Turin to London Biggin Hill is about 1 hour 32 minutes over 884 km, out of Turin Caselle LIMF – the field with 3,300 m of runway and its own general-aviation terminal. The other Turin airport, Aeritalia, is an aero club strip of 1,074 m and takes no business jets whatever, which matters as much on the way out as on the way in. At the London end Biggin Hill leaves you on the south-eastern rim of the capital rather than the far side of it. We publish no price for this route and say below exactly why. Written quotation inside 30 minutes; +357 95 119759 answers at any hour.
Ninety minutes from the foot of the Italian Alps to the edge of London. Tell us where the day starts – a hotel in Turin and a chalet two hours up the valley are different departures – and we will plan the car and the aircraft as one thing rather than hand you a slot and wish you luck.
REQUEST A QUOTEAn easy sector with one trap in it, and the trap is at the Italian end. Turin has two airports and only one of them can take an aeroplane of this kind. Caselle is roomy, well equipped and unremarkable to operate from; Aeritalia is the field people find first when they search for general aviation near Turin, and it is an aero club strip. Get that right and the rest of the day is simply a matter of when you want to be in London, because Caselle imposes no practical limit on aircraft type and Biggin Hill imposes nothing on you but a short drive.
Turin Caselle (TRN / LIMF) is the international airport, 16 km from the city, with a runway of 3,300 m and a general-aviation terminal of its own. This is where your jet is, and this is where you go.
Turin Aeritalia (LIMA) is a private airfield operated by the Aero Club Torino. Its longest runway is 1,074 m of asphalt and the other two are grass, 750 m and 500 m. It is used for tourist flights, gliding and flight training. It is not a business jet field, and asking for it by name will not get you a shorter drive.
Why say this on a departure page as firmly as on an arrival one? Because outbound is where the mistake costs you the day rather than an argument. An aircraft cannot be repositioned to a field it cannot use, so a party that has arranged its cars to the wrong airport discovers the problem with the bags already loaded and an hour of motorway still to drive. We would rather spend a paragraph on it here.
It is worth adding that on several other European cities the advice runs the other way. At Munich, Oberpfaffenhofen is a genuine business field worth naming. At Frankfurt, Egelsbach is real, though its 1,400 m rules out the bigger aircraft. Turin is the case where the general-aviation field is simply too short and the main airport is the right answer for everybody.
One departure that is not really a decision, and three London arrivals where the decision is entirely about your postcode and nothing to do with the map.
| Field | Code | Role on this route | What decides it |
|---|---|---|---|
| Turin Caselle | TRN / LIMF | Departure | The international airport, 16 km north-north-west of the city, with a single runway of 3,300 m at 301 m elevation and a general-aviation terminal of its own. Every figure on this page is measured from here. With that much pavement there is no practical limit on the type we can bring in to collect you, which is why the aircraft conversation on this route is about the cabin rather than about performance. |
| Turin Aeritalia | – / LIMA | Not an option | An aero club field with 1,074 m of asphalt and two grass strips of 750 m and 500 m, used for tourist flights, gliding and training. Listed here so that you can stop considering it, not so that you can ask for it. |
| London Biggin Hill | BQH / EGKB | Arrival | On the south-eastern rim of the capital, which for anyone heading to the City, Kent or Surrey saves the crossing that the northern and western fields impose. It is the arrival this page is calculated to. |
| Luton and Farnborough | LTN / EGGW, FAB / EGLF | Alternative arrivals | The usual alternates. On a sector of an hour and a half the difference between the three is minutes in the air and can be the better part of an hour by road, so the sensible order is to pick by where you are going and let us tell you what that does to the aircraft options rather than the reverse. |
Runway and elevation figures for Caselle and Aeritalia are as published for those airfields; we confirm acceptance for your specific aircraft and date rather than assume it from a runway length.
Caselle is a gateway to the Alps as much as to the city: it runs scheduled shuttle services to resort towns including Ayas, Gressoney, Champorcher and Briancon, along with other Alpine destinations across the French side. That tells you something useful about the airport – it is used to winter traffic and to passengers whose journey has just finished by road.
What it means for a charter going out is that the ground leg is the part to get right, because on departure day it comes first and it is the only part of the day with no slack in it. An aeroplane can wait an hour; a party stuck behind a changeover-day queue on a mountain road cannot make the hour back. Tell us where you are actually starting from rather than which airport you expect, and we will set the departure against the drive rather than against the clock.
At 884 km nothing about this sector is demanding, and 3,300 m of runway at the departure end imposes no limit at all. The choice is about cabin and luggage – and on a homeward leg out of the Alps the luggage is usually the half that decides it.
Light jet, well matched to a party of four or five with ordinary bags. The most economical answer on this sector and entirely adequate for ninety minutes.
Cessna Citation CJ2 →Light jet with a larger hold – the usual answer once skis and boot bags are in the picture, which on a departure from Turin in February they generally are.
Embraer Phenom 300 →Midsize cabin with stand-up height, for a larger group or for a day that is long at both ends. Worth naming when the party has grown since the outbound leg.
Cessna Citation XLS+ →Cabin dimensions and range for each type are on the aircraft pages.
We do not publish a price for this route, and we are not going to invent one for the sake of having a number on the page. A charter price is set by the aircraft, where it starts its day, whether it waits for you or returns empty, and the fees at both airports – and in the ski season the first of those moves a great deal, because a Saturday in January is not a Tuesday in May.
On the outbound half of an Alpine week that variability is if anything sharper. The aeroplane that comes to collect you has to get to Caselle on a day when a great many others want the same thing, and what it does after London decides as much of the figure as the ninety minutes you spend aboard.
Send the dates and the number of passengers and you will have real options with real numbers, normally within 30 minutes. The operations desk is on duty 24 hours a day. If your dates have a day of movement in them, say so – on this corridor a Wednesday and a Saturday are different requests, not different prices for the same request.
The Alpine year is a switch rather than a curve, and the pattern below is the one we publish across all our Alpine routes. Caselle itself is not a constrained airport – with 3,300 m and a general-aviation terminal it copes – but the aircraft, the crews and the roads around it are all working to the same calendar.
| Period | What happens | What to do |
|---|---|---|
| Saturdays, December to March | The changeover day. Departures across the region compress into the same few hours, and the mountain roads compress with them | Four to six weeks if the date is fixed. If it is not, move it: a Sunday or a Wednesday is the same journey with far less standing about |
| Christmas, New Year and the February school holidays | The peak inside the peak, with capacity committed a long way ahead and no slack anywhere in the system | Six to eight weeks, and take an early departure rather than a convenient one |
| The rest of the winter season | Busy but workable. Weather decides more than the calendar does at the Alpine end | One to two weeks. Give us the hour you need to be in London and we will build the day backwards from it, car included |
| April to November | The quiet two-thirds of the year, with a modest summer peak and a great deal of genuinely empty calendar around it | A week is plenty and short notice is easy. This is also when to ask what is repositioning towards London anyway |
The Alpine seasonal pattern is the one we publish across our mountain routes on this site; congestion around Turin in the ski season is described qualitatively from operating experience rather than from published movement data.
Biggin Hill is a working business-aviation field rather than a terminus, and a good many parties who land there leave from it again within the week. Three of the sectors we publish from it, for when this flight is the middle of the trip rather than the end.
Back towards the Alps from the south-eastern side of London, without the crossing to Luton. Published separately and easy to plan alongside this leg.
Biggin Hill to Geneva →The Savoie field at the foot of Lac du Bourget, and the shortest drive to the Tarentaise resorts. A route we publish in its own right.
Biggin Hill to Chambery →South to the Riviera when the mountains were act one and the coast is act two. Short, published, and quoted as part of the same itinerary.
Biggin Hill to Nice →Everything we publish from this field is listed on the London Biggin Hill airport page.
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.