LIN Milan

How deep the LIN board really is

The table above says where a courier can fly from LIN. This reads the same 87 destinations back for the questions a dispatcher asks second: how much of the board rests on one airline, how much of it runs less than daily, whether the return leg is as thick as the outbound, what the clock here does to a Gulf working day and which of the destinations shut at night, all of it computed on 2026-09-07 from AeroDataBox scheduled route statistics.

• 47of the 87 destinations are flown by one airline
• 41destinations run less than once a day
• 15destinations have four or more departures a day
• 28.7%of the destinations name ITA Airways, the largest presence here

Who holds the departures at LIN

77 airlines appear on the LIN board and they do not hold it evenly. ITA Airways is on 25 of the 87 destinations, 28.7 per cent of them, and on 15 of those it is the only airline flying the sector. The destinations it appears on carry 84.6 of the 189.3 departures a day this airport files, though other airlines fly some of the same sectors, so read that as reach rather than as a share of the aircraft.

The next largest presence is easyJet on 19 destinations. 49 of the 77 airlines at LIN appear on a single destination each, which is the long tail every airport carries, and none of it is a rebooking option when the sector you need is the one that fell over.

That is a middling concentration at LIN: one airline on 28.7 per cent of the destinations and the other 71.3 per cent spread across 76 airlines. A cancellation inside the ITA Airways network is often survivable inside the same booking, but on the 62 destinations ITA Airways does not touch, a rebooking means moving to a carrier the desk has to check for a through fare first.

How much of the LIN board is daily

Of the 87 destinations, 46 are flown at least once a day and 41 are not, 23 of them running once a week or less. The median destination on the LIN board is flown about once a day.

An average of 0.14 flights a day is the schedule statistic, and it is worth translating it before anything is promised to anybody: LIN to White Plains (HPN) is about one a week, so a missed departure there is not a delay of hours, it is the next slot.

The five busiest destinations carry 68.3 of the 189.3 departures a day, 36.1 per cent of the whole board. The other 82 destinations are spread widely enough that a courier who misses the first departure at LIN usually has somewhere else to look on the same board.

Destination	Country	The only airline on it	Flights a week	km	Routing
Albenga ALL	Italy	ITA Airways	1	180	plan this
Bergamo BGY	Italy	FAI rent-a-jet	1	42	plan this
Bratislava BTS	Slovakia	TTJ	1	675	the pair page
Brno BRQ	Czechia	NetJets Europe	1	694	plan this
Brussels CRL	Belgium	PGC	1	663	plan this
Cologne CGN	Germany	JBD	1	623	plan this
Durham MME	the United Kingdom	Sirio	1	1,263	plan this
Graz GRZ	Austria	MOZ	1	504	plan this
Jebel Ali DWC	the United Arab Emirates	VistaJet	1	4,672	plan this
Kraków KRK	Poland	TJD	1	938	plan this

The ten destinations out of LIN where one airline holds the sector and files fewer than seven departures a week, with the weekly figure taken as the average daily rate multiplied by seven rather than as a fixed timetable. 19 further destinations sit in the same position and are listed in the board above.

The way back from LIN

The desk holds the return direction for 48 of the 87 destinations, and a courier plans the way back on those figures rather than on the outbound. On ten of them the return into LIN runs thinner than the outbound by more than a quarter. The widest gaps are Madrid (MAD) at 4.3 out a day against 0.29 back, Edinburgh (EDI) at 1.3 out a day against 0.14 back and Lisbon (LIS) at 1 out a day against 0.14 back.

It runs the other way as well: London (LCY) files 6.1 a day back into LIN against 4.1 outbound, which is the shape that strands a courier at this end rather than at the far end.

The clock at LIN

LIN keeps Europe/Rome time, two hours behind Dubai in summer and three hours behind in winter, because the clock here moves and the Gulf clock does not.

When it is 09:00 on a Dubai working morning it is 07:00 at LIN, so a nine to six day at each end overlaps for seven hours. That is wide enough to settle a customs question at LIN and still make a departure the same day.

The night at LIN

15 of the destinations from here carry a documented night restriction of their own, which is a departure time question at this end rather than an arrival problem at the other.

Into Amsterdam (AMS) the door shuts at 23:00 local, so the last departure from LIN that lands inside it leaves around 21:26, on a modelled block of 1h 34m. Into Frankfurt-am-Main (FRA) the door shuts at 23:00 local, so the last departure from LIN that lands inside it leaves around 21:45, on a modelled block of 1h 15m. Into Paris (CDG) the door shuts at 00:00 local, so the last departure from LIN that lands inside it leaves around 22:33, on a modelled block of 1h 27m. Those three departure times out of LIN are worked backwards from the published window with the block time model this site uses everywhere, 720 to 880 km an hour by sector length with thirty minutes on the ground, so they are arithmetic rather than a timetable and the desk checks the published departure before it promises the landing.

Where LIN turns up on the rest of this site

The airport also sits behind the Italy country desk, which sets out the customs practice, the working week and the road legs behind this airport.

The site publishes 8 airport pair pages that start or end at LIN, each with the distance, the block time, the carriers on the sector and a door to door clock. The busiest are Milan to Catania (CTA), Milan to Palermo (PMO) and Milan to Paris (ORY).

17 courier postings name LIN as the airport a courier here flies from: Lugano, Milan and Genoa.

To price a movement rather than read the board, the route calculator opens with LIN already set as the origin, and it works out the flying time, the distance and the delivery hour for any of the 87 destinations above.