NetJets Cost Per Hour: Card275, Shares, and the 2026 Sales Pause

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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

The NetJets cost per hour that matters is rarely the one on the brochure. At the end of June this year, a NetJets owner who subscribes to our empty leg alerts on the Missoula to Bay Area corridor spotted a leg posted for the next day, a Monday alert for a Tuesday departure, right as a meeting came up on him. He wasn’t asking me to explain anything. He already knew the lead time was short, he knew that meant paying standard charter rates, and he wanted to see what the market had.

What the alert put in front of him was an empty leg on an ARGUS-rated operator’s Phenom 300 out of Missoula heading his direction. A flight that runs around $18,000 at standard light-jet charter rates went for $8,500 all-in.

He’s flown with us a couple of times since, and he’s still a NetJets owner. That’s the honest context for every number here: the figures below are real and dated, and whether they’re your numbers depends on which of your trips they’re measuring.

NetJets’ Card275 costs $215,000 for 25 hours on the Phenom 300, or $8,600 per hour including federal excise tax; the Card320 runs $11,200 per hour. A NetJets share starts at about $360,000 a year for 50 hours plus capital, and Private Jet Card Comparisons calculates that share at $8,901 per hour all-in.

What is the NetJets cost per hour?

NetJets Card275 is a 25-hour prepaid jet card with 275 days of annual access and 90 blackout days, priced at $8,600 per hour on the Phenom 300 with federal excise tax included. It’s the entry product, and it anchors every other number in the lineup.

Product	Hours	Cost	Per hour	Access rules	Source and date
Card275, Phenom 300	25	$215,000, per netjets.com, 2026	$8,600 including FET	275 days a year, 90 blackout days, 48-hour callout	Private Jet Card Comparisons, Jan 29, 2025
Card320, Phenom 300	Not published	Not published as a total	$11,200	45 blackout plus 45 peak days	Private Jet Card Comparisons, Jan 29, 2025
Share (fractional), 50 hours	50 per year	“Approximately $360,000 per year” plus one-time capital investment	About $7,200 before capital, my arithmetic on that annual figure	36-month minimum, 4 to 10 hours notice	netjets.com, 2026
Share, Phenom 300, all-in	50 per year	Includes acquisition at an assumed 50 percent buyback, management fee, hourly, fuel	$8,901	Calculated by the publisher	Private Jet Card Comparisons, Jan 2025 data
Share lease, 25 hours	25 per year	“Approximately $225,000 per year”	About $9,000, my arithmetic on that annual figure	355 days of access	netjets.com, 2026

Two things stand out. First, NetJets publishes more than most: the card price, the share’s approximate annual cost, and the lease figure are on its own site. Second, it doesn’t publish the three fees that make up that “$360,000 per year”: the Monthly Management Fee, the Occupied Hourly Fee, and the Variable Fuel Rate are named on the cost page with no amounts. Those come from a sales conversation.

How much does NetJets cost for 25 hours?

The NetJets 25 hour card price is $215,000 on the Card275, and that number is more inclusive than most cards. According to Private Jet Card Comparisons’ breakdown of the January 2025 lineup, the hourly rate includes fuel, federal excise tax, deicing, catering, and WiFi, with no ferry or repositioning fees. Daily minimums are waived on the Phenom 300, Citation XLS, Latitude, Praetor 500, and Ascend.

There is no peak-day surcharge on the Card275 or Card320; peak days instead carry a 120-hour callout. You have 24 months to use the hours.

For comparison, the average light-jet card rate in Q1 2026 was $8,563 per hour, per Private Jet Card Comparisons’ quarterly report. The same report puts two other averages across the whole card market, not the light-jet category alone: a 96-minute daily minimum and about 36 peak days. NetJets sits right at the light-jet average on rate and well above it on what the rate includes. What you trade for that is the Card275’s 90 blackout days, so check them against your own calendar before you buy.

For the full fee stack other cards add on top of their rates, see how much a jet card costs.

What does a NetJets share cost per year?

Two things worth saying plainly before the numbers. NetJets does not publish a Challenger 350 share price. What is public is the starting annual figure for a 50-hour share, plus Private Jet Card Comparisons’ full math on the entry NetJets Phenom 300 share, so those are the numbers below and that is the only rung of the ladder they cover. If you are pricing a bigger cabin you will be doing it in a sales conversation rather than on a web page. And NetJets is a Berkshire Hathaway company, which is why its prepaid products are the ones in this market where almost nobody worries about the balance sheet standing behind the deposit. That is a real feature and it belongs in the price.

NetJets’ own comparison page says a share “starts at approximately $360,000 per year for 50 hours, plus a one-time capital investment,” with a 36-month minimum commitment and 4 to 10 hours of notice. NetJets states it will repurchase your share at fair market value on 90 days’ notice.

The capital investment is the number that decides the NetJets fractional ownership cost and whether a share beats a card. Private Jet Card Comparisons ran the full math on a 50-hour Phenom 300 share, assuming the share is bought back at 50 percent of purchase price, and arrived at $8,901 per hour including acquisition, management fee, occupied hourly, and fuel. That’s $300 an hour above the Card275, for a product that answers on 4 to 10 hours of notice against the card’s 48-hour callout, and a lower hourly rate on paper. The difference is the capital you don’t get back.

The buyback assumption is the whole question. The residual math, with independent worked examples, is in fractional jet ownership cost.

What changed in the 2025 and 2026 lineup, and what is the sales pause?

The last 18 months brought three changes a buyer should know.

• January 2025: the lineup was rebranded and expanded. The old card became the Card275, a new Card320 added a 320-day option with 45 peak days, and the 25-hour leases became Share355L. Entry pricing was cut as part of the change, per SherpaReport (Feb 13, 2025).
• April 2026: with jet fuel spiking, NetJets said it would not add a fuel surcharge for card customers (Private Jet Card Comparisons, Apr 2, 2026).
• Late July 2026: NetJets limited new 25-hour jet card and 25-hour lease sales to focus on shared ownership, citing record retention and rising owner demand. Existing cardholders can renew (SherpaReport, Aug 6, 2026). It’s the second pause after the 2021 to 2023 suspension.

NetJets operated 845 aircraft as of March 2026, including 259 Citation Latitudes and 162 Phenom 300s, per Private Jet Card Comparisons. Cards and 25-hour leases make up roughly 15 percent of its flying, per Private Jet Card Comparisons (April 2026); shares are the business.

If you’re asking how much does NetJets cost as a new buyer in 2026, the answer has shifted: the Card275 is a renewal product as of August 2026, and new buyers are pointed toward a share and its capital commitment. That moves the math from $215,000 prepaid to six figures of capital plus $360,000 a year, which is a different decision at 25 hours. Keep that in mind for every card comparison below. The card rate is a live price for a cardholder renewing, and a reference point rather than an offer for someone shopping today.

Three clients’ light-jet hours against the Card275 rate

NetJets puts the card price on its own site: $215,000 for 25 hours. The per-hour figure and the list of what sits inside it, fuel, deicing, catering and the 7.5 percent federal excise tax, come from Private Jet Card Comparisons’ January 2025 breakdown of the lineup. Between the two, this is the one comparison in our cluster where almost nothing has to be estimated on either side.

Three of my clients’ complete booking histories cover 50 hours of light-jet flying across 14 trips. Those trips worked out to $7,210 an hour all-in, with federal excise tax inside the figure. That is every dollar paid over the hours they were airborne, positioning included. The same 50 hours priced at the Card275’s $8,600 rate is about 16 percent more per hour. Three clients is a small sample and I am not going to pretend otherwise; it is not our whole book.

A note on the shape of that comparison, because there is no NetJets 50-hour card cost to look up. The card is sold in 25-hour blocks, so 50 hours is two cards’ worth, at today’s price, and nothing guarantees the price holds the second time.

What the rate gap does not include is the thing the card is actually selling. On a Card275 those hours are guaranteed inside a 48-hour callout on 275 days of the year. Mine are not guaranteed at all; they are sourced trip by trip, and on a peak Friday I can come up short where NetJets cannot. The comparison also assumes NetJets had a Phenom 300 free on our dates, it prices flying that goes back to 2023 at a 2026 rate, so on the older trips the gap is narrower than it reads, and it holds cleanly only for a cardholder renewing, since a new buyer is being pointed at a share instead.

That is the honest shape of the NetJets cost per hour question. The rate is higher and the certainty is real, and which one is worth more depends entirely on how your year actually looks.

NetJets vs Flexjet, and Flexjet vs NetJets: which costs more?

Of the NetJets competitors a Bozeman buyer actually shortlists, Flexjet is the closest structural match, and it is the only one where a comparable number exists. Flexjet publishes no rates at all. The one trade-reported figure is its Phenom 300 card at $7,937 per hour plus fuel and tax (Private Jet Card Comparisons, updated Aug 13, 2026). The NetJets card price on the same airplane, the Card275, is $8,600 an hour with tax in and no fuel line, from the same publication’s January 2025 report on the lineup. Add 7.5 percent to Flexjet’s rate and it bills about $8,533 an hour before its monthly fuel adjustment, so the fuel clause decides it.

The structural differences are bigger than the rate gap. NetJets operated 845 aircraft in March 2026 (Private Jet Card Comparisons, Mar 15, 2026) against Flexjet’s “more than 340” (Flexjet press release, Sept 17, 2025), which is roughly two and a half times the fleet by my arithmetic. NetJets quotes a 48-hour callout against the “as little as 5 days” on Flexjet’s own jet card page, and it added no fuel surcharge on cards this spring. On the other side, Flexjet raised $800 million in July 2025 (GlobeNewswire and AIN, Jul 21, 2025) and put that into a fleet that now includes the Gulfstream G700 (same release), and Private Jet Card Comparisons was still pricing its card as of August 13, 2026 with no sales limit announced. The full Flexjet breakdown is in how much Flexjet costs.

What do program owners do for supplemental lift? The Supplemental Lift Rule

Supplemental lift is the flying a program owner books outside their program when the program cannot cover a trip: a charter flight sourced on the open market, paid per trip, with no draw against their contracted hours.

The Supplemental Lift Rule is Peak Aviation Solutions’ observation that program owners go to the charter market for four kinds of trips: short-notice trips inside the callout window, trips on blackout or peak dates, routes where repositioning makes the program hour expensive, and trips where the program’s aircraft category is the wrong airplane for the mission.

The Missoula owner hit the first one. A Monday for a Tuesday put him in the open charter market at standard rates, and he knew it before he called. The alert list is what put the leg in front of him, a repositioning flight the operator was going to fly anyway. What we added after that was the part that decides whether a posted leg is worth anything: verifying it against the operator’s real schedule, running the operator and the crew, and getting an ARGUS-rated operator’s Phenom 300 under him for $8,500 against roughly $18,000.

There’s one question I ask every operator before I’ll quote an empty leg, and it decides whether the leg is real: what time restrictions are in place, what’s the earliest wheels-up time, what’s the latest, what’s the actual window, and is there any flexibility in it. A leg with a two-hour window and no flex is a different product from a leg the operator can move half a day. Most listing sites never tell you which one you’re looking at.

That pattern is normal here. NetJets, Flexjet, Sentient Jet, flyExclusive, Wheels Up, and Jet Edge all move through Bozeman, and a few times a year one of their owners calls me for a trip like this. It’s not a knock on the programs. Roughly 80 percent of our flying is national, we quote every trip fresh from a network of about 5,000 aircraft, and we check the empty-leg board before we source the open market.

What does a 2-hour flight cost on demand?

What moves that number, from repositioning to daily minimums, is broken down on our private jet charter cost page.

Before the ranges, two of my own numbers need squaring, because you are about to see a light-jet hour quoted at roughly half the $7,210 above and they are not in conflict. A quoted hourly range is what the aircraft bills for time in the air. The $7,210 is a different measurement: total paid divided by hours airborne, so the repositioning, the operator’s daily minimum, the one-way pricing and the federal excise tax are all sitting inside it. Those 14 trips were picked to show what a complete trip costs, not to serve as a price list. And on a well-positioned day the same flying prices materially lower than $7,210. Both numbers are true. They are measuring different things, and a card rate has to be held against the second one.

From Peak’s quote history rather than a brochure: light jets have quoted at about $4,000 to $4,500 per flight hour all-in over the past year, midsize $4,500 to $5,000, super-midsize $5,000 to $6,500, and heavy jets $6,500 to $13,000 and up, with fuel, crew, and landing fees inside the hourly figure. Jets carry a two-hour daily minimum at most operators.

So a two-hour light-jet leg lands near $8,000 to $9,000 plus federal excise tax on a good positioning day, against about $17,200 for the same two hours on the Card275. That is a single well-positioned leg with the airplane already near you, which is the best case rather than the average year; across a mixed year of real trips, $7,210 an hour is the fairer figure to set beside a card rate. The card wins when the airplane would need a long reposition, when the date is a holiday, or when you booked yesterday. On demand wins the rest of the time, and you’re not carrying $215,000 while you wait to find out which kind of trip you’ll have.

The three-model decision is on the charter vs jet card vs fractional page, and every program type sits in one table with the utilization ladder on the private jet membership hub.

A broker’s NetJets review: who the program actually fits

Most NetJets reviews online are written a long way from the invoice. Mine comes from quoting against the program most weeks of the year, so take it for what it is: a competitor’s read, given honestly.

For a lot of people, yes, it’s worth the money. Utilization decides it. Between 100 and 250 hours a year, fractional ownership genuinely makes financial sense, and NetJets is the deepest fleet in the industry to do it with. Above 250 hours, whole aircraft ownership usually wins. Below 50, no program does, and that includes this one.

It’s a weaker fit if most of your trips are one-offs, if you fly heavily on the 90 blackout days, or if you want to pick the specific aircraft and read its safety audit before you commit. Those are the trips a program owner sends my way, and the relationship works in both directions: I’ve had clients leave programs for the service, and I’ve watched clients go the other way for the price certainty. Both were right for their calendars.

The NetJets safety record, and why the audit reader is the poor fit

That last one is worth more than a clause, because it is the one place where a program and a broker differ in kind rather than in price. Buying a share is buying a standard once, at signing, and then not thinking about it again. The NetJets safety record is the whole point of that purchase, and for most owners it is the right trade: you are paying to stop checking. If reading the file on the specific tail and the specific two pilots before each departure is what would actually settle your mind, you are asking a per-trip question, and a per-trip relationship is what answers it. Neither posture is wrong. They just don’t fit in the same product.

Here is the per-trip answer in full, so you can decide which one you want.

The Total Flight Review is ours. It is an internal check we run within 24 hours of every flight, not a report we buy from anyone:

1. Confirm a Green crew for that specific trip, using a Wyvern PASS report or an ARGUS TripCHEQ. Those two reports are third party. The review that uses them is ours.
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 wherever the trip departs early or lands late.
8. Anything else that particular trip raises.

The Operator Vetting File is a separate process, run once per operator before we ever put a client on one of their airplanes:

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

Twelve items, and you get the relevant ones in writing before you pay. That is not better than a fractional program’s standard. It is the answer to a different question, asked by a different kind of buyer.

Frequently asked questions about NetJets cost per hour

How much is NetJets for 25 hours?

Twenty-five hours on NetJets’ Card275 costs $215,000 on the Phenom 300, a NetJets cost per hour of $8,600 including 7.5 percent federal excise tax, fuel, deicing, catering, and WiFi, according to the January 2025 lineup pricing reported by Private Jet Card Comparisons and NetJets’ own cost page. The card carries 90 blackout days and a 48-hour callout, and NetJets limited new card sales in late July 2026.

Is NetJets worth the money?

NetJets is generally worth the money for flyers who log 100 or more hours a year, value guaranteed availability backed by a fleet of about 845 aircraft, and prefer a single program over sourcing trips individually. It is a weaker value below 50 hours a year, for trips on the 90 blackout days, and for buyers who want to choose the specific aircraft, where on-demand charter costs less per trip.

Does NetJets charge a fuel surcharge?

No, as of 2026. NetJets stated in April 2026 that it would not add a fuel surcharge for jet card customers despite that spring’s fuel price spike, according to Private Jet Card Comparisons. Fuel is included in the Card275 hourly rate. Share owners pay a separately quoted Variable Fuel Rate that NetJets does not publish.

How much does a 2-hour private flight cost?

A two-hour private flight on a light jet typically books for about $8,000 to $9,000 plus federal excise tax on demand, based on Peak Aviation Solutions’ quote history of $4,000 to $4,500 per flight hour all-in with a two-hour daily minimum. The same two hours cost about $17,200 on NetJets’ Card275 at $8,600 per hour. Aircraft positioning and dates move both figures.

Do you tip NetJets pilots?

Tipping is not required on NetJets flights or on any private charter, and I have not seen a program that builds gratuity into its hourly rate. In Peak Aviation Solutions’ experience, passengers who tip usually hand the crew cash at the end of the outbound leg, with larger amounts given for exceptional service. It is always appreciated and never expected.

What is the NetJets jet card cost in 2026, and can you still buy one?

As of August 2026, NetJets has limited new 25-hour jet card and 25-hour lease sales to focus on shared ownership, citing record retention rates and rising owner demand, according to SherpaReport and Private Jet Card Comparisons. Existing cardholders may purchase renewal cards, and 25-hour lease owners may re-lease. New customers are directed toward fractional shares.

The number is public. Your trips aren’t.

NetJets puts more of its pricing on its own site than almost anyone in this market, and between that and the trade reporting the numbers hold up: $215,000 for 25 hours at a reported $8,600 an hour, about $360,000 a year plus capital on a share. What no program can publish is how many of your trips fall on blackout days, inside the callout, or on a route where the repositioning is the real cost. Count those before you commit, and keep a broker’s number for the trips that land outside the program’s shape.

Want a second number for the trips your program doesn’t cover?

On the clock it is simple. Send me the leg your program is fumbling, and the same day you get two to five airplanes with tail numbers, years, and audit ratings attached. You owe nothing until you pick one.

Peak quotes every trip fresh. Each proposal is built out of one to three dozen operator quotes pulled for that leg alone, narrowed to two to five hand-picked options in about four to five hours, each naming the tail, year, and ARGUS or Wyvern rating, with fuel inside the hourly figure and no deposit, dues, or blackout dates. Separately, our empty leg alerts watch any corridor you fly, 250 nautical miles around each end of it, and email you when a leg actually posts. That list is how the Missoula trip found its owner.

Request a quote and set it beside your NetJets cost per hour for the next trip that falls outside the program.