2,949 km and something near 4 h 08 aloft separate the Turkish Riviera from a London business-aviation field, and a super-midsize cabin covers it in one go with every seat taken and the hold packed. Two things follow from its being the return half of a holiday. What goes home weighs more than what came out; and pointed north-west you are usually pushing into the air that helped you on the way down, so of any pair this is the leg that tends to overrun. Our own floor stands at €35 900 one way, sum shown. Thirty minutes to a written quotation; +357 95 119759 never closes.
Four hours north-west in a single hop, off a coast built for holidays and into the field nearest whichever part of London you are heading for, with nobody obliged to pack lightly. Come mid-August the aeroplane is the straightforward part; the diary is not.
REQUEST A QUOTEJust under three thousand kilometres sits well inside what a super-midsize will do rather than at the limit of it, which takes the aeroplane out of the argument almost entirely. What defines the corridor is that it exists for the summer, and on a departure that shows up on the ground. Through July and August the Turkish end moves a colossal quantity of holiday passengers, and business aviation slots into an operation designed around them – meaning handling windows and apron time rather than any question of getting airborne. Shift the same journey into May or October and it becomes a different and far gentler proposition.
Distance: OurAirports open dataset, retrieved 23 August 2026, taken to London Luton. The duration comes from a model fitted to times already published here and has no opinion about heading. Running south-east normally means the prevailing flow is behind you, so the homeward half of a pair is the one liable to stretch. Luton movement tally: EBAA 2023, reported by Private Jet Card Comparisons, 4 June 2024; Turkish fields fall outside that dataset.
One principal field on the Turkish side with a second that earns its keep only if the fortnight was spent in the right stretch of coast – the Riviera runs a long way, and where you stayed decides more than the cabin does. On the London side, three fields separated by a few minutes aloft and by as much as an hour on tarmac.
| Airport | Codes | Role | What it means for you |
|---|---|---|---|
| Antalya | AYT / LTAI | departure, default | The Turkish Riviera’s principal airport, on the water and near the city, with business handling run apart from the scheduled piers. High summer brings a vast holiday throughput, and for someone leaving that registers as pressure on handling and apron time rather than as doubt about the slot. All figures here are taken from it. |
| Gazipasa | GZP / LTFG | departure, eastern coast | Sited east of Antalya and much nearer Alanya and the resorts beyond. Starting here can delete a very long road journey from the front of a four-hour day – which weighs more on departure than arrival, since the drive precedes the flight instead of following it. Smaller, with thinner handling, so it must be set up ahead rather than assumed on the morning. |
| London Luton | LTN / EGGW | arrival, default | Where the bulk of this traffic finishes, with the broadest daily choice of aircraft and the field all figures here are measured to. Its 26,661 business-aviation movements in 2023 put it among Europe’s busiest, and an aeroplane finishing somewhere so well served is easier to place than one asked to end its day somewhere unusual. |
| Farnborough and Biggin Hill | FAB / EGLF, BQH / EGKB | arrival, alternatives | No scheduled traffic whatever uses Farnborough, and it answers for west London, the Thames Valley and Surrey; Biggin Hill answers for the City, Canary Wharf, the south of London and Kent. Over four hours the three lie within a couple of minutes of one another, so nothing here is an aviation decision – it is a road one. Send the postcode you are finishing at and the field follows. |
Codes and coordinates: OurAirports open dataset, retrieved 23 August 2026. The handling facility at either end is confirmed with the agent against your dates rather than promised off a web page.
Nearly three thousand kilometres with every seat filled makes this super-midsize work, and each of the three below crosses it without a stop and without anyone surrendering a bag so that fuel can be carried. Being a holiday corridor rather than a meeting one, the hold counts for more here than on almost anything else we publish – and counts for more on the way back, because a fortnight adds luggage instead of subtracting it.
Eight to ten seats over a flat floor, with baggage space measured against a season rather than a briefcase apiece. More of these fly sectors of this length than anything else, and when the dates are unforgiving it is usually the one that can be found.
See the Challenger 350 ›Nine to twelve seats, and of the three the least troubled by a short runway – which is precisely why you name it when the journey begins at Gazipasa instead of Antalya.
See the Citation Sovereign ›Eight to ten seats, the quickest of the three, and carrying range far beyond what this asks. The surplus pays for itself when the Turkish coast was one stop in a Mediterranean fortnight rather than the whole of it.
See the Gulfstream G280 ›Each has its own entry in the fleet. Twelve people travelling properly is a different conversation – ask instead about a Legacy 650 or a Challenger 605, both of which treat the distance as nothing and offer a hold of another order. Baggage volumes by type are listed separately.
€35 900 one way for the aeroplane entire. It is a floor of ours, rounded down, and it is neither a tariff nor an offer. Give us dates and a party and a genuine figure arrives inside half an hour.
Nobody has published a whole-aircraft price for this pairing that we would be willing to reproduce, so what appears above was computed: the lowest point of the published European super-midsize hourly band, set against the duration printed on this page and rounded down. Market rates shaped it. Our tariff did not.
One feature of that computation belongs in plain sight rather than in small print. Light, midsize and long-range cabins each come with an explicitly published entry rate – a number labelled as a starting point. Super-midsize has no such published figure, so ours leans on the bottom edge of a band instead. That is a looser foundation than we use anywhere else on this site, and the floor deserves reading in that light.
What genuinely sets your number here is which week you pick, and leaving, it is the going-home week that hurts. Book late May or early October and a quotation lands close to what the hourly references imply. Book the final Saturday of August and three pressures arrive together: everyone is trying to go on the same day, handling at the Turkish end is saturated, and the aeroplane must have been somewhere sensible the night before. If it delivered a party a fortnight ago and flew home, it is now coming back down empty for you, and that sector appears on your invoice. Ask which of the two your quotation is built on.
| Reference | Basis | Indicative figure | Source |
|---|---|---|---|
| Whole aircraft, one way | A floor of ours for this pairing | from €35 900 | The foot of the super-midsize hourly band below set against the 4 h 08 printed here, rounded down. Not an offer |
| Hourly rate, super-midsize | Europe | 8,700 – 15,000 EUR per hour | Published by a broker, undated, retrieved 23.08.2026. Its lower edge is what the sum above uses |
| Hourly rate, super-midsize | Europe, in dollars | 6,200 – 7,500 USD per hour | Published by a broker, August 2026 |
| Our own published seat prices | Jet sharing, European sectors | from 1,000 EUR per seat | Published on this site, 2026 – a London to Nice seat aboard a Citation XLS+. Seats on shared departures, not whole aircraft |
| Empty leg | varies | 50 – 75% off is what brokers advertise | Broker price pages, retrieved 23.08.2026. Summer Mediterranean corridors throw off repositioning flights more readily than most |
Those bands belong to other companies and are reproduced so that a quotation – ours as much as anybody’s – can be measured against something. None is an offer and none binds a soul. The floor at the head of this page is arithmetic with its ingredients on display, printed in place of a route price we cannot source, because a figure conjured to fill a column would be worse than an empty one. Nothing becomes a price before Diamond Executive Aero Services has written it against your dates. +357 95 119759, twenty-four hours.
GET A FIRM PRICESeasonal is too mild a word. Mid-August and mid-May are not the same trade separated by a percentage; they are separate markets. Homebound, the shape repeats the outbound one shifted a fortnight, since people leave two weeks after they arrived.
| Period | What happens | What to do |
|---|---|---|
| June to September | The season. Demand bunches on the end-of-fortnight return exactly as it bunches on Friday and Saturday departures out of London, and the Turkish end runs flat out throughout. Ground handling for a departure becomes a thing to arrange rather than to assume. | Four to six weeks for a peak July or August return. Settle the date before the aeroplane – the list of candidates shrinks before the number climbs. |
| May and October | The bracketing months, and comfortably the best value on the calendar. The coast is open, the weather holds, the airport works at a human pace and the choice of aircraft on any given date is wide. | One to two weeks. Any give at all in the dates should be spent here; it is the identical journey for appreciably less money. |
| Weekend peaks in season | Inside the summer the rhythm is weekly, not monthly. The Saturday everyone arrived on and the Saturday two weeks later are the two hardest days of any week on which to find an aeroplane. | Enquire about a Thursday or a Sunday. Travelling a day off the crowd shifts a quotation more reliably than anything else within your control. |
| November to April | The dormant half. The coast is shut for the season and what traffic remains is commercial in character – thin rather than absent. | Short notice is realistic and the sector is easy to put together. Handling at both ends runs to a lighter beat than in summer. |
Seasonality: routes_shortlist.csv, Diamond Executive Aero Services route research, 23 August 2026. Luton movement tally: EBAA 2023.
For a fair number of parties the capital is a stop rather than a finish, and a second leg fixed in the same conversation generally costs less than the identical leg bought alone a week afterwards.
Asked for more than any other continuation off a London week, and the one that turns a summer booking into a winter one without anybody changing telephone numbers.
London to Geneva ›Back to the Mediterranean through a different door, for when the Turkish coast was the opening half of the season rather than all of it.
London to Nice ›West over the Irish Sea, and the short leg most often added when a working day has been wedged into the middle of the London stop.
London to Dublin ›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.