Dubai to Larnaca covers 2,343 km in an estimated 3 h 22 of flying, which a super-midsize cabin does in one leg with the hold full. The question at the Dubai end is which of the two fields your aeroplane is standing at; the arrival end is Cyprus, where our own operations desk sits on the airfield rather than at the other end of a telephone. Indicative from €25 400 for the whole aircraft, one way. Give us the dates and a written figure reaches you inside half an hour; the desk takes calls at every hour of the day on +357 95 119759.
The leg into Cyprus, flown west out of the Gulf in a little over three hours. Tell us the party, the dates and the address you are heading for on the island, and we will tell you which field to land at and what is free on those days.
REQUEST A QUOTEAn inbound sector that ends where we work. The people on it are usually arriving for something that keeps them on the island a while — a meeting in Limassol, a house, a family who live here, a boat waiting in a marina, or simply the summer — so most of what is worth planning on this page happens after the wheels stop rather than before they leave the ground.
The kilometres are a great-circle figure between airport coordinates in the OurAirports open dataset, retrieved 23 August 2026, so the track actually flown is longer. The time is a modelled estimate and not a measured block time: it comes from a simple model fitted to flight times this website already publishes, it treats both directions alike, and routing, upper winds, slots and the type of aeroplane all move it. The schedule written into your quotation is the real one.
Two fields to start from and two to finish at. At the Dubai end the choice is generally made for you by where the aircraft has been sitting; at the Cyprus end it is yours, and it is worth a minute of thought because it decides how far you drive afterwards.
| Airport | Codes | Role | What that means for you |
|---|---|---|---|
| Dubai International | DXB / OMDB | Departure | The field every distance on this page is measured from. Private traffic is handled to one side of the scheduled concourses, with customs and immigration available at any hour. It is slot-coordinated at level 3, which means demand exceeds what the airport can absorb and every movement needs an allocated slot — so the hour you want is asked for in advance rather than on the day |
| Al Maktoum Dubai World Central | DWC / OMDW | The other departure | Twenty nautical miles south-west of the city, open around the clock, with its own customs and immigration and a 4,500 m runway. It sits at slot level 2, where the slot is agreed rather than rationed. If your aeroplane has been on the ground at Dubai International for more than twenty-four hours, the airport's conditions of use require it to be moved here — which is why the jet that waited out your stay has so often waited it out at Al Maktoum |
| Larnaca | LCA / LCLK | Arrival | Where the sector ends, and the island's main business-aviation gateway. The right field for Nicosia, the eastern half of Limassol, Ayia Napa and Protaras. Our own desk is on this airfield and staffed at every hour, so an arrival at three in the morning is a matter of scheduling rather than an obstacle |
| Paphos | PFO / LCPH | Arrival alternative | The western field. Ask for it if you are staying in Paphos, Polis, Latchi or the Akamas — landing at Larnaca and then driving the length of Cyprus gives back much of what the flight bought you. The trade is a thinner choice of handling and of aircraft on the day, so raise it when you send the dates and not afterwards |
What the arrival itself consists of is worth setting out plainly, because people arriving from the Gulf for the first time expect an airline experience. Cyprus belongs to the European Union but does not belong to the Schengen area, and the United Arab Emirates lies outside both, so your passports are checked on landing and customs applies as it does on any arrival from a third country. At a business-aviation terminal that is a desk a few paces from the aeroplane rather than a hall with a queue in it, and it is measured in minutes. Luggage travels in the hold on a private flight, so the bags come out beside you while the formalities are being done. The handling agent, the border desk and the car are arranged in advance by our people on the field; nothing about it is negotiated on the night.
The crew's day does not end when yours does. They clear the same border, file the arrival paperwork and either stay on the island or take the aeroplane on, and which of those happens is the single fact that moves your price most — it is dealt with under what it costs below.
Airport coordinates and codes: OurAirports open dataset, retrieved 23 August 2026. Slot levels: AIP United Arab Emirates, AD 2 OMDB and AD 2 OMDW, AIRAC cycle 2026-P06, effective 6 August 2026. The twenty-four hour ground-time rule: Dubai Airports Conditions of Use, paragraph 3.13(j). Handling arrangements are confirmed against your actual dates, not against a general rule.
Three and a half hours westbound with everyone's luggage on board is a super-midsize job. Going down a class saves money on the hourly rate and spends it again on the comfort of the last hour, and on this direction you land at the end of a working day rather than at the start of one.
The type we put forward first on this pairing. A wide cabin you can stand up in, and enough margin over 2,343 km that weather at the Cyprus end is a routine consideration rather than a fuel calculation.
Challenger 350 →Much the same reach in a notably quiet cabin. It is frequently the aeroplane that is genuinely free on your date when the Challenger is committed elsewhere, and we would rather offer it than make you wait.
Legacy 500 →The quickest of the three and generous on range for its class. Worth asking for when the party is arriving to a fixed appointment on the island and the margin matters more than the rate.
Gulfstream G280 →Each of the three has its own page in our fleet, and the cabin and seat figures there are the ones we quote from. A smaller aeroplane can be made to fly this sector; the trade is passengers or bags against fuel, so tell us the party before you ask about the type.
From €25 400 one way, whole aircraft. Read that as a floor rather than an offer: your date, the aeroplane that is actually free on it and the airport charges at either end all move the number. Send the dates and a written figure follows inside 30 minutes.
Two numbers below disagree with each other, and we would rather show both than quietly publish the flattering one. The first is the lowest route price a third party publishes for this city pair. The second is our own arithmetic: the bottom of the published European super-midsize hourly range multiplied by the flight time on this page. A route price is somebody's best case on a date nobody has named, and it usually assumes the aeroplane was conveniently placed; the rate-derived figure assumes nothing except the class of cabin and the hours.
| Reference | Basis | Published figure | Source |
|---|---|---|---|
| Whole aircraft, this pairing | Dubai and Larnaca, one way | from €25 400 | The lowest third-party route figure we hold for the pairing, from a broker's fly-to-Larnaca page, undated, retrieved 23.08.2026. Not our quotation |
| Our own arithmetic | Super-midsize cabin over 3 h 22 | about €29 200 | The lower bound of the published super-midsize hourly range below, applied to the flight time on this page and rounded down. A calculation with its inputs stated, not a quotation |
| Hourly rate, super-midsize | Europe | 8,700 – 15,000 EUR per hour | A broker published range, undated, retrieved 23.08.2026 |
| Hourly rate, super-midsize | Europe, quoted in dollars | 6,200 – 7,500 USD per hour | A broker published range, August 2026 |
| Empty leg | The aircraft's date, not yours | brokers publish discounts of 50 – 75% | Broker price pages, retrieved 2026 |
On a sector of this length the thing that actually decides your number is what the aeroplane is doing next, and this direction has one structural point in its favour. Cyprus is where we are based, so a westbound leg that finishes at Larnaca frequently finishes where the aircraft belongs, rather than leaving an empty flight home for somebody to pay for. That is worth asking of every quotation you are holding, ours included: where does the aeroplane start, and where is it going after it has put you down? The second question is the shape of the trip. An aircraft that waits on the island for you prices differently from one that flies back to the Gulf and returns, and over three and a half hours each way that difference is not small change.
Everything in the table is a third-party published estimate or an arithmetic exercise on one, reprinted so that you have something to hold a quotation against — ours included. None of it binds anybody and none of it was written with your dates in mind. Nothing is a price until Diamond Executive Aero Services has quoted your dates in writing. The desk answers on +357 95 119759 at any hour.
Read the calendar from the direction you are travelling. Arriving in Cyprus is the contested half of this pair in high summer and the easy half across the Gulf winter, which is the opposite of what the same months do to the flight out.
| Period | What happens on the inbound leg | What to do about it |
|---|---|---|
| June to September | The Mediterranean peak, and yours is the direction everybody wants. The scarce thing on the island in these weeks is not an aeroplane but somewhere to put it and somebody to handle it | Ask about parking and handling at Larnaca in the same breath as the aircraft, and commit three to four weeks out if the date is fixed |
| November to March | The Gulf season, and the traffic is flowing towards Dubai rather than away from it. Coming west you are often the quiet half of somebody else's return trip | The realistic window for short notice, and the months in which asking about a repositioning flight is worth the question |
| May and October | The shoulder at both ends. Warm enough on the island, quiet enough that the aeroplane you asked for is the one you get | The best-value weeks of the year to arrive, and the easiest on which to move a date by a day |
| Easter and Christmas | Short concentrated spikes of family travel into Cyprus, each squeezed into a handful of days | Fix the dates as early as you can. The days on either side of the obvious ones are considerably easier to place |
Seasonality is taken from our own route research rather than from an external index, and it describes a pattern rather than a guarantee. What is true of the season is not always true of your week; we check the dates themselves before quoting.
Cyprus is small enough that the drive at the end is rarely the problem — unless you land at the wrong end of it. Where you are going decides which field we quote into, and that conversation belongs at the start. Some of the parties we put down at Larnaca in the summer are going on to a boat rather than to a hotel; we charter yachts as well as aircraft, and the two are easier to line up in one conversation than in two.
About 45 minutes by road from Larnaca. This is where much of the island's shipping, legal and fund-management business actually sits, and it is the drive most of our arriving passengers make.
East and north of the airport, and the shortest drives of the three. Larnaca is the practical field for all of them; we give you the car time with the quotation rather than guessing at it here.
Well over an hour of driving from Larnaca, which is enough to change the answer: if the week is being spent in the west, we price the sector into Paphos instead.
We arrange helicopters as well as jets, with our own published rates starting at 750 EUR per hour on a Eurocopter AS350. A second short sector added to this one usually costs less than the same flight booked on its own.
Helicopter charter →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.