London to Stockholm Bromma is 1,411 km and about 2 h 12 min in the air, leaving from Luton, Farnborough or Biggin Hill, normally on a midsize jet. We publish no starting figure for this pairing in either direction, and the section below sets out why. Give us the dates and the passenger count and a written quotation follows within 30 minutes; the operations desk is staffed at every hour on +357 95 119759.
North-east across the North Sea and Denmark, a little over two hours, and a landing at a city airport rather than at the edge of one. The length puts this in the midsize class, which is the one decision on the page that is not about the road.
REQUEST A QUOTETwo things make this longer than it looks on a map of Europe. The first is the cabin: at 1,411 km and about 2 h 12 the sector sits in the midsize band, and midsize aeroplanes are scarcer and dearer per hour than the light jets that cover the short continental hops from the same London fields. The second is the far end, where the reward arrives. Bromma is Stockholm’s close-in city airport, so the part of the journey that usually eats an hour — getting from the aircraft to where you are actually going — is short. On a trip north that is not a detail; it is most of the reason to fly privately at all.
Three fields to leave from and one to land at, both ends chosen on the same principle: put the aeroplane where the passengers actually are. What differs is that at the London end the principle gives you a choice to make and at the Stockholm end it has already been made for you.
| Airport | Codes | Role | Suits you if |
|---|---|---|---|
| London Luton | LTN / EGGW | departure, measured | The field the 1,411 km and the 2 h 12 on this page are calculated from, and the busiest of the three for business aviation: 26,661 movements in 2023. On a sector that wants a midsize cabin, the choice available at Luton on a given morning is frequently what decides whether your date works. |
| Farnborough | FAB / EGLF | departure, south-west | Takes no scheduled traffic at all, so the ground side of an early start is as short as the London area offers. The natural departure from the Thames Valley, west London and Surrey. |
| London Biggin Hill | BQH / EGKB | departure, south-east | South-east of the city, and the shorter drive from the City, Canary Wharf, south London and Kent. Northbound the three are within a few minutes of each other in the air; on the road they are not. |
| Stockholm Bromma | BMA | arrival | Where the sector ends, and the point every distance on this page is measured to. It sits close in to Stockholm, so you arrive where you are going rather than an hour outside it. Because it is a city field, the arrival hour and the aircraft are worth confirming together rather than one after the other — tell us both when you enquire and we will say plainly what can be held. If the aircraft is to wait for you here, say so at the same time: that single answer moves the quotation more than the cabin choice does. |
Airport codes and coordinates: OurAirports open dataset, retrieved 23 August 2026; distance calculated great-circle. Luton movement count: EBAA 2023 via Private Jet Card Comparisons, 4 June 2024.
1,411 km puts this in the midsize band, and that is a real constraint rather than an upsell. Two hours and twelve minutes in each direction is long enough that a stand-up cabin, a proper galley and a separate lavatory stop being extras and start being the difference between arriving ready to work and arriving stiff. All three types below cross the sector without stopping.
Leaving from London puts the easier half of the availability problem at the front of your trip. The midsize fleet is denser around the London fields than it is in Scandinavia, so an aircraft for the outbound is usually findable; the leg that wants planning is the one home, particularly in the autumn weeks when everything in the class is committed. Book the pair together and we solve them together.
The workhorse of the class and the most frequent answer here. A stand-up cabin, and the size most likely to be genuinely free on the date you asked for rather than the day after it.
See the Citation XLS+ ›For when the party is larger or the luggage is: a full galley, a separate lavatory and the hold volume a two-hour sector with a working group aboard actually needs.
See the Hawker 800XP ›The newest cabin of the three and the one to name when the two hours north are meant to be productive. Worth asking for specifically if quiet and cabin height matter to you.
See the Citation Latitude ›All three types are on our own fleet pages. Heavier cabins can be arranged on this sector as well.
No figure stands at the top of this section, and none stands at the top of the southbound page either. No published price for this city pair has reached us from a source we would be willing to reprint, and on this route a single headline number would have to assume two things that genuinely vary: which midsize cabin you end up on, and whether the aircraft waits at Bromma or is released after the drop. Assume both and the number is wrong for most readers, which is worse than no number at all.
The public reference points are hourly rates for the class, and for midsize jets they sit well above the light-jet figures you may have seen on the shorter European routes out of the same London fields. LunaJets publishes EUR 8,400 to 12,900 per hour for European midsize jets, undated; Eurosky publishes from EUR 4,500 per hour, retrieved 19 February 2026; Paramount Business Jets publishes USD 4,700 to 5,500 per hour, retrieved August 2026. Use them to test a quotation rather than to build one: multiply any of them by 2 h 12 and you have paid for the flying and for nothing else — not the crew day, not the landing and handling at either end, and not the positioning.
Positioning deserves a word, because on this direction it falls differently from the northbound page. Going out, you are starting in one of the densest corners of European business aviation, so a midsize cabin within reach of your London field is the usual case rather than the lucky one. Coming back, you are starting from Scandinavia in whatever week your meeting happens to fall, and that is where an aircraft may have to be fetched. If the trip is a return, tell us both legs at the enquiry stage — it is the single thing most likely to keep a positioning sector off your quotation.
Like the rest of the northern European corridors, this one keeps office hours: busy when both cities are working, quiet when they are not. What separates it from the shorter routes is that in the peak weeks the binding constraint is the availability of a midsize aeroplane rather than of a departure slot. Daylight is the other thing worth planning around northbound, because Stockholm’s winter afternoons end early and its midsummer evenings barely end at all.
| Period | What happens | What to do |
|---|---|---|
| March to June | The first business peak, and the northern European midsize fleet is fully committed on weekdays. That matters here more than the departure hour does. Daylight lengthens quickly, so a late arrival stops feeling late. | Book the class of aircraft early rather than just the date. If your party could fit a smaller cabin at a pinch, say so — it widens what we can offer in a tight week. |
| July and August | The quiet stretch, and August is the emptiest month of the year on this corridor: demand and a good deal of the fleet have gone south to the Mediterranean. | The easiest weeks to arrange this sector at short notice, and the best weeks to ask about a repositioning flight in either direction. |
| September to November | The second peak and usually the denser one. The working year restarts across northern Europe at once and the midsize aircraft are taken first. The afternoons are shortening fast. | Plan rather than improvise, and fix the return leg with the outbound. A recurring trip is worth telling us about as a series — it lets us hold a type instead of hunting for one each month. |
| Late December to February | Quiet: offices close at both ends and the business traffic stops with them. Short northern daylight shapes the day rather than demand does. | Short notice is realistic. Ask for a one-way rather than assuming the aircraft has to wait — over a sector this length, releasing it changes the number noticeably. |
The seasonal shape above is the northern European business travel year as it falls on this pairing. It is not a published seasonal index for the city pair.
Bromma is the end of this sector, and for a fair number of parties the middle of the trip rather than the end of it. Three things worth settling at the same time as the outbound.
Southbound is the same 1,411 km and the same computed 2 h 12, and it is the harder half to arrange, because the midsize fleet is thinner at the Scandinavian end. Its own page has the detail; book it with the outbound.
Stockholm to London ›Held, the aircraft and crew are yours for the day and nothing competes for them. Released, you buy two one-way sectors. Over this distance the gap between the two is wide enough to be worth quoting both ways before you decide.
Ask for both numbers ›Midsize aircraft crossing northern Europe rarely finish where they began. If your dates bend by a day, ask what is already moving before booking a full charter in either direction.
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.