How much an Embraer Praetor 600 costs: purchase price and upkeep

A Praetor 600 sells on the pre-owned market for $20–29.5 million, with a median near $24 million, to my information. Twelve aircraft are openly listed, which is 7–8% of the whole fleet of the type. Here is where a gap of almost ten million opens up inside a single name, what a year of ownership consists of, and the two things that are settled before the conversation turns to price.

The price corridor

The figures are market reference points from open listings as of August 2026, to my information. They describe the type; the price of a particular aircraft is calculated from its records, hours flown and configuration.

Full specifications and sourcing are on the model page.

Why the corridor is narrow here

The type is young. The Praetor 600 was shown in October 2018 and certified in the spring of 2019: Brazil in April, EASA and the FAA in May. The earliest aircraft on offer is a 2019 build. The entire market fits inside a factor of one and a half on price.

For comparison, the Legacy 600/650, with eighteen years of production behind it, runs from $3.5 million to $20 million pre-owned — almost a sixfold spread. What fleet age does to price there has simply not had time to happen to the Praetor 600.

The practical consequence is simple. An age discount does not work on this type; the negotiation turns on hours flown, configuration and remaining life.

A live example from the summaries: a 2023 aircraft, serial number 55020177, 584 hours, listed as "make offer" in a $22.0–23.75 million corridor.

What moves the price of a particular aircraft

Hours flown. The spread across the listed aircraft runs from 80 to 3,179 hours. That is a fortyfold difference inside one type: part of the fleet has barely flown, part has worked a full programme with corporate operators.

Hours against cycles. Time in service is requested as two figures, for the airframe and for each engine. The same thousand hours flown in three-hour legs and in one-hour legs leaves the airframe, the landing gear and the pressurisation system in different condition.

Honeywell HTF7500E engines. The most expensive assembly in the deal. What is examined is the time remaining to the next removal and the status of the hourly-cost programme: its name, the level of coverage, the date of the last payment and the terms of transfer to a new owner. Aircraft built in 2019–2020 are coming up on their first major inspections, and coverage on those is checked separately.

Cabin layout. Factory configurations run from 8 seats — two club fours — to 12 seats with a divan. The difference shows in the price and in the circle of buyers at the next resale.

Options. A head-up display with an enhanced vision system, Viasat Ka-band satellite internet, finish packages. Two aircraft of the same build year diverge in price on this list before anything else.

The origin of the aircraft. A factory-built Praetor 600 and a Legacy 500 that has been through the factory upgrade to Praetor 600 standard are sold under the same name. The records show which is which.

The Legacy 500 upgrade as a separate source of supply

Embraer runs a factory programme that brings delivered Legacy 500s up to full Praetor 600 standard: additional fuel tanks, new winglets, systems. The Praetor 600 is itself a deep modernisation of the Legacy 500 in design terms.

On the market this creates a second line of entry. The Legacy 500 carries a median near $14.4 million with four listings worldwide, which is 5% of the fleet, to my information. The money is known: after the upgrade an aircraft gains 900 nautical miles of range and costs $4–6 million more than the original. From the Legacy 500 median that works out to roughly $18–20 million against the $24 million median of a factory Praetor 600.

One thing matters to the buyer here: an upgraded aircraft keeps the build year of its airframe and the hours on it. Read the records; the model name is no guide at this point.

Aircraft of the Embraer Legacy family have come through my own deals. In 2014–2015 I was brought in to oversee the return of technical records on twenty-one Transaero aircraft that stood on lease.

What a year of ownership consists of

The annual bill is assembled from three parts. Only one of them depends on the number of hours.

The amount on each line depends on your annual hours, your base, your maintenance arrangement and the make-up of your crew. A market average gets in the way here: decisions get made on it that later diverge from the facts.

One piece of arithmetic owners miss. The fixed part is divided by the number of hours. At a hundred hours a year it lands on each hour as a hundredth; at four hundred, as a four-hundredth. The aircraft is the same one and the cost per hour differs by a factor of four.

In the super-midsize class the threshold at which owning works out cheaper than chartering the same type sits at roughly 300 hours a year; on the Challenger 604 it is 200–350 hours. Below 100–150 hours, charter or fractional arrangements are usually cheaper. Your own point is calculated from your hours and your route network.

Separately: the type and Russia

The Praetor 600 is all but absent from the Russian register, and a type certificate in Russia has not been confirmed for it. For a route network inside the country that is the first question to put to the structure of the deal: the jurisdiction of registration, recognition of maintenance records, the operator. The review of registration is in the article on registration and jurisdiction.

The order of work on the money

Establish the origin of the aircraft. A factory Praetor 600, or a Legacy 500 after the upgrade. The records confirm it; the seller's description settles nothing here.

Request hours and cycles as separate figures for the airframe and for each engine, and then the list of work falling due in the next twelve months: inspections by hours, inspections by calendar, components near the end of their life. Add that list up in money and subtract it from the asking price.

Check the engine programme and the auxiliary power unit programme. Active coverage transfers to the new owner and counts as an asset in the deal; joining a programme retroactively costs more than continuous participation.

Build the annual budget line by line for your base and your hours, with a separate reserve for unscheduled work. The detailed review of those lines is in the article on the upkeep of a private jet.

Allow for the time it takes to exit the asset. While the aircraft sits in a listing, the fixed costs run in full. How that translates into money is in the review of residual value.

The figures in this text are reference points for the type, to my information. The specifics are calculated from the particular aircraft and its paperwork.

Alexander Filimonov — business aviation: sourcing, purchase and entry into service of aircraft.

We will work through the annual ownership budget line by line for your hours and your base: https://grok.flights/en/buy.html