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

LFPB to KOPF 3,971 nm WNW 283 degrees true

Private Jet CharterParis to Miami

3,971 nautical miles direct. About 8h 39m nonstop in a ultra long range jet. Operators bid on this leg without knowing who is flying it.

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Great circle

3,971nm

7,355 km, 4,570 statute miles

Initial track

283°T WNW

Departing LFPB toward KOPF

Nonstop block time

8h 39m

In a ultra long range jet, the smallest reference class that flies it nonstop

Clock change

-6h

Miami against Paris, year round

The leg

Paris to Miami

Measured airport to airport, LBG to OPF is 3,971 nautical miles. A ultra long range jet does it nonstop in something close to 8h 39m once taxi, climb and descent are counted.

At this range the question stops being which cabin you prefer and becomes which aircraft can physically do it. Most of the light and midsize market cannot, and the ones that can will be doing it with a technical stop. Miami runs 6 hours behind of Paris year round, which is worth building into the schedule at both ends.

You do not need a large cabin for the distance. A Bombardier Global 5000 in the ultra long range 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. 30 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 3,971 nautical miles. Times are planning estimates in still air.

Aircraft comparison for Paris to Miami
Aircraft	Class	Seats	Block time	Book range	This leg
Cessna Citation M2 Gen2	Very Light Jet	6	10h 23m	1,550 nm	Fuel stop
Embraer Phenom 300E	Light Jet	8	9h 05m	2,010 nm	Fuel stop
Cessna Citation XLS+	Midsize Jet	9	9h 32m	2,100 nm	Fuel stop
Bombardier Challenger 350	Super Midsize Jet	9	8h 58m	3,200 nm	Fuel stop
Gulfstream G450	Heavy Jet	13	8h 52m	4,350 nm	Nonstop, conditions apply
Gulfstream G650ER	Ultra Long Range Jet	14	8h 39m	7,500 nm	Nonstop

Airports

Which runway you actually use

Departing Paris. Most charter traffic uses Paris Le Bourget (LFPB / LBG). The credible alternates are Charles de Gaulle (CDG) and Paris Orly (ORY). 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 Miami. Most charter traffic uses Miami Opa Locka Executive (KOPF / OPF). The credible alternates are Miami International (MIA), Miami Executive (TMB) and Fort Lauderdale Executive (FXE). 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
Paris Le Bourget	LFPB	LBG	Paris	Departure	Preferred
Charles de Gaulle	LFPG	CDG	Paris	Departure	Customs
Paris Orly	LFPO	ORY	Paris	Departure	Alternate
Miami Opa Locka Executive	KOPF	OPF	Miami	Arrival	Preferred
Miami International	KMIA	MIA	Miami	Arrival	Customs
Miami Executive	KTMB	TMB	Miami	Arrival	Alternate
Fort Lauderdale Executive	KFXE	FXE	Miami	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.
International handling. Customs, immigration, overflight permits, landing permits and a local handling agent. On some routings the permits need days of lead time.

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 business jet parked on the ramp seen through the floor to ceiling glass of a private terminal lounge — LBG to OPF

Questions

LBG to OPF

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

How long is a private jet flight from Paris to Miami?

The great circle distance is 3,971 nautical miles, which is about 7,355 km. A ultra long range jet covers it nonstop in roughly 8h 39m block to block. A heavy jet flies the distance in about 8h 52m, and a light jet in about 9h 05m 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 Paris to Miami nonstop?

No. This leg needs about 202 percent of a light jet's published range, so plan on a fuel stop or move up to a class with the legs for it. The smallest aircraft that does it nonstop with margin is the Bombardier Global 5000.

Which airport should I use in Miami?

Miami Opa Locka Executive (KOPF) handles most charter traffic. The alternates are Miami International (MIA), Miami Executive (TMB) and Fort Lauderdale Executive (FXE). Choose on ground time to your final address rather than on the name you recognise.

Do I clear customs on a private flight from Paris to Miami?

Yes. Crossing a border on a private aircraft still means customs and immigration at both ends, but it happens at the private terminal rather than in a terminal queue, and it is usually a matter of minutes. The operator files the passenger manifest in advance, so passport details are needed before departure rather than at the airport. Some routings also need landing or overflight permits with days of lead time, which is worth raising early.

What does a private jet from Paris to Miami 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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