Private Jets for Sale in Ghana

Accra's fleet, and who is buying

Kotoka International (ACC) is Ghana's only real business-aviation hub. McDan Aviation's private terminal there runs a 24/7 VIP lounge with its own customs and ground handling, which matters in a country where general aviation infrastructure elsewhere is thin. Kumasi International (KMS) is a secondary domestic field, mostly scheduled and regional traffic today, with limited dedicated bizav support.

Charter demand out of Accra centres on Accra-Dubai and regional West African routes to Lagos and Abidjan, driven mainly by mining and energy executives plus government and diplomatic travel. That profile points buyers toward light and midsize jets with enough range for Gulf connections, though the workhorse King Air still earns its keep on rougher domestic strips. Who flies, who handles the aircraft and how the market is growing are covered on our Ghana market overview.

Private jet price in Ghana

The question we get from Accra is usually the price in cedis, so the answer starts here. For the table we used only the model data published on this site; treat each range as an indicative 2026 guide, because an individual jet's hours, engine cover and records decide where it sits, and we confirm that per airframe.

Outside the table sits the Beechcraft King Air 350i, from $4.1M to $7.4M, by far the most common business turboprop family across Africa and the aircraft that can actually use the shorter, less-developed strips beyond Kotoka (full specs). Step up to the Bombardier Challenger 350 and you get one of the most requested charter types for regional West African business travel, which also helps resale locally (full specs). Two floors in the table come from older designs: the Hawker 800XP (1995 to 2005 builds) in midsize, whose 2,540 nm range still covers Accra-Lisbon, and the Legacy 600 in large cabin; the Challenger 650 and Falcon 2000LXS begin much higher.

Cedi quotes. Aircraft are bought and sold in US dollars. For cedis, we use the exchange rate of the day we quote and print that date, instead of a cedi table that would be out of date within weeks.

Import charges. Ghana applies tariff bands up to 35% of CIF value on general goods, and imports typically carry 15% VAT plus the 2.5% NHIL and 2.5% GETFund levy on a CIF basis. No aircraft-specific schedule is published, so the Ghana Revenue Authority has to confirm the rate for your airframe.

GCAA registration and what duty actually costs

Ghanaian aircraft carry the 9G- nationality mark. The Ghana Civil Aviation Authority (GCAA) requires proof of ownership and confirmation the aircraft is not registered anywhere else before it will accept a registration application, standard practice, but worth having ready before you close.

Duty is the part that needs a local broker, not a guess. GCAA has lobbied government to scrap import duty specifically on aircraft spare parts, which implies standard duty otherwise applies to aviation-related imports, and the levies listed above stack on the CIF value. Clear the exact figure with the Ghana Revenue Authority before you wire money for the aircraft, ideally through a Ghanaian customs broker who has cleared one before. Our registration requirements guide sets GCAA's process next to the other five authorities we work with.

The purchase, start to finish

1. WhatsApp us a budget in dollars or cedis, the mission and the timeline.

1. We come back with three to five aircraft that fit, and share records and photos as you narrow down.

1. Once you pick an airframe, negotiating with the seller is our job.

1. Inspection at an independent shop agreed by both sides, done before the ferry to Accra.

1. The GCAA application, with proof of ownership and confirmation of no other registration, is filed at closing.

1. Delivery, insurance in place, first flight under the 9G- registration.