Le Bourget will tell you, on a calm Tuesday in March, that capacity is not a problem. Walk the apron during the first week of October — when the Salon du Chocolat, Paris Fashion Week’s tail-end events, and a handful of investment bank board meetings collide — and the picture is different. According to data published by Groupe ADP on 12 October 2026, the airport recorded 67,200 IFR business aviation movements in the year to September 2026, a 7 percent year-on-year increase and the highest annual figure ever logged at LFPB.
What is straining the system is not movements — the four runways and three FBOs can handle them — but parking. Of 1,840 arrivals during the first ten days of October 2026, 421 (23 percent) were obliged to reposition empty to Toussus-le-Noble (LFPN) for overnight parking before returning to LFPB for departure pickup, according to slot-coordinator data shared with me on 14 October.
The four FBOs
Le Bourget’s FBO landscape has consolidated. Universal Aviation, which exited the airport in 2018, remains gone. Today the field is split between four operators: Signature Flight Support (the largest, with 28 percent of overnight parking inventory after its 2023 ramp expansion), Advanced Air Support (operating the former Dassault FBO since 2021), Jetex (which opened a flagship 1,800-square-metre terminal in May 2025), and Aviapartner Executive (the smallest, with a 12 percent share but the most central terminal location).
Pricing during peak weeks reveals the squeeze. Signature’s published parking rate for a Global 6500 during the first week of October 2026 was EUR 4,890 per night, up from EUR 3,200 in October 2024 — a 53 percent jump in two years. Advanced Air Support, which has held its prices flat at EUR 3,150, was fully booked for parking three weeks ahead during the same period.
Why operators stay
If Le Bourget is so saturated, why not move? “Because clients pay to be at Le Bourget,” said Sophie Lefèvre, country manager for a major operator who asked not to be named because the comments were not pre-cleared by her CEO. “If we land at Pontoise or Toussus, we get a phone call from the principal’s chief of staff within fifteen minutes.”
The geographic case is straightforward. From the LFPB FBO door to Place Vendôme by car at 09:00 on a Tuesday is 22 minutes via the A1 and Boulevard Périphérique, according to Groupe ADP’s published average. From Pontoise (LFPT), 51 minutes. From Châteauroux-Centre, the only French alternative with comparable runway length, it is 2 hours 45 minutes by helicopter — and Châteauroux has no helicopter terminal.
What Groupe ADP is doing about it
The airport authority confirmed in its 18 September 2026 board statement that EUR 47 million has been allocated to a parking expansion programme on the southern apron, adding capacity for 14 additional Global-class aircraft and 22 mid-cabin aircraft from the second quarter of 2028. A simultaneous noise-abatement modernisation will reduce the early-morning hourly slot cap from 12 to 10 movements between 06:00 and 07:00 local — a small but operationally significant tightening.
For now, operators are hedging. Both NetJets Europe and VistaJet have begun routinely positioning Asia-bound long-range aircraft at Toussus the night before departure to free LFPB inventory. Charter clients booking less than 96 hours out for arrivals in October 2027 should expect, the slot coordinator told me, “to be quoted Toussus or Pontoise as the realistic option”.
