Private Jet Restrictions in Europe: Where Things Stand

What is in force, and what is not

The confusion arises because announcements by airport operators or governments are reported as settled measures, when many were never written into law, or were later annulled. The table below separates the three statuses.

Eindhoven, the only genuine closure

Since 1 January 2026, Eindhoven Airport allows only "minimal capacity" for private flights using fossil fuels. That is the official wording: it is not an outright ban. In practice, business-aviation volume falls from around 1,560 flights a year to a maximum of roughly 270, a reduction in the order of 83%. Medical and societal flights remain explicitly exempt, and the airport says it is open to future light electric flights. The airport's overall cap is set at 40,500 movements a year for 2026 and 2027.

Schiphol: the ban that never existed

This is the most poorly reported case. In April 2023, Schiphol's operator announced an eight-point plan including the exclusion of private jets. That plan was never written into any regulation. As early as September 2023, the Dutch government made clear it would not allow the airport to ban night flights and private jets on its own, the operator having no authority to do so.

The second misunderstanding concerns the much-quoted move "from 17,000 to 12,000 movements" of business aviation, widely cited as a restriction in force. That September 2023 capacity declaration rested on an experimental regulation suspended on 14 November 2023, which removed its legal basis. Finally, on 11 March 2026 the Dutch Council of State annulled the decision imposing a cap of 478,000 annual movements, for want of a demonstrated reduction in noise. The 2008 text therefore applies again: it contains no annual cap and no business-aviation sub-cap. An interim measure limits commercial night traffic, without specifically targeting private jets. Access remains open, within a framework set to evolve.

Taxation, Europe's real lever

This is where the substance lies. France reformed its solidarity tax by the law of 14 February 2025, in force from 1 March 2025, creating two categories of "business aircraft" (maximum configuration of 19 passenger seats or fewer). The amounts, confirmed unchanged in 2026, apply per passenger boarding: 210 €, 675 € or 1,025 € for a turboprop, and 420 €, 1,015 € or 2,100 € for a jet, depending on whether the destination is European, intermediate or long-haul. A point often misread: this rate targets commercial flights, the tax being payable by public air transport undertakings; genuinely non-commercial flights fall outside its scope, as do emergency medical evacuations. For detail, see our article on the French private jet tax.

Elsewhere, Belgium has applied since July 2025 a boarding tax of 10 € per passenger below 500 km and 5 € beyond, covering both commercial and non-commercial flights. Austria levies 12 € per passenger (30 € below 350 km) from its six main airports, for aircraft above 2,000 kg. The Netherlands, finally, adopted a text in late 2025 introducing a rate modelled on the French one for aircraft of 19 seats or fewer, but its entry into force is deferred to 1 January 2030: a measure voted, not yet applicable.

The European framework: sustainable fuel and carbon allowances

Two regimes apply, and they should not be conflated. ReFuelEU Aviation requires fuel suppliers to reach 2% sustainable aviation fuel since 1 January 2025. That rate is unchanged in 2026, the next step being 6% from 1 January 2030. A separate obligation requires uplifting at least 90% of the fuel needed, but it applies only to operators of more than 500 commercial flights: most business-aviation operators fall outside it. See our article on sustainable aviation fuel.

On carbon allowances, the EU ETS remains limited to intra-European flights, a scope extended to early 2027. Free allocation, progressively reduced, is removed in 2026, except for a reserve intended to cover the price gap of sustainable fuel, open only to commercial operators. Non-commercial operators emitting less than 1,000 tonnes of CO2 a year remain exempt until 2030.

What has been rejected, blocked or eased

The narrative of a general tightening does not survive contact with the facts. In Switzerland, the CHF 500 to 3,000 levy on private flights was rejected by referendum on 13 June 2021 and never came into being. At European level, the revision of the energy taxation directive, which was to end the kerosene exemption, was declared blocked after the finance ministers' council of November 2025, tax matters requiring unanimity. In Germany, the air transport tax applies only to commercial passenger transport, and its rates fall from 1 July 2026. Finally, on 24 June 2026, the General Court of the European Union annulled the exclusion of business aircraft from the transitional activities of the green taxonomy, ruling that the Commission had relied on a criterion not provided for in the regulation. That judgment reopens the question without settling it, and remains subject to appeal.

What this means for your flight

As of mid-2026, no general ban on private jets is in force, either at European Union level or in any individual member state. The only effective restrictions are decisions by airport operators, local in scope. In practice, the subject shifts to the choice of airport, the taxation applicable depending on whether the flight is commercial and on the destination, and slot availability. These parameters are handled case by case, upstream: precisely the role of an independent broker. See also our articles on airport operating restrictions and on the private terminal (FBO).

Private jet charter with IBC Aviation:

Our teams advise you on the private jet best suited to your itinerary and requirements, and arrange your flight to or from your destination. Available 24/7:

• France: +33 1 41 69 88 88
• Switzerland: +41 22 880 28 88
• Dubai: +971 55 303 5161
• Bangkok: +66 81 808 2866
• Email: contact@ibc-aviation.com

Frequently asked questions

Are private jets banned in Europe?

No. As of mid-2026, no general ban is in force, either at European Union level or in any member state. The only closure actually applied is a local operator decision, at Eindhoven, since 1 January 2026.

Has Schiphol banned private jets?

No. The operator announced it in April 2023, but the measure was never written into law, the Dutch government having opposed it in September 2023. The associated movement cap was itself annulled by the Dutch Council of State on 11 March 2026.

How much is the French tax on business aviation?

Since 1 March 2025, the solidarity rate is, per passenger boarding, 210 €, 675 € or 1,025 € for a turboprop, and 420 €, 1,015 € or 2,100 € for a jet, depending on destination. These amounts are unchanged in 2026 and apply to commercial flights.

What is the mandatory sustainable fuel rate in 2026?

2% under ReFuelEU Aviation, a rate in force since 1 January 2025 and unchanged in 2026. The next step is set at 6% from 1 January 2030.

Have other European countries taxed business aviation?

Yes. Belgium applies a boarding tax to both commercial and non-commercial flights, Austria levies 12 € per passenger from its six main airports, and the Netherlands has adopted a specific rate for aircraft of 19 seats or fewer, applicable from 1 January 2030.