A detailed study by the consultant Asterès was commissioned by the FNAM on the costs of operations driven by public policies on long-haul and short-haul flights from a number of EU countries as well as Turkey and the USA. The final conclusion is clear: France can now boast of being one of the most discriminatory countries in terms of costs in the European Union. " We're going to overtake Germany in 2025 since the increase in the TSBA (solidarity tax) last March." underlines Laurent Timsit, General Delegate of the FNAM.
The impact of public policies
The study presented by Maëva Robart of Asterès offers a detailed analysis of the impact of public policies on air transport operating costs. It focuses on the main financial components that influence the price of a ticket. These include taxes and charges, taxation, environmental constraints such as the European ETS, and the additional costs associated with the incorporation of new technologies. sustainable aviation fuels (SAF).
The aim is to assess the extent to which these policies, which vary from country to country, affect the competitiveness of airlines operating in Europe and beyond. The conclusions are based on smoothed taxes and costs for the year 2024.
The study distinguishes four types of route, each revealing specific dynamics: long-haul flights with a stopover, direct long-haul flights, intra-European flights and domestic routes. It takes as an example a flight with a stopover to Singapore, and a non-stop flight also to Singapore. As well as an intra-EU medium-haul route (to Palma) and a domestic short-haul route.
Countries compared with France include Germany, Denmark, Spain, Italy, the Netherlands, Portugal and Sweden for the EU. The United Kingdom, Turkey and the United Arab Emirates outside the EU.
The analysis took into account the national hub of each country. In this case, Frankfurt, Rome Fiumicino, Madrid-Barajas, Lisbon, London-Heathrow, Stockholm-Arlanda, Copenhagen, Amsterdam, Istanbul-International and Dubai.
The conclusions of the study are disastrous for the French airline industry. France was generally the 3rd most expensive country in the EU for air travel, with Amsterdam-Schiphol followed by Germany.
Disastrous conclusions for "Maison France
The FNAM highlights the following points:
- Operate a short/medium-haul flight based in France (domestic or international intra-EU) costs more than in all the countries analysed (Germany, Spain, Italy, the United Kingdom or Sweden) with the exception of the Netherlands. The difference is significant for domestic routes.
- Operating a long-haul flight for an airline via its hub in France (e.g. Europe-Asia) is more expensive than in all the European Union countries analysed. On a zero basis for Paris-CDG, the differential is between -3% (Amsterdam) and -15% (Madrid). Compared with Turkey or the Gulf, the difference is even greater, on the order of -25%). Only in the UK are costs higher (+7%). " Lpassengers can pay up to €200 on their ticket from one hub to another." said Maëva Robart.
– The Gulf States and Turkey apply a policy that is much more favourable to the aviation sector. There is no obligation to incorporate SAF, they are not subject to the European Emissions Trading Scheme (ETS), airport taxes are limited and taxation is often reduced. This combination of moderate taxation and incentives strengthens the strategic position of their national carriers. It allows them to offer more favourable fares to travellers.
– The United Kingdom is the country where long-haul flights are the most heavily taxed. Its "Air Passenger Duty" (APD), imposed on passengers, is much higher for long-haul flights. It particularly affects economy class returns on direct routes to the United States or Asia. This makes the UK one of the countries with the highest government tax costs on this type of route. On average, this means an extra €115 per ticket. On intra-European flights, on the other hand, the UK's position is slightly more favourable than that of France.
The deleterious effects of tax increases in 2025
The substantial increase in taxes and operating costs in 2025 is now working against aviation activity in France. According to Laurent Tilsit, " operating costs in France are now higher than in Germany. This was not the case in 2024. Not including the decision confirmed on 13 November 2025 by the German Chancellor to lower air taxes in Germany." .
For consumers, the TSBA has added two extra points of inflation. An increase that the airlines are trying to absorb. "We have no choice but to partially lower prices in order to attract the market, whose demand we feel is weakening. This is particularly true for domestic routes, since the TSBA is applied twice", describes the CEO of Transavia FranceOlivier Mazzucchelli.
The FNAM points out that for a company like Air France, with 60,000 long-haul flights a year, the difference in costs linked to public policies can represent more than 5 billion euros a year compared with the same operations in the USA.
The negative effects of such a policy are reflected in various ways. On the traffic side, the FNAM notes a steady loss of market share for the French flag - particularly in the business aviation segment. It fell by -21.8% in 2025 compared with 2024 (July to September). Generally speaking, air traffic in France has grown less rapidly than the European average since the COVID crisis. It stood at 99% of the 2019 level at the end of 2024, compared with 104% of the 2019 level for the European average.
2025 also shows a marked deceleration since the tax increase. " The fall in supply and the additional cost of a flight will result in an estimated loss of 3.5 million international visitors by 2025.. This will generate €2.3 billion less expenditure for the economy. This means almost €800 million less tax revenue for the State budget from the tourism sector alone. That's more or less what the TSBA should bring in this year." says the FNAM.
Line closures and capacity reductions
The perverse effect of the additional costs imposed in France can also be measured in terms of supply. The consultant OAG notes that the number of seats has fallen by 11.3% from France, the only country in Europe to record such a fall.
Since 1 March and an increase in the TSBAThe FNAM has noted that 14 out of 45 airports have received official notification from an airline announcing a reduction in its presence.
This reduction mainly concerns local airports (8) and "major regional" airports (3). At the same time, 13 airports are reporting the total elimination of 24 routes. Further reductions are planned until the second quarter of 2026.
" It's normal" says Bertrand Godinot, easyJet's CEO for France. " We have very high costs on short- and medium-haul routes. So it's more profitable to put the planes elsewhere because we have this flexibility as an airline. This explains the opening of new easyJet bases in Italy and Italy. Marrakech. In addition, a medium-haul flight to a leisure destination generates more revenue than a domestic flight in France or to a nearby business city. Such as baggage surcharges or in-flight services." he continues.
" Instead of attracting visitors to France, we're sending the French abroad. It's more profitable for our business" concludes the CEO of easyJet.
Passengers, who are particularly price-sensitive in the leisure and low-cost segments, are also more inclined to fly from border airports. This phenomenon has long been observed in Alsace and Northern France. Or to favour airlines based in other countries where ticket prices are naturally more attractive thanks to lower taxes.
Will the political world wake up to the situation of air transport in France? The recent decision Germans to finally lower their taxesThis could serve as an echo chamber for a new reflection on the supposed benefits of higher taxes on air travel in France. Such a reflection is essential if we are to avoid a lasting setback in a sector considered to be of strategic importance.
