What does a private jet from Saint-Tropez to Paris cost?

Our indicative floor is about 3,800 EUR one way for the whole aeroplane. No published price for this exact pairing comes from a source we would reprint, so the number is built: the lowest rung of the published European light-to-midsize hourly band, from around 2,900 EUR an hour against a published ceiling near 9,700 EUR, applied to 1 h 19 and rounded down.

Is there any paperwork at the border?

There is no border. The gulf and Paris are both in France, so this is a domestic sector: no immigration desk and no customs. Send the passenger list all the same, because the handling agents at both ends require it.

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Private Jet Charter Saint-Tropez to Paris

Q: How long does Saint-Tropez to Paris take by private jet?

Roughly 1 h 19 for the 712 km between La Mole and Le Bourget, or 384 nautical miles, and we print the identical figure on the southbound page. Nice sits at 694 km and Cannes at 695 km from the same Paris field, so the coastal airport you pick costs nothing measurable in the air. Budget about a quarter of an hour either side of the flight on the ground.

Q: Is there really an airport at Saint-Tropez?

There is La Mole, inland of the gulf and a short drive from the port. Whether it is available to you is a separate matter: the runway is short by business-aviation standards and the bigger cabins are excluded outright, so what operates there is light jets and turboprops.

Q: Can we leave Saint-Tropez after dinner?

Not from La Mole, which keeps no night hours. A late lift for Paris starts somewhere else. Nice stays open far longer and accepts any aircraft, with a car or a helicopter bridging the gap from the gulf. Tell us what time you need to be back in Paris and we build the day backwards from it.

Q: How do we choose between Nice and La Mole?

Take La Mole when the aircraft is permitted and the hour falls inside its day, because the drive to the gate is minutes. Take Nice when the group is large, the hold is full, the departure is late, or the date lands in the first half of August. Minutes apart in the air; in high summer as much as two hours apart on the road.

Q: How much luggage fits on the way home?

Volume runs out before weight does. The three types on this page offer 2.27, 2.55 and 1.40 cubic metres of hold respectively, a wider spread than most people expect inside what looks like a single class of aeroplane. Golf bags and hard cases are the usual offenders.

Saint-Tropez to Paris is 712 km and about 1 h 19 in the air, from La Môle to Le Bourget. We publish that same figure for the journey south, because our model reads the sector as one number in either direction. There is no frontier: both ends are French. What there is, instead, is a clock. La Môle has no night operations and a runway short by business-aviation standards, so the hour you want to leave the gulf eliminates aircraft before anybody has looked at a cabin. Indicative floor from €3 800 for the whole aircraft, one way. Give us the dates and a written quotation follows within 30 minutes; +357 95 119759 is answered at any hour.

Get a price for this route WhatsApp +357 95 119759

Eighty minutes between the gulf and the capital, boarding at the small field in the valley instead of starting the day with a long drive east. Whole aircraft, single seats and empty legs.

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The route at a glance

Read this page as a timetable problem rather than a flying one. Seven hundred kilometres up the spine of France is undemanding for anything with two engines, and the three candidate fields on the coast are within twenty kilometres of one another as the aircraft measures it. The variable is the southern end: a valley strip that keeps daylight hours and a seasonal rhythm, with room for only so many aeroplanes at once. Leave from it and you are at the gate fifteen minutes from the port. Miss its hours and the trip starts with a car along the Var to a field that never closes.

Distance

712 km

384 nautical miles great-circle, La Môle to Le Bourget. Our own published routes put Nice at 694 km and Cannes at 695 km from the same Paris field

Flight time

approx. 1 h 19

Our published-times model, not a measured block time. It is the figure we also print on the southbound page: the model does not separate the two directions

Departure

LTT

La Môle Saint-Tropez LFTZ, inland of the gulf. Short runway, a ceiling on aircraft size, no night operations, finite parking and a season rather than a year

Arrival

LBG

Paris Le Bourget LFPB, eight kilometres outside the périphérique. 55,751 business-aviation movements in 2023 make it the busiest field of its kind on the continent

Typical aircraft

Light to midsize

A Phenom 300 if the valley field is in play; a Citation XLS+ or a Hawker 800XP once the party grows and the departure shifts to Nice or Toulon

Busiest months

Jun – Sep

The Mediterranean summer, shouldered by May and October. In the two peak months the shortage is apron and daylight at the coast, not aeroplanes

The distance is a great-circle figure between airport coordinates, so the track actually flown is longer than it. The time is a model estimate and not a measured block time: the model is fitted to flight times Diamond Executive Aero Services already publishes on this website, it makes no distinction between the outbound and the return, and routing, wind, slots and aircraft type all move it. The schedule in your quotation is the real one.

Which airports we use

Four fields on the coast, one in Paris, and a single trade running through all of them: proximity to the port against freedom in the choice of aircraft and the choice of hour. Settle that trade first and the rest of the booking falls out of it.

Airport	Codes	Great-circle to Le Bourget	Suits you if
La Môle Saint-Tropez	LTT / LFTZ	712 km	Fifteen minutes from the port and the whole reason anybody reads this page. In exchange: a runway short enough that only light types and turboprops use it, no night operations at all, a season rather than a calendar, and a limited number of parking places. On a departure that last point bites twice, because the aeroplane must be permitted to stand here before it can take you away. Ask about this field first – the answer picks your aircraft for you.
Paris Le Bourget	LBG / LFPB	arrival	Eight kilometres beyond the périphérique, and on 55,751 business-aviation movements in 2023 the most-used airport of its kind in Europe. Every trip on this page ends here, and it is the half of the journey that never needs discussing.
Nice Côte d’Azur	NCE / LFMN	694 km	Where the trip goes when the valley field cannot hold it. Handling depth without equal on the coast, no ceiling on cabin size, no hour it refuses, and 37,425 business-aviation movements in 2023 – one of the two busiest such airports on the continent. The bill is the road: an hour and more of the Var in August, and unpredictable with it, which is the case for putting a helicopter in front of the jet.
Toulon-Hyères	TLN / LFTH	not published	The western option, and for a villa on that side of the peninsula frequently the shorter drive of the two big fields. Thinner handling and a narrower pick of aircraft on the day, so it rewards a planned trip and punishes an improvised one.
Cannes Mandelieu	CEQ / LFMD	695 km	The Riviera’s own business field, with a size ceiling of its own and restrictions after dark. It earns its place when the week happened at Cannes rather than in the gulf.

Airport coordinates and codes: OurAirports open dataset, retrieved 23 August 2026. Movement counts for Le Bourget and Nice: EBAA 2023 via Private Jet Card Comparisons, 4 June 2024. Toulon-Hyères is not among our published routes, so we print no great-circle figure for it. La Môle’s limits are described in words and not in numbers on purpose: runway figures and opening hours at a small seasonal field date quickly, and the handling agent is the one holding the current ones.

Aircraft for Saint-Tropez to Paris

Nobody on this list struggles with 712 km, so forget range. Two other things decide the aeroplane. One is the strip you are leaving from, which is a hard yes or no and gets checked before anything else. The other is the volume going home, and after a month on the coast that is rarely the volume that came down.

Embraer Phenom 300

Six to eight seats, 2.27 m³ of hold, and the only light jet whose specification page on this site lists a flight attendant. First on the list whenever the valley field is still open to you.

See the Embraer Phenom 300 ›

Cessna Citation XLS+

Seven or eight seats, a cabin you can stand up in, and 2.55 m³ of hold – the biggest of the three. Midsize aeroplanes want more runway, so choosing this one usually means boarding at Nice or Toulon after a car or a helicopter.

See the Cessna Citation XLS+ ›

Hawker 800XP

Six to eight seats, a full galley, a separate lavatory and 5,463 km of range – several times what this leg asks for. That surplus is the point when Paris is a waypoint in a longer Mediterranean fortnight.

See the Hawker 800XP ›

Each type has its own page in our fleet. Distance never decides anything here; fit does. Tell us the headcount and what is going back in the hold and we will tell you which departures are still available to you. See also luggage limits.

What it costs

From €3 800 one way for the whole aeroplane. A starting figure, rounded down, and it moves with the date, with which aircraft is genuinely free and with airport charges. Send the dates and we confirm inside 30 minutes.

No published whole-aircraft price for this city pair has reached us from a source we are prepared to reprint. So the number is arithmetic rather than a quotation: the lowest rung of the published European light-to-midsize hourly band, multiplied by the flight time above, rounded down. A floor built from market rates. Not a tariff, and not a promise about August.

Reference	Basis	Indicative price	Source
Whole aircraft, one way	Our own indicative floor for this route	from approx. 3,800 EUR	The hourly band in the next row applied to the 1 h 19 on this page, rounded down. Not a quotation
Hourly rate, light to midsize	Europe, from	from 2,900 – 3,500 EUR per hour	a broker published rate, 19.02.2026. The bottom of this band is what the calculation above uses
Hourly rate, light to midsize	Europe	4,600 – 9,700 EUR per hour	a broker published range, undated, retrieved 23.08.2026
Hourly rate, light to midsize	Europe, dollar-quoted	3,750 – 4,600 USD per hour	a broker published range, August 2026
Empty leg	varies	brokers publish discounts of 50 – 75%	broker price pages, retrieved 23.08.2026

Across eighty minutes the hourly rate explains less of the bill than people assume, and in the two peak months it explains least of all. Positioning explains the rest – and here the homeward direction has an advantage. Aircraft pile into the coast all summer carrying somebody down, then find they have nowhere to sit; they have to go north again with or without passengers. Pricing this leg is therefore mostly a question of what is already leaving on your day, which is why two consecutive Sundays can produce quotations that look unrelated.

The second lever is the shape of the whole trip. If the outbound is still open, ask for the pair together and the aeroplane positions once rather than twice – on a sector this short that saving outweighs the difference between cabin classes. And since the coast manufactures repositioning flights from June onwards, any date with slack in it is worth testing against the empty-leg list.

Every hourly figure above is somebody else’s published estimate, reprinted here so that you have a yardstick to hold against any quotation, ours first. None of them is our offer and none of them binds anyone. Our own floor is a calculation whose inputs are all printed, published because we would rather show the arithmetic than reprint a route price we cannot verify. Nothing counts as a price until Diamond Executive Aero Services has quoted your dates in writing. Call +357 95 119759, 24 hours.

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When to fly, and when to book early

Few corridors on this website swing as hard between seasons. Nine months of the year the sector is unremarkable and easy to arrange at short notice. For roughly ten weeks it is among the busiest short hops in Europe, and what becomes scarce is capacity on the ground at the southern end rather than aircraft in the sky.

Period	What happens	What to do
July and August	The peak, and a concentrated one: Fridays and Sundays carry most of the traffic, the small coastal fields reach capacity, and the road from the gulf slows precisely when everyone needs it. Northbound, Sunday evening is the tightest moment of the year – and the one moment the valley field is no help at all, because it keeps no night hours	Three to four weeks ahead for a Friday or a Sunday, and fix the departure field before the cabin class. Large party on fixed dates: assume Nice, and put a helicopter in front of it
June and September	The two best weeks-of-the-year candidates, and in September arguably the best time to be there at all. Real demand, but spread across the week rather than piled onto two days, with parking and handling breathing again	One to two weeks. September is where short notice and reliable weather overlap, which happens less often than people think
May and October	The shoulders. Everything is open, part of May is taken up by the Riviera events calendar, and prices drop away once the first week of October is behind you	A week is normally enough – except across the May events, when the entire coast commits early
November to April	Off season. The valley field follows a seasonal rhythm rather than a year-round one, and traffic to and from the gulf falls to a fraction of the summer level	Short notice is realistic. Ask us to confirm the field is actually open on your date before building a plan around it, and expect Nice or Toulon to be the sensible answer

Seasonality classification: routes_shortlist.csv, Diamond Executive Aero Services route research, 23 August 2026. On the concentration of European business aviation in summer: EUROCONTROL, «Getting to the Point: Business Aviation in Europe», Trends in Air Traffic vol. 1. Operating periods at La Môle are seasonal and are confirmed with the handling agent rather than quoted here.

Onward from Paris

Le Bourget is a junction as often as a destination. Whatever follows is cheaper and simpler to arrange alongside this leg than after it has landed.

Paris to London

The hop across the Channel, and the usual next line on the itinerary when the capital is a Sunday-evening stop rather than the end of the holiday.

Paris to London ›

Paris to Courchevel

France’s other season. It belongs on this page because the families who fly the gulf in August tend to fly the Alps in February, and the aircraft question there has exactly the same shape: a small field decides it.

Paris to Courchevel ›

Paris to Dubai

The long leg east, for trips where the Mediterranean was only the first half and Le Bourget is where the aircraft changes.

Paris to Dubai ›

Questions we get about this route

How long does the flight take?

Roughly 1 h 19 for the 712 km between La Môle and Le Bourget – 384 nautical miles – and we print the identical figure on the southbound page. Since Nice sits at 694 km and Cannes at 695 km from the same Paris field, your choice of coastal airport costs you nothing measurable in the air. Budget about a quarter of an hour either side of the flight on the ground.

Is there really an airport at Saint-Tropez?

There is La Môle, inland of the gulf and a short drive from the port. Whether it is available to you is a separate matter: its runway is short by business-aviation standards and the bigger cabins are excluded outright, so what you see there is light jets and turboprops. Tell us the headcount before anything else and we will say whether the field survives the conversation.

We would like to leave after dinner. Possible?

Not from La Môle, which keeps no night hours. A late lift for Paris therefore starts somewhere else. Nice stays open far longer and accepts any aircraft, with a car or a helicopter bridging the gap from the gulf. On an August Sunday this is the single commonest reason a plan gets redrawn, so tell us what time you need to be back in Paris and we will build the day backwards from that.

How do we choose between Nice and La Môle?

Take La Môle when the aircraft is permitted and the hour is inside its day, because the drive to the gate is minutes. Take Nice when the group is large, the hold is full, the departure is late, or the date lands in the first half of August, when the small fields are at their tightest. The clean way to settle it is to price both: minutes apart in the air, and in high summer as much as two hours apart on the road.

What does it cost?

Our indicative floor is about 3,800 EUR one way for the whole aeroplane. Since no published price for this exact pairing comes from a source we would reprint, that number is built: the lowest rung of the published European light-to-midsize hourly band – from around 2,900 EUR an hour, against a published ceiling near 9,700 EUR – applied to 1 h 19 and rounded down. Through July and August it is positioning rather than the rate that moves your quotation.

Any paperwork at the border?

There is no border. The gulf and Paris are both in France, so this is a domestic sector: no immigration desk, no customs. Send the passenger list all the same, because the handling agents at both ends require it – and at a small seasonal field it is the handling arrangement, not the paperwork, that is worth nailing down early.

Will everything we bought fit in the hold?

On the way home this question outranks the seat count, and what runs out is volume rather than weight. The three types above offer 2.27 m³, 2.55 m³ and 1.40 m³ respectively – a wider spread than most people expect inside what looks like a single class of aeroplane. Golf bags and hard cases are the usual offenders. Describe what is coming back and we will size the aircraft around it.

Empty legs, or a single seat?

Both are worth asking about. The coast runs on aeroplanes that bring people down and then need to be elsewhere, and elsewhere is very often Paris, so this corridor produces empty legs right through the summer at the 50 to 75 percent discounts brokers publish. They follow dates rather than routes, so tell us which day could shift. Where we open a flight for sharing, a single seat can be bought instead of the whole cabin. Current empty legs and jet sharing.