Aviation’s tariff problem shifts from managing rates to coping with whiplash

The aviation industry faces a new set of problems after the US Supreme Court struck down tariffs imposed by President Donald Trump under the International Emergency Economic Powers Act. The primary issue for aviation executives now is deciding how to plan when tariff policy keeps shifting. 

On February 20, 2026, the court ruled that IEEPA does not authorize the president to levy tariffs, triggering a near-immediate reset of tariff charges. US Customs and Border Protection said it will stop collecting the IEEPA-based tariffs at 12:01 a.m. ET on February 24 and will deactivate the tariff codes tied to those orders. 

For aviation and aerospace, like many other industries, the takeaway is not “tariffs end” but “tariffs change.” The bigger question now is what replaces the old system, how quickly the affects are felt, and how long any replacement tariff regimen stays in place. 

Even though new aircraft avoid the harshest impacts from tariffs, the global aviation supply chain still depends on thousands of imported components and materials. Operators and maintenance shops schedule inspections, manage spares, and commit to delivery dates months in advance. A customs coding change that takes effect overnight can ripple into parts availability, pricing, and cash flow. 

The White House has already moved to a replacement for the tariffs the Supreme Court ruled illegal. It issued a proclamation that cites Section 122 of the Trade Act of 1974 as authority to impose a temporary import surcharge tied to “international payments problems.” Reporting around the shift described an initial 10% surcharge, followed by a move to 15%, that would remain in affect only for 150 days. The administration also signaled that the change does not affect tariffs imposed under other authorities, including Sections 232 and 301. 

The changes to tariff policy create whiplash that companies may struggle to manage. One set of duties can disappear, another can emerge, and a third can remain unchanged depending on how a part is classified and where it is sourced. That makes it harder to quote a price, harder to write a contract, and harder to keep inventory flowing. 

The question of refunds adds another layer of complication. It is possible the Supreme Court ruling could put a large pool of tariff revenue in play for refunds, but the government has not laid out clear mechanics for how importers would recoup previously paid duties. Until that becomes clear, businesses face uncertainty about whether tariff costs already absorbed will ever be recouped. 

Industry groups are watching closely. The National Business Aviation Association said it is reviewing the ruling to understand its implications and is tracking the administration’s response, while reiterating the value of long-standing aerospace trade policy that supports a complex global supply chain. NBAA has also scheduled a member webinar on February 23 to discuss the decision and the next steps. 

On February 24, one tariff collection regime stops at midnight and another takes shape. Trump will deliver his State of the Union address that night, and tariffs will sit near the top of the agenda of his prepared remarks after the Supreme Court ruling and the administration’s response. 

For an industry built on long lead times and careful planning, what Trump says next could ease the uncertainty, or deepen it.The post Aviation’s tariff problem shifts from managing rates to coping with whiplash appeared first on AeroTime.

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