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Business aviation is surging across Latin America as Mexico, Brazil, and Colombia treat private jets less as status symbols and more as tools for mining, nearshoring, and tourism. New traffic records reveal a region racing to match aircraft availability today.
Geography Turns Urgency Into Strategy
In AVBuyer’s report, aviation writer Felipe Reisch portrays a market rooted in Latin America itself. Demand no longer merely echoes North America and Europe alone; it responds to long distances, uneven airline connectivity, and industries that cannot afford to lose days to geography.
The terrain turns travel into logistics. From the winds of Patagonia to the humidity of the Amazon and the wall of the Andes, commercial frequencies thin out beyond major hubs, while overland routes can be punishing or unreliable. Private aviation shifts from luxury to working infrastructure, moving engineers, executives, and crews between remote sites and the capitals where decisions are made.
Mexico And Brazil Rewrite The Center Of Gravity
Reisch identifies Mexico and Brazil as the region’s strongest demand engines, two economies with mature business-aviation cultures. In Brazil, fleet size places it among the world’s biggest business aviation markets, and Greater São Paulo alone holds more business aircraft than many countries. The density reflects an industrial and agro-export machine that often needs to reach secondary cities with limited scheduled service.
In Mexico, the cadence is set by corporate travel and cross-border commerce. Nearshoring into the U.S. supply chain has added urgency to routes linking manufacturing centers and commercial capitals, and Reisch notes that the reopening of FAA Category 1 status has steadied the regulatory environment. In both countries, he argues, demand has outpaced traditional supply, pushing operators to rethink how—and where—aircraft are positioned.
The route map is changing too. North–south flights to the United States remain strong, but intra-regional links are becoming structural. Mexico–Panama, Brazil–Chile, and Colombia–Mexico are examples of trips companies refuse to do through multi-stop itineraries and overnight layovers, because the cost is measured in stalled negotiations and delayed projects.
Availability Becomes The New Luxury
Traffic data in the report give that intuition a sharp edge. Figures attributed to Avi-Go show Brazil with a 45% increase in flights in 2025 over the previous year, followed by Colombia at 42% and Venezuela at 34%. Growth appeared in almost every month; February was the lone dip, down 2.6% versus the prior 12 months. July peaked at 306,488 flights, a 7% rise over 2024, reinforcing the sense that business aviation is spreading beyond traditional strongholds.
Yet Reisch’s more unsettling point is that demand is not the region’s hardest problem. Availability is. Much of the fleet is privately owned and not consistently offered for charter, and seasonal repositioning can leave gaps when markets spike. Maintenance capacity, airport infrastructure, and regulatory friction can further shrink the number of planes truly usable on a given day. Reliability becomes a currency: the value is not only the flight, but the confidence that it will happen as promised.
Operators are reacting with basing decisions and managed capacity. Jet Luxe, Reisch reports, expanded its managed fleet across key U.S. and Latin American gateways, increasing midsize and light-midsize availability. The move is framed as preparation for traffic compressing around hubs during the 2026 FIFA World Cup, with the company saying it will make its infrastructure available to provide “seamless, safe, and reliable service.”
Beyond the marquee markets, the story shows national variations shaped by resources, tourism, and bureaucracy. In Chile, private jet operator Aerocardal says more than 35% of its flights are outside Chile, and CEO Ricardo Real points to destinations such as Easter Island and Torres del Paine. In Peru, Carlos Cueva of ATSA says mining, hydrocarbons, and tourism lead demand, while health-care providers are increasingly turning to air ambulances; he projects fleet growth from two to three Dash 8 Q400 aircraft in 2025.
In Ecuador, David Carrión of Ecuacentair FBO argues that “simplifying procedures” for permits and approvals would reduce delays and encourage investment. In Colombia, Jorge Campillo of Searca says oil contributes more than US$5 billion annually to the Colombian economy and calls business aviation essential for “fast and secure transportation to remote areas,” adding that the Beechcraft 1900D can cover up to 98% of the country’s terrain. In Argentina, Gastón Devesa of Hangar Uno describes why vast territory and limited transport infrastructure keep private flight a strategic solution.
Threaded through Reisch’s reporting is a quieter optimism: professionalization. As brokers and corporate clients demand clearer commitments, performance data, and consistent execution, operators and service providers adopt more standardized practices. The question facing Latin America is no longer whether private aviation will grow. It is whether fleets, airports, and rules can mature fast enough to keep the region’s new flight rhythm from outrunning its capacity.
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