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DepartureToronto
ArrivalMiami
One way empty legs between Toronto and Miami, exactly as the operators list them. Prices are the operator's own, not a marked up quote.
Straight line distance between the two cities. Actual routing and flight time depend on the aircraft and the airports.
Toronto to Miami is about 1,065 nautical miles between Toronto Pearson and Miami Opa Locka, and the legs that publish a block time run two hours 42 to two hours 54. It is the main Canadian snowbird sector and it runs on corporate and charter aircraft owned at the Toronto end.
Every one of the five recorded legs is a large cabin jet, and that is the defining feature of this corridor. The seat counts are nine, ten, eleven, twelve and twelve. There is no light jet and no midsize aircraft on it at all, which is what you would expect on a sector this long flown by Canadian corporate operators rather than by a fractional programme.
Three operators carry it, all three Canadian. Chartright Air Group flies the two August legs, Skyservice Business Aviation the October one and NovaJet Aviation Group both January ones. None of the three is a Florida based operator, so the aircraft live in Toronto and the empty leg is the repositioning half of a southbound trip.
This is a thin corridor by leg count and the page does not pretend otherwise. Five recorded legs in ten weeks is a trickle. What makes it worth a page is that three of the five were still live when the page was built and two of those are in January, so the route is listed a long way ahead and the alert has something real to catch.
Five movements on five dates, departing between 16 August 2026 and 22 January 2027. Two went in August, one in late October and two in January, which tracks the Canadian winter season rather than any weekly pattern.
Three of the five were still on the board when this page was built, the 23 October Skyservice Falcon 2000 and both NovaJet Challenger 605s in January. Notice is long on this corridor: the 22 January leg was first listed on 8 September, more than four months ahead. That is the opposite of the short notice repositioning you see on domestic sectors, and it means the page is worth checking rather than only the alert.
Approximate corridor between Toronto and Miami. Operators fly the sector direct; the airports each listing uses are shown on the flight itself.
This is an international sector, so customs and the fixed base operator at each end matter more than on a domestic hop. Ask the operator where you clear. The two Miami fields are both filed as Miami in the listings and are about five nautical miles apart, Opa Locka being the general aviation field and Miami International the airline one, so ask which you are landing at as well. One count needs explaining: the table below lists six rows for five flights, because the 29 August Challenger 650 was listed twice, once as a Challenger 650 and once as a Challenger 650 Heavy Jet. That is one aircraft under two names, which is also why the type count in the table reads one higher than the four aircraft types named on this page.
Reading the record.
| Departure | Aircraft | Seats | Operator's published price | Status |
|---|---|---|---|---|
| Reading the record. | ||||
Every leg we have recorded between Toronto and Miami, in either direction, since 30 July 2026, whether it is still on the board or not. A leg leaves the board when the operator stops publishing it, and we cannot tell from outside whether it was sold or withdrawn, so these are counts of what was listed, not of what flew.
One bar per calendar month, from the first month in our record to the furthest date an operator has published so far. Grey bars are months already past, gold is this month and the months ahead. A blank month is a month we have no record for, and before August 2026 that means we were not yet recording. The months ahead hold only what operators have published up to now, and most empty legs appear days or weeks before departure, so those bars will keep growing. The shape says how far ahead operators publish, not how busy a month will be.
| Airports flown | Legs recorded | On the board | Priced | Last seen | |
|---|---|---|---|---|---|
| Reading the record. | |||||
Each row is a pair of airports as the operator named them, in the direction flown. Both directions of the corridor are counted. An operator that names only the city leaves us the city, which is why some rows are city names.
The price on a card is the operator's figure for the whole aircraft. What that comes to per seat, across every type we see, is in how much an empty leg private jet costs.
One of the five legs carries a published price, CAD 34,000 for the whole aircraft on an eleven seat Dassault Falcon 2000. It is quoted in Canadian dollars for a flight arriving in the United States, which is normal for a Canadian operator and worth confirming when you ask.
The other four publish nothing, and that splits cleanly by operator. Skyservice Business Aviation publishes a figure on all sixteen of its recorded listings. NovaJet Aviation Group has published one on none of its 51. Chartright Air Group publishes on 565 of its 703, but not on either of the two legs here.
So on this corridor the price you can see depends entirely on who is flying, and with one figure across five legs there is no range to compare against. Ask for the whole aircraft figure in writing and ask which currency it is in.
The two NovaJet Challenger 605 legs are different airframes, which is why they show ten and twelve seats for the same aircraft type rather than that being an error in the feed. Ask the operator whether the departure time can still move, what happens if the paid flight that created this empty leg falls through, and where you clear customs.
Toronto to Miami empty legs are posted days ahead, not months. Leave your email and we watch both directions for you, Toronto to Miami and Miami to Toronto, and send you nothing else.