Paris to Dubai by private jet takes about 7 h 02 over 5,246 km, Paris Le Bourget to Dubai International, normally on a long-range jet. Indicative price from €55 800 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.
Leave Le Bourget after dinner and the Gulf is there before the working day starts - which is the whole argument for flying this nonstop rather than through Istanbul or Doha. Paris is the straightforward end: one field, no scheduled traffic to cross, and a car that drives to the aircraft. The work on this direction waits at the far end, because Dubai has two airports open to business jets and which one receives you is decided by rules rather than by preference.
REQUEST A QUOTEThe departure is the strongest card this route holds. Le Bourget logged 55,751 business-aviation movements in 2023, more than any other airport in Europe (EBAA 2023), and it carries no airline schedule at all - which is why a departure from it is measured in minutes on the ground rather than in hours. Nothing equivalent can be quoted for the Gulf end, because the EBAA tables cover Europe and stop there, and an unsourced number would be worse than the gap. The sector itself asks nothing unusual of a long-range cabin and is out of reach for everything below one: 5,246 km is the reason this page discusses three aeroplanes rather than a dozen. Eastbound there is a little more margin again. The upper winds over Europe and the Middle East run predominantly from the west, so this leg usually carries them behind it - an estimate of the prevailing pattern, not a reading taken on your date.
One of these two ends is a decision and the other is not. Paris business aviation departs from Le Bourget, and the alternatives exist for particular reasons rather than as choices - a southern address, a fully committed handling agent, an inbound scheduled flight to meet. The arrival is where this page spends its length, because the Emirates offer two fields to business jets and the pick between them is made by slot categories and a parking rule.
| Airport | Codes | Role | What that means for you |
|---|---|---|---|
| Paris Le Bourget | LBG / LFPB | Departure | Where the trip starts and the point every figure on this page is measured from. 55,751 business-aviation movements in 2023 make it the busiest such airport in Europe (EBAA 2023), and because it takes no scheduled traffic there is no airline day to be fitted into and no public terminal to walk through. Several handling agents compete for the departure, which is what keeps the ground time short in practice rather than in principle. It is also the nearest airport to central Paris. The week to name in advance is the Paris Air Show, when Le Bourget's own ramp - not the airways, not the aircraft - becomes the binding constraint. |
| Dubai International | DXB / OMDB | Arrival | Where the sector ends, and the field all the numbers here 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 and customs and immigration run at any hour, so an arrival at three in the morning is a scheduling matter rather than an operational one. The field is slot-coordinated at level 3, the tightest category, which is usually the first thing the desk has to solve on a short-notice request. If a different field in the emirates sits closer to where you are actually going, say so and we will quote it as its own sector instead of reprinting these figures against it. |
Airport coordinates and codes: OurAirports open dataset, retrieved 23 August 2026. Distances calculated great-circle. Movement counts: EBAA 2023 via Private Jet Card Comparisons, 4 June 2024. Orly is ORY / LFPO and Charles de Gaulle CDG / LFPG; neither is what this page is calculated from.
Unless something argues against it, this page quotes an arrival at Dubai International. The other option is Al Maktoum International - DWC / OMDW - out past the southern edge of the city, twenty nautical miles from the centre. It is open at every hour, it clears customs and immigration on its own account, and its 4,500 m runway was built for aeroplanes far larger than the three types listed below.
Two rules settle which of them the flight ends at. The first is slot coordination: Dubai International sits in the top category, level 3, where demand on the schedule outruns what the airport can absorb and nothing moves without an allocated slot, while Al Maktoum is a step below at level 2, where a slot is negotiated rather than rationed. The second rule is about the ground, and on a stay of any length it is the one that bites. Under the conditions of use published by Dubai Airports, a business jet that has sat at Dubai International for a full day has to be relocated - so the arrival can perfectly well be at Dubai International while the departure home is from Al Maktoum, and on a trip of several days that is the normal shape rather than a complication.
In the air none of this matters: the hop between the two fields is about a minute and a half of cruise, well inside the error of any estimated flight time. On the ground it matters, and the two are mirror images of each other. Marina and the Palm are nearer to Al Maktoum; Downtown and the financial district are nearer to Dubai International. Tell us the address at the end of the journey and we will name the field that gets you there soonest, then work the slot around it - rather than name the one that looks better printed on a route 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 5,246 km the shortlist is written by range before anybody discusses cabins. Nothing midsize crosses this nonstop, and a technical stop converts a seven-hour flight into a nine-hour day plus fuel bought at an airport that was nobody's destination. All three types below fly 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, which makes it the obvious proposal for a large party or for a trip where the same aeroplane has to collect everybody at the end of the week. Over this distance it is nowhere near its limits, so the luggage stops being a negotiation and payload stops competing with fuel.
See the Gulfstream G550 ›Listed at 13 to 14 passengers on our fleet page, with a cabin quieter than the seat count suggests. Leaving Paris in the evening, most parties on this type intend to sleep rather than work, and the seven hours are timed for exactly that. The communications fit varies from one aircraft to the next, so ask about the aeroplane rather than the model.
See the Global 5000 ›Listed at 13 to 16 passengers. Three engines rather than two, which matters to some passengers over desert and water and to others not at all. Its appetite for shorter runways is irrelevant at both ends of this sector and useful afterwards, if the trip carries on to somewhere in the Gulf with less concrete than Dubai.
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 €55 800 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.
The working behind that figure is our own distance curve rather than anybody's tariff, and it is short enough to print: 5,169 km prices at €54 900 and 5,500 km at €58 900, this sector is 5,246 km, and the result is rounded down. No published price for Paris to Dubai has reached us from a source we would reprint on our own site, so what you are reading is a floor, not a quotation.
Over seven hours in the air the bill is the flying, which is why this route behaves nothing like the short European sectors published elsewhere here. Landing and handling fees stop deciding anything; the aircraft's hourly cost, the crew duty day and the positioning legs take their place. So the first question is where the aeroplane starts its day. One already standing at Le Bourget, or within a short positioning hop of it, quotes very differently from one that has to be flown in empty to collect you - and in the Gulf season that gap widens, because those are the weeks the European long-range fleet is being drawn east anyway. The second question is the return. Back inside a few days, keeping the aircraft and crew with you is usually cheaper than two separate one-way sectors, since it saves a positioning leg at both ends instead of one; allow for the twenty-four hour parking rule above, which normally means the aeroplane waits at Al Maktoum until you want it. Tell us the shape of the whole journey and not just the departure date.
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.
Two calendars govern this pairing and they run in opposite directions, which is unusual and useful. Paris keeps a business year and empties in August. The Gulf fills up over the European winter, and eastbound that is the half of the equation that decides how hard your aircraft is to get.
| Period | What happens | What to do |
|---|---|---|
| November to March | The Gulf season, and the hardest months of the year to take a long-range aeroplane out of Europe in this direction. European-based aircraft earn more in the Emirates during these weeks than they do at home, so demand runs eastbound and you are one of the people making it. | Four to six weeks out. Expect the price to firm up before the tail number does, and ask us to price the way home separately - it does not have to come out at the same number as the outbound. |
| July and August | Paris empties out and takes its departure traffic with it; EUROCONTROL's work on European business flying records a pronounced July-August trough with June and September as the real peaks. In the same months the Gulf flow reverses, running towards Europe rather than away from it, so eastbound capacity is the loose kind. | The cheapest and easiest weeks to fly out, and the most realistic for short notice. Ask about a repositioning leg in the same call as the quotation. |
| September to November, and March to June | The two European business peaks at the departure end. What tightens at Le Bourget in these months is handling, parking and the departure slot rather than the supply of long-range aircraft. The Paris Air Show sits inside the spring peak and is a week to name early. | Two to three weeks, and confirm the handling as well as the aeroplane - at Le Bourget those are separate confirmations, and in a busy week the second one is the slower. |
| April, May, October | The quiet shoulder, and the part of the year when long-range aircraft are repositioning between the European season and the Gulf one rather than working. | The best weeks to ask about an eastbound empty leg, and the easiest time of year to get a long-range cabin at short notice. |
Movement counts: EBAA 2023 as published by Private Jet Card Comparisons, 4 June 2024. July-August trough: EUROCONTROL, "Getting to the Point: Business Aviation in Europe", Trends in Air Traffic vol. 1. The seasonal picture is read from the two ends as our own Paris and Dubai route pages set them out, not from a published seasonal index for this city pair.
Almost nobody buys this sector on its own. Once the outbound is settled the questions move to the rest of the trip: how you get home, and whether the aeroplane waits for you while you are there.
The return is published as its own page, with the westbound wind, the Le Bourget arrival and the Al Maktoum departure all written from that side.
Dubai to Paris ›On a trip of a few days it is often cheaper to hold the aircraft and crew than to buy two one-way sectors - remembering that after twenty-four hours it waits at Al Maktoum. We will price both and show you the gap.
Ask for both prices ›A Gulf return does not have to land where it started. Milan, Zurich and Munich are all published westbound sectors out of Dubai, and the desk will price whichever one fits the diary rather than the map.
Dubai to Milan ›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.