Ibiza to London is 1,452 km and about 2 h 15 in the air, normally a midsize jet. The flying is the straightforward half. Getting off the island is the half worth planning: a departure slot on a single shared runway, an exit from the Schengen area because the United Kingdom is no longer inside it, an hour that is usually late in the evening, and an aircraft that in August is rarely already standing on the apron. Indicative floor €9 500 for the whole aircraft, one way, and the arithmetic behind that figure is set out further down. Operations desk +357 95 119759, any hour.
This is the leg home at the end of the stay, and it behaves nothing like the flight that brought you out. Departure hour, border, luggage and the whereabouts of the aircraft all sit on the Ibiza side; the only decision left at the London end is which of the three fields to land at. Whole aircraft, single seats and empty legs, arranged around the clock.
REQUEST A QUOTEIbiza recorded 14,383 business-aviation movements in 2023 and London Luton 26,661, so on the year Luton is 1.85 times the busier field. Spread those totals over the months they actually happen in and the comparison inverts. Luton works twelve months: 26,661 ÷ 12 is about 2,222 movements a month. Ibiza does essentially four: 14,383 ÷ 4 is about 3,596 a month, or 1.6 times Luton's monthly rate, on one runway shared with very heavy holiday airline traffic. That is the whole story of this page. In the season you are not competing for an aeroplane, you are competing for a slot and a parking stand, and both are decided at the Ibiza end.
One runway, one business-aviation apron, and a summer timetable built around holiday airlines. Private traffic is handled separately from the terminal, but separate handling does not mean a separate runway or a separate stand.
| On the day | What it means for a departure |
|---|---|
| The slot | Your departure time is a slot on a runway shared with everyone else flying that evening. In July and August a late booking is offered an hour rather than asked for one, and the hour offered can be forty minutes either side of what you wanted. Give us the earliest and latest you can live with and we work inside that band instead of naming a single time we may not get. |
| The stand | Apron parking is finite and in the peak weeks it is full. An aircraft that has been waiting for you may be parked remotely, which adds a few minutes at the start rather than at the end. If the aircraft has been positioned in for you, it arrives, turns round and leaves, and the stand is only briefly a problem. |
| The manifest | Full passport details for every passenger are needed ahead of the flight, not a headcount. This is a departure to a country outside the European Union, so the paperwork is submitted before push-back rather than sorted out on arrival. Adding a passenger in the last hour is a real change, not a small one. |
| Catering and fuel | Both are ordered during the day for an evening departure. A dinner loaded at eleven at night on an island in August is a request, not a given. Tell the advisor what you want aboard when you book the flight and it is arranged then. |
| Getting there | The airport sits about seven kilometres from Ibiza Town, which is a short drive on a normal day and a considerably longer one on a peak Sunday. The private terminal removes the queue inside the building; it does not remove the traffic outside it. |
Airport coordinates and codes: OurAirports open dataset, retrieved 23 August 2026. Movement counts: EBAA 2023 via Private Jet Card Comparisons, 4 June 2024.
A flight into Ibiza from London is an arrival into the European Union. A flight out of Ibiza to London is a departure from it, and the checks that matter sit before the aircraft door rather than after it.
Spain is inside the Schengen area and the United Kingdom is outside it. For a passenger travelling on a non-EU passport, the stamp taken on leaving Ibiza is what closes the ninety-days-in-any-one-hundred-and-eighty count for that stay. Anyone who has been moving around Europe for weeks should know where they stand before the evening of departure, because the exit desk is where the count is settled.
An arrival from outside the Common Travel Area is reported to UK Border Force in advance by the operator. That report is built from the passenger details you give us, which is why we ask for documents rather than names, and why a late substitution has to be told to us and not simply brought to the aircraft.
Goods purchased in Spain by a visitor from outside the European Union can qualify for a refund of Spanish value added tax, and that refund is validated at the airport before departure. Once the aircraft is airborne the opportunity has gone. Tell the handling agent on arrival at the terminal if you have receipts to process and allow a few minutes for it.
You arrive in the United Kingdom from outside its customs territory, so United Kingdom allowances apply rather than the free movement of goods you had within the European Union. Wine brought back from the island, watches, art and anything of real value are declarable on the British side. A private terminal is a quieter place to declare something; it is not a place where declarations stop being required.
If an animal is travelling, say so before the booking rather than after it. The United Kingdom applies its own entry rules to pets and not every field and not every operator can take them. It is a question we would rather answer a week early than an hour late.
Almost nobody leaves Ibiza in the morning. The stay ends, the last afternoon is spent where it should be spent, and the flight is an evening or night one. That single fact shapes the crew, the aircraft and the landing field.
| Push-back from Ibiza | On the ground in London | What to expect |
|---|---|---|
| 18:00 | 19:15 | The easy one. Every London field is open, the crew that brought the aircraft in is still inside its duty day, and this is the cheapest version of the same flight. |
| 20:00 | 21:15 | Still comfortable, and the commonest request. Worth booking with the outbound leg in the peak weeks because it is also the commonest request of everyone else on the island. |
| 22:00 | 23:15 | Landing field starts to matter. Luton is the round-the-clock answer; for the other two the agreed hours have to be checked against your date before we offer them. |
| After midnight | 01:15 and later | Arrangeable, and regularly arranged, but it is a different flight commercially: a crew whose duty day is built around a night departure, and a landing field chosen for its hours rather than its address. |
Spain keeps summer time one hour ahead of the United Kingdom, so a 2 h 15 flight lands only about an hour and a quarter later by the clock on the wall. That is why a 22:00 departure is a 23:15 arrival and not a small-hours one.
The limit that surprises people is not the aeroplane, it is the crew. Flight duty is counted from the time the crew reports, and a crew that reported early in the morning to fly somebody else will not always be legal to push back from Ibiza late that night. The regulation decides this, not the operator's willingness. The answer is either a crew that starts its day late, which means the aircraft cannot take a morning job elsewhere, or a second crew positioned in. Both are real costs, and both are reasons we ask for your intended departure hour at the start of a conversation rather than at the end of it.
This is the asymmetry that matters most, and it does not appear anywhere on the inbound version of this route. A London departure draws on the deepest pool of business aircraft in the United Kingdom. An Ibiza departure in August draws on an island where operators deliberately do not leave aircraft standing, because the stand is worth more than the convenience.
| The aircraft starts at | Distance to Ibiza | Positioning time | What that does to your evening |
|---|---|---|---|
| Ibiza itself | on stand | none | The best case and the cheapest. Most likely in May, June, September and October, and most likely of all when we hold the aircraft between your two legs because you booked them together. |
| Palma de Mallorca | 140 km | about 35 min | The nearest genuine pool of aircraft and the first place we look. A short hop across, and the departure hour moves by well under an hour. See Ibiza to Palma de Mallorca. |
| Barcelona | 276 km | about 46 min | The mainland pool and the commonest source in high season, with a far wider choice of cabin sizes. See Ibiza to Barcelona. |
| Madrid | 460 km | about 1 h 00 | Where we go when the near fields are empty or the party needs a particular cabin. A full hour of positioning shows up in both the earliest departure time and the price. See Ibiza to Madrid. |
| London | 1,452 km | about 2 h 15 | Only sensible when the same aircraft flew you out and waited, or when an empty leg is already heading north. Positioning a jet down from England purely to collect you is a last resort and we will say so rather than quote it quietly. |
Positioning distances and times are the figures this company publishes for those sectors on its own route pages. They are great-circle distances and model times on the same basis as the headline figure at the top of this page.
Two practical consequences. First, positioning sets your earliest possible departure: an aircraft that cannot leave Barcelona before 19:00 is not pushing back from Ibiza at 19:30. Second, it sets the floor you will actually be quoted, and the next section shows that in numbers rather than adjectives.
From €9 500 for the whole aircraft, one way. That is the same floor this company publishes for the sector in the other direction, because the floor is a property of the sector and not of the heading on the page. What differs going north is how often the floor is genuinely available, and the working below shows why.
Brokers publishing a quoted range for this pair put it at 9,500 to 11,500 EUR (retrieved 19.02.2026). We take the bottom of the published range and do not round it up. Divide it by the sector: €9 500 ÷ 2.25 hours = €4 222 per flight hour. Multiply back and 4 222 × 2.25 = 9 499.5, which is the €9 500 you started with. Every other figure on this page uses that same €4 222.
If no suitable aircraft is on the island, the empty leg that brings one in is chargeable time. Applying €4 222 an hour to the positioning times in the table above:
| Aircraft positioned from | Positioning time | Added at €4 222 per hour | Indicative total, one way |
|---|---|---|---|
| Already on the island | none | €0 | €9 500 |
| Palma de Mallorca | 35 min | 4 222 × 35 ÷ 60 = €2 463 | €11 963 |
| Barcelona | 46 min | 4 222 × 46 ÷ 60 = €3 237 | €12 737 |
| Madrid | 60 min | 4 222 × 60 ÷ 60 = €4 222 | €13 722 |
Two qualifications. An operator whose aircraft was leaving anyway often charges less than the full hourly rate for the positioning leg, or nothing at all, so the right-hand column is a ceiling on that component rather than a forecast. And even the worst case, €13 722 with a jet brought from Madrid, still sits below the midsize figures brokers publish for the pair, which run 17,600 to 20,500 EUR.
Third-party estimates for this pair, restated so they can be compared. The per-hour column divides each figure by the 2.25-hour sector, the per-seat column by the seats quoted with it.
| Aircraft and seats | Published one-way figure | Per flight hour | Per seat if full | Source |
|---|---|---|---|---|
| Phenom 300, 6 | approx. 10,500 EUR | €4 667 | €1 750 | Broker published estimate, retrieved 23.08.2026 |
| Citation Mustang, 4 | approx. 12,000 EUR | €5 333 | €3 000 | Broker published estimate, undated, retrieved 23.08.2026 |
| Learjet 75, 8 | approx. 17,600 EUR | €7 822 | €2 200 | Broker published estimate, undated, retrieved 23.08.2026 |
| Citation Sovereign, 9 | approx. 20,500 EUR | €9 111 | €2 278 | Broker published estimate, undated, retrieved 23.08.2026 |
| Legacy 600, 13 | approx. 28,300 EUR | €12 578 | €2 177 | Broker published estimate, retrieved 23.08.2026 |
| Airbus ACJ, 30 | approx. 79,500 EUR | €35 333 | €2 650 | Broker published estimate, retrieved 23.08.2026 |
| Quoted range, aircraft not specified | 9,500 – 11,500 EUR | €4 222 – €5 111 | not stated | brokers, 19.02.2026 |
| By class: light / midsize / heavy | 14,000 / 20,600 / 30,900 USD | 6,222 / 9,156 / 13,733 USD | not stated | JetFinder, 2026 |
The per-seat column repays a second look if the party going home is a large one. The four-seat Mustang at €3 000 a head is the dearest way to travel on this list; the thirteen-seat Legacy 600, three times the headline price, works out at €2 177 a head. On this sector the bigger cabin is cheaper per person, and it is also the one that swallows the luggage.
Brokers publish discounts of 50 to 75 per cent on repositioning flights. Against the €9 500 floor that is a band of €4 750 down to €2 375. Northbound out of the Balearics is one of the more productive corridors in Europe for these, especially in late September and October when aircraft that worked the island season go home. The trade is that the date, and roughly the hour, belong to somebody else. Current empty legs.
On flights we open for sharing, the cost of the aircraft is divided among the passengers instead of being carried by one party. Divide the €9 500 floor across eight seats and the arithmetic is €1 187.50 a seat before fees, if every seat sells. That is the mechanism, not a published fare. More about jet sharing.
Traffic to and from Ibiza is not symmetrical inside the week. Parties arrive at the start of a stay and leave at the end of it, so the inbound pressure sits on Thursday, Friday and Saturday, and the outbound pressure sits on Sunday evening and Monday morning. A page about flying to the island worries about Friday. This one worries about Sunday night.
| Period | What the departure side looks like | How much notice |
|---|---|---|
| May and October | The shoulder months and much the best value going north. Aircraft are moving out of the Mediterranean anyway, so the corridor towards northern Europe carries repositioning flights that can be sold cheaply. | A week or two is enough, and this is the window where empty legs are genuinely worth waiting for. |
| June and September | Full season without the worst of the congestion. EUROCONTROL's work on European business flying identifies June and September as the true peaks of the year with a dip between them, and that pattern holds on departures as well as arrivals. | Two to three weeks for a Sunday evening. A weekday departure in these months is usually available at far shorter notice. |
| July and August | The apron and the runway slot decide everything. Operators drop their passengers and leave rather than hold a stand, which is exactly why the aircraft for your departure often has to be flown in. | Four to six weeks for a Sunday night, and book the departure at the same time as the arrival rather than afterwards. Booking both legs together is also the surest way to keep the same aircraft on the island between them. |
| November to April | The island is quiet and slots are not a problem at all. The catch is the opposite one: with almost nothing based nearby, an aircraft usually has to be positioned in from the mainland, so the positioning component of the price is the normal case rather than the exception. | Days rather than weeks. Ask about repositioning legs, which are at their cheapest in these months. |
Seasonality classification: routes_shortlist.csv, Diamond Executive Aero Services route research, 23 August 2026. Peak months: EUROCONTROL, "Getting to the Point: Business Aviation in Europe", Trends in Air Traffic vol. 1.
One thing to count before you book, not after: the bags. Parties come home from the island with more than they took out, and the hold runs out before the seats do. A Citation XLS+ offers 2.55 cubic metres, a Citation Latitude 3.60 – about 41 per cent more space for the same eight people. Tell the advisor the luggage for the way home rather than the way out, because it is the number that chooses the aircraft.
At 1,452 km this is midsize work with a full cabin. A light jet is legal and comfortable with four or five people travelling light; with eight and a fortnight of luggage the hold gives out long before the range does.
Seven to eight seats, a stand-up cabin and 2.55 cubic metres of hold. The default proposal on this sector and the right answer when the party is six to eight and the luggage is what it was on the way out.
See the Cessna Citation XLS+ ›Six to eight seats with a full galley and a separate lavatory. On a late departure the galley stops being a detail: dinner aboard at ten at night is the difference between an evening and a wait. Range of 5,463 km leaves the aircraft nowhere near its limits on this leg.
See the Hawker 800XP ›Six to eight seats, a notably wide cabin and 3.60 cubic metres of hold, the largest on this page. This is the aircraft for the return leg specifically: it is the one that takes everything the island sent home with you without a conversation on the apron.
See the Cessna Citation Latitude ›All three are on our partner operators' aircraft pages. For larger parties we arrange heavy cabins on this sector as well – Legacy 650 and Challenger 605 – and the per-seat arithmetic above is the reason to ask about them.
On the inbound flight the choice of London field is about your morning. Coming the other way it is about two things: where you are going to bed, and what time you land. Those can point at different fields, and the later the departure from Ibiza the more the second one wins.
| Field | Codes | Sector from Ibiza | On arrival it suits you if |
|---|---|---|---|
| London Luton | LTN / EGGW | 1,452 km | You are landing late, or you want the widest choice of aircraft to begin with. It is the busiest business-aviation field in the country, it operates around the clock, and on a night arrival that is worth more than a shorter drive. North of London and straightforward for the M1 and the north-west. Flying from London Luton. |
| Farnborough | FAB / EGLF | 1,389 km | You are going to Surrey, Hampshire or west London. No scheduled traffic at all, so the ground time after landing is the shortest of the three, and the sector is 63 km shorter than to Luton – roughly five minutes in the air. It works to agreed operating hours rather than around the clock, so for a late arrival we confirm the cut-off for your date before offering it. Flying from Farnborough. |
| London Biggin Hill | BQH / EGKB | 1,389 km | You are heading for south or south-east London, Kent, or the City. Same sector length as Farnborough and the same caveat: it operates to agreed hours, and on a night landing that is the first thing to check rather than the last. Flying from London Biggin Hill. |
The published hour limits at Farnborough and Biggin Hill are set by agreement and are tighter at weekends than on weekdays. We check the limit that applies to your actual date and tell you which fields are open to you before you choose, rather than discovering it on the evening. If the departure from Ibiza slips, Luton is the field that does not care.
For a good number of parties the island is the middle of a summer rather than the end of one, and the second leg is easier to arrange at the same time as this one.
The same sector in the other direction, written from the London end: the outbound is about the arrival slot on the island rather than the departure one. Booking both legs as one trip is what keeps an aircraft available to you on the island in the peak weeks.
London to Ibiza ›When the summer continues somewhere other than England. A short sector from London and the usual second half of a Mediterranean fortnight that started in the Balearics.
London to Nice ›The other island season, running on a slightly later calendar than Ibiza does. A common onward leg in August and September for parties that are not finished with the Mediterranean.
London to Mykonos ›When the trip home is a connection rather than a destination. Worth mentioning at the time of booking, because it changes which London field we should be landing you at.
London to Dubai ›Tell us the date, the hour you would like to leave the island and how many of you are travelling. 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: partner operators' aircraft, current empty legs, jet sharing.