Nice to Dubai by private jet takes about 6 h 26 over 4,785 km, Nice Côte d'Azur to Dubai International, normally on a long-range jet. Indicative price from €51 200 for the whole aircraft, one way. We quote against your dates within 30 minutes and the operations desk answers around the clock on +357 95 119759.
The Riviera leaves in the evening and arrives in the Gulf before the working day starts - that is the whole reason this sector is flown nonstop rather than through Istanbul or Doha. Nice is the easy end: one field, a business terminal of its own, and a party that is usually already on the coast. The work on this direction begins after the wheels stop, because Dubai has two airports open to business jets and which one you get is decided by rules rather than by preference.
REQUEST A QUOTENice recorded 37,425 business-aviation movements in 2023, second in Europe behind Paris Le Bourget alone (EBAA 2023). That matters here for a practical reason rather than a boastful one: on a field that busy the aeroplane is rarely the constraint, the summer slot is. The EBAA tables cover Europe only, so there is no comparable figure for the Gulf end and this page does not invent one. The sector itself is unremarkable for a long-range cabin and out of reach for everything below it - 4,785 km is why three aeroplanes appear on this page rather than a dozen. Eastbound you normally have the upper winds behind you, which is the one respect in which this direction is the easier of the two.
Two airports and no shortlist to draw up at the European end: Nice is a large international airport with a business terminal kept apart from the scheduled ones, which is better than it sounds because it means full customs and immigration at any hour without walking through a departures hall. The arrival is where this page spends its time, because Dubai has two fields that take business jets and the choice between them is made by rules rather than by preference.
| Airport | Codes | Role | What that means for you |
|---|---|---|---|
| Nice Côte d'Azur | NCE / LFMN | Departure | Where the trip starts, and the point every distance and time on this page is measured from - 37,425 business-aviation movements in 2023, second in Europe behind Paris Le Bourget alone (EBAA 2023). The business terminal is kept apart from the scheduled ones, so the walk from car to aircraft is short and the formalities happen beside it. Two local details are worth naming before the departure is fixed. Monaco is a helicopter transfer away rather than a drive, and in July and August that transfer is the reliable half of the journey. And Cannes Mandelieu (CEQ / LFMD) sits 24 km further west: if the party is assembling on the Croisette rather than in Nice, say so early - it is a different departure field, not a detail of the same one. |
| Dubai International | DXB / OMDB | Arrival | Where the sector ends, and the field all the figures on this page are calculated to, because it is the arrival recorded for this route in our own route data. Business aviation is handled away from the scheduled concourses, with customs and immigration available at any hour, so a landing in the small hours is a scheduling question rather than an operational one. If a different field in the emirates is closer to where you are actually going, say so - we will quote it as its own sector rather than reprint these numbers against it. |
Airport coordinates and codes: OurAirports open dataset, retrieved 23 August 2026. Distances calculated great-circle.
There are two Dubai airports open to business jets, and unless something argues against it this page quotes Dubai International. The other is Al Maktoum International (DWC / OMDW), twenty nautical miles south-west of the city - open around the clock, with customs and immigration of its own, and a 4,500 m runway built for aircraft a good deal larger than the three types listed further down.
Two rules settle which of them you land at, and our preference is not one of them. The first is the slot. Dubai International is slot-coordinated at level 3, meaning demand for the schedule exceeds what the airport can absorb and every movement has to hold an allocated slot; Al Maktoum sits at level 2, where the slot is agreed rather than rationed. The second is the parking, and on a stay of several days it is normally the one that decides. Dubai International's own conditions of use require a business jet left on the ground beyond twenty-four hours to be moved to Al Maktoum - so if the aircraft is staying with you, plan on it sleeping there.
In the air the difference is nothing: under ninety seconds separate the two at cruise, comfortably inside the error of any estimated flight time. On the road it is real. Al Maktoum is the shorter run to Dubai Marina and the Palm and the longer one to Downtown and the financial district; Dubai International is the other way round. Give us the address at the end of the journey and we will name the field that gets you there soonest rather than the one that reads better on a page.
Slot levels and airport data: AIP United Arab Emirates, AD 2 OMDB and AD 2 OMDW, AIRAC cycle 2026-P06, effective 6 August 2026. Twenty-four hour ground-time rule: Dubai Airports Conditions of Use, paragraph 3.13(j).
At 4,785 km range decides the shortlist and everything else follows. A midsize cabin will not cross this nonstop, and a technical stop turns a six-and-a-half-hour flight into a nine-hour day with a fuel bill at an airport nobody chose. All three types below do it in one leg, and eastbound they do it with the wind normally helping rather than hindering.
Our fleet page lists 13 to 19 passengers, and it is the first type we put forward when the party is large or when the same aeroplane has to bring everyone back later in the week. Over 4,785 km it is nowhere near its limits, so payload and fuel stop arguing with each other and the luggage stops being a conversation.
See the Gulfstream G550 ›Listed at 13 to 14 passengers on our fleet page, with a cabin quieter than that seat count suggests. The type people ask for when the six and a half hours going out are meant to be worked rather than slept through. The cabin communications fit varies from aeroplane to aeroplane, so ask about the specific aircraft rather than the type.
See the Global 5000 ›Listed at 13 to 16 passengers. Three engines instead of two, which some passengers weigh over water and desert and others never think about. It also takes shorter runways than the other two - which matters little at either end of this sector and a good deal if the trip continues somewhere smaller afterwards.
See the Falcon 7X ›All three types have their own pages on this site. Passenger figures above are taken from those pages, not from a manufacturer brochure.
From €51 200 one way. Indicative starting price for this route, rounded down. The date, the aircraft actually available and airport fees move it — tell us your dates and we confirm within 30 minutes.
No third party publishes a Nice to Dubai figure we would be prepared to reprint - we looked, and the route pages that cover the Gulf from Europe stop at the larger capitals. So the figure above is derived, and we would rather say how than let it look like a quotation: it sits between two sectors we already price ourselves and which bracket this one almost exactly - Zurich to Dubai at 4,769 km, sixteen kilometres shorter, and Geneva to Dubai at 4,920 km. Nothing here is extrapolated far: the nearest of the two is within half a percent of this distance. The nearest third-party number we can show you is for the neighbouring route, and it is set out below with its distance so you can judge the comparison yourself. What actually sets the number on an eastbound sector this long is set out under it.
Over six and a half hours the flying is the bill, which is what makes this route behave unlike the short European hops elsewhere on this site. Landing and handling fees stop deciding anything; the hourly cost of the aircraft, the crew duty day and the positioning legs at each end take their place. The first question is therefore where the aeroplane starts from. A long-range jet already standing on the Riviera is a different quotation from one that has to be flown in to collect you, and between June and September that gap widens, because those are exactly the weeks when the fleet is worth more where it already is than anywhere it could be sent. The second question is the shape of the return. If you are back inside a few days, keeping the aircraft and crew with you in Dubai is often cheaper than buying two separate one-way sectors, since it saves a positioning leg at both ends rather than one - allowing for the twenty-four hour parking rule described above, which usually means the aircraft waits at Al Maktoum. Tell us the whole trip, not just the outbound.
Published market rates for long-range jets in Europe run from about 8,500 EUR an hour at the bottom of the published range to 20,100 EUR an hour at the top; dollar-quoted sources put the same class at 12,000 to 17,000 USD an hour. Those are published market rates collected from broker price pages in August 2026, not our rates, and they are shown only so that you have something to measure a quotation against.
| Reference | What it is | Published figure | Source |
|---|---|---|---|
| Our own published rate, nearest sector we price | Zurich to Dubai, 4,769 km - sixteen kilometres shorter than this one | from €51 100 | Published on this website |
| Our own published rate, same class of sector | Geneva to Dubai, 4,920 km | from €52 500 | Published on this website |
| Our own published rate, same class of sector | London to Dubai, 5,500 km | from €58 900 | Published on this website |
| Third party, neighbouring route | Paris to Dubai, heavy jet. Their distance 3,262 miles, and their Paris is Charles de Gaulle, not Le Bourget | 106,500 - 121,100 USD | evoJets route page, updated 13 August 2026, retrieved 8 September 2026 |
| Third party, neighbouring route | Paris to Dubai, ultra long range | 150,600 - 171,200 USD | evoJets route page, updated 13 August 2026, retrieved 8 September 2026 |
Read the table for what it is. The first two rows are ours and they are the basis of the figure at the top of this section - two long-range Gulf sectors we already price, which come out within half a percent of each other per kilometre. The last two rows are somebody else's, for a different city and a different Paris airport, quoted in dollars and not converted here, because an exchange rate picked by us would make their number look like ours. They are shown so that you can sanity-check any quotation you receive - ours included. They are not our offer and they are not binding on anyone.
Our route data puts the busy window from December to March with a second peak from June to September. Read from the departure end, those months describe the competition for your aircraft rather than the demand for your seat: a long-range jet standing on the Riviera in August is a contested asset, and you are one of the people contesting it.
| Period | What happens | What to do |
|---|---|---|
| December to March | The quiet half of the year at this end, and the easier one to book. The Riviera is out of season, European long-range aircraft are not being fought over on this coast, and the Gulf end is at its busiest - which means the flow of empty repositioning legs is often pointing your way. | Four to six weeks out, and expect the price to be firm before the tail number is. Saturdays are the worst day of the week to ask for. |
| June to September | The secondary peak. At the far end the flow reverses in these months - Gulf traffic tends to run towards Europe rather than away from it, so the empty capacity in the system is pointing against an eastbound departure. | Two to three weeks is usually enough. Ask us to price the way home separately: it does not necessarily come out at the same number as the outbound. |
| April, May, October, November | The quiet shoulder at both ends, and the part of the year when long-range aircraft are moving between the European season and the Gulf one. | The best months to ask about an eastbound empty leg, and the best months to get a long-range cabin at short notice. |
Seasonality for this pairing is taken from our own route research file for diamond.aero, which classifies each published route by its demand window. Movement counts are EBAA 2023 as published by Private Jet Card Comparisons, 4 June 2024.
Hardly anybody buys this sector on its own. Once the outbound is settled the questions move to the second half of the trip - how you get home, and whether the aircraft waits for you.
The same sector flown the other way, and it is not the same flight: westbound you fly into the prevailing wind, and the Riviera arrival brings a Schengen crossing the outbound does not have. It is priced separately for those reasons.
Dubai to Nice ›On a trip of a few days it is often cheaper to keep the aircraft and crew with you than to book two one-way sectors. We will price both ways round and show you the difference rather than pick for you.
Ask for both prices ›Between the Gulf season and the Riviera one, long-range aircraft reposition in both directions - most visibly in May and again in late September. If your dates move by a day or two, that flow is worth asking about.
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.