A business jet on a wet ramp at twilight with its navigation lights reflected in standing water and stars overhead

KMDW to KBFI 1,502 nm WNW 295 degrees true

Private JetCharter Chicagoto Seattle

1,502 nautical miles direct. About 3h 39m nonstop in a light jet. Operators bid on this leg without knowing who is flying it.

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Great circle

1,502nm

2,782 km, 1,728 statute miles

Initial track

295°T WNW

Departing KMDW toward KBFI

Nonstop block time

3h 39m

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

Clock change

-2h

Seattle against Chicago, year round

The leg

Chicago to Seattle

Measured airport to airport, MDW to BFI is 1,502 nautical miles. A light jet does it nonstop in something close to 3h 39m once taxi, climb and descent are counted.

This is where aircraft class starts to matter to your day, not just your comfort. A light jet may need a fuel stop that a super midsize does not, and a stop costs forty five minutes to an hour on the ground plus the fuel to climb back to altitude. Seattle runs 2 hours behind of Chicago year round, which is worth building into the schedule at both ends.

You do not need a large cabin for the distance. A Learjet 45XR in the light jet class covers it nonstop with margin left over. A further 3 aircraft can do it nonstop on a good day, and those are the quotes worth reading carefully. A marginal leg becomes a fuel stop the moment the winds turn, the cabin fills, or the departure field is hot and high. 4 of the aircraft we track cannot make it without stopping at all, which does not rule them out. A stop on a cheaper airframe sometimes still wins on total cost, and the bid comparison will show you whether it does.

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 1,502 nautical miles. Times are planning estimates in still air.

Aircraft comparison for Chicago to Seattle
Aircraft	Class	Seats	Block time	Book range	This leg
Cessna Citation M2 Gen2	Very Light Jet	6	4h 09m	1,550 nm	Fuel stop
Embraer Phenom 300E	Light Jet	8	3h 39m	2,010 nm	Nonstop
Cessna Citation XLS+	Midsize Jet	9	3h 49m	2,100 nm	Nonstop
Bombardier Challenger 350	Super Midsize Jet	9	3h 37m	3,200 nm	Nonstop
Gulfstream G450	Heavy Jet	13	3h 34m	4,350 nm	Nonstop
Gulfstream G650ER	Ultra Long Range Jet	14	3h 29m	7,500 nm	Nonstop

Airports

Which runway you actually use

Departing Chicago. Most charter traffic uses Chicago Midway (KMDW / MDW). The credible alternates are Chicago Executive (PWK), DuPage (DPA) and O Hare International (ORD). 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 Seattle. Most charter traffic uses Boeing Field King County (KBFI / BFI). The credible alternates are Seattle Tacoma International (SEA) and Paine Field (PAE). Pick the one closest to where you are actually going. The airport with the famous name is frequently the wrong answer.

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
Chicago Midway	KMDW	MDW	Chicago	Departure	Preferred
Chicago Executive	KPWK	PWK	Chicago	Departure	Alternate
DuPage	KDPA	DPA	Chicago	Departure	Alternate
O Hare International	KORD	ORD	Chicago	Departure	Customs
Boeing Field King County	KBFI	BFI	Seattle	Arrival	Preferred
Seattle Tacoma International	KSEA	SEA	Seattle	Arrival	Customs
Paine Field	KPAE	PAE	Seattle	Arrival	Alternate

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.
Fuel and stops. A technical stop costs fuel to climb back to altitude, a landing fee, handling, and forty five minutes to an hour of ground time.
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 large cabin business jet with oval windows parked on the ramp in clear weather, photographed from ahead of the wing — MDW to BFI

Questions

MDW to BFI

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 Chicago to Seattle?

The great circle distance is 1,502 nautical miles, which is about 2,782 km. A light jet covers it nonstop in roughly 3h 39m block to block. A heavy jet flies the distance in about 3h 34m, and a light jet in about 3h 39m 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 Chicago to Seattle nonstop?

Yes. A Embraer Phenom 300E covers this leg nonstop with comfortable margin, using about 76 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 Seattle?

Boeing Field King County (KBFI) handles most charter traffic. The alternates are Seattle Tacoma International (SEA) and Paine Field (PAE). Choose on ground time to your final address rather than on the name you recognise.

What does a private jet from Chicago to Seattle 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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