Brussels to Larnaca is 2,936 km and about 4 h 07 in the air, flown nonstop on a super-midsize cabin – a Challenger 350, Legacy 500 or Gulfstream G280. Indicative price from €35 800 for the whole aircraft, one way: our own calculated floor rather than a quotation. Two things decide the shape of the day before the aeroplane does: Brussels has night restrictions, so the hour you may leave is not open-ended, and Cyprus is two hours ahead, so four hours in the air becomes six on the clock you land against. We are based in Larnaca, which on this direction usually means the aeroplane is coming home. Written quotation inside 30 minutes; +357 95 119759 answers at any hour.
Northern Europe to the eastern Mediterranean nonstop, without a connection and without a scheduled terminal at either end. Give us the hour you would like to leave as well as the date – on this sector that is the question that decides the rest.
REQUEST A QUOTEFour hours of entirely routine flying for the class, wrapped around two constraints that both sit at the Belgian end. The first is the clock at the airport: Brussels operates under night restrictions, so an early start or a very late one is a question rather than an assumption, and Liege exists precisely for the hours Brussels does not cover. The second is the clock on your wrist. Cyprus runs two hours ahead of Belgium, so a comfortable mid-afternoon departure is an evening arrival in Larnaca, and an evening departure is a night one. The arrival field itself is the easy part – Larnaca handles business aviation at any hour, and it is where our own aircraft live.
Three fields within an hour of Brussels and two on Cyprus. The Belgian choice is about operating hours and ground time rather than about distance.
| Field | Code | Role on this route | What decides it |
|---|---|---|---|
| Brussels | BRU / EBBR | departure | Full handling and the practical departure for the city and the institutions, and the field this page is calculated from. Night restrictions apply, which on a four-hour sector is a live constraint rather than a footnote: a departure late enough to land in Cyprus after midnight may not be a departure Brussels can offer. |
| Antwerp | ANR / EBAW | business aviation alternative | Quieter and quicker on the ground, and about forty-five minutes by road from Brussels. Where the ground time at the departure end matters more than the drive to it, this is frequently the better field. |
| Liege | LGG / EBLG | alternative for the hours | A round-the-clock operation, and the answer when the hour you need does not fit what Brussels allows. If your day has to start before dawn or finish after the restricted hours begin, name it at the enquiry and we will price the departure from here. |
| Larnaca | LCA / LCLK | arrival | The main Cyprus field, with business-aviation handling at any hour and the one most of our own flights use. Since this is also where our aircraft are based, it is the field a returning aeroplane would be heading for in any case. |
| Paphos | PFO / LCPH | alternative arrival | The western Cyprus field, closer to Limassol and the west coast. Larnaca and Paphos are about forty-five minutes apart by road and are not interchangeable for everyone – we quote whichever suits the address at the end. |
Handling and slot conditions change from season to season, and night restrictions are confirmed against your actual date and hour rather than against a general rule.
Four hours with a full cabin and real luggage puts this firmly in the super-midsize class. Below it you are trading cabin for a saving the positioning on the return tends to reclaim.
The usual answer on sectors between northern Europe and Cyprus: super-midsize cabin, stand-up height, and the range to fly this nonstop with the hold full.
Challenger 350 ›Comparable reach in a quiet cabin, and frequently the aeroplane that is free when the Challenger is not. Worth asking for by name on a four-hour sector.
Legacy 500 ›Fast and long-legged for its class, with range in hand after the arrival. The one to ask about when the schedule is tight at the Belgian end.
Gulfstream G280 ›From €35 800 one way for the whole aircraft. Our own floor, not a quotation, and the working is on the page.
No published price for this city pair has reached us from a source we would be willing to reprint, so rather than borrow one we show the arithmetic: 4.12 hours charged – the flight time at the top of this page, with a two-hour minimum that this sector comfortably exceeds – at €8 700 an hour, the lower bound of the published range for the cabin class (LunaJets, Europe, undated), rounded down. The same floor appears on the Cyprus-to-Belgium page, because an hourly rate for a cabin class and a flight time do not change when the aeroplane turns round.
On a sector of this length the position of the aircraft on your date moves the real figure more than anything we could print, and southbound that question has a better answer than usual. Our aircraft are based in Larnaca, so a flight into Cyprus is frequently one on which an aeroplane is going home rather than being sent away – which makes this the direction on which an empty leg is most likely to exist. Brokers publish discounts of 50 to 75 percent on empty legs. If your day can move by a few hours, ask us to watch the corridor.
The second question to put to any quotation is what the aeroplane does at the far end. Waiting in Cyprus is one figure; flying home and returning is another, and on a four-hour sector the difference is not a rounding item. For measuring a quotation generally: published hourly ranges for midsize jets in Europe run €4 600 to €9 700, with starting figures of €2 900 to €3 500 quoted in February 2026 and a dollar-quoted band of $3 750 to $4 600 an hour in August 2026.
GET A FIRM PRICEEvery figure above other than our own floor is a third-party published rate, quoted so you can sanity-check a quotation – ours included. They are not our prices and they are not a quotation. The only price we stand behind is the written one against your dates.
A Belgian calendar that follows the working week and a Cyprus that keeps flying all year, pulling in opposite directions.
From June to September both ends are at their busiest and handling is the constraint rather than the supply of aircraft. Book early, and on this pairing book the hour rather than only the day, because the departure window at the Belgian end is the item that gets decided first. May and late September are the value weeks: everything open, softer pricing, short notice still realistic.
From October to April Cyprus carries on while much of northern Europe slows down, availability is good, and these are the best months both for booking late and for asking about an empty leg southbound. Easter and Christmas are the exceptions – short, sharp peaks in which the days either side of the holiday go first, so fix those dates early or take what is left.
For some parties Cyprus is the destination. For others it is where the eastern half of the trip begins, and a second sector quoted with the first costs less than the same sector booked later.
About 41 minutes across the water over 207 km, and one of the shortest international sectors we publish. A common addition to a Cyprus week rather than a trip of its own.
Larnaca to Beirut ›The long leg east, and the usual continuation when Cyprus is a stop on a wider itinerary rather than the point of it.
Larnaca to Dubai ›Back into the Aegean in under two hours, published in its own right with its own airport notes.
Larnaca to Athens ›Tell us your dates and how many of you there are. Your dedicated flight advisor will come back with aircraft options and a firm price.
All published routes are listed on the route index. Also useful: the fleet, current empty legs, jet sharing.