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

KAPA to KORL 1,338 nm ESE 112 degrees true

Private Jet CharterDenver to Orlando

1,338 nautical miles direct. About 3h 17m nonstop in a light jet. Operators bid on this leg without knowing who is flying it.

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Great circle

1,338nm

2,478 km, 1,540 statute miles

Initial track

112°T ESE

Departing KAPA toward KORL

Nonstop block time

3h 17m

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

Clock change

+2h

Orlando against Denver, year round

The leg

Denver to Orlando

Denver to Orlando is 1,338 nautical miles direct, tracking ESE out of KAPA. Plan on about 3h 17m block to block in a light jet and adjust from there.

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. Orlando runs 2 hours ahead of Denver year round, which is worth building into the schedule at both ends.

You do not need a large cabin for the distance. A Daher TBM 960 in the turboprop class covers it nonstop with margin left over. A further 2 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. 2 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 1,338 nautical miles. Times are planning estimates in still air.

Aircraft comparison for Denver to Orlando
Aircraft	Class	Seats	Block time	Book range	This leg
Cessna Citation M2 Gen2	Very Light Jet	6	3h 44m	1,550 nm	Nonstop, conditions apply
Embraer Phenom 300E	Light Jet	8	3h 17m	2,010 nm	Nonstop
Cessna Citation XLS+	Midsize Jet	9	3h 27m	2,100 nm	Nonstop
Bombardier Challenger 350	Super Midsize Jet	9	3h 15m	3,200 nm	Nonstop
Gulfstream G450	Heavy Jet	13	3h 13m	4,350 nm	Nonstop
Gulfstream G650ER	Ultra Long Range Jet	14	3h 09m	7,500 nm	Nonstop

Airports

Which runway you actually use

Departing Denver. Most charter traffic uses Centennial (KAPA / APA). The credible alternates are Rocky Mountain Metropolitan (BJC) and Denver International (DEN). 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.

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

Arriving Orlando. Most charter traffic uses Orlando Executive (KORL / ORL). The credible alternates are Orlando International (MCO) and Orlando Sanford (SFB). 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
Centennial	KAPA	APA	Denver	Departure	Preferred
Rocky Mountain Metropolitan	KBJC	BJC	Denver	Departure	Alternate
Denver International	KDEN	DEN	Denver	Departure	Customs
Orlando Executive	KORL	ORL	Orlando	Arrival	Preferred
Orlando International	KMCO	MCO	Orlando	Arrival	Customs
Orlando Sanford	KSFB	SFB	Orlando	Arrival	Alternate

Cost

What moves the number

The honest answer to what this costs is that it depends, so here is precisely what it depends on.

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

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 business jet photographed head on in level flight above a layer of cumulus cloud — APA to ORL

Questions

APA to ORL

A large cabin business jet with oval windows parked on the ramp in clear weather, photographed from ahead of the wing — Representative cabin and ramp

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

The great circle distance is 1,338 nautical miles, which is about 2,478 km. A light jet covers it nonstop in roughly 3h 17m block to block. A heavy jet flies the distance in about 3h 13m, and a light jet in about 3h 17m 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 Denver to Orlando nonstop?

Yes. A Embraer Phenom 300E covers this leg nonstop with comfortable margin, using about 68 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 Orlando?

Orlando Executive (KORL) handles most charter traffic. The alternates are Orlando International (MCO) and Orlando Sanford (SFB). Choose on ground time to your final address rather than on the name you recognise.

What does a private jet from Denver to Orlando 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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