A twin engine business jet parked nose out in a lit hangar at dusk with the air stair lowered and the taxiway beyond

KAUS to KAPA 664 nm NNW 330 degrees true

Private Jet CharterAustin to Denver

664 nautical miles direct. About 2h 02m nonstop in a very light jet. Operators bid on this leg without knowing who is flying it.

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Great circle

664nm

1,230 km, 764 statute miles

Initial track

330°T NNW

Departing KAUS toward KAPA

Nonstop block time

2h 02m

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

Clock change

-1h

Denver against Austin, year round

The leg

Austin to Denver

Austin to Denver is 664 nautical miles direct, tracking NNW out of KAUS. Plan on about 2h 02m 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. Denver runs 1 hour behind of Austin year round, which is worth building into the schedule at both ends.

Nonstop capability starts at the very light jet class on this route, with the Embraer Phenom 100EV the smallest airframe we would put on it without a stop.

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 664 nautical miles. Times are planning estimates in still air.

Aircraft comparison for Austin to Denver
Aircraft	Class	Seats	Block time	Book range	This leg
Cessna Citation M2 Gen2	Very Light Jet	6	2h 02m	1,550 nm	Nonstop
Embraer Phenom 300E	Light Jet	8	1h 49m	2,010 nm	Nonstop
Cessna Citation XLS+	Midsize Jet	9	1h 53m	2,100 nm	Nonstop
Bombardier Challenger 350	Super Midsize Jet	9	1h 47m	3,200 nm	Nonstop
Gulfstream G450	Heavy Jet	13	1h 46m	4,350 nm	Nonstop
Gulfstream G650ER	Ultra Long Range Jet	14	1h 44m	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 Denver. Most charter traffic uses Centennial (KAPA / APA). The credible alternates are Rocky Mountain Metropolitan (BJC) and Denver International (DEN). Pick the one closest to where you are actually going. The airport with the famous name is frequently the wrong answer.

Field elevation near 5,900 ft reduces takeoff performance, which can cut payload on hot summer days.

Runway length, ramp space and operating hours at the arrival field decide the aircraft as often as range does. Have the operator confirm all three against the tail number they are offering.

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
Centennial	KAPA	APA	Denver	Arrival	Preferred
Rocky Mountain Metropolitan	KBJC	BJC	Denver	Arrival	Alternate
Denver International	KDEN	DEN	Denver	Arrival	Customs

Cost

What moves the number

We do not publish a price for this route, and neither should anyone else. Here is what the number is actually made of.

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

Mountain fields are the ones that reward planning. High elevation cuts engine performance, summer heat cuts it further, and the combination reduces how much weight the aircraft can lift. Winter brings snow closures and de-icing. Both seasons can change which aircraft the operator will put on the trip.

A large business jet parked on the ramp seen through the floor to ceiling glass of a private terminal lounge — AUS to APA

Questions

AUS to APA

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

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

The great circle distance is 664 nautical miles, which is about 1,230 km. A very light jet covers it nonstop in roughly 2h 02m block to block. A heavy jet flies the distance in about 1h 46m, and a light jet in about 1h 49m 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 Denver nonstop?

Yes. A Embraer Phenom 300E covers this leg nonstop with comfortable margin, using about 34 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 Denver?

Centennial (KAPA) handles most charter traffic. The alternates are Rocky Mountain Metropolitan (BJC) and Denver International (DEN). Choose on ground time to your final address rather than on the name you recognise. Field elevation near 5,900 ft reduces takeoff performance, which can cut payload on hot summer days.

What does a private jet from Austin to Denver 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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