Business Aviation
French Business Aviation Impacted by High Solidarity Tax in 2025
France’s increased solidarity tax on business aviation causes flight decline, market shift to foreign operators, and calls for fairer tax and green investment.
France’s business aviation sector, a significant pillar of the national economy and a critical link for regional development, is currently navigating severe turbulence. The industry finds itself at the center of a contentious debate following the government’s decision to sharply increase the “solidarity tax” (Taxe de Solidarité sur les Billets d’Avion, or TSBA) as part of the 2025 budget. This measure, intended to accelerate the country’s environmental objectives, has been labeled by industry representatives as a punitive and counterproductive policy that threatens an “unprecedented industrial and competitive decline.”
The core of the issue lies in a fiscal policy that, according to the European Business Aviation Association (EBAA) France, is based on a caricature of the sector as a mere “luxury transport.” In reality, the association argues that over 80% of business aviation flights serve professional purposes, connecting economic hubs, research and development laboratories, and manufacturing sites across the country. By serving 262 local Airports, far more than the hundred serviced by commercial Airlines, business aviation plays an indispensable role in territorial cohesion and supports a wide array of non-relocatable jobs. The current tax structure, however, risks undermining this vital economic contributor, creating a precarious situation for French operators.
As discussions for the 2026 budget unfold, the industry is sounding the alarm over what it describes as a fight for survival. The increased tax has not only placed a heavy financial burden on French companies but has also created a distorted market that benefits foreign competitors. The situation highlights a fundamental clash between environmental policy and economic pragmatism, raising critical questions about national sovereignty and the future of a sector where France has historically been a global leader.
Effective March 1, 2025, the amplified solidarity tax placed France among the most heavily taxed nations in the world for business aviation. The rates for charter flights are reported to be 30 to 50 times higher than those for passengers in business or first class on commercial airlines. For flights within Europe, the tax can range from €210 to €420 per passenger, while long-haul international flights can see a staggering tax of up to €2,100 per passenger. This means a single flight carrying ten passengers could incur a tax liability of €21,000, a cost that fundamentally alters the economics of operations for French companies.
The industry does not refuse to contribute to national efforts but contests a system it deems unjust in its design and imbalanced in its application. A critical flaw identified by EBAA France is the tax’s self-declaratory nature. This has led to a significant enforcement gap, where French operators diligently comply with the levy while many foreign operators reportedly do not. This discrepancy has created a severe competitive distortion, effectively penalizing domestic companies and rewarding their international counterparts.
The fallout from this policy has been swift and stark. Rather than curbing demand, the tax appears to be redirecting it. The result is a situation where foreign competitors are capturing French market share without contributing to the national tax base, supporting local employment, or investing in the French industrial ecosystem. This outcome runs contrary to the stated goals of the tax, producing a net loss for the state and weakening a strategic national industry.
The data paints a concerning picture of the tax’s impact on domestic businesses. According to EBAA France, the third quarter of 2025 saw a dramatic 21.8% decline in flight activity for French-domiciled operators. This contraction is not indicative of a shrinking market but rather a shift in market dynamics. During the same period, traffic for foreign operators flying into and out of France increased by 4%. This divergence strongly suggests that customers are simply choosing non-French carriers to avoid the hefty tax, directly benefiting international competitors at the expense of the French aviation sector.
This decline has immediate repercussions for the French economy. The business aviation sector supports over 101,500 direct and indirect jobs, from pilots and maintenance technicians to logistics and airport personnel. For instance, Le Bourget Airport alone accounts for over 3,500 direct jobs and more than 10,000 induced jobs. A sustained downturn in activity for French operators threatens these non-relocatable jobs, weakens specialized skills, and jeopardizes a vital industrial ecosystem. The fiscal mechanism, presented as virtuous, is producing the opposite of the intended effect: it is destroying the French flag, weakening non-relocatable jobs, drying up rare skills, preventing the ecological transition, and weakening a sector where France was not only a pioneer but an internationally recognized leader.
Furthermore, the tax is failing to meet its revenue projections. The government anticipated collecting €150 million from the measure, but EBAA France estimates that only a few tens of millions will likely be gathered. This shortfall is a direct consequence of the reduced activity from compliant French operators and the widespread non-payment by foreign entities. The policy is thus failing on two fronts: it is not generating the expected fiscal returns and is actively harming the very industry it taxes.
The French business aviation sector contributes an estimated €32.1 billion in economic output, a figure that underscores its importance beyond connecting decision-makers and industrial sites. It is an essential component of the broader aviation industry, fostering innovation and supporting a complex supply chain. However, the current fiscal environment threatens to dismantle this strategic asset, pushing business and investment toward more favorable European neighbors.
The industry’s representatives argue that the government’s approach is shortsighted, ignoring the sector’s commitment to decarbonization and its potential to lead in Sustainability aviation. By imposing a punitive tax, the policy drains capital that could otherwise be invested in greener technologies, SAFs, and more efficient aircraft. The tax revenue is not specifically earmarked for the sector’s ecological transition, further fueling criticism that the measure is more symbolic than substantive.
In response to this crisis, and with the 2026 budget under discussion, EBAA France has put forward a clear set of demands aimed at rectifying the situation. The proposals are not a rejection of fiscal responsibility but a call for a more balanced and effective approach that aligns with both economic and environmental goals. The association is urging lawmakers to reconsider the current path before irreversible damage is done to the industry and to French economic sovereignty.
The primary demand from EBAA France is a significant reduction in the solidarity tax rate for business aviation. The goal is to align the tax level with that applied to business and first-class passengers on commercial airlines. This would remove the current disproportionate burden and restore a measure of fairness to the fiscal landscape.
Secondly, the industry is calling for the implementation of equitable and effective collection mechanisms. A system that ensures all operators, regardless of their nationality, contribute equally is essential to eliminate the current competitive distortion. This would level the playing field and ensure that the tax is borne fairly across the market, rather than falling almost exclusively on domestic companies.
Finally, EBAA France insists that the revenue generated from the tax should be specifically allocated to the decarbonization of the aviation sector. Earmarking these funds would ensure that the industry’s contributions directly support its transition to a more sustainable future. This would transform the tax from a punitive measure into a constructive tool for innovation, helping the sector invest in the technologies needed to meet long-term climate goals.
The predicament facing French business aviation serves as a stark case study in the law of unintended consequences. A tax designed with environmental and fiscal aims has, in practice, triggered a competitive disadvantage for domestic companies, failed to generate projected revenue, and potentially slowed the sector’s green transition by draining its resources. The reported 21.8% drop in activity for French operators, contrasted with the 4% growth for their foreign counterparts, illustrates a clear and immediate transfer of economic activity away from France. As the debate over the 2026 budget continues, the French government stands at a critical juncture. It can either maintain a policy that is actively undermining a strategic national industry or heed the industry’s calls for reform. Adopting a more balanced tax structure, ensuring fair collection from all market participants, and dedicating the revenue to decarbonization could forge a more sustainable path, one that secures jobs, fosters innovation, and maintains France’s leadership role in the global aviation landscape.
Question: What is the “solidarity tax” (TSBA)? Question: How has the tax impacted French aviation companies? Question: What are the main demands of the business aviation industry? Sources: EBAA France
French Business Aviation Faces a Crossroads Amid Punitive Taxation
The Solidarity Tax and Its Unintended Consequences
A Sharp Decline for French Operators
A Sector Under Pressure and a Call for Reform
The Path Forward: Industry Demands
Concluding Section
FAQ
Answer: The Taxe de Solidarité sur les Billets d’Avion is a passenger tax on all flights departing from France. In 2025, the rates for business aviation were increased significantly, reportedly to levels 30 to 50 times higher than for commercial first or business class.
Answer: According to the EBAA France, French operators saw their flight activity decrease by 21.8% in the third quarter of 2025, while foreign operators experienced a 4% increase in traffic in France. The industry claims this is due to a competitive distortion created by the tax.
Answer: EBAA France is asking for three main changes in the 2026 budget: lower the tax rate to align with commercial aviation, implement a fair collection system for both French and foreign operators, and earmark the tax revenue for the sector’s decarbonization efforts.
Photo Credit: EBAA France
Business Aviation
NTSB Preliminary Findings on Statesville Cessna Citation Crash
NTSB details preliminary findings on the fatal Statesville Cessna Citation 550 crash with seven fatalities, including Greg Biffle.
This article is based on official releases and media briefings from the National Transportation Safety Board (NTSB).
The National Transportation Safety Board (NTSB) has released initial findings and visual assets regarding the fatal crash of a Cessna Citation 550 business jet in Statesville, North Carolina. The accident, which occurred on December 18, 2025, resulted in the deaths of all seven occupants, including former NASCAR driver Greg Biffle and members of his family.
According to official updates from the agency, investigators have recovered the Cockpit Voice Recorder (CVR) and identified key details regarding the aircraft’s final moments. The NTSB has also made high-resolution photos and b-roll footage of the accident site available to the public as part of their transparency efforts during the ongoing investigation (Case ID: WPR26MA063).
The aircraft, identified by registration N257BW, departed Statesville Regional Airport (SVH) at approximately 10:05 AM EST, bound for Sarasota-Bradenton (SRQ). NTSB investigators report that roughly 10 minutes after takeoff, the pilot initiated a return to the airport, executing a left turn to align with Runway 28.
During media briefings, NTSB officials revealed a critical piece of communication sent from inside the cabin. A passenger on board sent a text message to a family member shortly before impact.
“Emergency landing.”
, Text message sent by a passenger, confirmed by NTSB officials
The crash sequence ended when the aircraft struck approach lighting stanchions approximately 1,800 feet short of the runway threshold. Following the initial impact, the jet collided with trees and the airport perimeter fence before coming to rest and catching fire. The debris field suggests the aircraft was configured for landing with landing gear down and flaps set, indicating it was “stable on approach” but flying too low.
NTSB Board Member Michael Graham and Investigator-in-Charge Dan Baker provided updates on the physical evidence recovered from the site. While the aircraft sustained extensive fire damage, investigators have identified the engines and flight control surfaces within the wreckage. The Cockpit Voice Recorder (CVR) has been successfully recovered and transported to the NTSB laboratory in Washington, D.C., for analysis. Officials noted that the aircraft was not equipped with a Flight Data Recorder (FDR), as it was not required by regulation for this specific airframe, which was manufactured in 1981.
At the time of the accident (approximately 10:15 AM EST), weather conditions at Statesville Regional Airport included low clouds, mist, and drizzle. Visibility was reported to be approximately 3 to 5 miles. These environmental factors will be a key component of the ongoing inquiry.
To maintain transparency, the NTSB has published a collection of visual assets on the investigation’s official webpage. These materials include:
All future updates, including the preliminary report (expected within 30 days), the public docket, and the final report, will be posted to the same location.
The absence of a Flight Data Recorder (FDR) on older business jets like this 1981 Cessna Citation 550 is not uncommon, but it places significantly more weight on the Cockpit Voice Recorder (CVR) and physical site analysis. Without digital flight data parameters, investigators must rely heavily on audio cues, radar tracks, and the physical position of actuators and switches in the wreckage to reconstruct the flight path. The fact that the aircraft was “stable on approach” but 1,800 feet short suggests a focus on altitude awareness, altimeter settings, or visual illusions caused by the reported mist and low clouds.
Who were the victims of the crash? When will the cause of the crash be determined? Was the airport controlled? Where can I view the photos and b-roll?
NTSB Releases Preliminary Findings on Statesville Cessna Citation Crash
Crash Sequence and “Emergency Landing” Communication
Investigation Status and Site Analysis
Recorder Recovery
Weather Factors
Visual Assets and Public Docket
AirPro News Analysis
Frequently Asked Questions
Authorities have confirmed seven fatalities. The victims include Greg Biffle, his wife Cristina, daughter Emma, son Ryder, pilot Dennis Dutton, Jack Dutton, and Craig Wadsworth.
The NTSB typically releases a preliminary report within 30 days of the accident, which contains factual information but no probable cause. A final report, including the probable cause, usually takes 12 to 24 months to complete.
No. Statesville Regional Airport is a non-towered airport. Pilots use a Common Traffic Advisory Frequency (CTAF) to coordinate their movements.
The NTSB has hosted all visual assets on their official investigation webpage linked below.Sources
Photo Credit: NTSB
Business Aviation
Honda Aircraft Introduces APMG S Upgrade for Legacy HondaJets
Honda Aircraft offers the APMG S retrofit for Classic and APMG HondaJets, enhancing payload, avionics, and safety with FAA certified upgrades.
This article is based on an official press release from Honda Aircraft Company.
Honda Aircraft Company has officially introduced the “APMG S” upgrade package, a new retrofit program designed to modernize the manufacturers‘ earlier aircraft models. Announced as the fleet approaches its tenth anniversary, this initiative allows owners of the original HondaJet (Classic) and the HondaJet APMG to install advanced avionics and performance features that were previously exclusive to the newer HondaJet Elite S model.
According to the company’s announcement, the upgrade is available immediately for installation at the Honda Aircraft Company Service Center in Greensboro, North Carolina, as well as through its authorized service center network. The package has already received Federal Aviation Administration (FAA) certification for U.S.-registered aircraft, with certification from other international regulatory bodies planned to follow.
The APMG S package focuses on bridging the gap between the earliest iterations of the HondaJet and the current production standards. The upgrade targets three primary areas: payload capacity, avionics processing, and pilot handling.
Increased Maximum Takeoff Weight (MTOW) Avionics and Safety Systems Additionally, the upgrade introduces a new graphical interface for Weight and Balance calculations on the flight deck, streamlining pre-flight preparations for pilots.
The introduction of the APMG S appears to be a move to protect the longevity and residual value of the HondaJet fleet. By offering a pathway for early adopters to upgrade their airframes to “Elite S” standards, the manufacturer is ensuring that older models remain competitive in the Very Light Jet (VLJ) market. In the official press release, Amod Kelkar, Chief Commercial Officer of Honda Aircraft Company, emphasized the company’s dedication to its existing customer base:
“As we approach the tenth anniversary of our first HondaJet delivery, we are excited to provide our customers the opportunity to upgrade their aircraft with the advanced technology and performance of more recent iterations. The APMG S package brings the spirit of continuous improvement to our in-service fleet, ensuring that the HondaJet remains at the forefront of the light jet category.”
While the official release focuses on technical specifications, the strategic timing of this announcement is notable. The first HondaJet “Classic” models were delivered between 2015 and 2018. As these airframes approach the decade mark, they face potential obsolescence when compared to newer entrants like the Cessna Citation M2 Gen2 or the Embraer Phenom 100EV.
By offering a retrofit option rather than forcing customers to purchase a new aircraft to gain these capabilities, Honda is likely aiming to prevent customer defection to competitors. This strategy aligns with a broader industry trend toward sustainability and lifecycle extension, where “retrofitting” is viewed as a more environmentally and financially responsible alternative to scrapping or replacing airframes. While specific pricing was not disclosed in the release, owners are directed to contact service centers for quotes, historical data suggests such upgrades offer a cost-effective alternative to trading up to a new $6 million-plus aircraft.
Honda Aircraft Company has confirmed that the APMG S package is available for installation now. The upgrade is applicable to:
Owners interested in the upgrade can schedule installation at the factory service center in Greensboro, NC, or at authorized facilities worldwide. While FAA certification is complete, European operators and those in other jurisdictions will need to wait for subsequent regulatory approvals, which the company states are currently in planning.
Honda Aircraft Company Unveils APMG S Upgrade for Legacy HondaJet Fleet
Technical Enhancements and Performance Gains
One of the most significant operational changes included in the package is a 300-pound increase in Maximum Takeoff Weight (MTOW). In practical terms, this allows operators to carry approximately one additional passenger or significantly more fuel and baggage without compromising range. The company states that this upgrade directly addresses the evolving mission requirements of current owners.
The retrofit includes both hardware and software updates to the Garmin G3000 avionics suite. These updates are designed to deliver faster processing speeds and enable advanced flight deck features. A key safety addition is the Advanced Steering Augmentation System (ASAS). According to Honda Aircraft Company, ASAS is engineered to reduce pilot workload and enhance safety during the landing rollout, particularly in challenging crosswind conditions.
Strategic Commitment to the Fleet
AirPro News Analysis
Availability and Implementation
Sources
Photo Credit: HondaJet
Business Aviation
PlaneSense and CaptainJet Partner to Expand Private Jet Access Across Continents
PlaneSense partners with CaptainJet, enabling reciprocal private flight access with Pilatus aircraft across the US, Europe, Canada, and the Caribbean.
This article is based on an official press release from PlaneSense, Inc. and CaptainJet.
PlaneSense, Inc., a leading fractional aircraft ownership program based in the United States, has announced a significant expansion of its international service capabilities through a new collaboration with CaptainJet, a European luxury charter sourcing provider. Announced on December 16, 2025, this partnership aims to provide seamless, reciprocal private travel solutions for clients on both sides of the Atlantic.
According to the official press release, the agreement allows PlaneSense shareowners to access a vast network of charter aircraft when traveling within Europe. Conversely, CaptainJet clients visiting the United States, Canada, and the Caribbean will gain access to the PlaneSense fleet, which consists of the Pilatus PC-12 turboprop and the Pilatus PC-24 jet. This move solidifies a growing alliance between PlaneSense and the broader Jetfly Group, CaptainJet’s affiliate, following an earlier partnership established in 2025.
The core of this collaboration is a reciprocal service agreement designed to simplify the complexities of international private aviation. For PlaneSense shareowners, the company has integrated a “PlaneSense Sourcing Solution” team that will coordinate directly with CaptainJet. This arrangement provides U.S. clients with access to CaptainJet’s network, which includes over 7,000 aircraft globally, ensuring availability even during high-demand periods in Europe.
For European travelers, the partnerships opens the door to the PlaneSense fleet. CaptainJet clients can now book flights on the Pilatus PC-12 and PC-24 aircraft operated by PlaneSense. These aircraft are renowned for their short-field performance, allowing access to smaller regional airports that are often closer to final destinations than major hubs.
This collaboration builds upon a previous agreement between PlaneSense and Jetfly, a European fractional operator and affiliate of CaptainJet. Both PlaneSense and Jetfly utilize fleets heavily focused on Pilatus aircraft. By partnering with CaptainJet, PlaneSense extends its reach beyond the specific fractional fleet of Jetfly, offering its owners a broader range of charter options to suit various mission profiles that might fall outside the scope of the fractional fleet.
Leadership from both organizations emphasized the client-focused nature of the deal, highlighting the demand for a unified booking experience across continents.
George Antoniadis, President and CEO of PlaneSense, Inc., stated in the press release: “Working with the CaptainJet team allows us to greatly expand our footprint and assist our valued clients with their global travel needs.”
Yves Roch, CEO of CaptainJet, echoed these sentiments, noting the quality of the U.S. operator’s fleet:
“We’re proud to collaborate with PlaneSense, providing clients with exceptional private flights on both sides of the Atlantic.”
The Asset-Light Expansion Model The Short-Runway Niche 2025 Industry Trends What aircraft will PlaneSense clients fly on in Europe? Can CaptainJet clients fly the PC-12 in the US? Is this a merger?
PlaneSense and CaptainJet Launch Strategic Transatlantic Collaboration
Reciprocal Access for Global Travelers
Strengthening the “Pilatus Alliance”
Executive Commentary
Strategic Market Context
AirPro News Analysis
This collaboration represents a distinct strategic approach compared to other major players in the private-jets sector. While competitors such as NetJets and Flexjet have pursued “organic expansion” or “acquisition” models, spending significant capital to buy aircraft and obtain operating certificates in Europe, PlaneSense is effectively building a virtual global fleet. By partnering with CaptainJet and Jetfly, PlaneSense secures immediate European market access without the heavy infrastructure investment required to establish a standalone European division.
A critical differentiator for this alliance is the specific capability of the aircraft involved. Both PlaneSense and the Jetfly Group specialize in Pilatus aircraft (PC-12 and PC-24). These aircraft possess unique short-field capabilities, allowing them to land on runways as short as 3,000 feet, including grass and dirt strips. This opens up access to exclusive destinations, such as Courchevel in the French Alps or smaller Caribbean islands, that are inaccessible to the larger jets typically flown by competitors like VistaJet or Wheels Up. This “adventure access” segment remains a defensible niche that this partnership strengthens.
The timing of this deal aligns with broader 2025 trends where high-net-worth individuals increasingly demand “one-call” solutions. The post-pandemic travel boom has occasionally strained charter inventory; by aligning with a major sourcing agent like CaptainJet, PlaneSense mitigates the risk of inventory shortages for its clients abroad. This ensures that U.S. owners are not left to navigate a fragmented European charter broker market on their own.
Frequently Asked Questions
Through CaptainJet, PlaneSense clients will have access to a sourcing network of over 7,000 aircraft, ranging from light jets to large-cabin aircraft, in addition to the Pilatus fleet available through the Jetfly affiliate partnership.
Yes. The agreement specifically allows CaptainJet clients to book flights on the PlaneSense fleet, which includes the Pilatus PC-12 turboprop and the PC-24 light jet, known for their versatility and short-runway performance.
No. This is a strategic collaboration between two independent companies. PlaneSense remains a privately held U.S. company, while CaptainJet operates as a Swiss-based charter sourcing provider affiliated with the Jetfly Group.
Sources
Photo Credit: PlaneSense
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