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
Pre-Owned Gulfstream Market Faces Inventory Shortage in Early 2026
Record 2025 sales depleted pre-owned Gulfstream inventory, causing scarcity in early 2026 amid supply chain delays and no G700 effect.
This article is based on an official press release and market report from Hagerty Jet Group.
The pre-owned Gulfstream market is currently experiencing a profound paradox: a record-breaking sales year has directly resulted in a severe inventory drought. Following an unprecedented surge in transactions throughout 2025, prospective buyers entering the market in early 2026 are finding themselves with historically few options.
According to the recently published Q4 2025 Year-in-Review and Q1 2026 Market Update from Hagerty Jet Group, a prominent aircraft brokerage specializing in pre-owned Gulfstream jets, the buying frenzy of late 2025 has heavily constrained the current market. The brokerage’s data reveals that 2025 was one of the strongest years on record, driven by stabilizing prices, favorable tax policies, and robust demand across multiple aircraft models.
As we navigate the first quarter of 2026, the central theme for industry professionals and buyers alike is scarcity. Hagerty Jet Group’s latest update focuses heavily on this dynamic, attempting to answer the pressing question of why acquiring a pre-owned Gulfstream has become such a formidable challenge in the current economic landscape.
The data provided by Hagerty Jet Group illustrates a steady and significant year-over-year climb in pre-owned Gulfstream transactions. In 2025, a total of 195 pre-owned Gulfstream Private-Jets, spanning the G650, G550, G600, G500, G450, and G280 models, were sold globally. This marks a substantial increase compared to the 170 transactions recorded in 2024 and the 132 transactions in 2023.
The Gulfstream G550 emerged as the undisputed top seller of the year. Hagerty Jet Group reported 76 transactions for the G550 in 2025, up from 64 in 2024 and 50 in 2023. Despite the high sales volume, supply for this model remained relatively healthy and consistent, with 35 to 40 aircraft available at any given time, representing approximately 6% of the active fleet. The brokerage noted that demand was particularly strong for 2012 and newer models equipped with forward-galley configurations.
Conversely, the G650 market experienced what can only be described as a rollercoaster year. In the second quarter of 2025, G650 supply hit an all-time high of 31 available aircraft. However, a massive influx of buyers quickly absorbed this inventory. By the end of the year, the available supply had plummeted to just six aircraft. Ultimately, the G650 saw nearly 50 pre-owned sales in 2025, a figure that doubles its historical norm.
Other models tracked by the brokerage also exhibited unique market behaviors. The G600 recorded the lowest pre-owned inventory among the newer models, with supply sitting at a mere 1.5% of the active fleet. Meanwhile, the legacy G450 market, which saw a slow start to 2025 due to softening prices, gained significant momentum in the fourth quarter. Buyers capitalized on lower valuations, resulting in 12 transactions for the G450 in the final quarter alone. The rapid absorption of inventory in late 2025 has set the stage for a heavily constrained market in early 2026. Hagerty Jet Group’s Q1 2026 update highlights that buyers are currently facing severe inventory shortages. Due to this low supply, the brokerage predicts that prices, particularly for the highly sought-after G650, will remain firm throughout the entirety of 2026.
Hagerty Jet Group’s Q1 2026 report centers on a pressing industry question: “Why is it so hard to buy a Pre-owned Gulfstream?”
A significant factor contributing to the current inventory drought is the delay of the anticipated “G700 Effect.” Industry experts had previously forecasted that the introduction and Delivery of the new Gulfstream G700 would trigger a wave of pre-owned G500, G600, and G650 aircraft entering the secondary market as original owners upgraded their fleets.
However, this influx has not materialized. In their early 2026 update, Hagerty Jet Group noted that they To fully understand the Gulfstream-specific trends reported by Hagerty Jet Group, it is essential to examine the broader macroeconomic factors influencing the business aviation sector in 2025 and 2026.
OEMs, including Gulfstream’s parent company General Dynamics, continue to grapple with ongoing Supply-Chain issues. These pressures have resulted in new aircraft delivery backlogs averaging two years or more, stretching well into 2027. Consequently, many buyers who would traditionally purchase new aircraft are being forced into the pre-owned market, further exacerbating the inventory shortage.
Additionally, legislative actions have played a pivotal role in stimulating demand. The retroactive reinstatement of 100% bonus depreciation in the United States, backdated to January 2025, injected massive enthusiasm into the market. According to industry data, this tax advantage was a primary driver of the Q4 2025 buying frenzy and has carried its momentum into 2026.
Global business jet flight activity also saw a sustained uptick in late 2025, running nearly 8% above 2024 levels in the U.S. Increased utilization is traditionally a leading indicator of fleet refreshes; as aircraft fly more frequently, owners tend to upgrade faster, thereby sustaining pre-owned demand.
Finally, after the massive pandemic-era appreciation seen in 2021 and 2022, followed by a slight market softening in 2024, the 2025-2026 market is defined by pricing stability. The current market heavily rewards well-maintained aircraft with strong pedigrees, while older legacy jets are experiencing wider pricing spreads based strictly on their maintenance status. When we analyze the data presented by Hagerty Jet Group alongside broader macroeconomic indicators, it becomes clear that the pre-owned Gulfstream market is undergoing a structural shift rather than a temporary fluctuation. The combination of OEM backlogs stretching into 2027 and the failure of the “G700 Effect” to materialize suggests that inventory will remain tight for the foreseeable future.
Furthermore, the retroactive 100% bonus depreciation has artificially compressed the buying cycle, pulling future demand forward into late 2025. For buyers navigating this landscape in 2026, the strategy must shift from waiting for market corrections to acting decisively on well-pedigreed aircraft when they become available. The stabilization of prices indicates that sellers currently hold the leverage, and we do not anticipate a return to a buyer’s market until OEM supply chains fully normalize and G700 upgrades begin to meaningfully displace older models.
A record-breaking number of transactions in 2025 (195 aircraft sold) depleted available inventory. Combined with ongoing new aircraft manufacturing backlogs and owners holding onto their current jets longer than expected, the secondary market is experiencing a severe supply shortage in early 2026.
According to Hagerty Jet Group, the Gulfstream G550 was the top seller, recording 76 transactions in 2025, up from 64 in 2024.
No. Industry experts anticipated a “G700 Effect” where owners upgrading to the new model would sell their older jets. However, Hagerty Jet Group reports no significant increase in pre-owned supply resulting from G700 deliveries as of early 2026.
Sources: Hagerty Jet Group
2025 Year-in-Review: A Record-Breaking Market
The G550 and G650 Lead the Charge
Scarcity in Newer and Legacy Models
Q1 2026 Dynamics: The Inventory Drought
The Missing “G700 Effect”
haven’t seen any significant increase of supply on any models
resulting from G700 deliveries. Furthermore, as of early 2026, no pre-owned G700s or G800s have been advertised for sale on the secondary market, indicating that owners are holding onto their current aircraft longer than initially expected.
Macroeconomic Drivers Fueling the Squeeze
Supply Chain Pressures and Tax Incentives
Rising Utilization and Pricing Stability
AirPro News analysis
Frequently Asked Questions
Why is it currently so difficult to buy a pre-owned Gulfstream?
What was the top-selling pre-owned Gulfstream in 2025?
Did the release of the new G700 flood the used market?
Photo Credit: Gulfstream
Business Aviation
Pilatus Aircraft Acquires Air Alliance to Expand European Presence
Pilatus Aircraft acquires Air Alliance GmbH to enhance service and sales operations in Europe, retaining leadership and excluding air ambulance unit.
This article is based on an official press release from Pilatus Aircraft, supplemented by industry research data.
On April 1, 2026, Swiss manufacturers Pilatus Aircraft Ltd. announced its acquisition of Air Alliance GmbH, a prominent German aviation service provider and long-time authorized dealer. According to the official press release, the strategic move aims to strengthen Pilatus’s market presence in Europe and enhance the consistency of its service portfolio.
Air Alliance, which has served as an authorized Pilatus Sales & Service Center for Germany and Austria since 2014, brings approximately 120 employees under the Pilatus umbrella. The press release confirms that the entire workforce will be retained, ensuring continuity for existing clients. René Petersen will continue in his role as Managing Director and CEO, leading operations alongside his established team under the new ownership structure.
The acquisition represents a significant step toward vertical integration for Pilatus, allowing the manufacturer to directly manage sales, maintenance, and operational support in a highly lucrative European market. By bringing a major regional dealer in-house, Pilatus aims to leverage synergies between manufacturing, sales, and operations.
The official announcement emphasizes operational continuity and growth. Founded in 1993 and headquartered at Siegerland Airport in Burbach, Germany, with an additional facility at Cologne Bonn Airport, Air Alliance has built a robust portfolio. According to the press release, the company oversees sales and technical support for the PC-12 and the PC-24 Super Versatile Jet. Furthermore, Air Alliance operates a flight training school and conducts commercial flights under a professional aircraft management program and an Air Operator Certificate (AOC).
This comprehensive service model puts Air Alliance in touch with the entire aviation value chain. Company leadership expressed optimism about the merger’s potential to accelerate expansion.
“Pilatus will allow us to embark on further growth in our markets and areas of strengths…”, René Petersen, CEO of Air Alliance
Notably excluded from the acquisition is Unicair GmbH, Air Alliance’s air ambulance subsidiary. According to industry research data, Unicair, formerly known as Air Alliance Express AG & Co. KG, operates a dedicated fleet of medical jets, including Bombardier Challenger 604s and Learjets. Because this highly specialized global medical transport business falls outside Pilatus’s core manufacturing and service model, the press release notes that Unicair will remain an independent company.
Europe remains a critical region for Pilatus. Industry research indicates that the European market historically accounts for nearly 30% of the Swiss manufacturer’s total global sales. Germany and Austria, specifically, are highly lucrative markets for business aviation and turboprop aircraft, making the Air Alliance acquisition a logical geographic play. “Europe, particularly Germany and Austria, is a very important market for Pilatus, and offers potential for further growth.”, Hansueli Loosli, Chairman of the Board of Directors, Pilatus
Markus Bucher, CEO of Pilatus, echoed this sentiment in the press release, stating that the company will do everything possible to provide customers with the exclusive, first-class service they expect as owners of Pilatus aircraft.
This transaction aligns with a broader, multi-year strategy by Pilatus to acquire its most successful independent service centers. Research reports highlight that Pilatus previously acquired US-based Skytech in September 2022, followed by the maintenance and sales activities of Aero Center Epps in Atlanta, Georgia. By bringing these centers in-house, Pilatus captures revenue across the entire lifecycle of the aircraft, from the initial sale through decades of maintenance and operational management.
While the financial terms of the Air Alliance acquisition were not publicly disclosed in the press release, Pilatus enters this agreement from a position of significant financial strength. According to recent market-analysis data, Pilatus experienced record-breaking growth in recent years. In 2024, the company delivered 153 aircraft, generating 1.633 billion Swiss francs (approximately $1.81 billion) in sales and an operating result (EBIT) of 243 million Swiss francs. The company’s order book stood at a robust 2.19 billion Swiss francs heading into 2025, providing ample capital to fund its European expansion.
The press release states that the merger remains subject to standard regulatory approvals. Chief among these is the required clearance from the German Federal Aviation Authority (Luftfahrt-Bundesamt), which must sign off on the transaction before it is finalized.
At AirPro News, we view this acquisition as a clear indicator of the business aviation industry’s ongoing shift toward lifecycle management. By acquiring Air Alliance, Pilatus is not merely buying a regional sales channel; it is securing a highly profitable, long-term maintenance revenue stream and ensuring strict quality control over the customer experience. Furthermore, the decision to spin off Unicair demonstrates a disciplined corporate strategy. By leaving the air ambulance subsidiary independent, Pilatus ensures it remains focused on its core competencies, supporting the PC-12 and PC-24 platforms, rather than navigating the complex, specialized logistics of global medical repatriation.
What happens to Air Alliance employees following the acquisition? Is the air ambulance service included in the deal? What aircraft does Air Alliance service? Has Pilatus made similar acquisitions recently? Sources: Pilatus Aircraft Press Release, Industry Research Report.
Details of the Acquisition and Operations
Retaining Leadership and Expanding Services
The Unicair Spin-off
Strategic Rationale and Market Context
Expanding the European Footprint
A Pattern of Vertical Integration
Financial Background and Regulatory Approvals
Pilatus’s Strong Financial Position
Regulatory Next Steps
AirPro News analysis
Frequently Asked Questions (FAQ)
According to the official press release, all of Air Alliance’s approximately 120 employees will be retained, and René Petersen will remain CEO.
No. Unicair GmbH, the subsidiary responsible for global ambulance flights, is excluded from the acquisition and will continue to operate as an independent company.
Air Alliance provides sales, technical support, and commercial flight management primarily for the Pilatus PC-12 and the PC-24 Super Versatile Jet.
Yes. Industry research shows Pilatus has been acquiring key service centers, including US-based Skytech in 2022 and the maintenance operations of Aero Center Epps in Atlanta, Georgia.
Photo Credit: Pilatus Aircraft
Business Aviation
NetJets Begins Construction of Dedicated Terminal at Augusta Airport
NetJets is building a 432,000 sq ft exclusive terminal at Augusta Regional Airport, set for 2026 completion amid rising flight demand.
NetJets has officially commenced construction on a new, dedicated terminal for its Owners at Augusta Regional Airport (KAGS). This development represents a strategic investment by the Private-Jets aviation company to enhance the travel experience for its clientele visiting the renowned Georgia golf destination.
According to the official press release, guests arriving this April for the iconic golf championship will already see significant progress on the site. The construction currently features a finished ramp and the foundational walls of what will eventually become a full-service, exclusive-use terminal.
The project underscores the growing demand for premium private aviation infrastructure in key event-driven locales. By developing a dedicated facility, NetJets aims to provide a more exclusive and seamless travel venue for its Owners during one of the busiest weeks in private aviation.
The scale of the new development at Augusta Regional Airport is substantial. The company states that the private ramp alone will offer 432,000 square feet of space dedicated exclusively to aircraft parking.
NetJets has confirmed that the expansive ramp and the full-service terminal are scheduled to be fully completed in time for the 2026 golf tournament, ensuring that future attendees will benefit from the upgraded, state-of-the-art facilities.
The project is not just a strategic win for NetJets, but also a major development for the local aviation infrastructure in Augusta. Airports officials have welcomed the expansion as a key driver of regional business.
“The NetJets terminal marks a significant business development milestone for the Augusta Regional Airport. We are grateful for this investment in Augusta and our strong partnership with NetJets, and we are excited for all the benefits the new terminal will bring for our mutual customers.” The decision to build a dedicated terminal in Augusta is backed by compelling operational data. In the press release, NetJets reported operating nearly 580 Owner flights to and from Augusta leading up to and during the 2025 tournament. This flight volume represents a 34% increase in demand compared to the 2024 tournament. Furthermore, the company noted that customers traveled from 36 different states to attend the event, highlighting the widespread national appeal of the iconic golf week and the heavy reliance on private aviation to access it.
NetJets is also expanding its footprint beyond aviation infrastructure. The company plans to build on its reimagined 2025 experience by offering Owners and guests special access to coveted hospitality events throughout the tournament.
A centerpiece of this hospitality is “NetJets Friday Night,” an invite-only event celebrating the highlight of the golf season. Patrick Gallagher, President of NetJets Aviation, noted in the release that the new facility reflects the company’s commitment to making the overall experience, not just the travel, memorable.
“It’s an incredible opportunity to connect with fellow golf enthusiasts, reflect on the highlights of the tournament, and share in the excitement of what’s to come. This, along with southern hospitality and unforgettable musical guests, is yet another example of how NetJets creates exceptional moments.” The Investments by NetJets at Augusta Regional Airport highlights a broader trend in the private aviation sector: the shift toward exclusive, purpose-built infrastructure at high-demand, event-specific destinations. By securing a dedicated 432,000-square-foot ramp and terminal, NetJets is effectively insulating its Owners from the congestion typically experienced at shared Fixed Base Operators (FBOs) during major global sporting events.
This move not only enhances the immediate customer experience but also serves as a powerful retention and marketing tool. As demand for private travel to marquee events continues to grow, evidenced by the 34% year-over-year increase in Augusta flights, controlling the end-to-end travel experience becomes a critical competitive advantage for fractional ownership and charter operators. We expect to see similar exclusive-use terminal investments from major operators in other high-traffic luxury destinations.
When will the new NetJets terminal at Augusta Regional Airport be completed? How large is the new aircraft parking ramp? How much did NetJets flights to Augusta increase recently?
Infrastructure and Development Timeline
Local Impact and Partnerships
, Herbert L. Judon, Jr., Augusta Regional Airport Executive Director
Surging Demand and the Augusta Experience
Beyond the Flight: Exclusive Hospitality
, Jim Nantz, renowned sports commentator and host of the NetJets event
AirPro News analysis
Frequently Asked Questions
The private ramp and full-service terminal are slated for completion in time for the 2026 golf tournament.
The dedicated private ramp will offer 432,000 square feet of space for aircraft parking.
According to the company, NetJets saw a 34% increase in demand for the 2025 tournament compared to 2024, operating nearly 580 flights from 36 different states.Sources
Photo Credit: NetJets
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