EGGW to BIKF 1,005 nm NW 325 degrees true
Private JetCharter Londonto Reykjavik
1,005 nautical miles direct. About 2h 53m nonstop in a very light jet. Operators bid on this leg without knowing who is flying it.
The leg
London to Reykjavik
London to Reykjavik is 1,005 nautical miles direct, tracking NW out of EGGW. Plan on about 2h 53m block to block in a very light jet and adjust from there.
At this length the aircraft reaches a settled cruise and the class differences start to show up on the clock, though not dramatically. The bigger separation is cabin comfort and baggage volume. The clock change is no clock change in winter and 1 hour behind in summer, because the two cities shift their daylight saving rules on different dates.
Nonstop capability starts at the very light jet class on this route, with the Honda Aircraft HondaJet Elite II the smallest airframe we would put on it without a stop. A further 2 aircraft can do it nonstop on a good day, and those are the quotes worth reading carefully. A marginal leg becomes a fuel stop the moment the winds turn, the cabin fills, or the departure field is hot and high.
Book range figures assume long range cruise, standard reserves and a stated payload. Load the cabin, add bags, put the departure field at elevation on a hot afternoon, and the real number comes down. We treat anything above roughly 80 percent of book range as a leg that needs the operator to confirm against the specific tail number rather than the brochure.
Aircraft
What flies this leg, and how fast
Block time and nonstop capability across the classes for 1,005 nautical miles. Times are planning estimates in still air.
| Aircraft | Class | Seats | Block time | Book range | This leg |
|---|---|---|---|---|---|
| Cessna Citation M2 Gen2 | Very Light Jet | 6 | 2h 53m | 1,550 nm | Nonstop |
| Embraer Phenom 300E | Light Jet | 8 | 2h 34m | 2,010 nm | Nonstop |
| Cessna Citation XLS+ | Midsize Jet | 9 | 2h 41m | 2,100 nm | Nonstop |
| Bombardier Challenger 350 | Super Midsize Jet | 9 | 2h 32m | 3,200 nm | Nonstop |
| Gulfstream G450 | Heavy Jet | 13 | 2h 30m | 4,350 nm | Nonstop |
| Gulfstream G650ER | Ultra Long Range Jet | 14 | 2h 27m | 7,500 nm | Nonstop |
Airports
Which runway you actually use
Departing London. Most charter traffic uses London Luton (EGGW / LTN). The credible alternates are Farnborough (FAB), London Biggin Hill (BQH), London City (LCY) and Heathrow (LHR). Which one you leave from is worth deciding on ground time rather than on the map, because twenty minutes of extra driving often buys a cheaper ramp and a faster departure.
London City requires a 5.5 degree steep approach certification for both the aircraft and the crew. Farnborough and Biggin Hill both operate movement caps and defined hours.
Arriving Reykjavik. Most charter traffic uses Keflavik (BIKF / KEF). The credible alternates are Reykjavik (RKV). Pick the one closest to where you are actually going. The airport with the famous name is frequently the wrong answer.
Keflavik is the standard North Atlantic technical stop for aircraft that cannot make the crossing nonstop.
Confirm slot availability, customs hours and overnight parking at both ends before you commit to a departure time. Those three items cause more schedule changes than weather does.
| Airport | ICAO | IATA | Metro | End | Role |
|---|---|---|---|---|---|
| London Luton | EGGW | LTN | London | Departure | Preferred |
| Farnborough | EGLF | FAB | London | Departure | Alternate |
| London Biggin Hill | EGKB | BQH | London | Departure | Alternate |
| London City | EGLC | LCY | London | Departure | Alternate |
| Heathrow | EGLL | LHR | London | Departure | Customs |
| Keflavik | BIKF | KEF | Reykjavik | Arrival | Preferred |
| Reykjavik | BIRK | RKV | Reykjavik | Arrival | Alternate |
Cost
What moves the number
The honest answer to what this costs is that it depends, so here is precisely what it depends on.
- Positioning. Where the aircraft sits when you call. If it is already on your departure ramp you pay for your legs only. If it has to fly in empty and fly home afterwards, someone pays for that, and it is you.
- Daily minimum. Most operators bill a minimum number of flight hours per day the aircraft is away. A short leg with a three night stay can price higher than a long leg that returns the same day.
- Crew duty. A crew has a legal duty limit. Cross enough time zones or depart late enough and the trip needs a second crew or an overnight, and both cost money.
- Ramp and handling. Landing fees, ramp fees, overnight parking and the FBO handling charge vary enormously between fields in the same metro.
- Peak days. Operators apply surcharges around the predictable weekends. Thanksgiving Sunday, the Super Bowl, Art Basel, the Fourth of July and the ski season change of week all price differently.
- De-icing. Winter departures from northern fields add de-icing, which is charged by volume of fluid and can be a serious number on a large aircraft.
- International handling. Customs, immigration, overflight permits, landing permits and a local handling agent. On some routings the permits need days of lead time.
Our fee sits on top of the operator price as its own line, visible, so you can see both halves. Send the trip and the operators bid against each other on all of the above at once.
Timing
Season, weather and the clock
The great circle track reaches 64 degrees of latitude, which is further north than the map projection suggests. That routing brings North Atlantic track structure and oceanic clearance requirements into the flight plan.
Questions
LTN to KEF
How long is a private jet flight from London to Reykjavik?
The great circle distance is 1,005 nautical miles, which is about 1,862 km. A very light jet covers it nonstop in roughly 2h 53m block to block. A heavy jet flies the distance in about 2h 30m, and a light jet in about 2h 34m if it can make it without stopping. These are planning estimates in still air and exclude winds and air traffic routing.
Can a light jet fly London to Reykjavik nonstop?
Yes. A Embraer Phenom 300E covers this leg nonstop with comfortable margin, using about 51 percent of its published range. That is inside the band where a full cabin and average winds will not force a stop.
Which airport should I use in Reykjavik?
Keflavik (BIKF) handles most charter traffic. The alternates are Reykjavik (RKV). Choose on ground time to your final address rather than on the name you recognise. Keflavik is the standard North Atlantic technical stop for aircraft that cannot make the crossing nonstop.
Do I clear customs on a private flight from London to Reykjavik?
Yes. Crossing a border on a private aircraft still means customs and immigration at both ends, but it happens at the private terminal rather than in a terminal queue, and it is usually a matter of minutes. The operator files the passenger manifest in advance, so passport details are needed before departure rather than at the airport. Some routings also need landing or overflight permits with days of lead time, which is worth raising early.
What does a private jet from London to Reykjavik cost?
We do not publish a figure, because a fixed number for this route would be invented. The dominant variable is where the aircraft is parked when you call, not the aircraft type. Positioning legs, daily minimums, crew duty, ramp fees, peak day surcharges and taxes all move the total. Send the trip through the quote form and certificated operators bid against each other on it, sealed, without knowing who you are.
Are empty legs available on this route?
Sometimes. An empty leg exists when an operator has to reposition an aircraft along this track anyway, so the timing is theirs and not yours. They appear and vanish with little notice and get cancelled when the paying trip behind them changes. Flag empty legs on the quote form and we will include any that fit your window, but do not build a fixed commitment around one.
Nearby
Related routes
More from London
More into Reykjavik
Photography on this site is representative. It does not depict a specific aircraft, operator or tail number offered for charter.