The fleet · Heavy jet
Heavy jet charter
Full galley, an enclosed lavatory, and the legs to cross an ocean. Miami to Europe with the right winds.
- Passengers
- 10–16Typical charter configuration
- Range
- 4,300 nmPlanning figure with reserves
- Cruise
- 470 ktBlock speed we plan against
- Quote
- 30 minUsually, in business hours
Aircraft
What we put you on.
Gulfstream GIV-SP, Gulfstream G450, Falcon 900, Challenger 605. Those are the types this category usually comes from. The actual tail depends on what is available on your dates, and we source whatever the mission requires. Every aircraft comes from an FAA-certificated Part 135 operator, and we tell you the operator and the tail number before you sign anything.
This and the super midsize are where most of our bookings land. Clients come for the cabin and the galley and stay for the range. It is also the category where having a second aircraft within reach matters most: when a heavy goes unserviceable on the ramp, the replacement has to be found in minutes, not hours.
Routes
Where this cabin goes nonstop.
Questions
The heavy jet, answered.
How many people fit in a heavy jet?
10–16 passengers in the configurations we charter most. The number moves with the specific aircraft and with how much baggage is going. A full cabin plus ski bags or golf clubs is a different problem from a full cabin with carry-ons.
How far can a heavy jet fly nonstop?
Around 4,300 nautical miles as a planning figure, with normal reserves. Headwinds, a full cabin and hot or high airports all pull that number down, which is why we check the specific day rather than quoting the brochure range.
What drives the cost of a heavy jet charter?
Flight hours first, then positioning. An aircraft already near you costs less than one flying in empty. After that: crew overnights on multi-day trips, landing and handling fees, de-icing in winter, and international permits. We list what applies to your trip on the quote before you approve anything.
How we work
A brokerage built by pilots.
We check the operator before you fly
Certificates first, then the aircraft. We pull the operator's Wyvern standing and the assigned crew's type rating, currency and hours on that specific aircraft. Coming from the flight deck ourselves, we know which of those numbers matter and which only look good on paper. If it does not come back clean, we go elsewhere and you never hear about it.
The aircraft has to match the airport
The most common request we turn around is the largest cabin into the smallest field. Sometimes the aircraft simply cannot do it. When that happens we come back with a different cabin, a different airport nearby, or two aircraft, and where it makes sense, a helicopter or a car for the last leg. Getting you there properly is a different job from selling you the airplane you asked for.
Your FBO, not ours
Atlantic Aviation is our home at Opa-locka. Years of working together, and it shows in how our clients get handled. Beyond that we work with Fontainebleau at OPF, Jet Nassau in the Bahamas and Jet Aviation worldwide, plus most major FBOs globally. If you already have a preference at either end, we use yours.
What happens when something breaks
Aircraft go unserviceable and weather closes airports. What separates one broker from another is the twenty minutes afterwards. We have moved a client onto a larger cabin at no extra cost to keep his morning, and we have put a trip together inside an hour for a three in the morning departure. Where we can upgrade you at no additional cost, we do.