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Markets

The Corporate Jet Angle: How a Tax-Code Rider Quietly Feeds Heico and Howmet

A permanent 100% write-off for business aircraft, locked into last year's tax law, is running a private jet order boom straight through to the aftermarket parts suppliers who service the fleet.

Image: Money Racket
By at Money Racket · Jan 19, 2026

The mechanism: Buried in the One Big Beautiful Bill Act, signed July 4, 2025, is a provision with an outsized effect on a narrow slice of the economy: 100% first-year bonus depreciation for business aircraft is now permanent, with no phase-down, retroactive to planes placed in service after January 19, 2025. The IRS only issued interim guidance on the mechanics — Notice 2026-11 — this year, which is exactly the kind of dry, compliance-desk news that never makes a markets headline but changes corporate buying behavior overnight. A company that finances or buys a qualifying jet for business use can expense the entire purchase price in year one instead of depreciating it over five-plus years. That is a direct, immediate cash-flow subsidy on a multimillion-dollar asset, and it is a lever CFOs pull hardest right before a fiscal year-end. Every prior version of this rule (2017's TCJA included) had a sunset date that forced a rush-then-lull demand cycle. Making it permanent removes the "use it or lose it" cliff but keeps the underlying incentive fully loaded — and OEM backlogs, now north of $55 billion industry-wide, show buyers are leaning on it.

A tax-code rider nobody covers as aviation news is quietly running a jet order boom straight through to the parts bin.

Who cashes in:

  • HEICO Corp. HEI — Its Flight Support Group, roughly 70% of company sales, makes FAA-approved (PMA) replacement parts that explicitly serve "regional and business jet operators" at 30-40% below OEM pricing. More jets placed in service under bonus depreciation means a larger installed base entering scheduled maintenance cycles a few years out — Heico's core aftermarket annuity.
  • Howmet Aerospace HWM — Supplies over 90% of the structural and rotating parts (single-crystal turbine blades, castings, forgings) inside modern jet engines built by GE Aerospace, Pratt & Whitney, Rolls-Royce, and Safran — engine families that power both airline and business-jet platforms. New aircraft orders translate into new-engine build content today and spare-parts revenue for decades.
  • GE Aerospace (GE) — A shared beneficiary through engine platforms and the services tail that follows every jet delivered, business or commercial.

Who is exposed: This is a narrow-gauge catalyst — it does not meaningfully touch Delta DAL, United UAL, or Boeing BA, whose fleets are mainline commercial aircraft governed by different capex logic (fleet-replacement cycles, fuel efficiency, not year-end tax elections). If anything, a widening premium for private jet capacity is a mild reputational and cost-of-capital irritant for network carriers competing for the same high-margin corporate travel dollar, but it's not a balance-sheet story for them.

The play / what to watch: This isn't a one-quarter trade — it's a durable, legislated tailwind for the aftermarket suppliers who don't get airtime in "aerospace" coverage because they're not the OEMs building the jets. Watch Heico's Flight Support order rates and Howmet's engine-spares mix in upcoming quarterly prints, and watch for any Treasury/IRS follow-up guidance narrowing the "qualified business use" test — that's the only realistic mechanism that could throttle this back.

Source: original report ↗

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