Inside the Quiet Boom Fueling Luxury Aviation in Asia

Under the blazing Singapore sun, far from the roar of passenger jets and the imposing silhouettes of military aircraft, a different kind of crowd gathers. They wait patiently, some fanning themselves, others peering ahead with anticipation, all for a chance to step inside one aircraft.

The Gulfstream G700.

With its smooth curves, expansive wings and oversized oval windows, the jet is one of the most striking sights at the Singapore Airshow, Asia’s largest aviation and defence exhibition. Yet it sits discreetly to one side of the tarmac, away from the bustle. The privacy feels intentional — fitting for an aircraft designed for a very particular audience.

Inside, conversations unfold quietly. Sales teams speak in measured tones to prospective buyers weighing decisions worth tens of millions of dollars.

Once aboard, it’s easy to understand the appeal. Sunlight floods the cabin through near-panoramic windows, reflecting off pale leather seats and finely finished wood panels. There are no rows, no overhead bins, no hurried announcements. Instead, staff refer to “living areas”: a lounge space with a sofa and entertainment console, and at the rear, a bedroom suite complete with a private shower.

This is not just luxury for luxury’s sake. It represents a broader shift in global aviation.

While commercial airlines chase volume and razor-thin margins, private jet makers are increasingly focused on a much smaller – and vastly wealthier – group of travellers. And the market is growing.

Private jet flights worldwide reached about 3.7 million in 2025, according to aviation intelligence firm WingX, marking a sharp rise from pre-pandemic levels. Over the same period, the global population of ultra-high-net-worth individuals – those worth more than $30 million – has expanded dramatically.

“We’re seeing a clear shift,” says Scott Neal, Gulfstream’s head of worldwide sales. “More corporations and high-net-worth individuals are operating globally. When time matters, business aircraft are often the most efficient way to travel.”

Gulfstream is far from alone. Rivals including Bombardier, Dassault, Embraer and Textron Aviation are all vying for a share of the premium aviation market. The stakes are high – and so are the margins.

Commercial airlines, even on long-haul routes, typically earn only modest profits. Business jets, by contrast, are sold in limited numbers but at enormous prices, with manufacturers also generating long-term revenue through maintenance, parts and support programmes.

Dassault Aviation, best known for its fighter jets, is leaning heavily into this opportunity. The French firm says the advanced technology behind its military aircraft feeds directly into the performance, safety and comfort of its Falcon business jets.

“These aircraft are not about extravagance,” says Carlos Brana, Dassault’s head of civil aircraft. “They’re about efficiency – getting from one place to another quickly, directly, and with as little fatigue as possible.”

That focus on reducing exhaustion has become a central selling point. Manufacturers tout lower cabin noise, improved air quality and pressurisation systems that mimic conditions closer to sea level. The promise is simple: arrive ready to work, not wiped out by the journey.

Asia, in particular, has become a focal point for this growth.

Air traffic across the Asia-Pacific region expanded faster than the global average in 2025, according to aviation consultants, as airlines added hundreds of new international routes over the past decade. Private aviation demand has cooled slightly from its pandemic peak, but it still commands a larger share of premium travel than it did before Covid-19.

“South-East Asia is especially busy right now,” Neal says. “We’re delivering more aircraft into markets like Vietnam, Indonesia, Singapore, Australia and New Zealand.”

Dassault also points to rising interest in countries such as India, Thailand and Laos. In nations with limited infrastructure or shorter runways, smaller business jets can reach destinations that large commercial aircraft cannot.

China, once Asia’s largest private jet market, has slowed in recent years, but manufacturers expect demand to return as Chinese companies expand internationally and seek faster, more flexible travel options.

Still, the shift upmarket has not gone unchallenged.

Critics argue that catering to the ultra-rich does little to address broader aviation challenges, from supply-chain bottlenecks to the environmental cost of flying. Private jets, after all, remain among the most carbon-intensive modes of transport.

Manufacturers counter that newer aircraft are significantly more efficient. Gulfstream says its latest models can operate using 100% sustainable aviation fuel, while others support blended fuels. The problem is supply: sustainable fuel remains scarce and expensive.

Yet the industry insists progress is being made. “In just one generation, we’ve reduced fuel burn on comparable missions by more than a third,” Neal says. “Efficiency and environmental performance are now core to how we design aircraft.”

The luxury push is not confined to private jets. Commercial airlines are also chasing wealthier passengers. At the Singapore Airshow, Taiwan’s Starlux showcased upgraded cabins on its long-haul aircraft, featuring wider seats, premium materials and large high-definition screens – part of a strategy that prioritises comfort over low fares.

Across the aviation industry, the message is clear: comfort, convenience and exclusivity are increasingly driving growth.

As the global population of the super-rich continues to expand – particularly across Asia – demand for high-end air travel shows little sign of slowing. And on the quiet edges of busy runways, away from the crowds, the future of luxury flight is already boarding.