Dublin to Paris is 783 km, about 1 h 24 min in the air, Dublin to Paris Le Bourget, normally on a light or midsize jet. We do not publish a fixed one-way figure for this pair - give us the dates and the passenger count and a written quotation follows within 30 minutes; the operations desk is staffed at every hour on +357 95 119759.
Across the Irish Sea and northern France in about 1 h 24 on a light or midsize jet. One airport of consequence at the Dublin end, a real choice at the Paris end, and unlike most European pairs there is a border in the middle: Ireland is in the European Union but outside Schengen. Arranged 24/7.
REQUEST A QUOTERead from Dublin, this is a straightforward corporate sector with one complication that most European routes do not have. Ireland is an EU member but sits outside the Schengen area, so arriving in France means a passport check rather than a walk to the car - a few minutes at a business-aviation terminal, but minutes you should know about rather than discover. The other asymmetry is airports: Dublin gives you one realistic choice, Paris gives you several, so the planning on this route sits at the arrival end.
This is a lopsided pair. At the Irish end the decision is made for you; at the French end you have a genuine choice, and it is the one that decides how your day ends. Le Bourget is the default for a reason: it takes no scheduled traffic at all, so nothing about your arrival is queued behind an airline.
| Airport | Codes | Distance | Suits you if |
|---|---|---|---|
| Dublin | DUB / EIDW | 783 km | Your departure, and effectively the only one. Dublin is Ireland's main airport and handles business aviation alongside a busy scheduled operation, so the ground time at this end is a handling question rather than a choice-of-field question. Tell us your departure hour early and we confirm the slot and the handling against it. |
| Paris Le Bourget | LBG / LFPB | arrival | The default, and the reason this trip is worth flying privately at all. Le Bourget takes no scheduled traffic whatsoever, sits just north-east of the city, and has a choice of handling agents on the field - which is why the deepest pool of available jets in Europe sits there. You walk from the aircraft to the car. |
| Paris Orly | ORY / LFPO | arrival alternative | Your day ends in the southern or south-western half of Paris, or Le Bourget cannot take you at the hour you want. Orly accepts business jets, but it is a scheduled airport and you queue with airline traffic for slots and stands, so the time you save in the air you can hand back on the ground. |
Airport coordinates and codes: OurAirports open dataset, retrieved 23 August 2026. Distance calculated great-circle.
783 km is comfortably within the light jet band and at the easy end of the midsize one, which is why the fleet on this sector is mixed. About 1 h 24 in the air. Nothing about the distance forces a bigger cabin here - what does is the size of the party and how much is going in the hold.
The light jet that covers this sector without effort and the most common type on it. For a small party going over for a day or two of meetings, this is usually both the quickest to arrange and the cheapest to fly.
See the Phenom 300 ›A stand-up midsize cabin, and the usual choice for a family or a full board going across together. Approaching an hour and a half in the air is long enough for the extra cabin height to be noticed.
See the Citation XLS+ ›The step up when the luggage rather than the party is the problem: a full galley, a separate lavatory and the hold volume for a longer stay or for equipment travelling with you.
See the Hawker 800XP ›All three types are on our own fleet pages. Heavier cabins can be arranged on this sector too.
We do not publish a fixed one-way price for Dublin to Paris, and we did not find one from a source we would be willing to reprint on our own website. Rather than invent a number, here is what genuinely moves the price on this pair, plus the published hourly ranges for the class so that you can sanity-check any quotation you are shown.
The dominant variable on this route is geography rather than season. Dublin sits at the western edge of the European business-aviation network, and there are far fewer jets standing in Ireland on any given morning than there are standing around Paris, Geneva or the German fields. That means a one-way from Dublin is more often flown by an aircraft that has to come across for you, and that positioning leg is in your price whether or not it is itemised. A same-day return, or a trip built around an aircraft already in Ireland, prices quite differently. Landing, handling and crew time are separate items at both ends.
For a sense of scale rather than a quotation: brokers publish an indicative European range of EUR 4,600-9,700 per flying hour for this class (LunaJets, Europe, undated), others publish from EUR 2,900-3,500 per hour (Eurosky, 19 February 2026), and others publish USD 3,750-4,600 per hour (Paramount Business Jets, August 2026). Those are hourly rates for the aircraft class across Europe, not a price for this sector, and they carry no positioning, handling or taxes. Multiplying one of them by 1 h 24 leaves out the crew day, the landing and handling at both ends and any repositioning. Send us your dates and we will come back with a written figure.
This pair runs on a business calendar, not a holiday one. The two busy stretches are the working seasons either side of the summer, and the quiet weeks are August and the end of December, when the demand falls away at both ends at once.
| Period | What happens | What to do |
|---|---|---|
| March to June | The first working peak. Corporate travel between Dublin and Paris is at its densest, and the contested slots are the early morning out and the early evening back - the shape of a day trip. | A week or two out for a midweek day return. Give us both hours, out and back, rather than only the date: on a same-day return the return slot is the harder half. |
| July and August | The summer lull on this pair. Paris empties in August and Irish corporate travel slows with it, while the fleet that could serve you is working the Mediterranean instead. | Easy to buy at short notice, but ask earlier than you think you need to. The aircraft are further south in these weeks, and the positioning leg to Ireland is a real cost rather than a rounding error. |
| September to November | The second and heavier working peak, and the busiest weeks on the route. The autumn conference and results season fills both ends together. | Four to six weeks out for a fixed date. If your meeting is at a set hour, tell us the hour first and we build the day backwards from it. |
| Late December and January | The year-end lull. Corporate traffic stops almost entirely from the last part of December and restarts through the middle of January. | The most flexible weeks on the route and the best time to ask what is repositioning. Same-day and next-day departures are realistic. |
For a good many parties off this sector Paris is a hub rather than a destination, and Le Bourget is well placed for it. These are the continuations we are asked for most often.
Nice is the most frequent continuation off a Paris arrival, and a short hop on the same aircraft. Priced as one journey rather than as two trips, it usually costs less.
Paris to Nice ›The summer continuation: Paris to Naples for Capri, Ischia and the Amalfi coast, on the same light or midsize cabin.
Paris to Naples ›What is repositioning through Dublin on your dates is a question for the desk rather than for a web page - but Paris and its neighbours throw off a great deal of it. If your dates bend, ask.
Current empty legs ›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.