How Much Does Flexjet Cost? Card, Share, and Lease Numbers Explained

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By Pat Sinnott, Founder of Peak Aviation Solutions in Bozeman. Commercial multi-engine rated pilot with a BS in Flight Operations and Aviation Management, 21 years in aviation, who has overseen thousands of flights and helped grow Summit Aviation’s flight department from one airplane to 21. Also on LinkedIn.

Last updated: September 3, 2026

Flexjet tails are a regular sight on the Bozeman ramp, and I’ll say up front that I have a lot of respect for what they’ve built. It’s a wonderful product, they do an amazing job, and their commitment to innovation sets a genuinely high standard for their clientele. At 100 hours a year and up, a Flexjet share starts making a whole lot of sense, and Flexjet is one of the best places to hold one.

It is also expensive, and it will not make sense for a lot of people. The trouble with checking the Flexjet cost yourself is that their website explains every program in detail and publishes exactly zero prices. Flexjet prices are not published, so anyone telling you the cost of Flexjet is either quoting a trade source, guessing, or repeating someone else’s guess. This page does the first one, dates every number, and tells you which numbers don’t exist.

Flexjet does not publish prices. The one trade-reported Flexjet card cost is the Flexjet 25 on the Phenom 300 at $7,937 per hour plus fuel and 7.5 percent federal excise tax, or $198,425 for 25 hours (Private Jet Card Comparisons, August 2026). Share and lease prices are quoted privately. Only the structure is public: a 1/16 share is 50 hours a year on a contract up to 60 months.

Does Flexjet publish its prices?

No. Flexjet’s program pages list the structure of each product and the fees that apply, but not a single dollar figure. What the jet card page does state: a 25-hour annual minimum, 7.5 percent federal excise tax on the prepaid hours, a monthly “Hourly Fuel Adjustment,” callout with “as little as 5 days advanced notice,” availability that is not guaranteed, and a card offered on a one-time-only basis per client with one renewal per year.

The fractional page names four cost components: the capital cost of the share, a monthly management fee, an occupied hourly rate that includes 0.2 hours of taxi time per flight, and an hourly fuel variable adjusted monthly. Again, no amounts.

That’s not a criticism. Flexjet sells a relationship product through a sales team, and the numbers move with the fleet, the fuel index, and the buyer. But it means every “Flexjet pricing” page online works from the same few secondhand sources.

How much does a Flexjet 25 card cost?

Flexjet jet card pricing does not appear on flexjet.com in any form. The only Flexjet jet card cost I’ll put a number on comes from Private Jet Card Comparisons, the subscription service that tracks more than 500 programs and updated its Flexjet page on August 13, 2026.

Item	Figure	Source and date
Aircraft	Phenom 300 (light jet)	flexjet.com, 2026
Hourly rate	$7,937 plus fuel surcharge and FET	Private Jet Card Comparisons, updated Aug 13, 2026
25-hour entry price	$198,425 plus FET	Private Jet Card Comparisons, Aug 13, 2026
Federal excise tax	7.5 percent on prepaid hours	flexjet.com jet card page
Fuel	Monthly Hourly Fuel Adjustment, amount not published	flexjet.com jet card page
Callout	As little as 5 days (120 hours)	flexjet.com jet card page
Availability	Not guaranteed; may be limited	flexjet.com jet card page
Eligibility	One-time purchase per client, renewable once a year	flexjet.com jet card page

So how much does a Flexjet jet card cost for 25 hours? $198,425 before tax, or near $213,300 with the 7.5 percent federal excise tax on it, and that is still before the monthly fuel adjustment. Larger-cabin Flexjet hourly rates circulate on broker sites, but I couldn’t verify them against a primary source, so they’re not here. Any Flexjet G650 cost you find online is somebody’s estimate, because Flexjet publishes nothing for the large cabin and the one trade-reported rate covers the Phenom 300. What I can give you at that size is our own quote history instead: heavy jets have run $6,500 to $13,000 or more per flight hour all-in over the past year. The same goes for any Flexjet membership cost beyond the card.

For context, the Q1 2026 average jet card rate was $8,563 for light jets and $12,444 for super-midsize, per the same publisher’s quarterly report. The Flexjet Phenom 300 card sits under the light-jet average on the headline rate, but that is not a like-for-like line. The market average has fuel and tax inside it. Flexjet’s $7,937 carries both on top, which puts it near $8,533 with tax alone and possibly above the average once the monthly fuel adjustment lands. The five-day callout is the other tradeoff: the market’s average non-peak callout was 66.9 hours in Q1 2026, per the same publisher.

Flexjet fractional ownership cost structure: share size, term, and fees

A Flexjet fractional share is a 1/16 or larger interest in one aircraft type, equal to 50 flight hours a year, held under a contract of up to 60 months. Its cost is built from four lines: the capital purchase, a monthly management fee, an occupied hourly rate, and a monthly fuel variable.

Those four lines are where the real Flexjet cost lives, and only Flexjet’s sales desk can fill in the amounts for you. What I can do is show you what the same four lines look like on a comparable light-jet share, using an independent worked example.

SherpaReport modeled a 1/16 share of a Phenom 300E in May 2025: $800,000 capital, $13,000 per month in management fees, a $3,900 occupied hourly rate, and a buyback at 50 percent of purchase price after five years. Total five-year cost about $2,155,000, or roughly $431,000 a year, which works out to $8,620 per flight hour at 50 hours a year (SherpaReport, May 19, 2025). That is a generic light-jet share example, not a Flexjet quote, and Flexjet’s Phenom 300 numbers could sit above or below it.

The point of the example is the shape. The occupied hourly fee is the biggest line, about 45 percent of the yearly cost. The management fee, which you pay whether you fly or not, is about 36 percent. The capital you don’t get back is just under a fifth, and it’s the line most buyers forget to count at all.

Management fees are where a fleet’s real overhead lives: crew salaries, training, hangar, insurance, maintenance reserves. A share buys a slice of all of it. For the full residual math, see fractional jet ownership cost.

How does the Flexjet lease differ from a share?

Flexjet’s lease program starts at the same 1/16, 50-hour size and typically runs 60 months. Instead of buying the share, you post a refundable security deposit and pay a fixed monthly lease payment, plus the same management fee, occupied hourly rate, and fuel variable a share pays.

Flexjet positions the lease as lower upfront capital without depreciation risk. What you trade is the share’s residual: a lease returns your deposit rather than a slice of the aircraft’s value.

The Fuel-Line Check

Before I compare any two programs for a client, I find the fuel clause. It moves the most and gets read the least.

The Fuel-Line Check is Peak Aviation Solutions’ rule for comparing private aviation programs: read the fuel clause and the taxi clause first, because a monthly fuel variable passes the fuel index to you every month while fuel inside the rate stays absorbed.

Flexjet’s card and share both carry a monthly fuel adjustment. NetJets, by contrast, told Private Jet Card Comparisons in April 2026 that it would not add a fuel surcharge for card customers despite that spring’s fuel spike (Private Jet Card Comparisons, Apr 2, 2026).

Here’s how we handled the same problem from the operator seat at Summit. When the index jumped, we applied a very small fuel surcharge per flight, one flat fee across the board for every operator, broker, and end user we worked with. We deliberately kept it out of the hourly rate, because a per-hour fuel charge gets exponentially more expensive the longer your flight time runs. A flat per-flight fee is honest on a four-hour leg in a way that a per-hour adjustment is not.

That is the distinction worth carrying into any program contract. A “fixed” hourly rate with a floating per-hour fuel line is fixed on one side only, and the longer your typical leg, the more that line costs you.

Then read the taxi clause, which is the other half of the check. Flexjet’s fractional program bills 0.2 hours of taxi on every flight, and Private Jet Card Comparisons reports 12 minutes per segment as the market norm, which is the same figure said two ways. It is a small number and a fixed one, and that combination is what makes it worth finding. It costs you the same 12 minutes on a 45-minute hop as on a four-hour crossing, so the shorter your typical leg, the bigger a share of your bill it becomes. Montana flying is mostly short legs. Fuel moves with the index. Taxi never moves at all, which is exactly why it gets read past.

Our on-demand quotes at Peak include fuel, crew, and landing fees in the hourly figure. There is no separate surcharge line, because we quote the trip at the time you fly it.

What three clients’ light-jet flying cost against the trade-reported Flexjet card rate

The only Flexjet number anyone reports is the Phenom 300 card rate, so that is the only one worth comparing against. At $7,937 plus 7.5 percent federal excise tax it bills about $8,533 an hour before the monthly fuel adjustment lands.

Three clients’ complete booking histories with us, 14 light-jet trips and 50 hours between them, came to $7,210 an hour, tax included. That is three clients and not our whole light-jet book, which runs higher. Ours is total paid over airborne hours, so repositioning is already counted. That is about 15 percent under the Flexjet card rate before fuel, and the real spread is wider, because Flexjet’s fuel adjustment is a stated policy without a stated number.

The honest limits on that comparison: three clients is a small sample, it prices the flying and not the guaranteed availability, it assumes the airplane was free on the day, it prices trips going back to 2023 at a 2026 rate, and it says nothing about a share, which is a different product at a different volume. Red Label by Flexjet, with its own cabin designs, is a real product difference that no broker quote includes.

What Flexjet owners actually call me for

This is the part I can speak to first-hand, because it happens a few times a year.

When a Flexjet owner calls us, it’s almost always because they need a different size airplane than their share provides. Sometimes smaller, sometimes larger, and in Montana it’s usually smaller. There are a lot of short hops here and a lot of short runways that many jets can’t use, plus high density altitude airports where jet performance falls off in summer heat. A turboprop gets in where a midsize jet can’t.

The economics compound it. On an hour or hour-and-a-half flight, a turboprop saves a great deal of money over a midsize jet, and the share you own is priced for the midsize.

That mismatch is why a fractional owner keeps a broker’s number, and it isn’t a knock on the program. No single aircraft type covers every mission, and a 1/16 share commits you to one.

NetJets vs Flexjet: is Flexjet cheaper?

Worth noting the balance sheet behind the promise, since that is half of what you are buying. Flexjet raised an $800 million equity round led by L Catterton in July 2025 (Flexjet press release and AIN, both July 21, 2025), which is a meaningful vote of confidence in the fleet plan.

The Flexjet vs NetJets question comes down to one comparable reported number, and on that number Flexjet is slightly cheaper before tax. Flexjet’s Phenom 300 card is $7,937 per hour plus FET and fuel, versus NetJets’ Card275 on the same aircraft at $8,600 per hour with FET included, per the January 2025 launch pricing (Private Jet Card Comparisons, Jan 29, 2025). Add 7.5 percent to Flexjet’s rate and the two land within a few hundred dollars an hour of each other, with the fuel line deciding the rest.

The structural differences matter more than the rate gap:

• Fleet size: NetJets flew 845 aircraft as of March 2026 (Private Jet Card Comparisons, March 15, 2026); Flexjet reported more than 340 after its first Gulfstream G700 deliveries in September 2025 (Flexjet press release, September 17, 2025).
• Callout: NetJets promises 48 hours on its card and 120 hours on peak days; Flexjet’s card asks for as little as five days, which is the same 120 hours.
• Crews: Red Label by Flexjet assigns dedicated crews to specific aircraft, a real difference in consistency if you fly the same tail often.
• Card availability: NetJets limited new 25-hour card and lease sales in late July 2026 (SherpaReport, August 6, 2026); Private Jet Card Comparisons was still pricing the Flexjet card as of August 13, 2026, with no sales limit announced.

The deeper NetJets numbers, including the share pricing NetJets does publish, are in NetJets cost per hour.

What does a 2-hour private flight cost on demand?

The drivers behind any on-demand number are on our private jet charter cost page, and when your dates can move, empty leg flights price below all of it.

This is the comparison line Flexjet’s pages can’t give you. Over the past year, our on-demand quotes have run about $4,000 to $4,500 per flight hour all-in for light jets, $4,500 to $5,000 for midsize, $5,000 to $6,500 for super-midsize, and $6,500 to $13,000 or more for heavy jets, fuel and crew included. Most operators apply a two-hour daily minimum on jets.

A two-hour light-jet leg books around $8,000 to $9,000 plus tax when the airplane is positioned well. Across all classes our booked Bozeman to Scottsdale trips have averaged $22,733 per trip. A one-way needing a long reposition costs more, and an empty leg on the same corridor costs far less.

Why the hourly range and the trip totals do not match

Two kinds of number sit on this page, and they measure different things, so here is the join. The $4,000 to $4,500 range is what a light jet bills for time in the air. The booked figures, the $7,210 an hour and the $22,733 average, are total paid divided by hours airborne, which means the repositioning leg, the operator’s daily minimum, the one-way premium, and federal excise tax are all already inside them. Those are real trips I booked, chosen to show what a complete trip costs by the time it is paid for, not a price list you can order from. On a well-positioned day the same flying prices materially lower. Both numbers are true. Read the range when you want to know what an airplane charges, and read the booked figures when you want to know what a year of flying actually costs.

The charter vs jet card vs fractional page shows which model tends to fit which calendar, and the private jet membership hub puts every program type in one table with the utilization ladder.

Frequently asked questions about Flexjet cost

How much does Flexjet cost per hour?

The only trade-reported Flexjet rate is the Flexjet 25 jet card on the Phenom 300 at $7,937 per flight hour plus fuel surcharge and 7.5 percent federal excise tax, according to Private Jet Card Comparisons as of August 2026. Flexjet does not publish hourly rates, share prices, or management fees for any program; fractional and lease pricing is quoted through its sales team.

Does Flexjet charge a fuel surcharge?

Yes. Flexjet’s jet card page describes a monthly Hourly Fuel Adjustment on top of the card rate, and its fractional ownership page lists an hourly fuel variable adjusted monthly as one of four cost components. The amount is not published. By comparison, NetJets said in April 2026 that it would not add a fuel surcharge for its jet card customers.

Is Flexjet less expensive than NetJets?

On the one comparable trade-reported figure, Flexjet’s Phenom 300 card at $7,937 per hour plus tax and fuel is slightly below NetJets’ Card275 at $8,600 per hour including tax, based on 2025 and 2026 reporting by Private Jet Card Comparisons. After tax and Flexjet’s fuel adjustment the two are close, and differences in callout time, fleet size, and crew assignment matter more than the rate gap.

How much does a 2-hour private flight cost?

On demand, a two-hour light-jet flight typically books around $8,000 to $9,000 plus federal excise tax, based on Peak Aviation Solutions’ quote history at $4,000 to $4,500 per flight hour all-in with a two-hour daily minimum. Midsize jets run $4,500 to $5,000 per hour and super-midsize $5,000 to $6,500. Positioning, dates, and airport choice move the final number.

What aircraft are in the Flexjet fleet?

The Flexjet fleet listed on flexjet.com, fetched August 2026, includes the Embraer Phenom 300, the Praetor 500 and Praetor 600, the Bombardier Challenger 350, and the Gulfstream G450, G650, and G700. Flexjet reported more than 340 aircraft after taking delivery of its first Gulfstream G700s in September 2025, per its press release of September 17, 2025, and raised $800 million in equity in July 2025 to fund fleet growth.

Is Flexjet worth the cost?

Flexjet is generally worth the cost for flyers logging 100 hours a year or more, the rung on Peak Aviation Solutions’ utilization ladder where a share starts to pay, who can book about five days ahead and want one fleet behind every trip. It is a weaker fit below that utilization, for frequent short legs where taxi time and minimums add up, or for missions needing a different aircraft size than the share provides, such as short mountain runways.

What to do with a number Flexjet won’t give you

Ask Flexjet for the quote. Seriously, that’s the right move if the program fits your hours. Then run the Fuel-Line Check on the contract, add the tax, and price your three most common legs under it.

Bring me the same three legs and I’ll quote them on demand the same day, fuel included, with the exact aircraft named. The Flexjet cost that matters isn’t the rate on this page; it’s the total on your calendar, and you only see it with both numbers side by side.

Want your legs quoted with fuel already in the number?

On the clock it works like this. You send the trip, and the same day you get a short list with tail numbers, years, and audit ratings on it. Nothing moves until you pick one. On peak dates that list gets short fast, which is the honest argument for holding a card.

Every Peak quote comes back in about four to five hours with two to five hand-picked options, each one naming the tail number, year of manufacture, refurbishment year, WiFi, and the operator’s ARGUS or Wyvern rating. Those two to five are what is left after we work through the one to three dozen operator quotes we pull for a single trip. Fuel, crew, and landing fees are inside the hourly figure, and we quote on estimated flight time and hold it. No card to buy, no management fee to carry.

The work that carries no line item on anybody’s rate card

A card rate buys you an hour of airplane. A share buys you an hour of airplane and a monthly management fee to go with it. Neither of them is a price for the work of deciding whether that specific airplane, on that specific day, with that specific crew, ought to be flying your family. We do that work on every trip and there is no line for it, so rather than mention it and move on, here it is written out.

The Total Flight Review is ours. It is Peak’s own internal check, not a report we buy from anybody, and it runs within 24 hours of every flight:

1. A Green crew signed off for your dates and that crew pairing, which we establish from a Wyvern PASS report or an ARGUS TripCHEQ. Buying those reports is the third-party part. Reading them against your trip is the part we do.
2. Weather at the origin, at the destination, and enroute.
3. Temporary Flight Restrictions.
4. NOTAMs.
5. Catering confirmed.
6. Ground transportation confirmed.
7. FBO callouts where the trip needs them, which usually means an early departure or a late night arrival at a field that would otherwise be closed.
8. Anything else that particular trip raises, because trips raise things.

The Operator Vetting File is the second process, and it sits at the operator level rather than the trip level. We build it once, before I ever send you a tail from that operator, and it holds four things:

1. The operator’s safety rating, verified.
2. An Additional Insured Certificate of Insurance.
3. A copy of the D085, which is the FAA operations specification listing every aircraft authorized under that operator’s Part 135 certificate, so I can confirm the exact tail you are being offered is on it.
4. A W9.

Twelve items across two processes, and not one of them is a number you could put in a rate comparison. That is the honest limit of every table on this page, mine included.

Request a quote for your typical trip and set it beside the Flexjet cost you were quoted.