BAJit Cost 2026: OneFlight Book A Jet Pricing and Fees

BAJit cost is not one number. It is four numbers stacked on top of each other: an hourly aircraft rate, a program fee to get access to that rate, the federal taxes and segment fees on the invoice, and the trip-level charges that only appear once a route and date are fixed. Quotes that look inconsistent usually differ on which of those four layers they are quoting.

Here is every public figure we could verify, with the layer each one belongs to. None of these is a quote for a specific flight.

Two caveats belong on the table itself. First, the program layer changed at least three times between 2020 and 2026, so a customer who joined in 2022 and one who joined in 2026 are paying different fees for the same aircraft. Second, the flight layer stopped being available: OneFlight paused all flight activity on September 16, 2026, and as of October 28, 2026 no completed restart had been publicly verified. The hourly rates below are therefore the rate card BAJit was selling against, not a price you can book today.

BAJit stands for Book A Jet. It is the aircraft search and booking platform of OneFlight International, a Denver-area company founded in 2010 and based in Englewood, Colorado. Company materials date the BAJit platform to 2017. The service is described as on-demand charter with access to more than 7,000 aircraft worldwide through more than 700 safety-rated operators.

The structural point matters more than the marketing: OneFlight is an indirect air carrier, which is the regulatory term for a charter broker. It arranges flights that are operated by Part 135 carriers or foreign equivalents. It does not own the fleet it sells, and the aircraft you fly is on someone else's certificate.

That has a direct cost consequence. A broker holds two sets of obligations at once: customers who have prepaid for hours, and operators who must be paid before an aircraft moves. When payments to operators come under strain, the customer's prepaid balance is the exposed asset, because there is no owned fleet to sell and no operator certificate to fall back on. Private Jet Card Comparisons reported in September 2026 that in a bankruptcy, clients with prepaid charter and jet card flights are unsecured creditors.

For pricing purposes, the broker model explains the shape of a BAJit quote. The aircraft rate is a pass-through from an operator, marked up. The program fee is the broker's own revenue. And the two are invoiced separately, which is why a member can hold a large credit balance and still be quoted a number that looks like a full retail price. If you want the operator-side view of what drives those rates, our breakdown of why private jet charter costs so much to run starts from fuel burn and crew duty time rather than from the retail rate card.

OneFlight's published jet card hourly rates, as tracked by Private Jet Card Comparisons, start at $5,288 per hour for turboprops, $6,755 per hour for very light jets and $6,798 per hour for light jets, all three quoted including federal excise tax.

Three things about that rate card decide what you actually pay.

"From" is a floor, not a rate. These are entry points for the smallest aircraft in each class. A light jet at $6,798 per hour is the bottom of the light jet band; larger cabins, longer legs and peak dates price above it. The published card also tops out at light jets, which means the midsize, super-midsize and heavy aircraft that most transcontinental and transatlantic trips need are quoted separately rather than from a public number.

Billed hours are not flight hours. Private charter invoices typically bill from engine start, and minimums apply per leg. A 40-minute hop can bill at an hour or more depending on the operator's minimum. Multiply the hourly rate by the schedule you actually need, not by the airborne time in a flight planner.

Including FET is not including everything. The $5,288 to $6,798 figures include the 7.5% federal excise tax on domestic air transportation. They do not include the segment fee, which the IRS sets at $5.30 per passenger per domestic segment in 2026, and they do not include FBO handling, landing, ramp, parking, deicing, crew overnight costs or repositioning. Those line items are where a "cheap" hourly rate stops being cheap.

The published range is also narrow relative to the market: a turboprop floor of $5,288 per hour sits close to what some brokers quote for light jets, which is why comparing headline hourly rates across providers without checking aircraft age, cabin and operator certification tells you very little.

This is the part of BAJit cost that generates the most confusion, because the same dollar figure appears twice in the company's history for two completely different things.

The legacy BAJit jet club (roughly 2020-2024). You paid a one-time $15,000 initiation fee, then $50,000 for the right to buy 25 hours, with discounts at the 50-hour and 100-hour levels, plus a $2,500 fee every 12 months. Read that again: the $50,000 was not 25 hours of flying. It was the right to buy them, with the hours themselves billed on top at the card rate.

The deposit-based JetCard (from 2023). OneFlight added a jet card with a flat $100,000 deposit and no joining fees. The deposit funds flight costs; it is not a fee.

The BAJCard tiers (2025-2026). Private Jet Card Comparisons lists three options: Silver with access to up to 25 hours annually at $15,000, Gold up to 50 hours at $25,000, and Platinum up to 100 hours at $40,000, each requiring a minimum $100,000 deposit toward flight costs, with more than 125 aircraft types available at guaranteed hourly rates, no blackout dates, no peak-day surcharges and recovery flights included at no extra cost. BizJet Journal's review of the 2026 BAJCard brochure describes the same three tiers as annual dues at $15,000, $25,000 and $40,000, which is the more conservative reading and the one to plan against. A Global BAJCard was listed from $250,000 with $15,000 in annual dues.

So the 2026 structure is a $100,000 deposit plus $15,000 to $40,000 a year, on top of hourly flight charges. Anyone quoting "BAJit costs $15,000" is quoting either a 2021 initiation fee or a 2026 annual due, and in neither case is that the cost of flying.

Hourly rates describe an aircraft; trip prices describe a purchase. The published trip-level planning ranges for BAJit-style charter, as of June 2026, run like this:

• Short regional flight: $10,000 to $25,000+, driven by aircraft minimums, route length and airport fees.
• Popular domestic one-way: $15,000 to $40,000+, driven by aircraft supply, departure airport and time of day.
• Medium domestic trip: $25,000 to $75,000+, typically midsize or super-midsize with several flight hours.
• Cross-country round trip: $75,000 to $100,000+, driven by range, crew timing, aircraft wait time and return logistics.
• International private flight: $90,000 to $150,000+, with customs, permits, international handling and crew-rest rules.

Those are planning ranges published by ThePricer from public OneFlight and BAJit material, not guaranteed prices, and the source labels them as such. For a cross-country sanity check, Clay Lacy's published charter examples include a New York to Los Angeles Gulfstream G450 round trip at about $102,000, which lands squarely inside the $75,000 to $100,000+ band once you allow for the aircraft class and the year of the quote.

The pattern to internalise: the aircraft class does most of the work. A light jet on a two-hour hop and a heavy jet coast to coast are not the same product at different margins, they are different purchases. Six passengers can split the invoice, but the invoice is still for the whole aircraft, which is why per-seat maths only becomes favourable on longer legs with a full cabin.

Take the smallest realistic BAJit purchase: a light jet, 2.5 billed hours, domestic US.

At an illustrative $3,500 per hour aircraft subtotal, the flight time comes to $8,750. Add the 7.5% federal excise tax on domestic air transportation and you are at roughly $9,406 before anything else. Add the 2026 segment fee of $5.30 per passenger per segment: for four passengers on a single segment that is $21.20, which is noise, but on a multi-leg itinerary with six passengers it compounds across every segment.

Then add what the rate card does not carry. FBO handling and landing fees at each end typically run into four figures combined at a served airport. If the aircraft has to be repositioned to your departure field, you may pay some or all of that ferry time. Winter deicing at a northern airport can be a large pass-through. Crew overnight, parking and catering are separate.

The published outcome for that same shape of trip, from ThePricer's worked example, is a finished bill of about $10,000 to $12,000+ against an $8,750 aircraft subtotal. That is a 14% to 37% uplift over the flight-time line, and it is the single most useful ratio to carry into any BAJit conversation: the hourly figure is roughly 75% to 85% of the invoice on a short domestic light jet trip, and the gap widens with legs, passengers, weather and international handling.

If you are building a budget, build it from the landed total. If you are comparing two providers, compare landed totals for the same aircraft type, same airports, same date and same passenger count, because comparing hourly rates across different aircraft classes is how buyers end up thinking a $6,798 light jet is cheaper than a $9,000 midsize that removes a fuel stop.

Program fees only make sense expressed per hour flown, and this is where BAJit's structure either pays for itself or does not.

Take the $15,000 annual due. Spread across 10 flight hours it adds $1,500 per hour before the aircraft rate. Spread across 50 hours it adds $300 per hour. At the $6,798 light jet rate, that is the difference between an effective $8,298 per hour and an effective $7,098 per hour for the identical aircraft. The card does not get cheaper; the fixed fee gets diluted.

Run the same maths on the larger tiers. A $40,000 Platinum due across the 100 hours it is nominally tied to adds $400 per hour. Fly only 40 of those hours and it adds $1,000 per hour instead. Under-using a tier is the most common way a jet card turns out to be more expensive than on-demand charter, and it is entirely predictable before you sign: divide the annual fee by the hours you actually flew last year, not by the hours in the tier name.

There is a second, larger number to run: the $100,000 minimum deposit. That is capital sitting with a broker rather than with you, and it is only recoverable as flight value or as a refund, which brings its own risk. Our analysis of the jet card versus on-demand break-even puts the crossover at roughly 25 to 50 hours a year for most programs, with cards costing 10% to 25% more per hour below that band. Below 25 hours, a card is buying convenience and rate certainty, not savings.

The honest version of the BAJit cost question is therefore: what is your annual billed-hour count, and does the due divided by that count leave you below the on-demand quote? If you fly 12 hours a year, a $15,000 due is a $1,250 per hour surcharge on a product you could buy trip by trip.

Any page about BAJit cost that does not mention the pause is describing a product that is not currently selling flights.

On September 16, 2026, OneFlight posted a notice to clients stating that, effective immediately, it was pausing all flight activity for the next 30 days, or until further notice, while it conducted a comprehensive evaluation of its current operations and status. Private Jet Card Comparisons, which broke the story, reported that the company had $232 million in revenue the prior year, that minimum deposits started at $100,000, and that based on sales volume over $150 million in prepaid flights could be at stake.

The reporting since then is worse, not better. In August 2026 the company imposed a 35% economic surcharge on contracted-rate cardholders and rescinded it within hours. By October 31, 2026, Private Jet Card Comparisons reported that members could lose as much as $300 million in prepayments and that a dozen lawsuits had been filed, one of them naming television spokesperson Robert Herjavec. BizJet Journal's review counted 12 federal customer lawsuits by October 28, 2026 and noted that by that date neither a completed restart nor an agreed customer repayment programme had been publicly verified. McLaren suspended its sponsorship in late September and the PGA Tour separated from the company in mid-October.

For a buyer, the pricing lesson is not that BAJit was expensive. It is that a prepaid balance at a broker is an unsecured claim. The deposit is the risk, not the hourly rate. If you are holding a quote, a credit balance or an unflown card, the questions that matter now are who the direct air carrier is, what the cancellation and refund terms say in writing, and whether any part of the balance sits in escrow. None of those answers is in a rate card.

We have not flown with BAJit and are not able to verify the current status of any individual booking. Confirm directly with the company and, if money is committed, with counsel.

The gap between a published rate and a final invoice is made of named line items. When you compare BAJit against another broker, compare these, not the hourly headline.

Repositioning. If the aircraft is not already at your departure field, you may pay for some or all of the ferry legs. This is often the largest single swing on a quote and it is invisible in an hourly rate.

Taxes and segment fees. Domestic US charter carries 7.5% federal excise tax plus the 2026 segment fee of $5.30 per passenger per segment. International trips add overflight charges, passenger taxes, customs and handling, none of which appear on a US rate card.

FBO and airport charges. Landing, ramp, handling, hangar and parking fees are billed by the airport and the FBO, not the broker, and they vary enormously between a secondary field and a slot-constrained metro airport.

Crew and aircraft time on the ground. Crew duty limits, overnight hotels, meals and aircraft wait time are quoted per itinerary. A round trip that parks the aircraft for three days is not two one-ways.

Weather. Deicing in winter is a genuine pass-through at northern airports and can be a four-figure item on a single departure.

Catering, ground transport and special requests. Usually quoted separately, occasionally bundled at a markup.

The test of a good quote is not the number, it is whether the number is labelled fixed, estimated or subject to pass-through. Ask which items can still change after you approve the itinerary, and get the answer in writing before you fund anything.

If BAJit is paused, the practical question becomes what a comparable trip costs through a broker that is currently operating, and how to compare it without repeating the same mistakes.

Three rules do most of the work.

Quote the same aircraft, not the same price. Ask for a specific type or a specific cabin class, with the aircraft year and the operator's certificate named. A "light jet" quote that turns out to be a very light jet is a different aircraft at a different rate, and the $5,288 to $6,798 spread inside OneFlight's own card shows how much room there is inside a class label.

Ask for the all-in number and the change list. Fixed, estimated, or pass-through. Anything that can move after approval should be named before approval.

Check what backs the money. A card deposit at a broker is an unsecured claim unless it sits in escrow. Ask specifically whether customer funds are segregated, and treat "funds never expire" as marketing rather than protection.

For live pricing on a specific route, Villiers Jets quotes against current operator availability and publishes empty-leg inventory, which is the cheapest honest way to fly a route you were already going to fly. Run their number against any BAJit rate card you were quoted and against the trip-level ranges above, and you will usually find that the aircraft class, not the brand, is what set the price.

If you are comparing membership structures rather than single trips, our 2026 comparison of private jet membership programmes puts the six major options side by side on joining fees, dues, hourly rates and exit terms, which is the only way to see the $15,000-to-$40,000 due band in context.

How much does BAJit cost to join? Two different answers, depending on the year. The 2020-2024 BAJit jet club charged a one-time $15,000 initiation fee plus $50,000 for the right to buy 25 hours and a $2,500 fee every 12 months. From 2023 OneFlight also offered a flat $100,000 deposit jet card with no joining fees, and the 2025-2026 BAJCard tiers carry annual dues of $15,000, $25,000 and $40,000 for 25, 50 and 100 hours, on top of a $100,000 minimum deposit.

What is the hourly rate on a BAJit light jet? OneFlight's published jet card rate for light jets starts at $6,798 per hour including federal excise tax. Turboprops start at $5,288 per hour and very light jets at $6,755 per hour. These are "from" rates for the smallest aircraft in each class, not quotes for a specific flight.

How much is a typical BAJit trip? Published planning ranges put a short regional flight at $10,000 to $25,000+, a popular domestic one-way at $15,000 to $40,000+, a medium domestic trip at $25,000 to $75,000+ and a coast-to-coast round trip at $75,000 to $100,000+. International trips run $90,000 to $150,000+.

Can I still book a BAJit flight? OneFlight paused all flight activity on September 16, 2026 for 30 days or until further notice, and as of October 28, 2026 no completed restart had been publicly verified. oneflight.net did not resolve when we checked on November 5, 2026. Confirm status directly before relying on any BAJit rate.

Is a BAJit card cheaper than on-demand charter? Only above roughly 25 to 50 billed hours a year. Below that band, jet cards typically cost 10% to 25% more per hour once the annual due is divided by hours actually flown: a $15,000 due spread across 10 hours adds $1,500 per hour, and across 50 hours adds $300 per hour.