first 777 with Rolls-Royce Trent 877 engines to Thai Airways.

Boeing improved the original 777 pretty quickly, introducing the 777-200ER in October 1996. This variant added fuel capacity and stronger landing gear to support a higher MTOW, giving it an extra 1,800 nautical miles of range. British Airways took the first of these extended range versions in February 1997, and it went on to become the most popular of all the original 777 family.

The 777-200 did get another makeover in 2005 when Boeing launched the 777-200LR or ‘Worldliner’. Developed alongside the 777-300ER, this was a major overhaul of the original aircraft, adding new fuel tanks, raked wingtips and the largest and most powerful jet engines in the world – the GE90-115B.

There are still some of both variants around. United, ANA, and Japan Airlines all have a large number of the original 777-200, while American, British Airways and Singapore Airlines all fly the 777-200ER. The 777-200LR didn’t sell so well, with only 61 units delivered, but all 61 are still in operation with carriers including Delta, Emirates and Qatar.

Missing your favorite?

Perhaps you were surprised not to find a certain airliner on the list. Researching this, we were surprised the Boeing 767 didn’t feature. But the longest 767, the -400ER, is a good eight feet shorter than the 777-200 at 201 ft 4 in (61.3 m).

Everyone’s favorite ‘flying pencil,’ the 757-300, is certainly a very long plane as narrowbodies go. But at 178 ft 7 in (54.3 m), it doesn’t come close to the long birds on this list. However, it is still 10 feet (3 m) longer than the popular Airbus A321.

When the Gulfstream entered service in 2024, it became the joint-fastest private jet in the world, with a top speed of Mach 9.35. Only one other private jet can go that fast – the Cessna Citation X+, but sacrifices range to do so. But the G700’s reign as one of the fastest private jets will be short-lived.

Bombardier is on track to enter the Global 8000 into service in Q4, 2025. When it does, its top speed of Mach 9.4 will make it the fastest private jet ever produced, and the fastest civil aircraft since Concorde. Not only is it fast, but the upgraded Global 7500 stretches its range to a globe-spanning 8,000 nautical miles.

But there are a whole bunch of business jets that can achieve blistering speeds. In fact, every one of the models in our top 10 is capable of at least Mach 0.9 – that’s significantly faster than the fastest commercial aircraft, the Boeing 747-8 at Mach 0.855.  

The fastest private jets and business aircraft in 2025

For this list, we’ve used published manufacturer data on top speeds. However, it’s important to note that the aircraft don’t typically cruise at such speeds as it would burn too much fuel. Let’s take a look at each of the top 10 fastest private jets in more detail.

1. Bombardier Global 8000 – Mach 0.94

While you won’t find it flying just yet, Bombardier has reaffirmed its commitment to bringing the Global 8000 to the market in 2025. The targeted entry into service is Q4 2025, at which point it will become the fastest business jet on the planet. It’s been a long time coming, with entry into service once scheduled for 2017.

With the same cabin length as the Global 7500, not much is new with the 8000 from the outside. But it’s had some important improvements, most notably to the engine control software, allowing it to fly faster and further. More fuel can be carried with an increased maximum takeoff weight (MTOW) and innovation in the cabin lowers the perceived altitude to a best-in-class level of 2,900 ft, compared with 5,680 ft on the Global 7500.

In May 2021, one of Bombardier’s Global 8000 test planes was pushed to the limit during flight testing. Followed by a NASA F-18 chase plane, the jet was observed to exceed Mach 1.0, breaking the sound barrier – a first for an executive jet – and becoming the fastest civil aircraft since Concorde.

With the jet almost ready to greet the world, anticipation is high for the arrival of the fastest ever business jet. And it’s good news for Global 7500 owners too, as an upgrade will be available to take it to the same spec as the 8000. 

2. Gulfstream G700 – Mach 0.935

The newest iteration of the Gulfstream G650 family, the G700, has usurped its 2009-model sister as the largest aircraft in Gulfstream’s portfolio. With a fuselage stretched by 10 feet, it has more cabin space and more windows than the 650. But the biggest upgrade is the pair of Rolls-Royce Pearl 700 engines, providing 1,350 extra pounds of thrust and giving it its exemplary top speed.

Throughout flight testing and even after its introduction into service in April 2024, the G700 has continued to rack up speed records for city pairs. By the end of 2024, it had set records on more than 65 city pairs. Gulfstream is awaiting confirmation by the US National Aeronautic Association and the Fédération Aéronautique Internationale in Switzerland for recognition as world records.

The G700 was certified and entered into service in 2024 with deliveries to private customers and Qatar Airways’ Executive arm. Gulfstream had planned to deliver around 50 G700s in 2024 but fell short due to late delivery of engines and other supply chain issues. According to FlightGlobal, the manufacturer delivered 30 G700s in 2024, 15 in the last quarter of the year.

Qatar Executive has already taken more G700s in 2025 and is expecting more soon. These new Gulfstreams have bespoke designed cabins, including a private rear stateroom with a fixed double bed and en suite bathroom.

3. Cessna Citation X+ – Mach 0.935

With a heritage that goes way back to 1979 and the original 650 Citation III, the Citation X+ is one of the final upgrades implemented by Cessna before it became part of Textron Aviation. It was a major improvement over the 1996 Citation X, with better engines, avionics, and enhanced cabin comfort. 

During test flights in 2014, Cessna pilots flew the X+ from Wichita to Seattle to Miami and back again over two days. Every leg of the trip was awarded a speed record, with the jet flying at 536 knots (Mach 0.935) at 39,000 feet. This solidified its place as the fastest business jet in the world at the time.

The Citation X+ was certified in 2014, but by 2018 it was discontinued with just 29 aircraft sold. In comparison, Cessna sold over 300 of the original Citation X. The short lifespan of the X+ was down to new owner Textron Aviation, who didn’t want to cannibalize the market for its new Citation Longitude.

4. Gulfstream G800 – Mach 0.925  

Introduced to the world in October 2021, Gulfstream’s G800 is a private jet built for range. With an identical cabin to the G650, it is 10 ft shorter than the G700, but uses the same wing designed for the G700 and the same Rolls-Royce Pearl 700 engines. 

This combination of power, lightweight construction and aerodynamic improvements propels the G800 to a massive range of 8,000 nautical miles, but it’s not only about distance. The G800 retains a top speed of Mach 0.925 – not quite as fast as the G700 but impressive nonetheless.

Gulfstream began flight testing the G800 in June 2022, and has already had its engines certified. In December 2024, the company tested its first aircraft with a fully fitted-out cabin, signaling it’s close to the conclusion. The jet was always supposed to replace the G650, and on February 12, 2025, Gulfstream announced it had completed the very last G650 in Wisconsin. It further confirmed that it expects FAA certification of the G800 in the first half of 2025.

5. Bombardier Global 7500 – Mach 0.925 

Developed from the popular Bombardier Global 6000, the Global 7500 is a clean-sheet design with a new transonic wing and the first business jet to have a four-zone cabin. Ultra-long-range, it got its type certification in November 2018 with the first jets delivering in December that year.

The Global 7500 set new standards in both speed and range. In 2019, it flew 8,225 nautical miles from Sydney, Australia to Detroit, Michigan, the longest flight ever recorded in business aviation. By the end of 2024, it had set new speed records on 75 city pairs, although this wasn’t by design.

“What’s even more impressive about these records is they are flown as part of routine aircraft movements,” explains Jean-Christophe Gallagher, Executive Vice President at Bombardier. “We have on more than one occasion been thrilled to have customers and prospects be aboard for the record-setting city pairs.”

The developments being worked into the Global 8000 are retrofittable to the 7500. Should its owners desire another 0.15 Mach or an extra 300 nautical miles, Bombardier promises an upgrade solution once the new variant is launched.

6. Gulfstream G650/G650ER – Mach 0.925 

Designated the Gulfstream GVI on its type certificate, the G650 was introduced in 2012 as the largest, fastest and most expensive Gulfstream ever made. Its nominal list price was $64.5 million, but due to the extensive waiting list, several buyers paid over $70 million for early delivery. It wasn’t until the Global 7500 arrived in 2018 that prices of the G650 stabilized at around $50 million.

Its range of 7,000 nautical miles was groundbreaking at the time, as was its maximum operating speed of Mach 0.925. However, it has been flown faster. Gulfstream reported in August 2010 that the G650 achieved a blistering pace of Mach 0.995 during a dive as part of its flight testing program.

Evolved into the G650ER, the extended range version, its reach was stretched to 7,500 nautical miles. Between the two aircraft, the G650 has set more than 125 world speed records including a record for the fastest circumnavigation of the Earth around the north and south poles.

Today, it has racked up more than a million flight hours and has been the aircraft of choice for many big names. According to flight tracking service SiliconJets, current executives flying G650 models regularly include Bill Gates, Jeff Bezos, Elon Musk, Mark Zuckerberg, Marc Benioff, and Larry Ellison. 

But the G650s time is coming to an end, with the long-range, high-speed G800 set to take its place. Gulfstream announced in February 2025 that it had completed the assembly of the last G650 at its plant in Wisconsin and no more will be built.

7. Gulfstream G500/G600 – Mach 0.925 

Both the G500 and G600 were unveiled by Gulfstream in October 2014. By 2017, these two jets made up 80% of the company’s sales, showing just how right Gulfstream got them. As of the end of 2024, more than 300 have been delivered, fairly equally split between the two variants.

Following the type certification of the G500 in 2018, the G600 rapidly followed with certification in 2019. Although they are clean-sheet models, they are designed to succeed Gulfstream’s previous generation aircraft, the G450 and G550.

As part of the marketing campaign for the G500, Gulfstream completed a world tour, flying to 18 countries and 44 cities over seven months. Covering almost 130,000 nautical miles, the aircraft set 22 city pair records on this one tour. As of mid-2024, the G500 and G600 have clocked up more than 100,000 flight hours, and hold a total of 90 city pair speed records between them.

8. Cessna Citation X – Mach 0.92 

Cessna’s Citation X was the company’s big push to improve the image of the Citation family of jets. The models they produced in the 1970s were practical and handled well, but lost out on speed to competitors like the Learjet. The Citation developed a reputation as a slow jet, and Cessna was keen to shrug that off.

After a few delays, the Citation X was certified in 1996, with the first aircraft delivered to Cessna fan and golfing legend Arnold Palmer. It came to the market with Rolls-Royce AE 3007 high bypass turbofans, large engine intakes, and a highly swept wing with supercritical airfoil. All this came together to make the Citation X the fastest private jet in the world until the introduction of the X+.

As soon as it was introduced, the Citation X began to set speed records, one set by Arnold Palmer himself. Production ended in 2018 for the same reason as the Citation X+ – Textron wanted to leave the market free for its Citation Longitude and saw too much overlap with the X models.

9. Bombardier Global 5500/6500 – Mach 0.9

The father of the world’s fastest jet is right here in the Global Express, and more specifically in the 5500/6500 models. Developed in the 1990s, the Global Express and later the Global 5000 and 6000 have been some of Bombardiers’ best-selling products, with over 800 aircraft delivered since 1998.

Announced in 2018, the 5500 and 6500 brought several improvements to the family, including an interior inspired by the Global 7500. New Rolls-Royce BR700 engines added 9% more thrust, giving these variants a top speed of Mach 0.9. Both were certified in December 2019.

As well as a higher speed and a range improvement over the 5000/6000, these new Globals have better hot and high performance and a combined vision system for the pilots on a head-up display, an industry first. The type has been successful in the defense space too, with the US Army using a Global 6500 as a spy plane prototype.

10. Dassault Falcon 7X/8X

A favorite of Taylor Swift and Bernie Ecclestone, the Falcon 7X is one of only a handful of tri-jet aircraft still in production. The other two are from the same family: its predecessor the Falcon 900 and its long-range sister the Falcon 8X.

Introduced in 2007, the Dassault Falcon 7X was the first fully fly-by-wire business jet and a long-range, high-speed vehicle. In 2014, Dassault set a transatlantic speed record with the 7X, flying between New York and London. During that flight, the 7X cruised at Mach 0.88, although it is capable of going a smidge faster – Mach 0.9.

The Falcon 8X, first delivered in 2016, has a 3.5 ft longer cabin than the 7X and an impressive range increase thanks to improvements to the wing design and PW300 engines. It retains the 7X top speed of Mach 0.9, making the pair the 10th fastest private jets in 2025. Such is the speed of the Dassault, Formula 1 legend Max Verstappen has reportedly purchased an 8X as an upgrade from his 900EX.

A future fastest business jet

The Dassault Falcon 10X – Mach 0.925

The biggest aircraft in Dassault’s portfolio is still a couple of years from entering service. The Falcon 10X will be the flagship for the manufacturer, sporting two Rolls-Royce Pearl 10X engines developed specifically for the airframe.

The Falcon 10X will have extra-large windows that are around 50% larger than those on the Falcon 8X. And with 28 windows it is understandable why Dassault is claiming the Falcon 10X is among the biggest and most comfortable business jets on the market. 

Its top speed is anticipated to be Mach 0.925, although as we’ve seen with other flight test campaigns, that number can sometimes change. Flight testing for the Falcon 10X is expected to begin in 2025, and deliveries are anticipated for 2027. 

Could the Falcon 10X steal the crown of the Bombardier Global 8000 for the fastest private jet? It’s unlikely, as Dassault is more closely focused on an exemplary cabin than setting speed records. But with those powerful Pearl engines on board, perhaps the flight tests will surprise us.

Aviation data experts OAG have released their ranking of the busiest airports in the world for 2024. Unsurprisingly, Atlanta Hartsfield-Jackson is on top again, as it was last year and in 2019. But there are some surprises in the list too, with a brand new airport in the top 10 as Shanghai Pudong continues its recovery.

Note: The data is based on the number of available seats departing the airport (one way) in 2024, but does not indicate whether all those seats were full. According to IATA, the average load factor globally in 2024 was 83.5%, so we can assume at least four-fifths of the seats were full.

All but two of the airports have increased their capacity compared to pre-pandemic levels, and one has grown by 24% since 2019. Stay with us as we take a look at the world’s busiest airports in more detail.

1. Hartsfield–Jackson Atlanta International Airport

Seats in 2024: 62,743,665

Home to Delta Air Lines, Atlanta serves more than 150 domestic and 70 international destinations, connecting the US to over 40 countries. Its terminal complex stretches over 6.8 million square feet and houses a total of 192 gates.

Atlanta has been the world’s busiest airport in terms of passenger traffic since 1998, with the exception of the pandemic year 2020. It increased its seat capacity by a modest 2%, although it remains just shy of its 2019 peak by 1%.

As well as being the busiest airport by both scheduled seats and passenger traffic, Atlanta links three of the top 10 busiest domestic routes in the US. That includes the busiest route overall – Atlanta to Orlando (MCO), with almost 3.5 million seats offered – and the eighth and ninth busiest, Atlanta to Fort Lauderdale (FLL) and New York (LGA).

2. Dubai International

Seats in 2024: 60,236,220

In the last year alone, Dubai has grown its seat capacity by 7%, most of them international. This was reflected in the airport being ranked the busiest international airport of the year by OAG (Atlanta didn’t even make the top 10 on that list). 

We could see a change at the top in 2025, as during the first quarter, Dubai outpaced Atlanta with 15.1 million departing seats. Whether it holds onto that lead through the rest of the year remains to be seen.

3. Tokyo Haneda

Seats in 2024: 55,204,580

As the primary domestic base for Japan’s two largest airlines, Haneda processes huge numbers of passengers each year, the majority for domestic flights. Its busiest route is to Sapporo, which saw more than nine million passengers last year, closely followed by Fukuoka with 8.6 million passengers.

The airport has seen moderate growth of 5% year on year and is up 1% over the number of seats it had pre-pandemic. As well as being an important hub for Japanese airlines, Haneda is served internationally by dozens of foreign airlines, including British Airways, American Airlines, Emirate, and Qantas.

Haneda’s 2024 was marred by a tragic runway collision in January, destroying a Japan Airlines Airbus A350, the first hull loss for the type, and claiming the lives of several coastguard workers. The airport has reportedly upgraded safety measures following the accident.

4. London Heathrow 

Seats in 2024: 51,553,190

London Heathrow had its busiest ever year in 2024, with December breaking all records for passenger traffic. Over the year, the airport handled almost 84 million passengers, 6% more than in 2023. In terms of seats, Heathrow has added 4% in the last year, and 3% since 2019, when it was the seventh busiest airport.

Home to the 10th busiest route in the world – to New York JFK – Heathrow has seen extensive growth from its home carriers. In 2024, British Airways added flights to new destinations in Italy, Southeast Asia, Jeddah, and more. For 2025, Virgin Atlantic is launching flights to Riyadh and resuming Toronto and Accra.

With a new government in place, the UK has finally green-lit a third runway for Heathrow, although it’s not planned to be open before 2035. Nevertheless, the airport has big plans for the coming years, announcing a $3 billion investment between 2025 and 2026 to improve and update its terminals.

5. Dallas/Fort Worth

Seats in 2024: 51,516,707

Home to the American Airlines headquarters and its primary hub, Dallas/Fort Worth has grown substantially in the past few years. Since 2019, capacity at the airport has increased 18%, and 7% in the last year alone.

While many other airlines have added service to DFW, such as Fiji Airways with its new service from Nadi, a good deal of its growth has stemmed from American Airlines. It continues to expand, launching flights to Tokyo in June 2024, and placing a huge order for new aircraft in March to support future growth.

For Dallas/Fort Worth Airport, this year looks to bring more flights and new airlines. In 2025, Cathay Pacific will begin a connection from Hong Kong in April, while Taiwanese carrier EVA Air will launch nonstop flights to Dallas from its home in Taipei towards the end of the year. Also recently announced is a new route from Bogota with Avianca – details below.

6. Denver International

Seats in 2024: 49,218,244

If you thought the growth at Dallas was impressive, Denver is in a whole other league. According to OAG data, it has grown an amazing 24% in terms of capacity since 2019. In the past year, it has grown 5%, solidifying its place as the sixth busiest airport in the world.

The airport has seen some new additions in 2024, notably Turkish Airlines launching a nonstop to Istanbul. This route, at over 5,300 nautical miles, has dethroned United’s Tokyo Narita flight as the longest service out of Denver. Like Atlanta, Denver Airport is home to some of the busiest routes in the US, including fourth busiest to Phoenix and 10th busiest to Las Vegas.

Denver has room to grow further. It’s the biggest airport in the US by some margin in terms of landmass, and the third largest airport in the world. Coming in 2025, United is adding several new connections across North America, and launching an exciting new route to Rome. Equally excitingly, Lufthansa will upgrade its Munich service to an A380 from the end of April. 

7. Guangzhou Baiyun

Seats in 2024: 48,852,986

With Asia shut down for much longer during the pandemic than other parts of the world, some airports have struggled to regain their pre-crisis traffic. This year, though, several major airports, particularly in China, have come roaring back to life, many exceeding their pre-pandemic capacity. Guangzhou Baiyun (CAN) is one such airport. 

It’s grown substantially both through and after the pandemic, maintaining an impressive operation even when the international flights disappeared. In fact, during the worst of the crisis, CAN outpaced struggling Atlanta to become the busiest airport in the world in 2020.

In the last year alone, the airport has increased the number of seats on sale by 12%, enabling it to scoot up the table from 10th busiest in 2023 to seventh busiest this year. Seventy-six million passengers passed through the airport in 2024, a record for Guangzhou Baiyun and an increase of 20% year on year. 

China Southern has driven much of the growth at Guangzhou, and 2024 saw it establishing many new routes. Among those was a thrice-weekly connection to London Gatwick, new direct flights to Doha, and a resumption of service to Adelaide. Coming in 2025, Air Astana will begin flights between CAN and Almaty, while Air Serbia plans to continue its route connecting Guangzhou with Belgrade.

8. Istanbul Airport

Seats in 2024: 48,517,967

Only open since 2018, and only properly for commercial flights since 2019, Istanbul Airport has seen solid growth over the past few years. Since 2019, it has added 15% more seats for sale, with 5% added just last year. But it slipped down the busiest airport rankings, pushed down from seventh by Guangzhou by a couple of hundred seats, and clinging on to eighth position, just 14,000 seats ahead of Shanghai.

Turkish Airlines is already the airline that flies to more destinations than any other, reaching 269 cities in 131 countries. Yet, still it adds new routes, most notably launching flights to Australia in 2024. It also added Santiago de Chile, restored flights to Afghanistan after three years, and resumed service to Damascus (DAM) and Benghazi (BEN).

An interesting addition in 2024 was Air Samarkand, the Uzbekistan startup, which launched flights to Istanbul in March. Coming in 2025 is a new SKY Express service linking Athens and Icelandair from Reykjavik in September. Turkish continues its expansion too, with Auckland (AKL) and Minneapolis (MSP) on its radar for 2025.

9. Shanghai Pudong International

Seats in 2024: 48,503,741

Shanghai Pudong has come roaring back up the busiest airport chart with more than 48.5 million scheduled seats in 2024. That’s a staggering growth of 29% year on year, making it the most rapidly growing airport in the top 10. It now sits just above pre-pandemic capacity (+3%) and is showing no signs of slowing down.

With Russian airspace closures, several European airlines have pulled out of flights to China, but Pudong has grown anyway, thanks to the efforts of its home airlines. Both Hainan Airlines and Juneyao resumed flying to Brussels (BRU) in 2024, while Juneyao also added Manchester (MAN) and Sydney (SYD).

The big Chinese carriers added many destinations, including Venice, Munich, Marseilles and more, while Air Serbia bucked the trend and began flying to PVG in January 2025.

Pudong is the 10th largest airport in the world by landmass, spanning 16 square miles. It’s planning to make use of some of that space with a new third terminal and associated developments. When it’s completed in 2028, the airport should be capable of handling 130 million passengers a year and more than 800,000 flights.

10. Chicago O’Hare International

Seats in 2024: 46,992,360

Over at Chicago O’Hare, the story is not so much one of success but more a case of holding grimly on to 10th position on the list. ORD added 8% more seat capacity in 2024, which is an impressive level of growth, but despite this, it remains 7% under its capacity for 2019, when it was the world’s sixth busiest airport. Nevertheless, its year-on-year growth has seen it claw its way back up the table from 15th position in 2023 to 10th this year.

United provides the lion’s share of capacity from Chicago, operating 52% of the flights. It had a record winter for flying, extending some European routes out of Chicago later into the season and adding several new Latin American destinations. Although it had more than half the flights, United says it only has 48% of the gates, and is hoping for more gates in 2025 to support further expansion. 

The airport had some knockbacks in 2024, most notably Air New Zealand suspending its Auckland service due to engine issues. But it had some new arrivals too, with Avianca inaugurating a Bogota route in October, and ITA launching Rome flights in April. American plans to begin Madrid flights from ORD at the end of March 2025.

While ORD is growing its international connections, it remains an important domestic airport too. The route from Chicago O’Hare to New York La Guardia (LGA) is the seventh busiest domestic route in the US with more than 1.15 million passengers a year, while both Los Angeles and Denver see more than a million passengers annually. It was named the most well-connected airport in the US by OAG in 2024.

While the S-70 is a versatile platform loved by forces the world over, it’s not the most advanced attack helicopter on the planet. Newer, more combat-focused models bring faster speeds, longer range, and more deadly armaments.

The most advanced attack helicopter in the world in 2025 is the Apache Guardian, officially the Boeing AH-64E. Armed to the teeth, pilots are cocooned in a titanium-plated cockpit, with a visually controlled gun, hellfire missiles, and Hydra rockets at their disposal.

The Apache is given a run for its money by some of the other deadly attack helicopters on our list. Stay with us as we take a look at the 10 most advanced attack helicopters in service in 2025.

Top 10 world’s most advanced attack helicopters in service in 2025

1. AH-64E Apache Guardian 
2. Mil Mi-28NM Havoc
3. Bell AH-1Z Viper (Cobra?)
4. Eurocopter Tiger
5. TAI T129 ATAK TAI
6. Kamov Ka-52
7. Agusta A129 Mangusta
8. Mil Mi-24
9. Changhe Z-10
10. Denel Rooivalk

1: AH-64 Apache

The US Army’s workhorse, the Apache is the most numerous and widespread attack helicopter of the Western world and its allies. The most experienced and proven attack helicopter in the world, the Apache has seen action in every major American and NATO conflict since its introduction.

In US Army service, the Apache line (A- to E- model) has accumulated more than five million flight hours, and more than 1.3 million hours in combat. It’s the third most used attack helicopter in the world with 1,225 units in service. 

The AH-64E Apache Guardian is the newest variant of the AH-64 Apache attack helicopter series. Based on the D model, it has integrated several advanced features including:

• Advanced digital connectivity
• Joint Tactical Information Distribution System
• More powerful T700-GE-701D engines with upgraded face gear transmission to accommodate more power
• Capability to control unmanned aerial vehicles (UAVs)
• New composite main rotor blade

You’ll find the Apache in air forces around the world, including Egypt (D model, 46), Greece (A/D models, 29), India (E, 22), Israel (A/D, 48), China (E, 29) and the UAE (D/E, 30). But by far the biggest operator is the US, with 824 Apaches in service with the army. Nations joining the operators of the AH-64 include Australia with 29 on order, Poland with 96 and Morocco with 24.

The AH-64E is heavily armed, with a 30mm M230 chain gun with 1,200 rounds – when used with the helmet-mounted display, the pilot can aim the gun just by looking. It has four hardpoints that typically carry AGM-114 Hellfire missiles and 70mm Hydra rockets. It can also carry air-to-air Stinger missiles to counter UAVs and low-flying aircraft. 

The latest Apache is also equipped to control UAVs (drones) and has advanced targeting and sensor systems to let the pilots see further and track multiple targets at once. It’s heavily armored, with bulletproof glazing and ballistic cockpit armor made from titanium.

Despite its 50-year heritage, the Apache has been constantly upgraded and refined to keep it relevant in the modern battlefield. However, the AH-64E is the last of the line, with the US Army saying they will continue purchasing the -E until it’s time to switch to a ‘Future Vertical Lift’ aircraft.

2. Mil Mi-28 Havoc

Russia’s answer to the AH-64 Apache, the Mi-28 Havoc is rugged, heavily armed and built for combat. Designed in the 1980s as a tank buster, it wasn’t entered into service until 2009, a full 27 years after its first flight. Still, its ethos as an anti-armor war machine makes it a direct competitor to the Apache, and a formidable aircraft.

Armed with 16 anti-tank guided missiles (ATGM) which can penetrate over 800mm of armor, it can also carry rocket pods, bombs and gun pods. It sports the same 30mm Shipunov 2A42 autocannon as the Ka-52 – number six on our list – and has a bulletproof windshield and titanium reinforced cockpit.

Unusually, it has a tandem two seat cockpit in a unique configuration – the pilot sits at the back. As well as the gunner up front, the pilot also has full weapons control, giving it more flexibility than western designs. 

Although, on paper, it should be a good competitor to the Apache, its penetration in air forces is limited. Russia is the primary operator with 113, while Iraq has 17 and Algeria sports a fleet of 42. It has been used in Syria and currently in Ukraine but has suffered heavy losses at the hands of Ukrainian MANPADS.

3. Bell AH-1Z Viper

The American Viper is a third-generation descendant of the venerable Bell AH-1 Cobra, the grandfather of all modern attack helicopters. While the Viper retains the Cobra’s DNA, it has had some major 21st century upgrades.

Most noticeable is its unique four-blade rotor system, made of composite materials for lightweight durability. This upgrade makes the Viper faster, more agile and a much smoother ride than the original two-blade Cobras.

The AH-1Z Viper is heavily armed, with a total of six hardpoints capable of carrying more than 5,700 lbs of armaments. These can include up to 76 unguided Hydra rockets or 38 APKWS guided rockets, as well as Sidewinder, Hellfire or JAGM missiles.

The US Marines have a fleet of 178 AH-1Z, according to the 2025 World Air Forces directory. Bahrain has bought and received 12 AH-1Z, and the Czech Air Force has ten. This powerful attack helicopter is expected to be in service until at least 2040, with continuous upgrades planned.

4. Eurocopter Tiger

A joint Franco-German development, the Eurocopter Tiger is the second and the most recent attack helicopter to emerge from Western Europe. Developed initially during the Cold War, the program ran on after the war had ended and became stalled. It finally entered into service in 2003, much later than initially anticipated.

The Tiger has different variants for different forces and their specific requirements. For example:

• Tiger HAP (French) – Multi-role attack helicopter with a 30mm cannon, rockets, and Mistral air-to-air missiles
• Tiger UHT (German) – Specializes in long-range anti-tank warfare, equipped with PARS 3 LR and HOT-3 missiles, but lacks a chin-mounted gun
• Tiger ARH (Australian) – Adapted for reconnaissance and fire support, equipped with Hellfire missiles
• Tiger HAD (Upgraded French / Spanish) – A more powerful and heavily armed version with better armor and Spike ER missiles

The Tiger was one of the first attack helicopters to feature stealth technology, including radar-absorbing materials and a low infrared signature. Its lightweight composite fuselage and advanced rotors make it one of the fastest and most agile attack helicopters in service.

5. TAI T129 ATAK 

Based on the A129 Mangusta – the seventh most advanced attack helicopter on our list – the T129 ATAK is a significantly upgraded version. Working with AgustaWestland, Turkish Aerospace Industries (TAI) added a new engine, improved avionics, better weapons and enhanced durability.

A key requirement of the ATAK is good performance in hot and high-altitude environments, essential to Turkey’s mountainous terrain and climate. Performance is delivered through a pair of LHTEC CTS800 power plants, enhanced rotor blades and improved cooling systems. 

It has a more powerful arsenal than the A129 too, with armaments including:

• 20mm three-barrel M197 Gatling gun (chin-mounted turret)
• Cirit 70mm laser-guided rockets (indigenous Turkish weapon, highly accurate)
• UMTAS anti-tank guided missiles (Turkey’s equivalent to the US Hellfire missile)
• Stinger air-to-air missiles for aerial threats
• Hydra 70mm unguided rockets

Primarily used by the Turkish forces, there has been plenty of interest in exporting the ATAK. However, this has been complicated by the inclusion of US-made LHTEC engines, leading to a sale to Pakistan being blocked. The Philippines became the first foreign operator in 2022, and Nigeria took two in 2023. Turkey is working on an indigenous engine – the TEI TS1400 – to avoid issues with sanctions in the future.

6. Kamov Ka-52 ‘Alligator’

Probably the most unique attack helicopter in service today, the Ka-52 is a wildly unconventional design. It has dual contra-rotating main rotors, and no tail blades, known as a coaxial rotor system. This provides several advantages, including greater life, better survivability and increased agility. Indeed, it is one of the most maneuverable helicopters of any kind in the world today.  

The original design, the Ka-50 ‘Black Shark’, was designed to be a single pilot attack helicopter. Advanced automation alleviated many of the typical pilot tasks, letting the pilot focus on flying and combat. However, in real-world operations, this proved to be challenging, leading to the development of the Ka-52 ‘Alligator’ two seat variant.

The Ka-52 has a titanium armored cockpit which can withstand 23mm rounds. Unusually, it also has an ejector seat, which is a rarity in rotary wing aircraft. Before ejecting, explosive charges blow off the rotor blades to allow the pilots to eject safely.

More than 196 units have been produced to date, and the type is in service with Russia’s air force and navy, as well as the Egyptian Air Force.

7. Agusta A129 Mangusta

The A129 Mangusta (Italian for Mongoose) holds the distinction of being Western Europe’s first domestically manufactured attack helicopter. It’s also the first helicopter to make use of a full computerized management system to reduce crew workload, with much of the functionality automated.

Designed as an anti-tank helicopter, it was equipped with tube-launched, optically tracked, wire guided missiles (TOW) which were highly effective against armored targets. It’s light, agile and more maneuverable than other attack helicopters, giving it an advantage in complex airspace environments.

Although it was designed for anti-tank warfare, later the Mangusta was modified to carry out other rules including reconnaissance, escort and fire support. It’s a heavily armored chopper, with a 20mm M197 three-barrel Gatling gun mounted in a turret, TOW or Spike anti-tank missiles, Stinger or Mistral air-to-air missiles and hydra 70mm rockets.

Despite its capabilities, only 60 units were built for the Italian Army, making it one of the rarer attack helicopters on this list.

8. Mil Mi-24 Hind

For over 50 years, the Mi-24 has been a formidable Russian gunship, and was the most heavily armed attack helicopter of the Cold War. Developed as an anti-tank attack helicopter, its versatility has kept it relevant as the world has changed around it.

Notably, the Mi-24 can serve as both a heavily armed attack helicopter and a flying troop transport. Up to eight passengers can be transported in the rear cabin, meaning once the Mi-24 has eliminated ground threats, it can deposit a troop of infantry right into the battlefield. It was the only Cold War helicopter capable of this.

Used in combat many times over the years, some of the Hind’s most notable battlefields include the Soviet war in Afghanistan (1979 – 1989), the Iran-Iraq war (1980-1988), the War in Afghanistan (2001 – 2021) and the ongoing Russian invasion of Ukraine.

With over 50 operators worldwide and a production count exceeding 2,600 units, the Mi-24 holds the record as the most manufactured attack helicopter in history.  

9. Changhe Z-10 

This 4.5-ton armed helicopter was built both as an anti-tank aircraft and as a capable air-to-air combat platform. It is the first indigenous attack helicopter produced in China, arguably in response to the AH-64 Apache. While its range is greater than that of the Apache, it isn’t as fast, although it does pack some firepower.

As well as a 23mm PX-10A revolver cannon, the helicopter has four hardpoints with a combined capacity of more than 3,300 lbs of extra munitions. These can include various rockets, laser-guided air-to-surface missiles, air-to-air missiles and guided bombs.

So far, more than 200 have been produced for the People’s Liberation Army, but foreign buyers remain elusive. China debuted the Z-10 at the Singapore Airshow in 2024, the first time the type has been displayed outside of China. The Pakistan Army Aviation Corps has reportedly ordered 40, with the first batch delivered in 2023.

10. Denel Rooivalk

South Africa’s homegrown attack helicopter was designed to be a multi-tasker. The Denel Rooivalk (red falcon) was developed at a time when South Africa was under an arms embargo and couldn’t import foreign attack helicopters. With the threat of the South African border war at their door, the nation wanted a helicopter to escort helicopter troops, conduct strike missions and provide anti-tank support.

The Rooivalk has powerplant and dynamic systems based on the Aérospatiale AS332 Super Puma, giving it a large airframe, long range and plenty of room for sensors and armaments. The finished helicopter can carry a range of weapons depending on the mission profile. It is generally fitted with a nose-mounted 20mm cannon and can also carry air-to-air missiles, anti-armor missiles and guided rockets.

The Rooivalk saw its first combat with the South African Air Force (SAAF) in support of the United Nations Force Intervention Brigade in the Democratic Republic of the Congo during 2013. In total, 12 were built for SAAF (although one was lost in an ‘uncontrolled landing’) alongside three demonstrators, one of which is on display at the South African Air Force Museum, Swartkop Air Force Base, Pretoria. 

As more airlines join the realms of ultra-long-haul travel, the list of the world’s longest flights keeps on changing. AeroTime has consulted with data experts at OAG to find out which flights are the longest in 2025, and who’s flying them.

Note: Data includes all flights scheduled as of the end of January 2025. It does not include flights that may be added to the schedules later in the year.

While there’s no huge surprise that Singapore Airlines retains the title of world’s longest flight with its JFK to Singapore service (and second longest with its EWR route), there have been some interesting changes to the list. Two of the routes were added just last year, while others have seen some aircraft changes.

Stay with us as we count down the top 10 longest flights in the world in 2025.

10. Los Angeles to Singapore

Distance: 7,611 nautical miles

• Operating airline: Singapore Airlines
• Flight time: 17 hours 40 minutes
• Aircraft type: Airbus A350

The oldest flight on this list is Singapore Airlines’ connection to Los Angeles. Launched in 2004, the route used its long-range A340-500, and set a record for the longest flight in the world at the time. The LAX-SIN leg, SQ19, took 18 hours 30 minutes, almost an hour longer than the A350 manages today.

The high fuel cost and inefficiency of the A340 saw the route discontinued in 2013. It would be five years before it made a return, this time with the special configuration A350-900ULR, which is much more fuel efficient.

9. Mexico City to Shenzhen

Distance: 7,629 nautical miles

• Operating airline: China Southern
• Flight time: 16 hours
• Aircraft type: Airbus A350

Launched in July 2024, this young route sees China Southern taking a huge trip across the North Pacific to connect Shenzhen with Mexico City. It is the first direct route to Latin America and the longest direct international flight from China. China Southern uses its Airbus A350 for the flight.

Service is sporadic, with outbound flights operating on Tuesdays and Saturdays, while returns come back on Wednesdays and Sundays. The airline says it will make tourism to Latin America much easier, as passengers previously had to make one or even two layovers with a total travel time of up to 40 hours.

8. Auckland to Dubai

Distance: 7,664 nautical miles

• Operating airline: Emirates
• Flight time: 17 hours 10 minutes
• Aircraft type: Airbus A380

One of the older flight routes on this list, Emirates has been connecting Auckland to Dubai nonstop since 2016. It began with a Boeing 777-200LR, before moving to an Airbus A380 service six months later as the demand on the route was so high.

Following the pandemic pause, Emirates reinstated its nonstop A380 service to Auckland in December 2022. In March 2023, New Zealand became the first country to exclusively see the new four-class A380 on all its services, featuring the gorgeous new premium economy cabin.

7. Auckland to New York (JFK)

Distance: 7,672 nautical miles

• Operating airline: Air New Zealand/Qantas
• Flight time: 15 hours 45 minutes
• Aircraft type: Boeing 787

Air New Zealand launched a nonstop flight to New York in September 2022. The airline had some issues with the route, reportedly offloading passengers and luggage in order to make the trip after experiencing stronger than anticipated headwinds.

Following the pandemic pause, Qantas opted to launch a direct service to New York JFK from Auckland in 2023, instead of flying via Los Angeles as it had previously. Originating in Sydney, Qantas has fifth freedom rights to pick up passengers in Auckland before flying to New York.

6. Paris to Perth

Distance: 7,703 nautical miles

• Operating airline: Qantas
• Flight time: 17 hours 20 minutes
• Aircraft type: Boeing 787

One of the newer routes on this list, Qantas launched flights between Paris and Perth in July 2024, aiming to catch some of the traffic for the Paris Olympics. It marked the first time the Flying Kangaroo had been seen in Paris for over two decades.

Services operate three times a week, and while Qantas hasn’t reported on the success yet, the airline noted a trend for passengers desiring direct long-haul flights over connecting services. Despite being the sixth longest route in the world, it’s only the third longest for Qantas.

5. Dallas to Melbourne

Distance: 7,812 nautical miles

• Operating airline: Qantas
• Flight time: 17 hours 45 minutes
• Aircraft type: Boeing 787

Qantas launched the Dallas (DFW) – Melbourne (MEL) direct flight in 2022, using its Boeing 787 Dreamliner to make the trip. As a partner of American Airlines, it made sense to launch this route with easy connections onwards to elsewhere in the US from American’s home in Dallas.

Although the route has been running with the Dreamliner ever since, there’s a change coming in 2025. From August 11, the iconic Airbus A380 will be used by Qantas on the route, operating four times weekly.

4. London (LHR) to Perth

Distance: 7,829 nautical miles

• Operating airline: Qantas
• Flight time: 16 hours 30 minutes
• Aircraft type: Boeing 787

The fourth Qantas route to make the top 10 list is its direct service to London Heathrow (LHR) from Perth in Western Australia. It was the first direct connection between Australia and Europe when it launched in 2018.

Qantas has had some issues with QF9 in recent months. Tensions in the Middle East and unfavorable weather meant the service temporarily had a stopover in Singapore in August 2024. By September, Qantas had resumed its direct connection and continues to operate this flight as its longest service.

3. Auckland to Doha

Distance: 7,843 nautical miles

• Operating airline: Qatar Airways
• Flight time: 17 hours 20 minutes
• Aircraft type: Airbus A350

Following the pandemic, Qatar Airways flew to Auckland via Adelaide using the Boeing 777. But in mid-2023, it restarted its direct flight, using the flagship (but previously subject of a major dispute) Airbus A350 on the route.

It was the longest flight in the world when it launched in 2017, as Singapore Airlines had already closed its Singapore to New York route with the A340-500, as its poor fuel economy made the route uneconomic. It remained the world’s longest flight until SIA launched its service again, this time with the A350, in 2018.

2. New York (EWR) to Singapore

Distance: 8,277 nautical miles

• Operating airline: Singapore Airlines
• Flight time: 18 hours 40 minutes
• Aircraft type: Airbus A350

Singapore Airlines’ pair of flights between New York and Singapore take both first and second place on the list. Newark (EWR) just falls into second, as a route that is a mere two nautical miles shorter. It was the world’s longest flight route from its launch in 2018 until 2020, when Singapore Airlines began flying to JFK.

For both these routes, Singapore Airlines uses the A350-900 in a special configuration to make the huge distance. Known as the ULR, it has raked wingtips and a higher MTOW to allow for more fuel, and is fitted out with premium seats only for enhanced passenger comfort. The entire fleet is slated for a refit, so the best could soon be getting even better.

1. New York (JFK) to Singapore

Distance: 8,279 nautical miles

• Operating airline: Singapore Airlines
• Flight time: 18 hours 40 minutes
• Aircraft type: Airbus A350

Taking the crown, as it has for five years now, is Singapore Airlines’ SQ23/SQ24 flights between New York JFK and Singapore Changi (SIN). Like the EWR route, the A350-900ULR makes this huge flight possible.

Interestingly, Singapore Airlines doesn’t always take the illustrated route between the cities. Going to New York, it often flies over the Pacific where the jetstream can assist. Going back to Singapore, it usually takes the polar route as above, when the jetstream is favorable. 

The future longest flights in the world

At present, no airline operates any flight over 9,000 nautical miles long. But one Australian airline is setting out to change that.

Qantas has long been chasing its plans to launch the world’s first nonstop commercial flight from Sydney to London and New York. The route to London Heathrow will be approximately 9,200 nautical miles long, and is hoped to start in 2026.

To realize this ambitious undertaking, Qantas ordered 12 Airbus A350-1000, which will be modified with an additional center fuel tank to give them an extra 1,000 miles in the tank. Known as ‘Project Sunrise,’ these ultra-long-haul flights earned that moniker as passengers will get to experience two sunrises during the flight.

Once these take off, they’ll be the longest flights in the world, bettering Singapore Airlines’ JFK route by a good 1,000 nautical miles. But until they do, Singapore Airlines is set to hold onto both first and second place in the longest flight stakes.

The market share of the low-cost airline is growing. Globally, low-cost carriers represent 40% of airline capacity, although they are more prevalent in some markets than others. Some European countries have more than 50% of their capacity provided by budget airlines, whereas the North American domestic market has just a 35-40% low-cost share.

AirlineRatings, an airline review site, evaluates the ‘safety’ of these low-cost airlines using more than just an incident record. The age of the fleet, the skills of the pilots and even the profitability of the company are also considered. Rounding out their research, the AirlineRatings team consults with check pilots and aviation experts to determine which are the safest low-cost airlines.

For 2025, the team ranked Hong Kong Express the safest airline in the world. Founded in 2004, HK Express was acquired by Cathay Pacific in 2019, and is clearly following in its parent’s footsteps, as Cathay secured joint third in the safest full-service airline list.

Taking silver position is another airline following the trend of its parent company. Jetstar, a Qantas subsidiary, was ranked second safest low-cost airline in the world. Qantas also came second in the full-service category.

Rounding out the top three is everyone’s favorite Irish airline Ryanair. The epitome of efficiency, Ryanair carries 184 million passengers a year to over 240 destinations around Europe and North Africa. Maintaining an operation of that scale and being named the third safest low-cost airline in the world is an achievement indeed.

In full, the top 10 safest low-cost airlines for 2025 are:

Stay with us as we look at each of the world’s safest low-cost airlines in a bit more depth.

1. Hong Kong Express

Founded by casino billionaire Stanley Ho in 2004, HK Express has come a long way in two decades. Starting out as a full-service airline connecting secondary cities with Embraer regional jets, it was bought by HNA Group in 2006 but didn’t become a low-cost carrier until 2013.

Bought by Cathay in 2019, the airline has gone from strength to strength, operating a fleet of 41 aircraft as of January 2025. Its fleet is all Airbus A320 family jets, dominated by the larger A321, and with an even split between neos and ceos.

“Safety is paramount to HK Express, ensuring the safety of our customers and crew is a 24/7 job where no expense is spared,” says the airline. Indeed, it has had no serious accidents or even notable incidents since launching 20 years ago, demonstrating its commitment.

HK Express has been in the top 10 safest low-cost airlines list several times in the past, but it’s the first year it has won the top spot. 

2. Jetstar

Well-known Asia-Pacific low-cost Jetstar has snagged second place for 2025. Founded in 2003, the airline has largely been a profitable venture for Qantas, earning around AU$400 million ($252 million) a year until the pandemic.

While the COVID years hit Australian and Asian airlines particularly hard, Jetstar has rebounded well, posting an AU$404 million ($254 million) profit in 2023. Across the group, which includes Jetstar Airways (Australia), Jetstar Asia, and Jetstar Japan, there is a fleet of 112 aircraft with more on the way.

With its 11 Boeing 787 Dreamliners, the Australian arm, Jetstar Airways, is one of the few airlines in the world to make low-cost long-haul work. Where others have failed, Jetstar has built a thriving business out of budget trips to far-flung destinations in Thailand, Indonesia, Japan and China.

Given Jetstar’s robust profitability, young fleet (average age 10 years) and impeccable safety record, it’s no surprise it’s done well in the rankings this year. Last year, it was number one, but despite losing the crown to its rival in Hong Kong, it remains a very safe low-cost airline to fly with.

3. Ryanair

Love it or hate it, the Ryanair Group is a triumph of the low-cost model. Starting out as a tiny regional carrier with a 15-seater Embraer Bandeirante, it has grown into Europe’s largest airline by passenger numbers and a multinational group with 610 aircraft.

As well as the OG Ryanair, also known as Ryanair DAC, the group has another four active subsidiaries. Ryanair UK has a modest fleet of 15 aircraft, while Malta Air has 174. Buzz, based in Poland, operates 74 planes, while Ryanair DAC has the biggest fleet at 321 aircraft.

Across all these subsidiaries, the only type of aircraft flown is the Boeing 737. But there’s an outlier in the group, and it’s Lauda Europe. Founded by Niki Lauda, the Formula 1 legend, Ryanair stepped in to buy the airline in 2018, strategically blocking Lufthansa from doing so in the process. But this airline came with something new that Ryanair had no experience with.

Lauda’s fleet was all Airbus A320s. Naturally, it was assumed all-Boeing Ryanair would get rid of the Airbuses as quickly as possible, but that’s not been the case. In fact, the carrier has discovered that sometimes it’s good to have your eggs in more than one basket and has found new opportunities with the A320s such as more available pilots and parts. Whether they stay long-term remains to be seen.

The operations of the Ryanair Group are really quite astounding. Daily, more than 3,600 flights take off from 240 airports in more than 40 countries. Annually, more than 184 million passengers board Ryanair flights. In 2025, the airline expects this number to top 200 million. It’s point-to-point operations on a mega scale, and to do all that whilst still being named the third safest low-cost airline on the planet is really something to be proud of.

4. easyJet

Snapping at the heels of Ryanair is its low-cost European rival easyJet. Although it was later to the market, this popular budget carrier had a similar trajectory in its early life.

Launched with a pair of 737s, it operated regional routes but launched international services a year later. Since then, it has grown to a group of three airlines operating 354 aircraft between them. Like Ryanair, its fleet age averages 10 years.

Unlike Ryanair, however, this airline is built on Airbus A320s. The fleet is still heavy on A320-200s, but A320neos and A321neos are gradually replacing the older technology models. easyJet operates to 157 destinations and carries around 83 million passengers a year.

5. Frontier Airlines

Frontier Airlines has been named the fifth safest low-cost airline in the world, making it the safest budget carrier in the US. It has never had a fatal crash, although a turbulence event in 2023 saw a flight attendant break her hip.

Operating out of Denver, Colorado, the airline has a fleet of 159 Airbus narrowbodies, dominated by new technology neos. This young fleet boasts an average aircraft age of just 4.7 years, allowing Frontier to benefit from fuel savings and pass those savings along to its passengers in the form of cheaper fares.

Primarily focused on domestic US routes, Frontier also heads into Mexico, the Caribbean and Central America, running more than 500 routes across its network. It carries around 20 – 25 million passengers each year.

6. AirAsia

AirAsia is a well-known low-cost brand in the Asia-Pacific region, operating more than 250 aircraft across multiple Asian countries. Established in Malaysia in 1993, the group has expanded to include almost a dozen subsidiaries, although some are now defunct.

Of the active subsidiaries, the largest is Thai AirAsia with a 60-aircraft fleet. Indonesia AirAsia has 30, while the Philippines branch has 25. AirAsia Malaysia maintains the largest fleet with 108 Airbus planes. 

The group suffered badly during the pandemic but took the opportunity to accelerate its digital transformation. Now, the group is restructuring, combining AirAsia with AirAsia X and separating out the other parts of the business to ensure financial stability.

The only fatal accident attributable to the group occurred in December 2014, when an Airbus A320 operated by AirAsia Indonesia impacted the water of the Java Sea on a flight from Surabaya (SUB) to Singapore (SIN). Avionics failure and mistakes by the flight crew were considered to be the cause of the crash, which took the lives of 162 people.

For the past decade, AirAsia has been incredibly safe with very few even minor incidents reported. 

7. Wizz Air

Hungarian airline Wizz Air has only been around for just over two decades. Founded by CEO Jozsef Varadi – the former CEO of Malev Hungarian Airlines – with the backing of private equity firm Indigo Partners, Wizz took its first flight from Katowice (KTW) in May 2004.

Today, it’s flourished into a widespread airline group, with 226 aircraft spread across four active subsidiaries. Wizz Air UK now sports a fleet of 18, while upstart Wizz Air Abu Dhabi has 12. Wizz Air Malta has 97 aircraft on its books, and the original Wizz Air in Hungary has a fleet of 99.

Wizz prides itself on operating a young and fuel-efficient fleet, which is reflected in the average fleet age across the group of just 4.7 years. While the A320-200 and A320neo still form a significant part of the fleet, Wizz Air has long said its future is in the larger and incredibly efficient A321neo. It has 140 of the type in its fleet, the largest of any airline in the world.

In its 20 years of operation, Wizz has never had a fatal accident. In fact, the only serious incident recorded was in 2013, when a landing gear failure saw one of its A320s crash land at Fiumicino Airport (FCO). Passengers were evacuated via emergency slides, but nobody was seriously hurt.

Wizz Air’s focus is on efficiency and no frills but comfortable service. With a place in the top 10 safest low-cost airlines for 2025, passengers can be confident they’re in good hands with this budget airline.

8. Vietjet Air

As the first privately owned airline in Vietnam, Vietjet has been setting new standards in aviation since its inception in 2007. Although it was founded that year, it would be 2011 before the first flights took off, hampered by delays relating to the Great Recession and various regulatory red tape.

The airline started slowly, with three A320s, but began really ramping up its fleet from 2015 onwards. Today, it has 114 aircraft across its two group airlines – Thai Vietjet Air and Vietjet Air. These are mainly A320 family aircraft, but in 2021, the group expanded to include widebody A330s in its fleet. As of January 2025, it has seven A330s in operation.

Vietjet is tagged to be one of the first airlines outside of China to operate the ARJ21, or C909 as it’s called today. TransNusa in Indonesia is the first international airline to fly the type, but Vietjet is likely to be the second as it has wet-leased two aircraft specifically for high demand during Tet, or Chinese New Year.

No fatalities have been recorded relating to a Vietjet flight, and with its 7.8-year-old fleet and profitable operations, the carrier has won a deserved spot in the top 10 safest low-cost airlines for 2025.

9. Southwest Airlines

Southwest runs a massive operation, with over 800 airplanes operating as many as 4,000 flights a day across the US and Central America. It’s credited with paving the way for low-cost carriers, and inspiring the model now used by successful budget airlines like Ryanair.

Financially, the airline has had a few ups and downs in recent years. The 2022 winter meltdown lost it more than a billion dollars. Having been profitable for 47 consecutive years from 1973 to 2019, the pandemic and operational challenges have seen it making loss after loss. But 2024 was a transformative year, with the company posting record full year revenues of $27.5 billion.

That strong performance along with its clear focus on safety – “it’s our number one priority” – allowed it to climb into the top 10 of AirlineRatings’ safest low-cost airlines. That’s despite the airline having been under investigation for safety throughout the latter half of 2024. This followed a number of incidents in the summer where Southwest flights were not where they were supposed to be.

The good news is that the FAA “did not identify any significant safety issues” during the review, so we can consider Southwest to be fully vetted and checked as a safe, solid airline.  

10. Volaris

Mexican low-cost Volaris will be celebrating its 20th birthday in 2025, having grown into a formidable airline over those two decades. Operating a fleet of 135 aircraft, it has fallen on the Airbus side of the fence, flying a mix of A320 family aircraft. 

Like Frontier and Wizz, Volaris is involved with Bill Franke’s Indigo Partners, although they don’t have a controlling stake. At the Dubai Airshow in 2017, the partners ordered more than 400 A320neo family jets, of which 80 are slowly being delivered to Volaris. As more neos arrive, the older ceos are retiring, keeping its fleet age young at just 6.6 years.

Volaris has never had a fatal accident, although it did have one incident in 2024 of note. In December, a passenger tried to enter the flight deck on a service from Leon to Tijuana. The passenger did not succeed and was arrested when the aircraft touched down at its diversion airport of Guadalajara.

Changes to the safest low-cost airlines list for 2025

The most notable change, of course, was Hong Kong Express getting number one for the first time. However, further down the list saw some interesting changes too. 

British airline Jet2 made it onto the list for the first time, scoring a respectable 14th place in the ranking. Young Japanese airline Zipair found a place at 23rd, as did airBaltic in 25th place. 

Notably missing is Spirit Airlines, which usually ranks well in the safety stakes. AirlineRatings explained that the airline scored worse than usual because of its shaky financial situation – it filed for Chapter 11 bankruptcy protection in November 2024.

More than 200 of those aircraft remain in service as cargo carriers, and around 50 are still flying passengers today. Lufthansa is the world’s largest passenger operator of the type, while Atlas Air flies the largest fleet of freighters.

But not all Boeing 747s had such straightforward careers. The huge airframe, generous range, and extensive customization options made the 747 perfectly suited to unique and unusual missions. Many ended up in interesting configurations, and several were placed into interesting roles throughout their life. 

We take a look at the top 10 coolest special mission Boeing 747s from the past, and present.

1. Boeing 747 FTB (flying testbeds)

Although the Boeing 747 is a quadjet, it occasionally flies with five engines on board. This is because the giant airframe is the perfect flying testbed for engine makers to test out their products. 

General Electric uses a Boeing 747-400 registered N747GF, a 30-year-old airframe originally delivered to Japan Airlines in 1994. GE has flown it since 2010, basing it out of Flight Test Operations (FTO) in Victorville, California

Before the 744, GE used to fly one of the oldest 747s in the world, with its Boeing 747-100 flying testbed which was built in 1970. N747GE was acquired by the company in 1992, taking it directly from the fleet of iconic airline Pan Am. But it was withdrawn from use in 2017 and is now preserved at Pima Air & Space Museum in Tucson, Arizona.

Over the course of their combined time in the air, the two 747s have certified 12 different engine models and multiple variants, including the GE90, CFM56-7B, CF34 (the -8C and-10E), GP7200, GEnx (the -1B and -2B), LEAP (the -1A, -1B and -1C), Passport and GE9X.

Rolls-Royce purchased its Boeing 747-200 engine testbed in 2005 from Air Atlanta Icelandic. The aircraft was already over 20 years old, having originally been delivered to Cathay Pacific in 1980. Based in Tucson, Arizona, it can have various engines fitted under the wing to give them a test run and gather valuable data.

Now sporting the registration N787RR, it continues to undertake testing missions for the company, with its last flight from Tucson in September 2024. The registration of the Boeing 747 should leave a clue as to its first and original mission – testing the mighty Trent 1000 for the Boeing 787 Dreamliner.

Although its official name is Spirit of Excellence, Rolls-Royce affectionately calls its flying testbed ‘Hefty Bee,’ explaining the moniker as “derived from FTB, the industry acronym for flying testbed.” It’s racked up more than 800 hours in the sky from over 250 flights so far, and continues to be a key piece of equipment for the manufacturer.

Deborah Robinson, Director Test and Experimental Engineering, said: “Our FTB is a great asset to us as it has a wide range of test capabilities that help us ensure our engines do everything we say they will. Computers and rig tests can achieve a lot, however in the air we can take it that step further and perform a wide range of tests to further confirm the results of our extensive ground and rig test programs. We can take the opportunity to test the corners of the flight envelope and feed back into our extensive models.”

Rolls-Royce does have another Boeing 747 waiting in the wings. N747RR is a former Qantas aircraft (VH-OJU) and was acquired by Rolls-Royce in late 2019. However, plans to convert it into a second testbed were shelved in 2022 as the company struggled financially. It retains the aircraft and could revisit these plans down the line.

Not satisfied with one flying testbed, Pratt & Whitney has a collection of two. Both C-FPAW and C-GTFF are Boeing 747SPs and aged around 45 years old. They arrived in 2009 and 2010, having originally been delivered to CAAC Airlines and Korean Air.

2. Boeing VC-25A ‘Air Force One’

Technically only ‘Air Force One’ when the president is on board, these two Boeing 747-based aircraft are some of the most famous in the world. Sporting tail numbers 28000 and 29000, the VC-25As have been transporting heads of state for the US since 1987. 

With interiors designed by First Lady Nancy Regan, the 747s are created to be like a flying White House, with huge amounts of space for meetings, conferences, and working. The upper deck houses the communications center and cockpit, while the 4,000 square feet of floor space on the main deck is configured for presidential duties.

On board, the president has an executive suite with sleeping quarters, a bathroom, and a private office. The ‘Oval Office in the sky’ can host an address to the nation if need be, something that was added after the September 11 attacks. 

Beyond the presidential suite, a long corridor connects the other spaces on the aircraft. These include a conference room with a 50-inch plasma TV, office areas with 87 telephones and 19 TVs, a medical annex with a fold-out operating table, and two fully equipped galleys capable of catering for up to 100 people at a time.

With the two aircraft rapidly approaching 40 years old, they’re becoming less cost-effective to operate. As such, the USAF is in the process of replacing them with newer Boeing 747-8s. Work began on the conversion in 2020, and delivery was supposed to be in 2024. However, the project is behind schedule, and the latest update expects the first VC-25B to be delivered in 2027.

3. Boeing 747 rocket launcher

One of the coolest ways for a passenger jet to extend its lifespan has to be in a role that involves shooting rockets into space. G-VWOW, christened ‘Cosmic Girl,’ was a Boeing 747-400 that operated for Virgin Atlantic from 2001 until 2015. In commercial service, it flew more than 2.5 million passengers on more than 8,000 flights.

But when it came time to retire from commercial service, the aircraft was acquired by Virgin Atlantic’s sister company, Virgin Orbit. The new job for the jet was to strap a rocket under its wing and send small satellites into orbit. 

Using a technique called ‘air launch,’ the 747 would fly to 35,000 feet over open ocean. There, it would pitch up by about 30 degrees, and the rocket would be released. The pilot would bank the 747 away from the rocket, and after five seconds, it would ignite and take the payload the rest of the distance into orbit.

The thought behind this was that the vast majority of the energy used in launching a rocket is consumed just to get it off the ground. Aircraft are designed to lift efficiently, so by taking the rocket to a higher altitude, satellite launch could be achieved with lower fuel consumption (and lower cost).

Sadly for Virgin Orbit, a disastrous launch in January 2023 saw the company struggling to raise new funding, and it filed for bankruptcy in April 2023. But it’s not the end for G-VWOW yet.

In October 2023, Stratolaunch, the company that flies the crazy twin-boom Roc, bought Cosmic Girl, renaming her Spirit of Mojave and giving her a new registration – N949SL. It’s currently undergoing modifications for its new owners, but will continue to fire rockets into orbit if all goes to plan.

4. Boeing E-4B Nightwatch – the ‘Doomsday plane’

While the VC-25As provide a tactical control center for the president and their entourage, they aren’t the only airborne command posts in town. The USAF also operates four modified Boeing 747s as E-4B ‘Nightwatch’ Advanced Airborne Command Posts, colloquially known as ‘Doomsday planes.’

Based on the 747-200, the E-4Bs are long-range, high-altitude vehicles with aerial refueling capabilities. On the main deck are areas for command work, conferencing, briefing, operations work, communications posts, and rest areas. They can accommodate up to 111 people on board.

In case of a national emergency, the E-4B provides a highly survivable location from which to direct forces and coordinate civil authorities. It’s designed to survive an electromagnetic pulse (EMP) and even has nuclear shielding. It is designed to remain airborne for a full week in an emergency, and requires two fully loaded KC-135s to refuel. 

Having been introduced in 1974 it’s fair to say these E-4Bs are veterans of the USAF. Plans are in the works for a replacement, known as the E-4C Survivable Airborne Operations Center (SAOC), although they’re unlikely to be introduced before 2032.

In April 2024, Sierra Nevada Corporation (SNC) was awarded a $14 billion contract for the five aircraft required under the project. The company has already purchased five Boeing 747-8s from Korean Air for modification, and plans to begin work on converting them later in 2025.

5. Boeing 747-400LCF ‘Dreamlifter’

While Boeing 747s have been called upon to protect, to launch, and to test, Boeing uses its groundbreaking aircraft for something a bit different. Officially known as the 747-400 Large Cargo Freighter (LCF), the Dreamlifter is an extensively modified Queen with an immense cargo volume of 65,000 cubic feet. 

Boeing developed the Dreamlifter when it concluded that shipping by land and sea was too slow for the assembly of the 787 Dreamliner. As the parts were too large for standard 747s and even the An-225, Boeing would develop its own outsize transporter to ferry subassemblies from Japan and Italy to South Carolina and Washington for assembly. 

The four aircraft to be converted into Dreamlifters were acquired from airline customers including Air China, China Airlines and Malaysia Airlines. Modifications were made to the aircraft to install a swing tail for easier loading, and the upper fuselage extended for more cargo capacity.

The end result was four 747s with three times the cargo volume of a 747-400F. Three were in service by June 2008, while the fourth joined the fleet in 2010. Operated by Atlas Air, the fleet has an average age of 34 years. Nevertheless, all four are in daily use and are sure to be lovingly maintained for optimal availability.

The registrations of the four Queens with this very specialist job are:

• N249BA
• N718BA
• N747BC
• N780BA

6. Boeing 747 Shuttle Carrier Aircraft (SCA)

NASA acquired its first Boeing 747 in 1974, buying a 747-100 from American Airlines. Although N905NA was only four years old, American was having trouble filling its planes, and was happy to dispose of the jumbo.

NASA used the aircraft for wake turbulence studies, but in 1977, it was converted to its Shuttle Carrier Aircraft (SCA) configuration and began its important job of ferrying the Enterprise orbiter. It began these missions still sporting its American Airlines cheatline, and looking very much like an AA aircraft. By 1983, N905NA had its NASA livery.

This SCA was the first and only shuttle carrier used by the space shuttle program until 1990. It flew 70 of the 87 ferry missions, including 46 of the 54 post-mission ferry flights from Dryden to the Kennedy Space Center. 

But in 1989, the SCA got a sister. JA8117 was a 747-100SR that had been flying for Japan Airlines since 1973. When it was retired by the airline, NASA took it on and had Boeing convert it into a second SCA. When it entered service in November 1990, it took on the registration N911NA.

The modifications to these two Queens were extensive and included:

• Removal of all interior furnishings and equipment aft of the first door
• The addition of three struts to attach the orbiter
• Addition of associated interior structural strengthening to support the struts
• Installation of specialist instrumentation to monitor the orbiter during ferry flights
• Two additional vertical stabilizers on the end of each horizontal stabilizer
• Replacement of Pratt & Whitney JT95-3A turbofans were with JT9D-7J gas turbine engines

Upon its retirement in 2012, N911NA had made 386 trips as a shuttle carrier, 66 of which had a space shuttle mounted on the top. The aircraft is now on display at the Joe Davies Heritage Airpark in Palmdale, California.

Perhaps for sentimental reasons, NASA retained N905NA a little longer, using the aircraft to ferry Discovery, Endeavour, and Enterprise to museums for display. The SCA was finally retired in late 2012, and is now on display at the Space Center Houston.

7. Boeing 747SP ‘SOFIA’ flying telescope 

The Stratospheric Observatory for Infrared Astronomy, or SOFIA to her friends, is absolutely one of the coolest and most unusual uses of a Boeing 747 to date.

Based on the baby of the family, the Boeing 747SP that would become SOFIA started life at one of the most iconic airlines in history – Pan Am. Delivered in May 1977, N536PA, or ‘Clipper Lindbergh’ as the plane was christened, was operated in a premium-heavy configuration of 47 first class, 100 business and just 86 economy seats. 

It transferred to United Airlines in 1986, where it was reconfigured for a more economy-focused operation. It flew with 18 first, 62 business and 164 economy class seats, much more suited to the late ‘80s market. But in October 1994, N145UA was withdrawn from use and stored in Las Vegas.

It wasn’t until three years later that NASA acquired the aircraft, re-registering it N747NA. The 747SP was the perfect aircraft for the mission NASA had in mind – flying a huge telescope into the stratosphere to study the solar system in ways that aren’t possible on the ground. 

The SP, or ‘Special Performance’ 747 was designed to fly further, faster and higher than any other aircraft in the family at the time. Modified from the 747-100, sections of the fuselage were removed and other parts adapted to save weight, giving it a dinky length of just 184 ft 9 in, and a range of 6,650 NM. Its service ceiling of 45,100 ft also made it an appealing choice for the mission.

Raytheon installed the huge 18 ft tall door in the aft fuselage, mounting the telescope here behind a pressurized bulkhead. Beyond the bulkhead, in the pressurized section of the aircraft, the focal point of the telescope arrives in a scientific suite, where researchers are able to study the universe in ways that were never possible before.

Designed by German company DLR, the telescope is a 8.2 ft reflector with an oversized 8.9 ft mirror. As it was exposed to turbulent winds and vibrations, it was mounted in bearings in pressurized oil to steady the view. 

In the eight years the 747 flew for NASA, this flying telescope led to the discovery of many notable things, including:

• Water on the moon
• Oxygen on Mars
• Helium hydride (possibly the first molecule to form after the Big Bang)
• New information on magnetic fields in space
• New understanding of how stars form

Touchingly, NASA invited the grandson of Charles Lindbergh, Erik Lindbergh, to re-christen the aircraft ‘Clipper Lindbergh’ in 2007, just like its old Pan Am days. SOFIA was retired in 2022 and is on display at the Pima Air & Space Museum. 

8. YAL-1: The Boeing 747 Airborne Laser

Perhaps the weirdest-looking Boeing 747 on this list is the YAL-1. Rather than being acquired from an airline, YAL-1 was built as a 747-400F, taking its first flight in January 2000. It was then handed over to Boeing Defense, Space & Security for conversion, at which point it was given the registration 00-0001.

At the heart of this unique Boeing 747 was the megawatt-class chemical oxygen iodine laser (COIL). The unit comprised six different modules, each weighing 6,500 lbs and about the size of an SUV. According to Tech. Sgt. Eric M. Grill in 2007, the COIL “produces enough energy in a 5-second burst to power a typical household for more than one hour.”

Primarily designed as a missile defense system to destroy tactical ballistic missiles, the system had its first inflight test firing in March 2007, and the high-energy laser successfully intercepted several missiles in tests in 2010. 

Sadly, although the project was largely a success, in December 2011 it was reported it would be ended after 16 years and $5 billion invested. Discussing the reasons behind the cancelation, Secretary of Defense Robert Gates said,

“I don’t know anybody at the Department of Defense, Mr. Tiahrt, who thinks that this program should, or would, ever be operationally deployed … If you were to operationalize this you would be looking at 10 to 20 747s, at a billion and a half dollars apiece, and $100 million a year to operate. And there’s nobody in uniform that I know who believes that this is a workable concept.”

In February 2012, YAL-1 flew for the final time, landing at Davis-Monthan AFB, where it was ultimately scrapped. But even though YAL-1 is no more, its legacy lives on.

Since its retirement, studies have been ongoing to apply the lessons learned with YAL-1 to unmanned aerial vehicles (UAVs). By 2015, the Missile Defense Agency began working to deploy a laser on a high-altitude UAV, concluding that this platform would be more efficient and more effective than an airliner.

Unfortunately, the project was ultimately shelved, but missile defense using lasers is today an established practice. Commercial airliners flying for Israeli carriers like EL AL sport laser defense systems, as does Germany’s new Airbus A350 presidential transport plane.

9. The Boeing 747 Supertankers 

When you’re dealing with an aircraft as big as a 747, it pays to think big. Certainly, that was what was on the mind of Evergreen International Aviation when it responded to a request for information on next-generation air tankers. Responding to the US Department of Interior in 2022, Evergreen proposed to convert four of its Boeing 747-200 freighters into Supertankers.

Having received a positive response, Evergreen converted the first 747, registration N470EV, into a giant aerial firefighting machine. It made its maiden flight in January 2004, but by mid-2006, Evergreen was still waiting on certification from the Federal Aviation Administration (FAA), and was $40 million in the hole for the project.

Installed on board was the capacity to carry up to 19,600 US gallons of water or fire retardant, making it the largest aerial firefighting plane in the world. According to the company, the aircraft was capable of laying down a swath of fire retardant three miles long and as wide as 150 ft. FAA approval was granted in late 2006, but the first conversion never entered service.

The second, tail number N479EV, did enter service, fighting its first fire in Cuenca, Spain in 2009. In 2010, it was deployed to Israel to fight the Mount Carmel forest fire, and in 2011, it arrived in Arizona to tackle the Wallow Fire.

But developing the Supertanker had taken its toll on Evergreen. It ran into financial difficulties, and on November 30, 2013, it shut down operations. But it wasn’t the end for the Boeing 747 Supertanker; not quite.

In 2015, Global SuperTanker Services, a company resurrected from the ashes of Evergreen, bought all the physical assets and intellectual property of the defunct company. Everything, that is, except N479EV itself. The new company transplanted the sprayer tank system from the 747-100 onto a newer 747-400, registered N744ST.

The Global Supertanker was deployed on a respectable number of missions, including to Santiago in 2017, to Israel in 2016, and to various emergencies for Cal Fire, among others. Unfortunately, Global SuperTanker Services also ran into financial difficulties and shut down in April 2021, selling N744ST to National Airlines to be converted into a cargo aircraft.

10. Boeing KC-747 aerial refueler 

Way back in the 1970s, Boeing proposed an adapted 747 to be an aerial refueling tanker. The Advanced Tanker-Cargo Aircraft (ATCA) program called upon manufacturers to create a heavy tanker–transport aircraft that was suited to the current climate. 

Boeing went up against versions of the DC-10, Lockheed’s C5, and the L-1011 for the contract. Ultimately, the DC-10 was selected and went on to become the venerable KC-10. But Boeing had made this plane and marketed it anyway as the KC-25/KC-33. Just two were built, and both went to the same buyer – the Iranian Air Force.

The Shah of Iran, Mohammad Reza Pahlavi, thought these aircraft would be perfect to refuel his extensive fleet of F-4 Phantom fighter jets. As of today, one of the two Iranian KC-747s has been lost in an accident, but the other one is still serving the Islamic Republic of Iran Air Force (IRIAF).

It’s the world’s only KC-747, and if you happen to be in Iran on a parade or flyover day, you’re likely to see it thundering overhead.

The KC-747 was thoroughly tested by Boeing, even refueling one of the fastest planes in the world – the SR-71 Blackbird. It used the refueling booms from the KC-135 to prove its capabilities, but was ultimately considered to be too big and too expensive. As such, the IRIAF operates one of the rarest 747 modifications in the world.

To assess which airlines are the safest, AirlineRatings uses data on everything from recent incidents to audits and certifications from industry bodies. It also considers fleet size and age, profitability and other metrics in its calculations.

Air New Zealand is the world’s safest airline (again)

AirlineRatings puts Air New Zealand at the top of the table when it comes to safety. The Kiwi airline claimed top spot in 2024 and in 2022 and regularly vies for the title of safest airline alongside its antipodean neighbor. 

Despite operating in challenging locations like Queenstown Airport – surrounded by mountains – and Wellington with its unpredictable winds, Air New Zealand has had no serious incidents or crashes in the modern jet era. 

“It was extremely close again between Air New Zealand and Qantas for first place with only 1.50 points separating the two airlines,” said Sharon Petersen, CEO at AirlineRatings. “Whilst both airlines uphold the highest safety standards and pilot training, Air New Zealand continues to have a younger fleet than Qantas which separates the two.”

She further noted that it was too difficult to separate the airlines that shared a three-way tie for bronze position—Cathay, Qatar, and Emirates—as their scores were identical in all categories.

The top 10 safest airlines in the world for 2025

According to AirlineRatings, the top 10 safest airlines in the world to fly with in 2025 are:

1. Air New Zealand

The safest airline in the world has reclaimed its top spot once again.

In its 84 years of passenger service, Air New Zealand has had just four hull losses and two hijackings. Only one incident led to passenger fatalities – the 1979 Flight 901 disaster which saw a McDonnell Douglas DC-10 crash into Mount Erebus on Ross Island, killing all 257 people on board.

The most recent incident was in 2008, when an Air New Zealand Airbus A320-200 crashed into the Mediterranean Sea off the coast of France. No passengers were on board, as the aircraft was being handed back to ANZ from the German company XL Airways after a period on lease. Seven crew were on board, two from XL, four from Air New Zealand and one representative of the New Zealand Civil Aviation Authority. All seven lost their lives.

According to Planespotters.net, Air New Zealand has a fleet of 112 aircraft, ranging from its island-hopping ATR 72s up to its huge 777-300ER. Its average fleet age is 10.4 years, and its earnings have been good (although slightly stunted by ongoing engine issues), all helping it to claim the number one safest airline spot for another year.

2. Qantas

Long heralded as one of the safest airlines in the world, Qantas was just a point and a half behind its neighbor in the 2025 rankings. Qantas previously held the title of safest airline for seven years in a row (2012 – 2019) then again in 2021 and in 2023. 

It’s often claimed that Qantas has never had an aircraft crash, which is almost true. Qantas has never had a fatal jet accident, but given that it’s been around for 102 years, its pre-jet-era aircraft were just as prone to accidents as any other.

Most fatal accidents on Qantas planes happened in the 1920s and 30s and involved small biplanes. In the 1940s, several Qantas planes were shot down during the Second World War while assisting Allied forces. Two de Havilland DH.84 Dragons and one DHA-3 crashed in 1951, but since then there have been no recorded accidents with Qantas aircraft.

=3. Cathay Pacific

The three-way tie between Cathay, Qatar and Emirates just goes to show how closely aligned these airlines are. All three prioritize safety above all else and scored highly in the AirlineRatings ranking for 2025.

As the flag carrier and largest airline of Hong Kong, Cathay has a strong reputation worldwide for exemplary service. The airline has often been in the top 20 or even top 10 safest airlines, but jumping into third position for 2025 is an accolade it can be proud of.

Including its cargo division, Cathay operates 180 aircraft. Its narrowbodies are all Airbus A320 family aircraft, while widebodies are split between the A330, A350 and 777. On the cargo side, it operates a fleet of 20 747 freighters, although it also has orders in for the forthcoming A350F.

Although Cathay has seen some incidents in its history, it has had no hull loss or fatalities since 1972. That year saw its worst accident ever, when a Convair CV-880 heading back to Hong Kong from Bangkok was downed by a bomb in a passenger’s suitcase. All 81 occupants lost their lives.

Since then, only minor incidents have been recorded. Most recently, in September 2024 its Airbus A350-1000 suffered a fuel leak, leading to an engine fire. The plane landed safely with no casualties, although the airline briefly grounded its A350 fleet to inspect other engines.

=3. Qatar Airways

Based in Doha, Qatar Airways positions itself as the world’s most luxurious airline, and was voted the world’s best airline by Skytrax in 2024 for the eighth time.

Amazingly, Qatar Airways has never been responsible for a single fatality due to its flights. However, it’s important to remember that the airline has only been flying for 30 years, and aviation in that time has become much safer. Nevertheless, it’s a statistic to be proud of.

The airline has had two hull losses, however. The first was in 2007, when an Airbus A300 was destroyed in a fire at Gamco in Abu Dhabi. Investigations revealed the fire started onboard, and was probably caused by a spark or electrostatic discharge. The second, in 2017, also involved a fire. This time, an Airbus A321-200 was parked on a remote stand at Hamad International (DOH) when the satellite antenna caught fire, burning through the fuselage and damaging the cabin.

Qatar has often been in the top 10 safest airlines, coming in at number four last year. Securing bronze position, even if it is shared, is a testament to the airline’s attention to detail.

=3. Emirates

Celebrating its 40th year in the sky in 2025, Emirates has secured its highest position ever in the safest airlines ranking. Frequently in the top 20, it climbed to seventh place last year and has continued to aim higher to claim the third place spot.

According to the Aviation Safety Network, only three accidents and incidents have been recorded for Emirates aircraft. Only one led to a hull loss and a fatality.

That incident occurred in August 2016, when a Boeing 777-300 impacted the runway during an attempted go-around in Dubai (DXB). Damage to the engine caused a fire, which ultimately led to a firefighter being fatally injured when the center fuel tank exploded. All 300 occupants were evacuated safely.

Well known as the world’s largest operator of the Airbus A380, Emirates is also the biggest operator of the 777. For the first time in many years, 2025 has seen a new addition to the fleet, with the Airbus A350 entering service on a route to Edinburgh on January 4, 2025.

6. Virgin Australia

From its early days in 2000 as ‘Virgin Blue,’ Virgin Australia today flies a fleet of almost 100 aircraft to dozens of Australian destinations. In its 25 years of operation, the airline has never lost an aircraft nor had a fatal accident. 

Only four incidents are recorded in the Aviation Safety Network database. Three of these were ground collisions, while one involved a hard landing of an ATR-27.

In 2024, Virgin expanded its partnership with another of the safest airlines on this list – Qatar Airways. Having been allies for some time, the Doha-based airline stepped things up a gear by taking a 25% equity stake in Virgin Australia. This has enabled the partners to announce a record 10 daily connections between Doha and Australia, with Virgin wet-leasing Qatar’s Boeing 777s to make the trip.

7. Etihad

In the prime of its life, 21-year-old Etihad is the second largest airline in the UAE after Emirates. It has just shy of 100 aircraft and serves 86 destinations.

In its 21 years of operation, Etihad has never had a fatal accident or a hull loss. In fact, there’s not so much as a turbulence event to complain about with this carrier. Safety is clearly the number one priority.

Etihad did lose an aircraft though, although it wasn’t technically in the fleet. In November 2007, a brand new Airbus A340-600 that was due to be delivered to Etihad was destroyed in an accident at Airbus facilities in Toulouse. The un-chocked aircraft broke loose during an engine test, accelerating to 31 knots and smashing into a concrete barrier.

8. ANA

Founded in 1952, All Nippon Airways (ANA) has been connecting Japan to the world for over 70 years. With over 220 aircraft and 92 destinations, it is Japan’s largest airline and has a five-star rating from Skytrax.

ANA wins many awards, snapping up a great ranking in the most on-time airlines of 2024, as well as Best Airport Services and Best Airline Staff (Asia) in the Skytrax Awards 2024. It also got runner-up in Best Cabin Staff and Cleanest Airline at the same event.

Given its storied history, ANA has had its fair share of accidents, but none in modern history. Its most recent (and most deadly) accident was in July 1971, when a Boeing 727 collided with a F-86F on a training flight and crashed, killing all 162 occupants.

9. EVA Air

Taiwanese carrier EVA Air is one of the two largest airlines in the Republic of China. It operates passenger and cargo services to more than 50 destinations with its fleet of 84 aircraft.

Its average fleet age is just 8.9 years, and the airline has already lined up its future replacements for aging aircraft. The 777-300ERs will be replaced by incoming A350-1000s, while the A321-200s will be retired by 2032, to be replaced by A321neos.

In its 35-year history, EVA has never lost an aircraft or passenger. Four incidents are recorded in the Aviation Safety Network database – two hard landings, one ground collision with another aircraft and a 777 crashing into a light pole in Toronto in 2017.

10. Korean Air

Korean Air has come a long way to achieve a top 10 position for the world’s safest airlines. Once upon a time, the airline was notorious for an abysmal safety record, with President Kim Dae-jung describing it in 1999 as “an embarrassment to the nation”.

Between 1970 and 1999, Korean Air lost 16 aircraft due to serious accidents and incidents, leading to the fatalities of more than 700 people. 

Its most recent accident was recorded in October 2022, when an Airbus A330-300 was written off following a runway excursion. Four previous attempts had been made to land in Mactan-Cebu International Airport (CEB), and on the fifth attempt, the aircraft overran the runway and struck an ILS localizer array.

Its most deadly accident happened in 1997 and involved a Boeing 747-300. Flight 801 was on a night time approach to Guam (GUM) when the aircraft impacted a mountain. The accident killed 228 occupants, but 26 survived the crash.

But Korean has turned things around since its dark days, and today is rated a five-star airline by Skytrax. It has passed the IATA Operational Safety Audit and has significantly improved its standards to become one of the safest airlines in the world today.

Notable absences and inclusions in the safest airlines list

AirlineRatings rates airlines out to 25th place, and there’ve been some changes in the safest list for 2025. 

For the first time, Iberia features in the top 25, claiming 16th place. The Spanish airline, part of the International Airlines Group (IAG), also did well in the most on-time airlines list for 2024, claiming top spot in Europe and its subsidiary Iberia Express claiming most on-time low-cost carrier.

According to the Aviation Safety Network, Iberia hasn’t had an accident since 2008. And checking the Aviation Herald, just four incidents were recorded in 2024 – one engine shutdown, one hydraulic problem, a bird strike and a damaged tyre.

Vietnam Airlines also makes it into the list for the first time, appearing in position 22. The Aviation Safety Network hasn’t recorded an accident with the Vietnamese carrier since September 2000, and AvHerald lists just two incidents in 2024 – a bird strike and a cracked windshield.

The airline has repeatedly obtained the IATA Operational Safety Audit (IOSA) certification, the ‘gold standard’ in aviation for operational safety. 

“Vietnam Airlines have not had a fatal accident in 27 years nor have they had any serious incidents,” noted Petersen. “The airline operates a fleet of 100 modern aircraft with an average age under 10 years and the company has passed its IOSA certification without fail since 2006. In addition to this, the country of Vietnam has also made huge strides in aviation safety with better airports, navigation system upgrades and far more stringent protocols.”

Notably, two regular entries on the safest airlines list did not make an appearance this year. Singapore Airlines and KLM both slipped off the list following a couple of incidents. Singapore Airlines suffered extreme turbulence in May 2024, while KLM’s Boeing 737 skidded off a runway in December 2024 following a hydraulic failure. 

Petersen emphasized that while these airlines remain exceptionally safe and retain their seven-star safety rating, they just narrowly missed out on a spot this year due to incidents that occurred.

However, incidents don’t always mean a low ranking in the safety stakes. Japan Airlines’ handling of the devastating runway crash in January 2024, which saw all passengers and crew safely escape despite a major fire, shows just how well JAL is applying its procedures. The safe evacuation exemplifies JAL’s commitment to safety, and it retained 19th position in the list.

Nevertheless, some of both types are still around, as are many other large passenger jets. Here are the top 10 biggest commercial aircraft in the world in 2025, based on how many passengers they can accommodate.

As airlines can configure their aircraft differently, we’ve used the exit limit to calculate the largest capacity airplanes. The exit limit is the maximum number of passengers the aircraft is certified to safely evacuate in 90 seconds (using only half of the available exits). 

It would be unusual to find a widebody aircraft in service operating at its maximum exit limit (although Cebu Pacific comes close with its 459-seat A330-900). Still, it’s a decent measure of usable capacity.

We count down the top 10, starting with the smallest of the big jets and working up to the largest. 

10. Boeing 787-10

Exit limit: 440

Designed to compete with the Airbus A330 family and replace older, less efficient Boeings like the 767, the 787 Dreamliner took its first flight in December 2009. It received its type certification in August 2011 and entered revenue service with ANA in October that year.

The first Dreamliner was the 787-8, the baby of the family, which was 56.7m long and an exit limit of 381. Two years later, the 787-9 arrived with a length of 62.81m. It has an exit limit of 420 passengers.

Finally, in March 2017, the longest member of the family arrived, the 787-10. With a fuselage 68.28m long, it has an exit limit of 440 passengers. However, most airlines fly with at least two classes on board, which could reduce the overall passenger capacity to around 330 in two classes and 300 or less in three or more classes.

9. Airbus A350-900

Exit limit: 440

The Airbus A350 is a long-haul passenger aircraft with a range of up to 15,000 km. Within the market, it competes with the 777 series, as well as the new Boeing 777X. Singapore Airlines is the largest operator of A350-900 aircraft; other primary users include Cathay Pacific, Qatar Airways, and Air France.

The A350-900 entered service with Qatar Airways in January 2015. Three years later, Qatar was the launch customer again, this time for the bigger brother – the A350-1000 (which features later in this countdown). The airline has had its ups and downs with Airbus and a dispute over paint but is tipped to be mulling a further order for the type, although it hasn’t been locked in yet.

In 2018, Singapore Airlines took delivery of the first A350-900ULR (Ultra Long Range). Airbus increased the maximum takeoff weight (MTOW) through various measures – systems refinements, landing gear improvements, material optimization – which allows it to carry more fuel in its existing tanks. This gives it a staggering range of 9,700 nmi (17,964 km), or around 19 hours of flying time. Singapore Airlines operates this variant on the world’s longest route, although with a light load of passengers – just 161.

As of December 2024, the A350 family has received 1,345 firm orders, with 628 aircraft delivered. The A350-900 is by far the most popular, representing 85% of the in-service fleet.

8. Airbus A330-300

Exit limit: 440

Airbus A330-300 is a widebody aircraft that entered service on November 2, 1992. The largest of the twin-engined A330s, it was designed to replace the Airbus A300.

Its exit limit is 440 passengers, although most airlines typically configure it with 250-290 seats. Some of its primary users include Turkish Airlines, Air China, China Eastern Airlines, China Southern Airlines, and Cathay Pacific. 

The A330 was designed alongside the A340 and shares many of its characteristics. However, the A330 has two main landing gear legs instead of three and a shorter fuselage length.

The last A330-300 was delivered in October 2022, with ALTAVAIR taking the last of the unclaimed airframes originally destined for the troubled HNA Group. The carrier intends to have Elbe Flugzeugwerke convert it to a freighter. Airbus had a few dormant orders on its books after this but cleared them out in its December 2023 update.

The A330neo has effectively superseded the A330ceo, although production of the ceo continues at a low rate with the A330-200-based MRTT. However, Airbus has hinted at transitioning the MRTT to a neo-based platform at some point in the future.

7. Airbus A340-300/600

Exit Limit: 440

The iconic Airbus A340 is becoming a rare passenger jet today, with less than 70 still in commercial service. The -300 and -600 were the better-selling models, with the -200 and -500 selling only 28 and 34, respectively.

Both the A340-300 and -600 have an exit limit of 440, although the -300 requires four Type A doors and a nine-abreast configuration to apply this.

The A340-600 was the world’s longest airliner until the arrival of the Boeing 747-8 in 2010. Production of the type ended in 2012, although it is still in use with some well-known airlines, including Lufthansa, Edelweiss and SWISS.

6. Airbus A330-900

Exit limit: 460

The A330neo is the successor to the popular A330ceos, with two variants (-800 and -900) based on the two original ceo variants (-200 and -300). The -900 is the larger version and took its first flight in October 2017, gaining certification in November 2018.

TAP Air Portugal was the launch customer, taking delivery of the world’s first A330-900 on November 26, 2018. It entered commercial service the next month, flying from Lisbon to Sao Paulo.

The A330-900 is advertised as having a 12% fuel burn advantage over the original ceo variants, delivered by larger, more efficient engines, as well as various aero optimization measures such as sharklets. 

As of December 2024, the A330neo family has received 371 orders, with 145 aircraft delivered. The vast majority of the orders are for the -900, with just 12 for the smaller -800 version. Just seven -800s have been delivered so far.

The largest operator of the -900 is Delta Air Lines, with 31 in its fleet. TAP has 19, Condor has 17, and ITA Airways has 11. Airlines with substantial orders awaiting delivery include Cathay Pacific, VietJet, and AirAsiaX.

5. Airbus A350-1000

Exit limit: 480

Airbus had been planning a stretch of the A350 since 2011, but it was November 2017 before the aircraft got its EASA and FAA certification. Qatar Airways took delivery of the first in February 2018 and put it into commercial service four days later on its Doha to London Heathrow route.

At just under 74 m long, the A350 is the biggest aircraft Airbus is building today. It’s 11 frames longer than its little sister, the A350-900, and has a slightly larger wing. It also has a six-wheel bogie rather than four on the -900 and various engineering upgrades to maintain a world-beating range in the larger airframe.

To date, 1,345 of the A350 family have been ordered, with 302 of those the larger -1000. As of the end of November 2024, 628 of the family have been delivered, 90 of which are the -1000. 

Qatar Airways retains the largest fleet of the type, with 24 in service. Other major operators include British Airways, which has 18 active; Cathay Pacific, which has 18; and Virgin Atlantic, which has 12. Delta is set to fly a fleet of 40, although it hasn’t received any yet, and Korean, Air India, and Qantas are also expecting deliveries of the type.

4. Boeing 777-300ER

Exit limit: 550

The Triple Seven has been a mainstay of long-haul flying since its introduction in 1993. Originally produced as the 777-200, it had its range extended for the -200ER in 1997, and then the fuselage stretched for the 777-300 in 1998. 

The extended range -300, known as the 777-300ER, was introduced in 2004 with a higher MTOW, allowing for an impressive exit limit of up to 550 passengers. This version also has extended raked wingtips, a modified landing gear, and a strengthened fuselage.

The production line for the 777-300ER remains open, but Boeing is working hard on its successor, the 777X. As such, airlines that might have ordered more -300ERs have moved over to the 777-9 and are waiting for that aircraft to arrive.

The -300ER has been a huge success, significantly outselling every other variant in the Triple Seven family. All in, 832 have been built and delivered, almost double the 422 of the next most popular model, the 777-200ER.

Emirates has a huge fleet of 777-300ER, with 124 in service as of December 2024. Qatar Airways, Air France and Cathay all have significant fleets of more than 40 units, but dozens of international airlines have the ER in their fleets.

3. Boeing 747-8

Exit limit: 605

The Boeing 747-8 is the last in a long line of game-changing double-decker aircraft. Following the success of the 747-400, Boeing wanted to make an even larger aircraft to compete with the Airbus A380. Originally called the 747 Advanced, the 747-8 was officially launched in 2005.

Lufthansa was the first airline to order the 747-8 in 2006, followed by Korean Air and Air China. In 2011, the last order for a passenger version of the 747-8 was received for the US President’s ‘Air Force One,’ which is suffering production delays.

Boeing delivered the final 747 in January 2023, with cargo giant Atlas Air taking the last off the production line. Between the 747-8F and the 747-8I, Boeing sold 155 aircraft, just 48 of which were passenger jets.

Only three airlines fly the 747-8 with passengers on board – Lufthansa (19), Korean Air (7) and Air China (7). With these planes being pretty new, they’re likely to be around for a while yet.

2. Boeing 747-400

Exit limit: 660

The Boeing 747-400 is a passenger aircraft manufactured by Boeing in the US, with a capacity to accommodate up to 416 passengers in a three-class configuration, 524 in a two-class configuration, or 660 in an all-economy cabin. It has a travel range of 7,260 nautical miles or 13,446 kilometers.  

The 747-400 was a major development of the 747 series, with several structural and electronic improvements, and it made its inaugural flight on April 29, 1988. It flourished in the international market, making travel cheaper and more accessible to everyone.

As well as a successful passenger jet, the Queen of the Skies was also a great freighter. Of the 694 built, 227 were built for freight. Conversely to the passenger version, 218 cargo 747-400s are still flying, with major operators including Atlas Air, Kalitta, and Cargolux.

The passenger 747 was wildly popular, with 467 delivered and in service with airlines. But in recent years, the disappearance of the 747-400 has been rapid. 

The pandemic in 2020 caused several airlines to accelerate their retirement plans and saw the loss of the 747 in some of the world’s most iconic fleets – British Airways, Virgin Atlantic, Qantas, for example.

The biggest operator today is Lufthansa with eight Queens in its fleet. Rossiya has five, and just two remain with Air China. Saudia keeps a couple in reserve for Hajj flights, and Iran’s Mahan Air has two, but the 747-400 is becoming a rare bird these days.

1. Airbus A380-800

Exit limit: 853

The Airbus A380 is a feat of engineering. The full double-decker aircraft was designed to revolutionize long-haul travel and alleviate pressures on airports nearing capacity. It first flew in 2005, and entered service with Singapore Airlines in October 2007.

Unfortunately for Airbus, the A380 was some years late and had two engines too many for the climate it arrived in. The sway from traditional hub-and-spoke to more point-to-point operations was already happening, and airlines were beginning to prefer more nimble, efficient aircraft that could trump capacity with frequency. Airbus ended production in 2021.

As much as passengers love the comfort and smooth ride offered by the superjumbo, airlines struggled to fill it and found the limitations on the airports that could receive it to be constricting. Consequently, no airline really invested in the A380 in a way that would transform their business model. No airline, apart from one.

Emirates has long been the biggest champion of this massive airliner, taking delivery of 123 in total. Seven have already been retired, but the airline still maintains an enormous fleet of 116 of the type. It’s part way through a mammoth refurbishment program, which will see the fleet flying well into the next decade.

Like the 747, the A380 suffered due to the pandemic downturn. It was the first type to be grounded around the world and the last to return, with many airlines saying they would never bring it back at all. While some did, indeed, see their last days of flying in 2020, a surprising number have (in some cases sheepishly) been returned to service, including:

• Lufthansa – 6 (2 parked)
• Singapore Airlines – 12 (3 parked)
• Qantas – 10 (3 parked)
• Korean Air – 7 (3 parked)
• British Airways – 12 (1 parked)
• Qatar Airways – 8 (2 parked)
• Asiana Airlines – 6
• ANA – 3