Palma de Mallorca to Larnaca runs 2,770 km, about 3 h 54 aloft, in one hop and in a super-midsize cabin: Challenger 350, Legacy 500, Gulfstream G280. Indicative price from €33 900 for the whole aircraft, one way. The full width of the Mediterranean in under four hours, and in July and August the only genuinely hard question is the hour Palma releases you – slots and parking bind there long before aircraft availability does. Expect a written quotation within half an hour; +357 95 119759 is manned round the clock.
Balearics to the eastern Mediterranean in one aeroplane, no terminal involved, and an hour handed back by the clock along the way. Give us the party and the dates and we will tell you what the island is realistically going to permit on them.
REQUEST A QUOTEFour hours east across the whole Mediterranean, a sector the class flies without complaint, and a departure end that in high summer is the busiest airport on this page by some distance. Palma has full handling all year; what it does not have in July and August is spare slots or spare parking, and those are the two items that decide your morning. The Cypriot end asks nothing of you at all – Larnaca handles business aviation at any hour – so every practical constraint on this flight lives at the Balearic end, which is the reverse of how most long sectors behave.
Alternatives exist at either end, and flying this way the one that earns its place is the mainland field – held in reserve for the week when neither island has anything left.
| Field | Code | Role on this route | What decides it |
|---|---|---|---|
| Palma de Mallorca | PMI / LEPA | departure | Full handling all year, and no difficulty whatever outside the season. In July and August the binding constraints are slots and parking rather than the supply of aircraft, and both of those press on a departure as hard as on an arrival: the aeroplane needs somewhere to stand before it takes you, and a departure window is granted rather than chosen. Name the hour you need to be in Cyprus and let us work the morning backwards from it. |
| Larnaca | LCA / LCLK | arrival | The main Cyprus field, business aviation handling at any hour, and the end of this flight that never argues. Because nothing closes here, a late release from Palma costs you an evening rather than a day. |
| Paphos | PFO / LCPH | alternative arrival | The western Cyprus field, closer to Limassol and the west coast, about forty-five minutes from Larnaca by road. Worth taking if that is the side of the island you are heading for. |
| Ibiza | IBZ / LEIB | alternative Balearic departure | Thirty-five minutes on by air from Palma, and tighter again than Palma in season. A viable start to this sector if that is where the week ended, but not a way around a Palma constraint – if Palma is full, Ibiza is fuller. |
| Barcelona | BCN / LEBL | mainland fallback | The answer when the islands have nothing at all, reached by a short hop or by ferry. We would rather name this in the quotation than discover the need for it on the day. |
Handling arrangements and slot rules are rewritten from one season to the next, so we establish both for the dates you are actually flying.
Close to four hours with a full cabin and a summer’s worth of luggage puts this firmly in the super-midsize class. All three types below fly it nonstop with range margin left for weather and holding.
Super-midsize cabin, stand-up height, and the range to cross the Mediterranean nonstop with the hold full. The usual answer on this sector.
Challenger 350 ›Comparable reach with a quiet cabin, and often the aeroplane that is genuinely free in the western Mediterranean in August when the Challenger is not.
Legacy 500 ›Fast and long-legged for its class. Worth naming when the departure slot is tight and the arrival hour in Cyprus matters.
Gulfstream G280 ›From €33 900 one way for the whole aircraft. Our own floor, not a quotation, and the sum behind it is printed here rather than kept back.
No published price for this city pair has reached us from a source we would be willing to reprint, in either direction, so we calculated a floor instead of borrowing one: 3.90 hours charged at €8 700 an hour, the lower bound of the published range for the cabin class (LunaJets, Europe, undated), rounded down. A two-hour minimum applies to shorter sectors and does no work here, because this one is nearly twice that. The same floor appears on the westbound page, since neither the cabin class nor the 3 h 54 changes with the direction of travel.
What changes is everything above it, and on this direction the culprit is the ground rather than the air. In the Balearic season an aircraft cannot simply stand and wait: if there is nowhere for it to park it flies off, parks elsewhere and comes back for you, and those two extra sectors belong to your bill rather than to the operator’s goodwill. Ask any quotation you are comparing whether the repositioning sits inside the figure and what the plan is if the slot moves. Ours answers both, and where we do not yet know we say so.
As a ruler for checking any number: 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). Empty-leg discounts are published at 50 to 75 per cent. Those are other people’s figures, printed so you have something to measure with.
GET A FIRM PRICEThe rates in that list were published by third parties and appear here as a measuring stick, nothing more. They are not what we charge and they oblige nobody. A price means a written quotation against your dates.
Two seasons face in opposite directions on this pairing, and getting out of Palma at the height of summer is the more demanding half of the year.
June to September is the peak in both directions. What binds at the western end is handling and island parking rather than aircraft supply, so the useful thing to ask about early is the parking and the departure window, not the cabin. Easter and Christmas produce short sharp peaks either side of the holiday, and the days closest to it go first.
October to April is the easy half: Cyprus keeps flying while much of Europe slows, availability is good, and short notice becomes realistic. It is also the season in which to ask about a repositioning flight. Empty legs are less common on a sector of this length than on a short European hop, but they do occur in both directions through the season – so ask us what is actually moving on your dates rather than assuming either way. May and late September are the shoulder weeks, with everything open and softer pricing.
Cyprus is rarely the end of the itinerary on this corridor. These are the legs we are most often asked to quote in the same booking as this one.
The long leg south-east, published in its own right. The usual continuation when the Mediterranean summer was the first half of a longer journey.
Larnaca to Dubai ›A short eastern Mediterranean hop with its own airport notes, and frequently added to a Cyprus week rather than booked on its own.
Larnaca to Beirut ›The westbound half of the same trip, published as a page of its own. Quoted as a pair with this one, it is almost always better than two singles.
Larnaca to Palma de Mallorca ›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.