London to Dublin is 433 km, about 58 minutes in the air, normally on a light jet, from whichever of Luton, Farnborough and Biggin Hill is nearest to you. On a sector this short the aeroplane is the least interesting part of the arrangement: your drive to the airport will very likely take longer than the flight, which is why the London field is chosen by your postcode and not by the map. We publish no starting figure for this pairing in either direction, and the reasons are set out below. Send the dates and the passenger count and a written quotation follows within 30 minutes; the operations desk answers at any hour on +357 95 119759.
Under an hour west across the Irish Sea. Three fields to leave London from, one to land at, and the same clock at both ends — which is what makes a day in Dublin and an evening at home a straightforward shape rather than an ambitious one.
REQUEST A QUOTEFlying out of London is different from flying into it, and on a 58-minute sector the difference is most of the trip. Arriving, London hands you a choice between three good fields and a road journey at the end of the day. Departing, that same choice sits at the beginning, when it is worth much more: the field you leave from decides how much of your morning the journey consumes, and an hour in traffic on the wrong side of the city costs you more than the flight. Nothing here is decided by range, weather or aircraft performance. It is decided by an address and a clock.
Three at the London end and one at the Dublin end. Because the flight is under an hour, the three London fields are not interchangeable in the way they would be on a long sector: the difference between them is measured in road time before you take off, and it can be larger than everything that happens afterwards.
| Field | Codes | Role on this route | What decides it |
|---|---|---|---|
| London Luton | LTN / EGGW | The usual departure | Around fifty kilometres north of central London, open at every hour and with the deepest business-aviation handling of the three. The right field if you are north or west of the city, if the day starts very early, or if you want the widest choice of aircraft on a date that is not far off. |
| Farnborough | FAB / EGLF | Shortest ground time | South-west of London and business aviation only, with no scheduled traffic to queue behind, so the walk from car to aircraft is as short as this gets. Operating hours are restricted and movements are capped, so a very early departure has to be checked rather than assumed. The natural field for Surrey, Hampshire and the Thames Valley. |
| London Biggin Hill | BQH / EGKB | The City and the south-east | The shortest road journey for the City, Canary Wharf, Kent and south London, and helicopter-connected to the centre. Operating hours are limited here as well, which rarely troubles a working-day departure and occasionally troubles a dawn one. |
| Dublin | DUB | Arrival | One airport for the whole city, and a busy one carrying a great deal of traffic that has nothing to do with you. Private arrivals are handled away from the scheduled terminals, so the formalities happen beside the aircraft. It is close enough to the centre that the transfer is a short one at any hour of a working day. |
Airport codes and coordinates: OurAirports open dataset, retrieved 23 August 2026. Distance calculated great-circle. Operating-hour and movement restrictions at Farnborough and Biggin Hill are published aerodrome conditions and change from time to time; we confirm the field against your actual departure time.
433 km asks nothing of any business jet, so nothing on this page is settled by range. What settles it is the size of the party, what you are carrying and which aeroplane is genuinely free on your date — and on this direction that last question is usually the easiest of the three to answer, because London carries one of the largest concentrations of business aircraft in Europe.
The answer when there is a team of you rather than two or three. Enough cabin for a group travelling together and quick to turn round at Dublin if the aeroplane has somewhere else to be afterwards.
See the Embraer Phenom 300 ›Frequently the sensible choice westbound. Under an hour in the air, the smaller cabin costs you very little, and a smaller aeroplane on a short sector is where the arithmetic of this route is at its best.
See the Cessna Citation CJ2 ›The practical option when there is equipment, samples or real luggage as well as people. Say what is travelling at the same time as how many are travelling: on a short route the hold decides the aeroplane more often than the seats do.
See the Cessna Citation Bravo ›All three types are on our own fleet pages. Midsize and heavier cabins fly this sector perfectly well and cost more; say so if the priority is the cabin rather than the number and we will quote both.
We publish no starting figure for this pairing, in either direction, and the reason is arithmetic rather than reticence. A price built from the distance would describe the least significant part of the trip. What you are buying on a 58-minute sector is an aeroplane and a crew for a slot of your choosing, ground handling at two airports, and the wait while you are in Dublin — none of which shrinks because the flying is short.
The published reference points are hourly rates for the aircraft class. LunaJets publishes EUR 4,600 to 7,300 per hour for European light jets, undated; Eurosky publishes from EUR 2,900 per hour, retrieved 19 February 2026; Paramount Business Jets publishes USD 3,750 to 4,200 per hour, retrieved August 2026. They are worth having when you are checking a quotation and useless for building one, and here they mislead in a specific way: multiply any of them by 58 minutes and you get a number below what any operator could fly the sector for, because the fixed items do not scale with the clock.
Where this direction differs from the return is in positioning, and the difference is in your favour. London has one of the deepest pools of business aircraft in Europe — Luton alone recorded 26,661 business-aviation movements in 2023 — so an aeroplane that starts its day in the London area is the normal case rather than the lucky one. Westbound, the positioning flight that so often inflates a short-sector quotation is frequently absent. The question that replaces it is what the aircraft does once it has put you down in Dublin: waiting keeps it and its crew yours all day, releasing it turns the trip into two separate one-ways. Which is cheaper depends entirely on how long you are on the ground, so ask us to price both and choose with the two figures side by side.
This is a working corridor on a working calendar. It fills when both cities are at their desks and it empties when they are not, so the weeks that are impossible on the Mediterranean routes are the comfortable weeks here. Westbound, the contested item is the early departure slot rather than the aeroplane.
| Period | What happens | What to do |
|---|---|---|
| March to June | The first business peak of the year. Both ends are working and the pressure sits on the early departures, because a 58-minute flight only buys you a Dublin day if you leave early enough to have one. | Book the hour rather than the date, and check it against the field: an 06:30 departure is uncomplicated from Luton and needs confirming at the other two. Give us the time you must be in Dublin and we will build the morning backwards from it. |
| July and August | The corridor thins and August is its quietest month. European demand and a good deal of the fleet have gone south to the Mediterranean. | The easiest weeks of the year to arrange this sector at short notice, and the best weeks to ask about a repositioning flight rather than a full charter. |
| September to November | The second business peak and usually the denser of the two. Both ends restart simultaneously and the morning aircraft go first. | Plan these weeks instead of improvising them. If you fly this route to a pattern, tell us the pattern and we will hold against it rather than quote each leg cold. |
| Late December | Quiet on both sides of the Irish Sea. The offices close and the business traffic stops with them. | Short notice is realistic. Ask for a one-way rather than assuming the aeroplane should wait for you — in these weeks it usually has somewhere else to be. |
One airport, no field to choose and no clock change. The two things worth arranging in advance are the paperwork and what the aeroplane does while you are in the city.
Ireland is inside the European Union and outside the Schengen area; the United Kingdom is outside both. So this is an international arrival with formalities, handled beside the aircraft rather than in a public hall. Send the passenger names early — that is the part of the process that rewards notice.
Send the details ›If you are back the same evening, the aeroplane can hold at Dublin or be released and return for you. One keeps the crew yours all day, the other makes two one-ways of the trip. We will price both rather than assume.
Dublin to London ›A short, dense corridor where aeroplanes rarely finish the day where they began it. If your date can bend, this is the first place to look for a saving.
Current empty legs ›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.