A midsize business jet on the landing roll with speed brakes deployed and a city skyline behind the airfield

KAUS to KMDW 845 nm NNE 032 degrees true

Private Jet CharterAustin to Chicago

845 nautical miles direct. About 2h 29m nonstop in a very light jet. Operators bid on this leg without knowing who is flying it.

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Great circle

845nm

1,565 km, 973 statute miles

Initial track

032°T NNE

Departing KAUS toward KMDW

Nonstop block time

2h 29m

In a very light jet, the smallest reference class that flies it nonstop

Clock change

None

Chicago against Austin, year round

The leg

Austin to Chicago

Austin to Chicago is 845 nautical miles direct, tracking NNE out of KAUS. Plan on about 2h 29m block to block in a very light jet and adjust from there.

At this length the aircraft reaches a settled cruise and the class differences start to show up on the clock, though not dramatically. The bigger separation is cabin comfort and baggage volume. Both cities keep the same clock, so the departure and arrival times you plan are the ones you get.

You do not need a large cabin for the distance. A Embraer Phenom 100EV in the very light jet class covers it nonstop with margin left over.

Book range figures assume long range cruise, standard reserves and a stated payload. Load the cabin, add bags, put the departure field at elevation on a hot afternoon, and the real number comes down. We treat anything above roughly 80 percent of book range as a leg that needs the operator to confirm against the specific tail number rather than the brochure.

Orthographic projection, great circle track Static plot

Aircraft

What flies this leg, and how fast

Block time and nonstop capability across the classes for 845 nautical miles. Times are planning estimates in still air.

Aircraft comparison for Austin to Chicago
Aircraft	Class	Seats	Block time	Book range	This leg
Cessna Citation M2 Gen2	Very Light Jet	6	2h 29m	1,550 nm	Nonstop
Embraer Phenom 300E	Light Jet	8	2h 12m	2,010 nm	Nonstop
Cessna Citation XLS+	Midsize Jet	9	2h 18m	2,100 nm	Nonstop
Bombardier Challenger 350	Super Midsize Jet	9	2h 11m	3,200 nm	Nonstop
Gulfstream G450	Heavy Jet	13	2h 10m	4,350 nm	Nonstop
Gulfstream G650ER	Ultra Long Range Jet	14	2h 07m	7,500 nm	Nonstop

Airports

Which runway you actually use

Departing Austin. Most charter traffic uses Austin Bergstrom International (KAUS / AUS). The credible alternates are Austin Executive (EDC) and Georgetown Municipal (GTU). Which one you leave from is worth deciding on ground time rather than on the map, because twenty minutes of extra driving often buys a cheaper ramp and a faster departure.

Arriving Chicago. Most charter traffic uses Chicago Midway (KMDW / MDW). The credible alternates are Chicago Executive (PWK), DuPage (DPA) and O Hare International (ORD). Pick the one closest to where you are actually going. The airport with the famous name is frequently the wrong answer.

Confirm slot availability, customs hours and overnight parking at both ends before you commit to a departure time. Those three items cause more schedule changes than weather does.

Airport	ICAO	IATA	Metro	End	Role
Austin Bergstrom International	KAUS	AUS	Austin	Departure	Preferred
Austin Executive	KEDC	EDC	Austin	Departure	Alternate
Georgetown Municipal	KGTU	GTU	Austin	Departure	Alternate
Chicago Midway	KMDW	MDW	Chicago	Arrival	Preferred
Chicago Executive	KPWK	PWK	Chicago	Arrival	Alternate
DuPage	KDPA	DPA	Chicago	Arrival	Alternate
O Hare International	KORD	ORD	Chicago	Arrival	Customs

Cost

What moves the number

Any site quoting you a fixed price for this leg is guessing. These are the components that decide it.

Positioning. Where the aircraft sits when you call. If it is already on your departure ramp you pay for your legs only. If it has to fly in empty and fly home afterwards, someone pays for that, and it is you.
Daily minimum. Most operators bill a minimum number of flight hours per day the aircraft is away. A short leg with a three night stay can price higher than a long leg that returns the same day.
Crew duty. A crew has a legal duty limit. Cross enough time zones or depart late enough and the trip needs a second crew or an overnight, and both cost money.
Ramp and handling. Landing fees, ramp fees, overnight parking and the FBO handling charge vary enormously between fields in the same metro.
Peak days. Operators apply surcharges around the predictable weekends. Thanksgiving Sunday, the Super Bowl, Art Basel, the Fourth of July and the ski season change of week all price differently.
De-icing. Winter departures from northern fields add de-icing, which is charged by volume of fluid and can be a serious number on a large aircraft.
Federal excise tax. Domestic United States charter carries a federal excise tax plus segment fees. It is a real line and it belongs in any quote you are comparing.

Our fee sits on top of the operator price as its own line, visible, so you can see both halves. Send the trip and the operators bid against each other on all of the above at once.

Timing

Season, weather and the clock

Demand on this pair follows the business calendar more than the weather. The tight weeks are the ones either side of major holidays, when the same aircraft are wanted in both directions at once.

A white and blue business jet in cruise flight above red desert terrain seen from above and ahead — AUS to MDW

Questions

AUS to MDW

How long is a private jet flight from Austin to Chicago?

The great circle distance is 845 nautical miles, which is about 1,565 km. A very light jet covers it nonstop in roughly 2h 29m block to block. A heavy jet flies the distance in about 2h 10m, and a light jet in about 2h 12m if it can make it without stopping. These are planning estimates in still air and exclude winds and air traffic routing.

Can a light jet fly Austin to Chicago nonstop?

Yes. A Embraer Phenom 300E covers this leg nonstop with comfortable margin, using about 43 percent of its published range. That is inside the band where a full cabin and average winds will not force a stop.

Which airport should I use in Chicago?

Chicago Midway (KMDW) handles most charter traffic. The alternates are Chicago Executive (PWK), DuPage (DPA) and O Hare International (ORD). Choose on ground time to your final address rather than on the name you recognise.

What does a private jet from Austin to Chicago cost?

We do not publish a figure, because a fixed number for this route would be invented. The dominant variable is where the aircraft is parked when you call, not the aircraft type. Positioning legs, daily minimums, crew duty, ramp fees, peak day surcharges and taxes all move the total. Send the trip through the quote form and certificated operators bid against each other on it, sealed, without knowing who you are.

Are empty legs available on this route?

Sometimes. An empty leg exists when an operator has to reposition an aircraft along this track anyway, so the timing is theirs and not yours. They appear and vanish with little notice and get cancelled when the paying trip behind them changes. Flag empty legs on the quote form and we will include any that fit your window, but do not build a fixed commitment around one.

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