Routes
Every route we price, with the real numbers
Distances are true great circles and flight times are block times, computed rather than estimated. Prices are indicative starting prices on the smallest aircraft that can fly each leg non-stop; every class that can fly it is on the route page.
| Route | Distance | Fastest block time | From |
|---|---|---|---|
| Dubai → London | 2,978 nm | 6 h 50 min | From $67,500 |
| London → Nice | 580 nm | 1 h 45 min | From $10,000 |
| London → Geneva | 423 nm | 1 h 25 min | From $9,000 |
| Paris → Nice | 375 nm | 1 h 20 min | From $8,500 |
| London → Ibiza | 784 nm | 2 h 10 min | From $11,500 |
| Dubai → Geneva | 2,662 nm | 6 h 10 min | From $47,500 |
| Dubai → Riyadh | 461 nm | 1 h 30 min | From $9,000 |
| London → Milan | 543 nm | 1 h 40 min | From $10,000 |
| Dubai → Maldives | 1,634 nm | 4 h | From $26,500 |
| Istanbul → Dubai | 1,642 nm | 4 h | From $25,500 |
| New York → Nice | 3,464 nm | 7 h 50 min | From $104,500 |
Indicative estimates, not quotes. They exclude VAT where it applies, de-icing and peak-period surcharges, and assume no unusual repositioning.
How to read these numbers
Distance is the true great circle between the two airports, computed from their coordinates rather than looked up. It is the shortest path over a sphere, which is why a Dubai–London track bows north over the Balkans instead of running flat across a map. Published airway routings add a few per cent on top, and the flight times here already account for that.
Flight time is block time — brakes off to brakes on — including taxi at both ends and the climb and descent that no cruise speed captures. It is what operators charge for, which is why we quote it rather than airborne time. Where an aircraft cannot make the leg without stopping, the stop is included at forty-five minutes.
The price shown is the floor of the band on the smallest aircraft that can fly the route non-stop. Every class that can do the leg appears on the route page with its own band. Both figures include crew, fuel, ground handling at both airports and our commission, and exclude VAT, de-icing and peak surcharges.
Why one page per pair
Each route here covers both directions. Dubai to London and London to Dubai are different searches but very nearly the same page, and publishing both would mean two of our own pages competing for one question while saying the same thing. The reverse address redirects to the canonical one.
Where the two directions genuinely differ, the page says so. Transatlantic westbound sectors run roughly an hour longer than eastbound because of the jet stream; a night curfew at one end can rule out an evening departure in one direction only; landing permits are a constraint at one end and not the other.
Routes not listed here are not routes we cannot fly. This is the set we have written up properly, and it grows as each one gets the operational detail that makes it worth reading. Anything else, ask — the pricing model covers every pair of airports in the dataset whether or not a page exists yet.
What actually moves the number
Where the aircraft is, more than where you are going. An aircraft already sitting at your departure airport costs far less than one that must fly two hours empty to collect you and possibly two hours empty afterwards. The same trip, same aircraft type, can differ by forty per cent between two Tuesdays for that reason alone.
Then the fixed costs. Landing, parking, navigation and FBO handling run roughly $1,500 to $6,000 per airport for a heavy jet, and they do not shrink because the flight is short. That is why a ninety-minute hop rarely costs a quarter of a six-hour sector, and why the per-hour figures on the pricing page understate short legs and overstate long ones.
Finally the calendar. Nice and Ibiza in July, Geneva in February and Davos week, Riyadh whenever the permit queue is long. Demand spikes here are geographic and predictable, and they move prices further than fuel does.
Routes that are not on this list
We price any pair of airports, whether or not a page exists. The list here is the set written up with real operational detail — curfews, permit lead times, FBO names, parking constraints — because a route page without those is a template with two nouns changed, and that helps nobody.
If your city pair is missing, the fastest route to a number is a message rather than a search. Send both ends, a date and a passenger count, and the same model behind these tables produces the band within minutes, followed by real aircraft from named operators.
One route is deliberately absent from this table: Moscow. Sanctions restrict which operators and aircraft may serve Russian airports and the permitted set changes, so we confirm the current position per request rather than publishing a page that implies availability we may not have.
Questions the table tends to raise
- How much does it cost to charter a private jet?
- There is no fixed price. As indicative starting points, light jets from about $3,200 per flight hour, super-midsize jets from about $6,000 per flight hour, heavy jets from about $8,000 per flight hour and ultra-long-range aircraft from about $11,500 per flight hour, plus positioning and ground handling at both ends. Each route page shows an indicative starting price for that trip. Those figures are starting prices, not quotes: the price of your flight is calculated individually and depends on aircraft availability, where the aircraft is positioned, the date, the operating company and airport charges.
- How far in advance do I need to book?
- Four to six hours is usually enough for a domestic or intra-European leg if an aircraft is already positioned nearby. Intercontinental flights need longer for crew duty time, overflight and landing permits. The genuine constraints are seasonal: Nice and Ibiza in July, Geneva in ski season, and Riyadh at any time because of permit lead times.
- What is an empty leg flight?
- An empty leg is a repositioning flight an aircraft has to make anyway — flying empty to collect its next passengers, or home after a drop-off. Operators sell those seats at 25% to 75% below a normal charter. The trade-off is rigidity: the route, date and often the departure window are fixed by someone else’s trip, and the flight can be cancelled if the original charter changes.
- How do you make money?
- A commission on the charter, included in the price we quote. The number you see is the number you pay: no booking fee, no card surcharge, no crypto premium, no fuel surcharge added later. If a price changes because you change the trip, we show you the operator’s revised figure.