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Commercial aviation is one of the most capital-intensive industries on Earth, and very popular narrow-body jets are a good example to analyze. Among them, the Boeing 737-800 stands as one of the best-known workhorses of the global fleet, flying across all continents. Entering service in the late 1990s, the 737-800 became the backbone of operations for many legacy carriers, low-cost airlines, and charter operators. But after more than two decades in which thousands were delivered, and some already retired, what does this aircraft cost in 2026 — decades after its introduction, and well into the era of newer, more efficient jets?
Understanding the answer still matters to many airlines and lessors, and it is important to grasp how commercial aircraft retain (or lose) value over time. The 737-800 is no longer newly built, meaning most transactions today involve used airframes on the secondary market. In this article we’ll explore the original pricing when the aircraft was new, the range of values for used examples today, the factors that drive those values, what industry insiders say, and how the 737-800 compares to modern alternatives like the Boeing 737 MAX 8.
How Much Is The Boeing 737-800 In 2026?
In 2026, a used Boeing 737-800 typically sells for between about $15 million and $30 million, depending on age and condition, and it is a stark contrast with the price airlines once paid for a brand-new airframe.
When 
Boeing was making the 737-800, its official list price was approximately $106.1 million. This figure is based on the aircraft pricing data compiled by Axon Aviation and it reflects the manufacturer’s benchmark cost at the time, long before discounts, negotiations, and bulk orders applied (which they almost always did in real airline procurement). Other sources focused on commercial aircraft cost estimates also place the new-build Boeing 737-800 at roughly $106 million as a baseline.
Now in 2026, the market has shifted wholly toward used airframes, because the 737-800 is no longer in production and is now solely traded on the secondary market. The last 737-800 was built in 2020, and its value now is dictated by depreciation, maintenance status, remaining life on major components like engines, and the broader supply and demand balance. As a result, an 8-year-old NG example might be valued in the low-to-mid-20s of millions of dollars, with older, higher-cycle aircraft skewing lower.
What Drives The 737-800’s Market Value?
The price you can find online for used airframes usually varies from $15 M to $50 M. The reasons why two Boeing 737-800 aircraft priced in the same year can differ by several million dollars reveal the complexity of the commercial aircraft market. First, age and utilization matter. A 737-800 built in 2018 with moderate flight cycles and a robust maintenance history is more valuable than one built in 2006 that has accumulated heavy usage.
Aviation professionals place great emphasis on the cost of upcoming maintenance events. Heavy checks, on average, can run several million dollars. This is a sum of money that a buyer would otherwise have to expend post-purchase. Engine condition is another prime factor. The 737-800 is powered by CFM56-7B engines, which require scheduled shop visits and overhauls. A unit nearing overhaul will be valued lower, while an aircraft fresh from a shop visit may command something closer to the upper end of its price range.
|
Factor |
Impact On Price |
Why It Matters |
|
Aircraft Age |
High |
Younger airframes retain structural and market value. |
|
Maintenance Status |
Very High |
Upcoming heavy checks reduce sale price |
|
Engine Condition |
Very High |
Overhauls can cost several million dollars. |
|
Cabin Configuration |
Medium |
High-density layouts suit low-cost carriers |
|
Lease Status |
High |
On-lease aircraft often trade at a premium |
Lease status also plays into valuation. An aircraft already under contract with a stable airline can trade at a premium relative to one that must be remarketed, because the new owner has immediate income coming from the lease. The economics of lessors and airlines intersect here: relatively young, on-lease aircraft typically bring stronger bids.
Finally, cabin configuration and equipment matter. High-density all-economy layouts are attractive to low-cost carriers, while aircraft with upgraded interiors or dual-class cabins might appeal to flag carriers but at a different valuation bracket. There are also exclusive BBJ variants that are usually the most expensive, with an average price reaching the top of this used segment — about $50 M.
Usually, buyers evaluate these variables case-by-case on the used market, meaning that while a rough range can be established, exact valuations depend on the specifics of each airframe.
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What Do Airlines And Industry Experts Say?
Industry experts and aircraft valuation specialists tend to describe the 737-800 market in terms of practical depreciation rather than dramatic swings in value. Because so many 737–800 airframes were produced, with nearly 5,000 units delivered worldwide during its run, the type has an unusually deep resale and lease market relative to many narrow-bodies.
This depth of supply means that good examples with strong maintenance records remain sought after, while less desirable ones must be priced lower to attract buyers. Brokers and aviation finance advisors often highlight this as a stabilizing influence on used NG values — even as airlines shift toward newer jets like the 737 MAX family, which was built to replace the NG family.
Where available pricing data ( such as that shared by brokers on Quora ) suggests that 8-year-old 737-800NG aircraft trades in the vicinity of the low $20 million range, pending condition assessments. While that source reflects community insights rather than formal broker listings, it aligns with broader market perspectives on current used-aircraft pricing levels.
Moreover, industry cost overviews like that maintained by MBA Aviation show how far prices have shifted over time due to depreciation, which is a reality of aircraft economics across decades of operation. All combined, these expert views suggest a market where the 737-800 retains solid utility value, though prices no longer reflect new-build economics — instead settling into a range determined by realistic end-of-service projections and current demand for mid-life narrow bodies.
Boeing 737-800 Vs 737 MAX 8: How Do They Compare?
To truly appreciate a used 737-800’s worth, it helps to compare it with the cost of contemporary narrowbody jets, especially with its direct successor: the Boeing 737 MAX 8. Official pricing compilations show that Boeing had previously listed the 737 MAX 8 at around $121.6 million when new, compared to the 737-800’s original $106.1 million list price.
That roughly $15.5 million gap between NG and early MAX list prices reflects the technological improvements of the newer model, including more fuel-efficient LEAP engines and aerodynamic enhancements, but also inflation. These numbers also illustrate that manufacturers priced newer variants at a premium relative to their predecessors. Those list prices should always be treated as approximates, not final transaction values, because airlines almost never pay for the full list. Negotiated discounts on new aircraft often bring the actual sale prices well below the list, especially on large orders.
What matters for fleet planners today, however, is that even if a new-build 737 MAX 8 might ultimately change hands for something in the vicinity of, say, ~$60 M–$80 M on the secondary or lease market (industry estimates suggest market residual values near roughly $55 M for mature MAX airframes under certain conditions), it is still far above the typical 737-800 used price bracket of $15 M–$50 M.
This disparity illustrates the economic progression airlines face: newer aircraft offer improved fuel burn and lower operating costs (thanks to LEAP-1B engines and optimized aerodynamics), but acquiring them, even used, commands a higher premium compared to older NG jets. In the context of 2026, this means that while 737 MAX 8s may hold stronger residual values, the 737–800 offers a much lower upfront capital cost for operators prioritizing acquisition budget over the latest fuel efficiency.
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Are There Risks Or Hidden Costs?
Buying a 737-800 for $18 million may seem like a bargain, but if it requires an imminent heavy maintenance check or engine overhaul, the effective investment can rise sharply. Because the way we’ve outlined a typical used 737-800 valuation range is grounded in market reality, it comes with important caveats.
Firstly, not every aircraft in that range is actually flying, or immediately ready for service. Many older 737-800s require substantial maintenance events, including heavy C-checks or engine overhauls. Because those are costly (engine shop visits alone can run several million dollars each), buyers discount aircraft accordingly, sometimes pushing values below the midpoint of the range.
Second, not all 737–800 airframes are equal in configuration. High-density, all-economy interiors may appeal to ultra-low-cost carriers, while a dual-class business-oriented cabin might be niche in demand — and priced differently, not to forget the most expensive BBJ variants.
Third, the market for narrow-body jets is fluid. As carriers increasingly commit to newer, more fuel-efficient designs due to rising sustainability imperatives and operating cost pressures, demand for older NG airframes could soften further over time — especially after 2030. Residual value risk always looms in aircraft portfolio planning. In short, a low sticker price can be misleading. Savvy operators look at lifecycle cost, not just acquisition cost.
The Bottom Line: What Is The 737-800 Worth In 2026?
In 2026, the Boeing 737-800’s value story is one of depreciation examples from new-build economics to seasoned asset pricing. Once officially listed at approximately $106.1 million when new, a 737-800 today commonly transacts in the $15 million to $50 million range on the secondary market.
That shift reflects natural lifecycle depreciation, market depth (nearly 5,000 examples delivered worldwide), and the entry of newer aircraft like the 737 MAX family into fleets across the globe. For airlines and lessors, the 737-800 remains a practical, widely supported choice — especially for markets where acquisition budget matters more than cutting-edge efficiency. But its value also underscores the changing economics of narrow-body aircraft as operating cost pressures and environmental considerations guide fleet modernization choices.
We expect used-aircraft values to continue responding to demand for midlife capacity, fleet renewal timelines, and broader macroeconomic conditions. Whether the 737-800 continues to command stable value into the 2030s will depend on a delicate balance between its enduring reliability and the inevitable march of aviation technology.
