Riga to Paphos is 2,551 km, some 3 h 38 with the wheels up, flown without a stop in a super-midsize cabin: Challenger 350, Legacy 500 or Gulfstream G280. Indicative price from €31 600 for the whole aircraft, one way. Paphos is the right arrival if you are going to Limassol or the west coast – it is the quieter of the two Cyprus fields and its handling is arranged in advance rather than assumed on the day. If your arrival is going to be a late one, say so at the enquiry: that is the case in which Larnaca is the better answer. A written quotation comes back within half an hour; +357 95 119759 is answered at any hour of the night.
Baltic to eastern Mediterranean in a single hop, one aeroplane, no terminal at either end. Give us the party, the dates and your destination on the island, and we will name which of the two Cypriot fields the trip really calls for.
REQUEST A QUOTEThree and a half hours south across the whole of eastern Europe, and a sector the super-midsize class flies without effort. Neither end is difficult: Riga is a Baltic hub with full handling, quick on the ground and workable at most hours, and Paphos is the quiet Cyprus field. The two things worth deciding before a quotation means anything are which Cyprus field you land at – a question about where you are going and at what hour, not about aeroplanes – and where the aircraft starts its day, which on a southbound leg is a genuine question rather than a formality.
Alternatives exist at either end, and at the Cypriot one the second name is often simply the correct name. Which of the two that is gets settled by where you are heading and by what time you get there.
| Field | Code | Role on this route | What decides it |
|---|---|---|---|
| Riga | RIX / EVRA | departure | The Baltic hub, with full handling, quick turnarounds on the ground and workable hours. Nothing at this end complicates the flight. The field every figure on this page is measured from. |
| Paphos | PFO / LCPH | arrival | The western Cyprus field, closer to Limassol and the west coast than Larnaca, and considerably quieter on the ground. Its handling is arranged in advance rather than found on the day, which is a bigger consideration arriving than departing: tell us the date and the expected hour early and it is settled before you are airborne. Landing here saves the road transfer for anyone staying in the west. |
| Larnaca | LCA / LCLK | alternative arrival | The busier of the two Cyprus fields, with business aviation handling at any hour, and about forty-five minutes by road from Limassol. The better answer when your arrival is late, when the party is continuing east on the island, or when the departure from Riga may slip. |
| Tallinn | TLL / EETN | Baltic alternative departure | A short hop on for Estonia. If the week ended there rather than in Latvia, the southbound sector can start from Tallinn and be priced inside the same itinerary. |
| Vilnius | VNO / EYVI | Baltic alternative departure | Likewise a short sector for Lithuania, and the same logic applies: tell us the shape of the week rather than the single flight. |
Slot and handling conditions are set afresh each season, so we verify them for the dates you are flying rather than lean on a general rule.
Three and a half hours with a full cabin and real 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 with stand-up height and the range to fly this nonstop with the hold full. The usual answer on Cyprus sectors of this length.
Challenger 350 ›Comparable reach with a notably quiet cabin, and frequently the aeroplane that is genuinely free when the Challenger is not.
Legacy 500 ›Fast and long-legged for its class. Worth naming when the hours are fixed at both ends and a late arrival into Paphos is the thing you are trying to avoid.
Gulfstream G280 ›From €31 600 one way for the whole aircraft. A floor we calculated rather than a quotation, and the working is printed here.
No published price for this city pair has reached us from a source we would be willing to reprint, in either direction, so we built a figure instead of borrowing one: 3.63 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. It is the same floor we publish on the northbound page, because the cabin class and the 3 h 38 do not change with the direction of travel.
Above the floor, the position of the aircraft on your date moves this number more than anything we could print. Being based in Cyprus is worth naming accurately rather than generally: it means an aeroplane finishing work at the arrival end of your flight has somewhere to go afterwards, and it means we usually know what is genuinely moving in the region. It does not mean one is standing at Riga waiting for you. If the same aircraft flew you north, it very likely is; if not, it has to reach the Baltic first and that sector belongs in somebody’s figure. Put that question to every quotation you hold, ours included. The second question is the return – whether the aircraft waits or flies home and comes back – and on a sector of this length the difference is not a rounding item.
For a market ruler: 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), with empty-leg discounts published at 50 to 75 per cent. Useful for auditing a quotation, no use at all for building one.
GET A FIRM PRICEThe rates listed above were published by others and serve here as a measuring stick. Not one of them is our tariff, and not one is an offer. A price, on this route, is a written quotation against your own dates.
Two calendars run against each other here – the European summer drawing traffic north, the Cypriot winter sun drawing it south. Flying this way you belong to the second of them.
June to September is the peak in both directions, and the constraints then are European handling and island parking rather than the supply of aircraft. Book early and ask about parking specifically, not only about the aeroplane. Easter and Christmas give short sharp peaks either side of the holiday, and the days closest to it go first – on a southbound leg into Cyprus those are exactly the days people want.
From October to April Cyprus keeps flying while much of Europe slows, and availability is good. Those are the best months on this pairing for short notice and the best months to ask about a repositioning flight, because southbound movements out of northern Europe at the start of the winter-sun season are a real pattern rather than a hopeful one. May and late September are the shoulder weeks: everything open, softer pricing, and quotations that land nearest the floor above.
Paphos is a base as much as an arrival. These are the sectors we are most often asked to quote in the same itinerary as this one.
The long leg north-west, published in its own right with its own aircraft and airport notes. The usual way onward when Cyprus is a stop rather than the destination.
Paphos to London ›The short westbound hop into Greece from the same field, and one of the most frequently added legs on a Cyprus week.
Paphos to Athens ›North-west into the Alps, with its own season and airport notes. Often the second half of a trip that started in the Baltic.
Paphos to Geneva ›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.