1,283 international routes60 countriesSix continents
InternationalPrivate Jet Charter
New York to Dubai, Los Angeles to Tokyo, Miami to Sao Paulo. Computed distances, honest nonstop capability, and the permit lead times nobody warns you about.
The difference
Crossing a border is anadministrative problem
The flying part of an international charter is the easy part. What separates it from a domestic hop is paperwork with lead times, and the lead times are the thing that catches people out.
A landing permit or an overflight permit can take working days to issue depending on the countries involved, and no amount of paying accelerates a civil aviation authority. Customs facilities exist only at designated airports, and outside published hours an officer may have to be called out with notice and a fee. Handling agents are effectively mandatory at most airports outside the United States, and their charges belong in your quote rather than on your invoice afterwards.
None of that is difficult when it is planned. All of it is a problem when it is discovered on the day.
Which aircraft can actually do it
Far fewer than the brochures imply. Manufacturer range figures assume long range cruise, standard reserves and a stated payload, and a real crossing carries more people, more bags and worse winds. We treat anything above roughly 80 percent of book range as a sector the operator has to confirm against the specific tail number, which on transatlantic and transpacific work means most of the market drops out immediately.
Of the 43 aircraft we track, 8 carry 6,000 nm or more of published range. Those are the airframes that connect continents without stopping. Everything below them is doing it with a technical stop, which is not a failure, just forty five minutes to an hour of ground time plus the fuel to climb back to altitude.
The return is the harder leg
On the North Atlantic the jet stream runs west to east, so an eastbound crossing rides it and the westbound return fights it. The same city pair can differ by an hour or more depending on direction. Our block times exclude winds deliberately, because averaging that asymmetry away would be worse than saying nothing, so read the published figure as a still air baseline and plan the return with margin.
Regions
Where we fly
Most requested
Intercontinental city pairs
Long haul departures from the United States, with the smallest reference class that flies each one nonstop.
| Route | Distance | Nonstop in | Block time | Ultra long range |
|---|---|---|---|---|
| New York to London | 2,989 nm | Heavy Jet | 6h 36m | Nonstop |
| Miami to London | 3,833 nm | Ultra Long Range Jet | 8h 22m | Nonstop |
| New York to Paris | 3,150 nm | Super Midsize Jet | 6h 56m | Nonstop |
| Miami to Paris | 3,971 nm | Ultra Long Range Jet | 8h 39m | Nonstop |
| Washington DC to London | 3,182 nm | Heavy Jet | 7h 00m | Nonstop |
| New York to Nice | 3,463 nm | VIP Airliner | 7h 35m | Nonstop |
| Denver to London | 4,055 nm | Ultra Long Range Jet | 8h 50m | Nonstop |
| Dallas to London | 4,107 nm | Heavy Jet | 8h 56m | Nonstop |
| New York to Geneva | 3,352 nm | Heavy Jet | 7h 21m | Nonstop |
| Chicago to London | 3,420 nm | VIP Airliner | 7h 30m | Nonstop |
| Washington DC to Paris | 3,343 nm | Heavy Jet | 7h 20m | Nonstop |
| Houston to London | 4,199 nm | Heavy Jet | 9h 08m | Nonstop |
| New York to Dublin | 2,757 nm | Super Midsize Jet | 6h 07m | Nonstop |
| Atlanta to London | 3,632 nm | Heavy Jet | 7h 56m | Nonstop |
| Boston to London | 2,831 nm | Heavy Jet | 6h 16m | Nonstop |
| New York to Milan | 3,492 nm | VIP Airliner | 7h 39m | Nonstop |
| Chicago to Paris | 3,598 nm | VIP Airliner | 7h 52m | Nonstop |
| New York to Zurich | 3,410 nm | Heavy Jet | 7h 29m | Nonstop |
| New York to Rome | 3,725 nm | Heavy Jet | 8h 08m | Nonstop |
| Seattle to London | 4,138 nm | Heavy Jet | 9h 00m | Nonstop |
| Boston to Paris | 2,992 nm | Heavy Jet | 6h 36m | Nonstop |
| New York to Barcelona | 3,326 nm | Heavy Jet | 7h 18m | Nonstop |
| Los Angeles to London | 4,705 nm | Ultra Long Range Jet | 10h 11m | Nonstop |
| Boston to Geneva | 3,194 nm | Heavy Jet | 7h 02m | Nonstop |
Block times shown for a Gulfstream G650ER in still air. The ultra long range column reads that aircraft against the sector.
By region
Pick a continent
Europe
The busiest intercontinental corridor from the United States, and the one where aircraft choice is decided almost entirely by whether the westbound return can be flown nonstop.
Caribbean
Short international sectors with disproportionate paperwork. Most legs are inside light jet range, and the constraint is runway length and customs hours rather than distance.
Mexico
Close enough that a midsize jet covers most of it nonstop, far enough that every flight is a border crossing with a manifest and a customs stop.
Middle East
Ultra long range territory. From the US East Coast this is at the edge of what the largest cabins do nonstop, and payload is what decides it.
Asia
The longest sectors we quote. Almost nothing reaches Asia from the eastern United States without either an ultra long range aircraft or a technical stop.
Oceania
Pacific crossings where the fuel stop is usually a feature rather than a failure, and where the date line does something unhelpful to your calendar.
Latin America
South American sectors are long but largely overland, which changes the alternates available and the permits required on the way.
Africa
Handling agents are not optional here, permits take real time, and the difference between a smooth trip and a difficult one is almost entirely ground arrangements.
Canada
The easiest border in the network and still a border. Customs, manifest and eAPIS apply exactly as they would crossing an ocean.
Questions
Flying across borders
Longest published sectors
Do I clear customs on an international private flight?
Yes, at both ends, and flying privately changes the venue rather than the requirement. Clearance happens at the private terminal instead of a public arrivals hall and usually takes minutes. The operator files the passenger manifest in advance, which is why passport details are needed before departure rather than presented on arrival.
How far in advance does an international charter need to be booked?
Longer than a domestic leg. Landing and overflight permits are the binding constraint on some routings and several take working days to issue. Customs notification, crew duty planning and handling agent arrangements stack on top. Tell us the target date early and we will tell you what the routing actually requires.
Which aircraft can cross an ocean?
Far fewer than the marketing suggests. Of the 43 aircraft we track, the ones that reliably cross the North Atlantic with a full cabin sit in the heavy and ultra long range classes. A Gulfstream G450 manages 4,350 nm of book range and a Gulfstream G650ER manages 7,500 nm, and real missions run at roughly 80 percent of those figures once the cabin fills and the winds turn.
Why is the westbound flight longer than the eastbound one?
The jet stream. Crossing the North Atlantic eastbound you are usually flying with it and westbound you are flying into it, and on the same city pair that difference can run to an hour or more. Our block time estimates deliberately exclude winds, so treat the published figure as a still air baseline and expect the return to be the slower one.
Do I need a visa when flying private?
Yes. Visa and entry requirements are set by the destination country and apply regardless of how you arrive. A private aircraft does not exempt anyone. The same applies to animals, which frequently run on a longer timeline than the people, and to minors travelling without both parents.
What is a technical stop?
A landing made purely to take fuel, with the passengers usually staying on board or in the private terminal for under an hour. On a long crossing it is often the difference between a trip being possible and not. Keflavik in Iceland, Gander and Goose Bay in Canada, and the Azores are the standard North Atlantic options.
How many international routes do you publish?
1,283 of the 2,211 published city pairs cross an international border, reaching 60 countries and territories. Every one carries the computed great circle distance, block time by aircraft class and whether the sector goes nonstop.
Photography on this site is representative. It does not depict a specific aircraft, operator or tail number offered for charter.