Riyadh to Larnaca is 1,672 km and about 2 h 31 in the air, flown nonstop from King Khalid on a super-midsize cabin – a Challenger 350, Legacy 500 or Gulfstream G280. Indicative price from €11 300 for the whole aircraft, one way: our own calculated floor rather than a quotation. The thing to know before anything else is that on a Saudi departure it is the permissions, not the supply of aeroplanes, that decide how soon you can go. Larnaca at the other end is where our own aircraft are based. Written quotation inside 30 minutes; +357 95 119759 answers at any hour.
Two and a half hours from the middle of the Arabian peninsula to the eastern Mediterranean, nonstop, with no connection and no scheduled terminal at either end. Send the dates as early as you have them, even provisionally – that is the single most useful thing you can do for this route.
REQUEST A QUOTEThe flying is the part nobody needs to worry about: two and a half hours is comfortably inside the class, King Khalid has full handling with dedicated private facilities, and Larnaca takes business aviation at any hour of the day or night. The lead time is the part that repays attention. Saudi permissions are obtained ahead of the date, and on this route they are what stands between a set of dates and a confirmed departure – which is why we would rather have provisional dates early than firm ones late. The other question worth settling at the enquiry is which Saudi field you are actually leaving from, because Jeddah is an hour and a half further west and in practice a different trip altogether.
Three Saudi fields that are not interchangeable and two Cypriot ones that very nearly are. Name the city you are actually in rather than the country.
| Field | Code | Role on this route | What decides it |
|---|---|---|---|
| Riyadh King Khalid | RUH / OERK | departure | The field this page is calculated from, with full handling and dedicated private facilities. Nothing about the ground here is the constraint; the permissions are, and they are arranged ahead of the date rather than produced on the morning. That is what sets the lead time on a Saudi departure. |
| Jeddah | JED / OEJN | alternative departure | The Red Sea coast, about an hour and a half further on by air and in practice a different trip rather than a different door. If the week ends on the coast rather than in the capital, say so at the enquiry – the sector, the timing and the paperwork are all planned from there instead. |
| Dammam | DMM / OEDF | Eastern Province | The field for the east of the kingdom and a short sector on from Riyadh. Worth naming when part of the trip sits on the Gulf side, because it changes the departure rather than merely the drive to it. |
| Larnaca | LCA / LCLK | arrival | The main Cyprus field, with business-aviation handling at any hour, and the one most of our own flights use. It is also where our aircraft are based, so an arrival here is frequently the end of a journey the aeroplane was making anyway. |
| Paphos | PFO / LCPH | alternative arrival | The western Cyprus field, closer to Limassol and the west coast. Larnaca and Paphos are about forty-five minutes apart by road and are not interchangeable for everyone – we quote whichever suits the address at the end. |
Handling, permissions and slot conditions change from season to season and from state to state. We confirm them against your actual dates rather than against a general rule.
Two and a half hours with a full cabin and real luggage is super-midsize work. Below the class you trade cabin for a saving that the positioning on the return tends to reclaim.
The usual answer on sectors between the peninsula and Cyprus: super-midsize cabin, stand-up height, and the range to fly this nonstop with the hold full.
Challenger 350 ›Comparable reach in a quiet cabin, and frequently the aeroplane that is free when the Challenger is not. Worth asking for by name when the dates are fixed and the type is not.
Legacy 500 ›Fast and long-legged for its class, with range in hand after the arrival. The one to ask about when Cyprus is a stop on the way to Europe rather than the end of the trip.
Gulfstream G280 ›From €11 300 one way for the whole aircraft. Our own floor, not a quotation, and we show the working rather than the conclusion.
No published price for this city pair has reached us from a source we would be willing to reprint, so instead of borrowing one we set out the arithmetic: 2.52 hours charged – the flight time at the top of this page, against a two-hour minimum this sector exceeds – at the published starting rate of €4 500 an hour for the cabin class (Eurosky, 19.02.2026), rounded down. The identical floor appears on the Cyprus-to-Riyadh page, because a minimum, an hourly rate and a flight time are indifferent to which way round the aeroplane is pointing.
Where the aircraft starts is what actually moves the number, and westbound the answer is more often helpful than not. Our aeroplanes are based in Larnaca, so a flight into Cyprus is frequently one on which an aircraft is going home rather than being sent away – making this the leg most likely to exist as an empty one. Brokers publish discounts of 50 to 75 percent on empty legs. If your day can move by a few hours, ask us to watch the corridor rather than assuming nothing is there.
One item is genuinely different on a Saudi departure, and it is not priced by the hour: the paperwork. Permissions take time rather than money, but a date fixed late can cost you the aircraft you wanted. For measuring a quotation generally, published hourly ranges for midsize jets in Europe run €4 600 to €9 700, with starting figures of €2 900 to €3 500 quoted in February 2026 and a dollar-quoted band of $3 750 to $4 600 an hour in August 2026.
GET A FIRM PRICEEvery figure above other than our own floor is a third-party published rate, quoted so you can sanity-check a quotation – ours included. They are not our prices and they are not a quotation. The only price we stand behind is the written one against your dates.
On this route the calendar that binds is the administrative one, with the Cyprus season sitting behind it.
From June to September the arrival end is at its busiest and handling rather than aircraft supply is the constraint; combine that with permissions that want arranging in advance and the message is the same one from both ends – ask early. May and late September are the value weeks at the Cyprus end: everything open, softer pricing, and short notice still realistic provided the paperwork has a run at it.
From October to April Cyprus carries on while much of Europe slows down, availability is good, and these are the best months for asking about an empty leg westbound. Easter and Christmas are short, sharp peaks at the arrival end, with the days either side of the holiday going first.
For a good number of parties Cyprus is the first European stop rather than the destination, and the second sector is cheaper quoted with this one than booked after it.
2,627 km and about 3 h 44 nonstop on a super-midsize cabin, and the usual continuation when Switzerland rather than the Mediterranean is what follows.
Larnaca to Geneva ›930 km west and about 1 h 35 in the air, published in its own right with its own airport notes. The short hop into the Aegean.
Larnaca to Athens ›1,736 km and about 2 h 36 west across the middle of the Mediterranean, and a natural second stop for anyone working across the region.
Larnaca to Malta ›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.