Doha to Larnaca is 2,028 km, about 2 h 58 with the wheels up, flown in one hop by a super-midsize cabin — Challenger 350, Legacy 500, Gulfstream G280. Indicative price from €13 300 for the whole aircraft, one way. Under three hours is the useful fact here: it keeps the sector inside midsize range, which makes this one of the better-value legs out of the Gulf and means we will quote you a smaller cabin as well as a larger one rather than defaulting upward. A written quotation reaches you within half an hour, and +357 95 119759 is answered at every hour of the night.
Gulf to eastern Mediterranean inside three hours, one aeroplane, no terminal at either end. Send us the party and the dates and we will say what is genuinely available in the region on them – starting with whether a midsize cabin will do.
REQUEST A QUOTEThree hours north-west, out of the Gulf and across to Cyprus, and a sector the class flies without effort. Two things are worth settling before a quotation means anything. The first is the cabin: at 2 h 58 this is genuinely inside midsize territory, and a midsize aeroplane is the cheaper answer for a normal party – we will quote both and say where the difference is worth paying. The second is where the aircraft starts, which on this direction is a real question rather than a rhetorical one, because our base is at the far end of the flight rather than at the near one.
One departure that never gets in the way, one arrival that never closes, and two regional fields close enough to turn this sector into the second half of a longer itinerary.
| Field | Code | Role on this route | What decides it |
|---|---|---|---|
| Doha Hamad | DOH / OTHH | departure | Dedicated private aviation facilities sit alongside the main airport, with full handling at any hour. Nothing about the departure end constrains this flight – not the hour, not the aircraft type. The only thing worth naming early is the time, because it determines how the aircraft gets to Doha in the first place. |
| Larnaca | LCA / LCLK | arrival | The main Cyprus field, with business aviation handling at any hour, and where most of our own flights work from. Since neither end closes, this sector can be flown overnight or at the end of a working day without argument from either airport. |
| Paphos | PFO / LCPH | alternative arrival | The western field, closer to Limassol and the west coast. About forty-five minutes from Larnaca by road, so if your destination on the island is in the west it saves a drive rather than adding one. |
| Bahrain | BAH / OBBI | regional alternative departure | Twenty-five minutes on by air and a common second leg. If the Gulf week ended in Bahrain rather than Doha, the northbound sector can start from there and be priced inside the same itinerary. |
| Al Maktoum, Dubai | DWC / OMDW | regional alternative departure | About an hour on by air, and frequently part of the same trip. The same logic applies: tell us the shape of the week rather than the single flight and we will quote the itinerary. |
Slot and handling arrangements shift season by season. We check them for the dates you are flying rather than repeat a general position.
Just under three hours with a full cabin and real luggage sits at the top of what a midsize aeroplane does comfortably and the bottom of what a super-midsize is needed for. That is a genuine choice rather than a formality, and it is worth making deliberately.
Super-midsize cabin with stand-up height and the range to fly this nonstop with the hold full. The usual answer when the party is large or the luggage is real.
Challenger 350 ›Comparable reach with a notably quiet cabin, and often the aircraft that is free in the region when the Challenger is not.
Legacy 500 ›Fast and long-legged for its class. The one to name when the Gulf end and the Cyprus end both have fixed hours to meet.
Gulfstream G280 ›For a normal party over a sector this length a midsize cabin is genuinely comfortable and is the cheaper answer. We will quote it alongside the three above and tell you where the difference is worth paying, rather than defaulting upward on your behalf.
From €13 300 one way for the whole aircraft. A floor we calculated rather than a quotation, and the arithmetic is printed rather than implied.
No published price for this city pair has reached us from a source we would be willing to reprint, in either direction. So the figure is a sum we can show you: 2.97 hours charged at the published starting rate of €4 500 an hour for the cabin class (Eurosky, 19.02.2026), rounded down. It is the same floor as on the southbound page, because the cabin class does not change with the compass and neither does 2 h 58.
Above that floor, this direction has its own arithmetic. Flying out of Cyprus we can frequently tell you the aeroplane is already where you are. Flying into Cyprus we usually cannot, and pretending otherwise would be the easiest lie on the page: either the aircraft is finishing other work in the Gulf, or it is positioned there empty for you and that sector appears in somebody’s number. Put that question to every quotation you hold, ours included. The related question is the return – whether the aircraft waits for you or flies home and comes back – and on a three-hour sector the difference between those two answers is not a rounding item.
As a market ruler: brokers publish €4 600 to €9 700 an hour for midsize jets in Europe (undated, retrieved 23.08.2026), entry rates from €2 900 to €3 500 an hour (19.02.2026) and $3 750 to $4 600 an hour for light to midsize cabins (August 2026), with empty-leg discounts published at 50 to 75 per cent. Useful for auditing a quotation, useless for building one.
GET A FIRM PRICEThose published rates are other operators’ and brokers’, shown so that a quotation can be audited. They are not our tariff and they commit nobody. Only a written quotation against your dates is a price.
Two calendars run against one another on this corridor – the European summer going one way, the Cypriot winter sun coming the other. Flying north, you are on the fuller side of each.
June to September is the peak in both directions, and what binds then is European handling and island parking rather than the supply of aeroplanes. Book early, and ask specifically about parking rather than only about the aircraft. Easter and Christmas create short sharp peaks either side of the holiday itself, and the days immediately around it are the first to go.
From October to April Cyprus keeps flying while much of Europe slows down, and availability is good. Those are the months for short notice and the months in which to ask about a repositioning flight, since aircraft returning north-west out of the Gulf are exactly the movement you want. May and late September are the shoulder: everything open, softer pricing, and the weeks where a quotation lands nearest the floor above.
Cyprus is a base rather than a terminus for most parties on this corridor. These are the legs we are most often asked to quote in the same itinerary.
The short westbound hop into Greece, published in its own right. The common next move when Cyprus is a stop rather than the destination.
Larnaca to Athens ›North-west into continental Europe, with its own aircraft and airport notes. Often the second leg of a week that started in the Gulf.
Larnaca to Geneva ›The southbound half of the same trip, published as a page of its own. Quoted together with this one, the pair is almost always better than two singles.
Larnaca to Doha ›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.