A business jet photographed head on in level flight above a layer of cumulus cloud

KSDL to MBPV 2,209 nm E 098 degrees true

Private Jet CharterScottsdale toTurks and Caicos

2,209 nautical miles direct. About 5h 09m nonstop in a super midsize jet. Operators bid on this leg without knowing who is flying it.

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Great circle

2,209nm

4,091 km, 2,542 statute miles

Initial track

098°T E

Departing KSDL toward MBPV

Nonstop block time

5h 09m

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

Clock change

+3h

Summer offset. Winter runs +2h.

The leg

Scottsdale to Turks and Caicos

Measured airport to airport, SDL to PLS is 2,209 nautical miles. A super midsize jet does it nonstop in something close to 5h 09m 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. The clock change is 2 hours ahead in winter and 3 hours ahead in summer, because the two cities shift their daylight saving rules on different dates.

Nonstop capability starts at the midsize jet class on this route, with the Hawker 900XP the smallest airframe we would put on it without a stop. 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. 14 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 2,209 nautical miles. Times are planning estimates in still air.

Aircraft comparison for Scottsdale to Turks and Caicos
Aircraft	Class	Seats	Block time	Book range	This leg
Cessna Citation M2 Gen2	Very Light Jet	6	5h 56m	1,550 nm	Fuel stop
Embraer Phenom 300E	Light Jet	8	5h 12m	2,010 nm	Fuel stop
Cessna Citation XLS+	Midsize Jet	9	5h 28m	2,100 nm	Fuel stop
Bombardier Challenger 350	Super Midsize Jet	9	5h 09m	3,200 nm	Nonstop
Gulfstream G450	Heavy Jet	13	5h 05m	4,350 nm	Nonstop
Gulfstream G650ER	Ultra Long Range Jet	14	4h 58m	7,500 nm	Nonstop

Airports

Which runway you actually use

Departing Scottsdale. Most charter traffic uses Scottsdale (KSDL / SDL). The credible alternates are Phoenix Sky Harbor (PHX) and Phoenix Deer Valley (DVT). 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.

Arizona does not observe daylight saving time, so the offset to the rest of the country shifts twice a year.

Arriving Turks and Caicos. Most charter traffic uses Providenciales International (MBPV / PLS). It is the only field in the metro handling this class of traffic, so the aircraft choice is constrained by its runway and its ramp.

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
Scottsdale	KSDL	SDL	Scottsdale	Departure	Preferred
Phoenix Sky Harbor	KPHX	PHX	Scottsdale	Departure	Customs
Phoenix Deer Valley	KDVT	DVT	Scottsdale	Departure	Alternate
Providenciales International	MBPV	PLS	Turks and Caicos	Arrival	Preferred

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.
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

Turks and Caicos sits in the tropics, where the practical seasons are wet and dry rather than hot and cold. Afternoon convective weather is the routine cause of delay, so morning departures hold their schedule more reliably.

Atlantic hurricane season runs June through November. It rarely cancels a trip outright, but it does move departure windows, and travel insurance is worth reading properly rather than skimming.

A white and blue business jet climbing away with the landing gear still extended against a clear blue sky — SDL to PLS

Questions

SDL to PLS

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 Scottsdale to Turks and Caicos?

The great circle distance is 2,209 nautical miles, which is about 4,091 km. A super midsize jet covers it nonstop in roughly 5h 09m block to block. A heavy jet flies the distance in about 5h 05m, and a light jet in about 5h 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 Scottsdale to Turks and Caicos nonstop?

No. This leg needs about 112 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 Hawker 900XP.

Which airport should I use in Turks and Caicos?

Providenciales International (MBPV) handles most charter traffic. It is the only field in the metro suited to this traffic.

Do I clear customs on a private flight from Scottsdale to Turks and Caicos?

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 Scottsdale to Turks and Caicos 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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