Empty leg flights UK

An empty leg is a private jet sector that is already scheduled to fly without passengers. The aircraft is returning to its home base, moving to collect its next client, or repositioning between operator bases, and the fuel, crew and handling on that sector are paid for either way. Rather than fly it empty, the operator releases it at a discount, typically 25 to 75 per cent below the price of the same aircraft booked as a standard one-way charter. "Empty Leg UK" works these sectors full time: our office sits on Percival Way at London Luton Airport, alongside the handling agents that generate more repositioning movements than any other point in the country.

 

The list below shows the sectors currently released to us. It changes through the day as operators confirm new bookings and as flights are taken. Every price is for the whole aircraft, not for a seat, so a light jet at 2,600 GBP carries six people for the same money as one. If nothing on the list matches your plan, tell us the route and the window you can travel in, and we will contact you the moment a matching sector appears, including sectors from operator bases that are never published publicly.

 

• • Whole aircraft
  • not a shared seat
• • 25 to 75%
  • below standard charter
• • Live list
  • updated through the day
• • Route alerts
  • we call you when it appears
• • AOC operators
  • CAA and EASA certified only
• • Based at Luton
  • the busiest UK private jet field

 

Read the list from left to right: the date is fixed by the operator's own schedule, the departure and arrival airports are fixed with it, and the aircraft is the one already assigned to that movement. Those three things are what you cannot change on an empty leg. Everything else, catering, ground transport, pets, extra baggage, works exactly as it does on a full price charter.

 

 

What is an empty leg flight

Business aviation is point to point and booked on demand, which means aircraft rarely finish a job where the next one starts. Industry estimates put the share of business jet movements flown without passengers at around 40 per cent. Those sectors exist for three reasons.

 

• The return after a one-way charter. A client flies Luton to Geneva and stays for a week. The aircraft cannot wait on the ramp, so it flies home empty. That return sector is the classic empty leg.
• The positioning flight before a charter. The next booking starts in Nice, but the aircraft is parked in Farnborough. It has to fly to Nice with nobody on board to begin the job it was hired for.
• A base transfer. Operators move aircraft between bases for maintenance, crew rotation or seasonal demand, independently of any single booking. Alpine and Mediterranean seasons drive a lot of this movement.

 

In all three cases the aircraft, the crew, the maintenance standard and the cabin are identical to what a full price client gets. Nothing is downgraded. The only real differences are the fixed schedule and the fact that the sector can be pulled if the original charter that created it moves or cancels.

 

 

 

Why the price drops, and by how much

An operator selling a repositioning sector is not selling a flight, it is recovering cost on a flight already committed. Anything above the marginal cost of carrying passengers is money that would otherwise be lost, which is why the discount can look implausible next to a normal quote. It is real, but it is not fixed, and it moves with four things.

 

• How close the departure is. The discount deepens sharply inside the last 24 to 72 hours, because after that the seat has no value at all. Two weeks out, the same sector may be priced close to a normal one-way charter.
• How badly the operator needs the sector filled. A short hop that was going to be flown regardless attracts less pressure than a long transatlantic positioning leg with a large fuel bill attached.
• The aircraft class. A very light jet costs a fraction of what a heavy jet costs to run, and the empty leg price follows that difference even when the route is identical.
• Season and direction. In February a jet flying into Geneva is full and the one flying out is empty. In July that reverses on the Mediterranean routes. Discounts are always deeper on the quiet side of a busy corridor.

 

One useful warning about how the market really prices these sectors. Distance is a weaker driver than most people expect. It is entirely normal to see a one hour hop between two busy European fields priced above a two hour sector between two quiet ones, because the second operator is desperate to move the aircraft and the first is not. Judge an empty leg against what that same aircraft would cost you as a standard charter on that same day, not against its length.

 

 

Empty leg prices from the UK

The figures below are typical starting prices for the whole aircraft on sectors we see regularly from British airports. They are guide prices for planning, not a live quote: the sector that actually appears on your dates may sit above or below them depending on the aircraft an operator happens to be moving that week.

 

 

Divide by the cabin to see the real comparison. A Citation CJ2 at 2,600 GBP on the London to Paris sector is about 430 GBP a head with six people on board, which is inside the range of a flexible business class fare on the same day, on an aircraft you do not share, from a terminal you walk through in ten minutes. That arithmetic is why empty legs work best for groups travelling together and least well for a single passenger who needs a specific hour.

 

 

Aircraft classes you will see on UK repositioning sectors

The class of the aircraft is set by whoever booked the original charter, so an empty leg is often a chance to fly something larger than you would have paid for. This is one of the quieter advantages of the format: the price is driven by the operator's need to move the aircraft, not by the size of the cabin you end up with.

 

• Turboprops and very light jets. Pilatus PC-12, Citation Mustang, Phenom 100. Four to six seats, ideal for domestic hops and Channel crossings, and the cheapest sectors on the board.
• Light jets. Citation CJ2, CJ3, Citation Bravo, Phenom 300, HondaJet. Six to eight seats, roughly two and a half hours of range in comfort, which covers everything from Edinburgh to the north of Spain.
• Midsize and super midsize. Citation XLS+, Citation Latitude, Learjet 60, Challenger 300 and 350, Praetor 600. Eight or nine seats, a stand up cabin and enough range for the Mediterranean, the Canaries or Cyprus without a fuel stop. This is the class most UK to Europe empty legs fall into.
• Heavy jets. Legacy 600 and 650, Challenger 604 and 605, Falcon 900, Gulfstream G450. Twelve to fourteen seats, full galley, private lavatory, used on longer sectors and larger groups.
• Ultra long range. Global 5000 and 6000, Falcon 7X and 8X, Gulfstream G550 and G650. Transatlantic and Gulf sectors. These appear less often, but a repositioning leg on one of them is the single largest saving available in private aviation in absolute money.

 

 

The corridors that produce the most empty legs

Repositioning sectors are not spread evenly across the map. They cluster on the routes where one-way charter demand is heaviest, and they run in the opposite direction to that demand. Knowing which way the traffic is flowing this month is most of the skill in finding a good one.

 

• London and Paris. The densest short haul corridor in Europe and the most consistent source of light jet sectors in both directions, all year, with no real seasonal pattern. If you are flexible by a day, something usually appears within a week.
• London and the Cote d'Azur. Nice and Cannes run from May to September, with a spike around the Cannes festival and the Monaco Grand Prix. In late September the flow reverses and the southbound sectors become the cheap ones.
• London and Geneva. A winter corridor driven by the Alps from December to March, feeding Geneva, Sion, Chambery and Annecy. Sunday evenings out of Geneva produce a steady stream of empty returns to the UK.
• London and the Balearics. Ibiza and Palma from June to September. Peak weeks in late July and August compress the discount, because demand is strong in both directions. Early June and the second half of September are where the value sits.
• London and Edinburgh. The busiest domestic private corridor in the country, about an hour in a light jet against four and a half by train. Volume peaks around Hogmanay, the August festival and the Six Nations.
• Aberdeen and the south. Energy sector traffic keeps this corridor working year round and it produces sectors that most leisure travellers never think to look for.
• The Gulf and the transatlantic. London to Dubai in winter and London to New York all year. Low volume, but the aircraft involved are large and the money saved on a single sector can run into tens of thousands.

 

 

UK airports where the sectors appear

Private aircraft in Britain do not use the same terminals as scheduled airlines, and the field an empty leg departs from matters as much as the city it is named after. Luton and Farnborough are forty miles apart and both count as London.

 

• London Luton (LTN, EGGW). The busiest private jet airport in the country, with roughly 26,700 private movements in 2023 and fifth place in Europe. A 2,160 metre runway takes the full midsize and super midsize fleet, and three competing handling agents mean ramp congestion is rare. Note the night restriction: landings are not available between roughly 23:00 and 06:00, which catches people out on late returns from the Alps.
• Farnborough (FAB, EGLF). Business aviation only, no scheduled traffic, a 2,440 metre runway and the FBO most often rated the best in Europe. Around forty minutes from central London on a good run and the natural choice for anyone west or south west of the city.
• London Biggin Hill (BQH, EGKB). Fourteen miles from the centre, dedicated to business aviation, eighth in Europe for private movements in 2023. The 1,800 metre runway suits everything up to the larger midsize types, and a helicopter shuttle reaches central London in about twelve minutes.
• London Stansted (STN, EGSS). Open around the clock as an airport of entry, with plenty of parking and full support. Slots are required and there are restrictions on noisier aircraft, but for a late night arrival it is often the only London option.
• London City (LCY, EGLC). Closest to Canary Wharf and the City. The short runway and steep approach limit it to smaller types with crews specifically certified for it, so heavy jets will not appear here.
• RAF Northolt (NHT, EGWU). The nearest field to Mayfair and Kensington, shared with the Royal Air Force and subject to a daily movement cap. Availability, not price, is the constraint.
• Regional fields. Manchester, Birmingham, Edinburgh, Glasgow, Bristol, Aberdeen, Leeds Bradford, Cardiff and Jersey all generate their own sectors. Volume is lower than London, and we will tell you honestly when a regional route is thin rather than let you wait on an alert that is unlikely to fire.

 

 

When to search, and the mirror effect

The single most useful habit is to think about which direction the aircraft are travelling in. Every one-way charter creates an empty sector pointing the other way, so the cheapest flights are always the reverse of the busy flow.

 

From December to March aircraft fill up heading into Geneva, Chambery, Salzburg and Innsbruck, and come back to Britain empty. From June to September the same thing happens towards Nice, Ibiza, Olbia, Mykonos and Palma. That means the best value into the Alps appears at the very start and the very end of the ski season, and the best value into the Mediterranean appears in early June and the second half of September, when aircraft are already repositioning heavily but demand has not yet peaked. In the peak weeks themselves, late July and August, discounts narrow because operators can sell both directions at full price.

 

Being flexible about the airport is usually more productive than being flexible about the date. Nice and Cannes serve the same coastline. Milan has Linate, Malpensa and Bergamo. Geneva, Annecy and Sion sit around the same valleys. London has six fields. Widening the search by one alternative airport at each end often multiplies the number of matching sectors.

 

 

What to know before you book

We would rather you understood the trade offs now than discovered them on the day. Empty legs are excellent value for people who can bend, and frustrating for people who cannot.

 

• The route is fixed at both ends. You take the airports the operator is already flying between. If the sector runs from Luton and you are in Guildford, factor in the drive, or wait for a Farnborough movement.
• The departure time is the operator's. A shift of two or three hours can sometimes be negotiated if the aircraft's next commitment allows it. We always ask before confirming, but it is a request, not a right.
• It is one way. The aircraft is going somewhere specific for its own reasons. Return travel is arranged separately, either as a second empty leg if the timing lines up, or as a standard charter, or on a scheduled airline.
• It can be cancelled. If the original charter that created the sector moves or falls away, the empty leg goes with it. This is uncommon but it is real, and it is the main reason not to book an empty leg to reach something you cannot miss.
• Availability is measured in hours. A good sector on a popular route is often gone the same day it appears. Registering your route in advance is worth far more than checking the list every morning.

 

For anything time critical, a board meeting, a wedding, a connecting long haul flight, book a standard charter. Use the empty leg for the flexible half of the trip and you get most of the saving with none of the risk.

 

When to look: the empty leg calendar

Empty legs are mirror images of paying flights. Every charter that fills an aircraft in one direction leaves it to fly home in the other, so the cheap sector is always the one running against the traffic. In February the jets go into Geneva full and come back to Britain empty. In July the same thing happens towards Nice and Ibiza. Knowing which way the flow is pointing this month is most of the skill in finding a good sector, and the grid below is that flow for the whole year.

 

 

 

 

Three things fall out of this grid that are worth acting on.

 

• The shoulder months are the sweet spot. April and November into the Alps, May and October into the Mediterranean. Operators are already moving aircraft into position for the season, but demand has not yet caught up, so discounts are at their deepest in both directions at once.
• In peak weeks you are buying the return, not the outbound. Late July and August into Ibiza or Nice, February into Geneva, everything is selling at full price outbound. What is going spare is the sector coming home. Plan the expensive half on a scheduled flight and the way back on an empty leg.
• A quiet month is not a closed door. Mykonos in January or Geneva in July still produce the odd sector, usually a maintenance or base transfer flight. They just cannot be found by refreshing a page. That is what a route alert is for.

 

Paris, Amsterdam, Edinburgh and New York sit outside all of this. They run on business traffic rather than holidays, so sectors appear in both directions almost every week of the year and the discount depends far more on how close to departure you are looking than on the month.

 

Empty legs, jet sharing and standard charter

These three are often confused, and they suit completely different situations.

 

• Empty leg. You buy a whole aircraft on a sector that already exists. The cabin is yours alone whether you bring one passenger or twelve. Cheapest per aircraft, no control over route or timing, small cancellation risk.
• Jet sharing. You buy individual seats on a flight that other passengers are also buying into, and the cost is split between everyone on board. The departure is usually confirmed only once a minimum number of seats has sold, and you travel with people you do not know. Cheapest per person on a popular route at a popular hour.
• Standard charter. You choose the airports, the date, the hour and the aircraft type. Everything is yours to set, and you pay for the positioning flights the operator has to make on your behalf. The right answer whenever the schedule cannot move.

 

A combination often beats any of the three on its own. Flying out on an empty leg and back on a standard charter is a common pattern for a long weekend, and it still removes a large share of the total cost compared with chartering both directions.

 

 

Taxes and formalities on a UK private flight

 

Air Passenger Duty

APD is charged per chargeable passenger on departures from UK airports. The operator calculates it and it is added to the price of the flight, so it is worth knowing what sits inside your quote. From 1 April 2026 the higher rate that applies to larger business aircraft rose by more than half, to 142 GBP per passenger on domestic sectors and on band A, which covers everything within 2,000 miles of London, 1,097 GBP on band B and 1,141 GBP on band C.

 

The change that matters more is coming. From 1 April 2027 the higher rate extends to all aircraft of 5.7 tonnes or more operating as a private or business jet, where previously the threshold was 20 tonnes. In practice that pulls almost the entire midsize and super midsize fleet into the higher band: a Phenom 300, a Citation XLS+, a Challenger 350 are all well above 5.7 tonnes. Rates from that date are uprated in line with RPI, to 146.63 GBP on domestic and band A, 1,132.76 GBP on band B and 1,178.20 GBP on band C. Very light types below the threshold stay outside it.

 

Two practical consequences for anyone buying repositioning sectors. First, the duty is per passenger, so on a short European sector with two or three people on board it is a modest line, while on a full cabin it is not. Second, from 2027 the same route on a slightly smaller aircraft can carry a materially different tax bill, which is worth weighing when two sectors on your dates look otherwise similar. We break the figure out separately in every quote rather than folding it into a single number.

 

Borders, documents and the aircraft's paperwork

Every commercial charter flight in the UK, an empty leg included, is operated under a Civil Aviation Authority Air Operator Certificate. Since the UK left the European Union, British operators are overseen by the CAA under retained UK aviation law rather than by EASA, and European operators flying into Britain hold an EASA AOC. We work only with certificated operators and will name the operator and its certificate before you commit.

 

For international sectors you need a valid passport and, where applicable, a visa or entry authorisation for the destination. Passport control applies at private terminals exactly as it does anywhere else, it is simply faster, and it is sensible to allow twenty to thirty minutes at each end. The General Aviation Report that international private flights require in and out of the UK is filed by the operator, not by you. British passport holders travelling into the Schengen area remain subject to the ninety days in any hundred and eighty rule.

 

Travelling with pets

A dog or a cat travels in the cabin at your feet on a private flight, which is the reason a large number of our clients fly this way in the first place, and an empty leg is no different. What does need planning is the paperwork and the point of entry. Bringing an animal into the UK on a general aviation flight is only possible at approved airports, and not every field that will take your aircraft will take your dog. Your pet needs a microchip, a valid rabies vaccination and the correct health certificate for the direction of travel, and tapeworm treatment applies for dogs entering some countries. Tell us at the enquiry stage rather than at the aircraft, and we will match the sector to a field that can process the animal.

 

 

Online calculator

If you want to see what your route would cost as a standard charter, so you have something to measure an empty leg against, use the calculator below. Fill in the airports, the dates and the number of passengers, add any preference on aircraft type, and we will send a written calculation by email or messenger. Please check your contact details carefully so that we can reply quickly.

 

 

The figure the calculator returns is an estimate for planning. The firm quote comes back from our consultants with the cost broken out line by line, and the price agreed there is the price written into the contract.

 

 

 

How booking works

1. Choose a sector from the list, or tell us the route and the travel window you can work with. We will also check the movements our operator partners have not published, which are a meaningful share of what is actually available.
2. A consultant comes back to you with what is live right now, confirms that the sector is still open, and sets out the aircraft, the crew, the operator and the total cost including duty and handling.
3. You select the flight and any additions: catering, ground transport at either end, extra baggage, pets, a specific FBO.
4. We issue the contract, take payment and send the flight brief with crew contacts. From that point you have one named broker reachable around the clock until you land.

 

 

Additional services

Everything available on a full price charter is available on a repositioning sector. Catering to your specification, including from a named restaurant where the departure field allows it. Chauffeur or helicopter transfer at either end. Cabin crew on aircraft where the type permits it. Extra hold space for skis, golf clubs or instruments, agreed in advance because a light jet's baggage compartment is genuinely small. Security and close protection arrangements where required. Assistance with hotels, villas and event access through our partners.

 

Payment and cancellation

Payment follows the signed contract, normally by bank transfer, with card and invoicing available on request. Because an empty leg is tied to an existing operator movement, the cancellation terms are set by that operator and differ from sector to sector. Your consultant will put the exact terms in front of you before you confirm anything. If a sector is withdrawn by the operator, or the fault is ours, funds are returned in full. If the original charter that created the sector changes and the empty leg disappears, we will tell you immediately and put alternatives in front of you the same day.

 

 

Why clients book empty legs through us

• We see sectors before they are published. A large share of repositioning movements never reaches a public list at all. Our operator relationships mean we can offer them to a client who has already registered that route.
• We are based where the aircraft are. The office is on Percival Way at London Luton, the busiest private jet field in the country, which shortens the distance between an operator releasing a sector and you hearing about it.
• Certificated operators only. Every aircraft we offer is flown under a valid CAA or EASA Air Operator Certificate. We will name the operator before you book.
• Itemised pricing. Aircraft, handling, duty and our fee are shown separately. The number you agree is the number in the contract, with no adjustment at the FBO.
• Honest answers about availability. If a route rarely produces empty legs, we say so at the first conversation rather than letting you wait on an alert that will not fire, and we will suggest the sensible alternative instead.
• One named broker, around the clock. From the first enquiry to landing, you deal with the same person.

 

 

Most of our work is repeat business from clients who fly the same handful of corridors several times a year and let us watch those routes for them. That is the pattern this product rewards: the people who save the most are the ones we already know the flying habits of.

 

 

The Private Flights UK team works exclusively on repositioning sectors and on-demand charter out of British airports. Our consultants deal with operator schedulers every day, which is what makes it possible to move on a sector within minutes of it being released. Call us on +44 7857 574938, message the same number on WhatsApp, or use the form on this page and a consultant will come back to you.

 

 

 

 

 

Frequently asked questions about empty leg flights

Empty legs attract more questions than any other part of business aviation, mostly because the prices look too good to be true and the rules are not obvious. Below are the questions our consultants answer most often. If yours is not here, call us and ask.

 

Finding and booking a sector

• • How far in advance do empty legs appear?

  • A sector is released as soon as the charter that creates it is confirmed, which can be anything from two months out to a few hours before departure. There is no single best moment to look. Longer notice sectors tend to be priced closer to a normal charter, while the deepest discounts appear inside the last 24 to 72 hours, when the operator has run out of other options.

    The practical answer is to register your route and travel window with us rather than watching the list. We will contact you when something matches, including movements that never appear publicly.

• • Can I book an empty leg in both directions?

  • A single empty leg is always one way, because the aircraft is repositioning to a specific place for its own reasons. Two empty legs covering an outbound and a return within the same travel window are possible and we arrange them regularly, but they will usually be different aircraft and sometimes different operators.

    Where the dates are fixed and no matching return exists, the common solution is an empty leg one way and a standard charter the other. That still removes a substantial part of the cost of chartering both sectors.

• • Can I fly on a specific date I have already chosen?

  • Only if a sector happens to exist on that date. You can register the request for any date and we will monitor it, but nobody can create a repositioning flight to order. If the date genuinely cannot move, a standard charter is the honest answer and we will quote it for you.

    Where a sector exists but the hour is inconvenient, it is sometimes possible to shift the departure by a few hours if the aircraft's next commitment allows. We check with the operator before confirming.

• • Are there empty legs from Manchester, Birmingham or Edinburgh?

  • Yes, and Bristol, Glasgow, Aberdeen, Leeds Bradford and Cardiff produce them too. Volume outside London is lower, so a regional route needs more patience and more flexibility on dates.

    If you are in the North or the Midlands it is worth registering both your local field and London, because the drive is often shorter than the wait for a matching sector closer to home.

• • What happens if the flight is cancelled?

  • An empty leg exists because of another booking. If that booking moves or is cancelled, the sector can disappear. We tell you as soon as the operator tells us, and we come back the same day with the alternatives, whether that is another sector, a standard charter or a scheduled option.

    Where a sector is withdrawn after payment, funds are returned according to the terms you were shown before booking. Because those terms vary by operator, your consultant will always put them in front of you in advance.

 

Price and payment

• • How much can I actually save?

  • Between a quarter and three quarters of the price of the same aircraft booked as a standard one-way charter on the same route. The wide range is honest: the discount depends on the aircraft class, how close the departure is and how much pressure the operator is under to fill the sector.

    Ask us for the standard charter price alongside the empty leg price. Comparing the two on the same aircraft and the same day is the only meaningful way to judge whether a sector is good value.

• • Is the price per seat or for the whole aircraft?

  • For the whole aircraft. You can bring anyone up to the certified capacity for the same money, which is why empty legs work so well for families and groups travelling together. Six people on a 2,600 GBP light jet sector to Paris are paying about 430 GBP each.

    If you want to buy individual seats rather than the aircraft, that is jet sharing, which is a different product and we can quote it separately.

• • Why is a short flight sometimes more expensive than a long one?

  • Because the price reflects how much the operator needs to move that particular aircraft, not the distance. A busy corridor with plenty of paying demand supports a higher price on the empty sector, while a quiet route with an aircraft that simply must get home can be released very cheaply.

    This is why comparing two empty legs against each other by length tells you very little, and comparing each against its own standard charter price tells you everything.

• • Is Air Passenger Duty included in the price?

  • Yes. APD is charged per passenger on departures from UK airports, the operator collects it and it forms part of what you pay. We show it as a separate line rather than folding it into one figure, so you can see what is aircraft cost and what is tax.

    From April 2027 the higher rate applies to all business jets of 5.7 tonnes and above, which brings most midsize aircraft into scope. On a full cabin that is a material sum, and we will point it out when two otherwise similar sectors differ on it.

 

On board and on the ground

• • Is the service on an empty leg worse than on a full price charter?

  • No. It is the same aircraft, the same crew, the same maintenance standard and the same cabin. The operator is not running a cheaper version of the flight, it is recovering cost on a sector it had already committed to fly.

    The differences are all in the schedule: fixed airports, fixed timing, one direction and the small risk of withdrawal. Nothing changes once you are on board.

• • Are empty leg flights safe?

  • Every commercial charter in the UK is operated under a Civil Aviation Authority Air Operator Certificate, and European operators hold the EASA equivalent. The certificate covers crew training, maintenance and operational control, and it applies identically whether the cabin was sold at full price or as a repositioning sector.

    We only offer aircraft from certificated operators and we will name the operator before you book, so you can check it yourself.

• • Can I bring my dog?

  • Yes, animals travel in the cabin on private flights, on empty legs as on any other charter. What needs checking is the airport: pets can only enter the UK on a general aviation flight through approved points of entry, and not every field that takes the aircraft will take the animal.

    Your pet needs a microchip, a valid rabies vaccination and the correct health certificate for the direction of travel. Tell us at the enquiry stage and we will match the sector to a suitable airport.

• • How much luggage can I take?

  • It depends entirely on the aircraft, and light jets are more limited than people expect. A Citation CJ2 will not swallow six sets of golf clubs however many seats are free.

    Tell us what you are carrying, particularly skis, golf bags, instruments or anything oversized, and we will confirm against that specific aircraft before you book rather than at the aircraft steps.

• • How early do I need to arrive at the airport?

  • Fifteen to twenty minutes at a dedicated business aviation terminal for a domestic sector. For an international departure allow twenty to thirty minutes, because passport control applies at private terminals too, it is simply far quicker than at a scheduled airline terminal.

    Your flight brief gives the exact FBO, the address and the crew contact, so there is no ambiguity on the day.

 

Contact Private Flights UK

Tell us the route and the dates you can work with, and we will come back with what is available now. If nothing matches, we will watch the route for you and call the moment a sector appears.

 

 

Luton is the busiest private jet airport in the country, which is why our office sits here rather than in central London. It puts us next to the handling agents that release most of the repositioning sectors we sell.