BMA Stockholm

How deep the BMA board really is

The table above says where a courier can fly from BMA. This reads the same 24 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.

• 19of the 24 destinations are flown by one airline
• 20destinations run less than once a day
• 1destination has four or more departures a day
• 20.8%of the destinations name NetJets Europe, the largest presence here

Who holds the departures at BMA

24 airlines appear on the BMA board and they do not hold it evenly. NetJets Europe is on 5 of the 24 destinations, 20.8 per cent of them, and on 3 of those it is the only airline flying the sector. The destinations it appears on carry 1.3 of the 16.4 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 Nyxair on 3 destinations. 20 of the 24 airlines at BMA 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.

No airline holds more than 20.8 per cent of the destinations here, which is the more comfortable shape of the two. A cancellation at a spread airport is usually a rebooking rather than a lost day, provided the sector itself carries more than one operator, and 19 of the 24 sectors at BMA do not.

How much of the BMA board is daily

Of the 24 destinations, 4 are flown at least once a day and 20 are not, 16 of them running once a week or less. The median destination on the BMA board is flown about once a week.

An average of 0.14 flights a day is the schedule statistic, and it is worth translating it before anything is promised to anybody: BMA to Vienna (VIE) 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 13.1 of the 16.4 departures a day, 80.2 per cent of the whole board. On that arithmetic BMA is five sectors and a short tail, so the depth on the board above is thinner than the destination count suggests and a hand carry that is not going to one of those five is planned around a single departure time.

Destination	Country	The only airline on it	Flights a week	km	Routing
Aberdeen ABZ	the United Kingdom	NetJets Europe	1	1,197	plan this
Ålesund AES	Norway	SCT	1	730	plan this
Barcelona BCN	Spain	Silesia Air	1	2,289	plan this
Billund BLL	Denmark	BBB	1	660	plan this
Eskilstuna EKT	Sweden	NetJets Europe	1	70	plan this
Farnborough FAB	the United Kingdom	Air Alsie	1	1,478	plan this
Helsinki HEL	Finland	ABF	1	406	plan this
Inverness INV	the United Kingdom	Joon	1	1,289	plan this
Kraków KRK	Poland	NetJets Europe	1	1,038	plan this
Las Vegas LAS	the United States	JET	1	8,560	plan this

The ten destinations out of BMA 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. 6 further destinations sit in the same position and are listed in the board above.

The way back from BMA

The desk holds the return direction for 7 of the 24 destinations, and a courier plans the way back on those figures rather than on the outbound. On one of them the return into BMA runs thinner than the outbound by more than a quarter. The widest gap is London (LTN) at 0.43 out a day against 0.14 back.

It runs the other way as well: Stockholm (ARN) files 0.57 a day back into BMA against 0.29 outbound, which is the shape that strands a courier at this end rather than at the far end.

The clock at BMA

BMA keeps Europe/Stockholm 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 BMA, so a nine to six day at each end overlaps for seven hours. That is wide enough to settle a customs question at BMA and still make a departure the same day.

The night at BMA

3 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 Hamburg (HAM) the door shuts at 23:00 local, so the last departure from BMA that lands inside it leaves around 21:29, on a modelled block of 1h 31m. Into Stockholm (ARN) the door shuts at 22:00 local, so the last departure from BMA that lands inside it leaves around 21:27, on a modelled block of 0h 33m. Into Vienna (VIE) the door shuts at 23:30 local, so the last departure from BMA that lands inside it leaves around 21:24, on a modelled block of 2h 06m. Those three departure times out of BMA 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 BMA turns up on the rest of this site

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

Ten courier postings name BMA as the airport a courier here flies from: Stockholm, Uppsala and Orebro.

To price a movement rather than read the board, the route calculator opens with BMA already set as the origin, and it works out the flying time, the distance and the delivery hour for any of the 24 destinations above.