Citation Bravo Private Jet Charter

Citation Bravo at a glance

Every figure in this block is copied from the specification table on our own fleet page for this type. Nothing here is a manufacturer brochure number and nothing has been rounded up.

What the range means in practice

3,232 km of published range against a longest published route of 5,500 km. 39 of the 48 routes on this website are inside that figure and 9 are not. The table below draws the line where the numbers put it.

The number that matters on a chartered aircraft is not the headline range but the margin left over after the headline range has been spent. A published range figure is a still-air, optimum-cruise, sensible-payload figure. Fill every seat, load the hold and fly into a winter jet stream, and the usable figure comes down. It does not come down by half, but it comes down - and on a sector where the margin was thin to begin with, that is the difference between a nonstop and a fuel stop.

On this type the line falls inside our own route list, and there is no useful way to write that down other than plainly. The nine longest sectors we publish are beyond the published range: the worst case is London to Dubai at 5,500 km, which is 2,268 km more than the figure on our specification table. Those sectors are still flown - with a fuel stop, which costs something between forty minutes and an hour on the day and has to be weighed against a larger aircraft that goes direct.

One caution about the routes at the top of the “yes” column. London to Paphos at 3,228 km is inside the published range by 4 km. On paper that is a nonstop; in still air with a sensible payload it is a nonstop. It is also close enough to the limit that a full cabin, a loaded hold and a headwind can turn it into a technical stop, and the operating crew - not this page - makes that call on the day against the actual weight and the actual weather.

The advantage of a smaller aeroplane is not range and never was. It is availability, the cost per hour and the number of airfields that will take it. On the sectors this type is built for, all three of those go its way, and the fuel-stop question never comes up at all.

It is worth being clear about what a fuel stop actually costs, because the word frightens people more than the event deserves. On a European or eastern Mediterranean routing it is a landing, forty minutes to an hour on the ground and a departure - not a diversion and not an overnight. Against a larger aircraft that flies the sector direct, the arithmetic is simply that hour set against the difference in the hourly rate. On the sectors this type is built for the question never arises; on the long ones we will price both options and let the numbers decide.

None of that is a promise for your specific day. Published range is a specification, not a guarantee: the operating crew plans every flight against the actual weight, the actual weather and the actual alternate airfields, and their number is the one that counts. What the table below tells you is which sectors are comfortably inside the envelope and which ones are not.

The twelve longest routes we publish, measured against 3,232 km

Below the top twelve - that is, at 1,721 km and shorter - the question stops being interesting. All 36 of the remaining published routes are inside the range of this aircraft with room to spare. These are the shorter sectors, running from about 0 h 35 min to about 2 h 35 min by our own published flight-time estimates, and every one of them is linked below.

Distances are great-circle figures between airport coordinates from the OurAirports open dataset, retrieved 23 August 2026. Flight times quoted anywhere on this page are estimates from a model fitted to the flight times Diamond Executive Aero Services already publishes, not measured block times. The full list of published sectors is on the route index. Range figures are the ones published on our own fleet page and assume still air, optimum cruise and a sensible payload.

The cabin

4.78 m long, 1.47 m wide, 1.45 m high, 6-7 passengers, no berths, and a hold of 2.07 m³. Here is what each of those measurements means once you are on board.

Standing up - you do not. The cabin height on our specification table is 1.45 m. This is a seated cabin: you board with a stoop, you sit down, and you get up at the other end. That is the deal on a light jet and it is worth knowing before you book rather than after.

Length and width. 4.78 m of cabin at 1.47 m wide is what decides how the seats can be arranged. At this cross-section the seating is a single run of club seats with a gap rather than an aisle between them, and the cabin is arranged in one area rather than several.

Sleeping - not on this type. Our specification table lists no berths. Seats recline; they do not become beds. On the one- to two-hour sectors this aircraft is built for that is not a limitation anyone notices. If the trip involves a night sector, ask us for a type with berths and we will price both.

Luggage. 2.07 m³. That is a modest figure by the standards of this website - 30 of the 38 aircraft on our fleet pages are listed with a bigger hold - so tell us about skis, golf bags or camera cases before you book and we will check the hold against the party.

Crew. Our specification table lists no flight attendant on this type. Catering is loaded before departure and served by the passengers. That is normal for the class, and it is one of the reasons the sector prices further down this page are what they are.

What the class buys instead. None of the above is an argument against the aircraft, it is a description of the trade. What a light jet gives back is the part of the journey that happens on the ground: a smaller airfield closer to where you are going, a shorter walk from the car to the airstair, and a bill that is a fraction of what the wide-cabin types further up our fleet page cost per hour. On a one- to two-hour sector that trade is not close.

Cabin dimensions, berth counts, baggage volumes and the flight-attendant line are all taken from the specification tables published on this website, including the comparison figures quoted for other types.

Questions we get about this aircraft

The Citation Bravo and its cabin

The aircraft and the cabin as they are, and the seating plan underneath. These are the images we publish for this type.

Cabin plan for the Citation Bravo. Layouts vary between individual aircraft; we confirm the plan of the actual aircraft with the quotation.

Prices we have published for the Citation Bravo

These are our own figures for this aircraft, not somebody else’s estimate. They are whole-aircraft prices for the sectors named, at the passenger count shown, and they move with the date, the positioning of the aircraft and the fuel price on the day. Treat them as the size of the number rather than as a quotation: only a written quotation against your dates is a price. Our own guide rate for the type is EUR 3,600 per flight hour; the sector figures below are whole-aircraft prices and are not that rate multiplied by the flight time.

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Other aircraft in this category

These are the types our own fleet page groups alongside the Citation Bravo. Every figure quoted below is from their specification tables on this website.

The complete fleet is on the aircraft index. Also useful: all published routes, current empty legs, jet sharing, how chartering works.