Ryanair is once again adjusting its network in direct response to national fiscal decisions. Starting in April, the airline will reduce around 10% of its operations at Brussels-Charleroi Airport, following the introduction of a new 3-euro per passenger tax. This move will not only have a local impact but also reignites a broader debate about the competitiveness of European air transport compared to other markets.
1.1 Million Fewer Seats and a Clear Message to the Regulator
The announced cut implies a reduction of 1.1 million annual seats, from a current total of 10.5 million seats at Charleroi. This figure was confirmed by the group’s CEO, Michael O’Leary, during a press appearance.
According to O’Leary, Ryanair will continue to reduce capacity in Belgium as long as the government maintains what he called “absurd taxes,” making it clear that the airline will use its operational flexibility as a tool for political pressure.
Fleet Redistribution: Winners and Losers
Some of the aircraft based in Charleroi will be relocated to other European markets, while new deliveries are already assigned destinations outside Belgium.
- Sweden will receive four new aircraft in Stockholm this year.
- Albania, where O’Leary highlighted that no similar taxes exist, will benefit from the opening of a new base with four aircraft.
- For the upcoming winter season, Ryanair plans to withdraw an additional four to five aircraft from Charleroi, which will be redistributed among Slovakia, Italy, and Sweden.
→ Ryanair Exceeds 206 Million Passengers in 2025
Underlying Critique: Taxation and ETS
Beyond the Belgian case, O’Leary broadened his criticism of the European regulatory framework. In his opinion, the European Union is not doing enough to protect the competitiveness of its aviation industry, especially against non-European airlines.
A key point is the Emissions Trading System (ETS). Currently, the scheme forces airlines to buy carbon credits if they exceed their emissions allocation, but it applies only to flights within the European Economic Area. This limitation, extended several times, must be reviewed by the European Commission before July, with the current framework expiring in 2027.
For Ryanair, the options are clear:
- Extend the ETS to non-European airlines, or
- Reduce the ETS burden on European operators.
According to O’Leary, aviation is one of the few sectors where Europe remains more competitive than the United States, an advantage that, he warns, could be diluted if the regulatory imbalance persists.
Starlink Left Out of the Ryanair Cabin
In an additional note, the group ruled out incorporating the Starlink in-flight connectivity system, championed by Elon Musk. The reason is not technological, but economic and operational: higher fuel consumption and potential impacts on flight duration, factors incompatible with the airline’s ultra-low-cost model.
The adjustment in Charleroi is not an isolated case, but another example of how Ryanair uses its scale and fleet mobility to influence public policy. What remains unclear—and will be a key point to follow—is whether the Belgian government will revise the tax or accept the loss of capacity and traffic.
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