Paris to Riyadh is 4,657 km and about 6 h 17 non-stop out of Le Bourget, which puts it squarely in heavy and long-range cabins: a Gulfstream G550, a Global 5000 or a Falcon 7X crosses it with the cabin full and hours in reserve. The work is on the ground – permits and slots at the Saudi end, overflight clearances across several states on the way, and a third-country arrival. Indicative price from €53 400 for the whole aircraft, one way. Tell us the dates as early as you can, on +357 95 119759, any hour.
Six hours and a quarter south-east, across several national airspaces, and the aeroplane is the part that needs the least attention. Everything that can delay this trip is administrative and spread across more than one country, which is why the single most useful thing you can give us is the date – early, even before the passenger list is settled. Whole aircraft, single seats and empty legs, arranged 24/7.
REQUEST A QUOTEThe longest sector we publish out of Paris, and the one where the flying is least of the problem. A long-range cabin covers 4,657 km with hours in hand; the departure from Le Bourget – wholly business aviation, 55,751 movements in 2023 – is as quick as any. The rest is administrative and spread across several countries: permissions and a slot at the Saudi end, an overflight clearance for each national airspace on the routing, and a third-country entry with immigration, customs and requirements that vary by nationality. None of it is unusual. All of it takes working days.
One field at each end for practical purposes, and a fourth row in this table that is not an airport at all but a question people ask: whether the aircraft has to stop on the way. On the cabins listed here it does not.
| Airport | Codes | Distance | Suits you if |
|---|---|---|---|
| Paris Le Bourget | LBG / LFPB | 4,657 km | Where the leg starts, and the field every figure on this page is measured from. Eight kilometres from the périphérique, wholly given over to business aviation, and with 55,751 movements in 2023 (EBAA 2023) the busiest such airport in Europe by a wide margin. Night movements are restricted. |
| Paris Orly | ORY / LFPO | departure alternative | The answer when Le Bourget has no window at the hour a six-hour flight would need to leave. A large scheduled airport with a business-aviation facility attached, south of the city. |
| Riyadh King Khalid | RUH / OERK | arrival | Where the leg ends. North of the city, with a dedicated business-aviation facility and the deepest fuel, handling and maintenance support in the Kingdom – which matters on a sector where the aircraft is a long way from home. |
| Fuel and technical stops | — | — | Not required on the aircraft listed on this page. They become relevant only if a smaller cabin is chosen, or if routing or strong headwinds make a stop prudent on the day – a decision the operating crew take, and one we would rather explain in advance than announce en route. |
Airport coordinates and codes: OurAirports open dataset, retrieved 23 August 2026. Distances calculated great-circle. Movement counts: EBAA 2023.
At 4,657 km the cabin is not a preference but a requirement, and the requirement is generous rather than marginal. We quote aircraft that cross it with reserves rather than aircraft that cross it exactly.
A Gulfstream G550, a Global 5000 or a Falcon 7X. Non-stop with the cabin full and hours in hand, a bed if the flight is overnight, and the margin to accept a longer cleared routing without it becoming a conversation.
See the fleet ›The other honest answer, and the usual one when the party is smaller. Same non-stop capability on this sector, a slightly different balance of cabin and cost.
See the fleet ›Only with a technical stop, and we will say so rather than let it look like a saving. On a six-hour sector a stop costs more than the difference in the hourly rate, and it does so at the worst possible point in the day.
See the fleet ›Indicative price from €53 400 for the whole aircraft, one way – the highest floor on this website, and the one where the word «floor» is doing the most work. A long-range cabin, six and a quarter hours, and an aircraft a long way from its base.
What sits above it: the cabin, which on this route is the largest line by a distance; positioning, since the aircraft must reach Le Bourget and be somewhere useful afterwards; crew duty, which on a six-hour sector means an overnight or a second crew is normal rather than exceptional; and handling, permits, slots and parking at the Saudi end. A same-day return does not exist here in any realistic shape.
Where the money is actually saved is structural rather than tactical: whether the aircraft waits for you or flies home empty and comes back. For a stay of two or three days, waiting is frequently cheaper than two repositioning flights, and the arithmetic flips somewhere beyond that. We will show you both numbers rather than assume which you want.
GET A FIRM PRICEThe Saudi season is November to March, the cooler half of the year, which is the reverse of the European pattern. That mismatch is the useful thing to know: the weeks when aircraft are least busy in Europe are among the busiest on this corridor.
Book early, and earlier than your instinct suggests. The clearances are not one process but several, in several countries, and they are sequential rather than parallel. Send us the dates as soon as you have them even if nothing else is settled – the permit work can begin while the passenger list is still moving.
Two further things to flag at the enquiry rather than later: a mixed-nationality passenger list, because entry requirements vary and that sets the floor on timing; and any intention to continue elsewhere in the Gulf, because the onward clearances are far cheaper obtained together with the first set.
Few trips of this length are a single leg. Arranging the onward sector at the same time is not merely convenient – on this corridor it is materially cheaper, because the clearances are done once.
Dubai, Doha and the Gulf cities are short sectors from Riyadh. Tell us the whole shape of the trip at the enquiry and it is cleared as one piece of work.
Paris to Dubai ›The return does not have to be to Paris. Larnaca, where our own desk sits, is a common European re-entry point, and Mediterranean destinations are frequently the second half of these itineraries.
Paris to Larnaca ›Long-range aircraft that deliver into the Gulf have to come back, and they often come back empty. These are the largest single savings available anywhere on this website, and they demand the most flexibility.
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.