Private Jet & FBO Limo Service in Canada

Private jet limo service in Canada works differently from an airport pickup. There is no arrivals hall, no baggage carousel and no curb with a numbered door. Your aircraft taxis to a fixed base operator (an FBO), the stairs come down, and the car should already be there. LimousineCanada.ca builds every private-aviation transfer around that sequence: the right FBO, the right door, the right vehicle, and a chauffeur who has your tail number rather than just a flight number.

This page is the hub for our private-aviation coverage. It explains how FBO limo service works in Canada, what changes when your aircraft arrives from the United States or overseas, and how to choose between a sedan, an SUV and a Sprinter. It also links to detailed guides for the five busiest business-aviation airports in the country. Fares are shown as ranges in Canadian dollars, with distance and drive time beside every trip, and the online booker gives the exact all-in price for your exact address.

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What is an FBO limo service and how does a ramp-side pickup work?

A fixed base operator is the private-aviation terminal on an airport: a lounge, a ramp, fuel, ground handling and, at most large airports, a customs presence. Toronto, Vancouver, Montréal, Calgary and Ottawa each have several, and they are separate buildings, sometimes separate sides of the field, with their own street addresses. Sending a car to the wrong one is the single most common reason a private-jet pickup goes wrong, which is why we ask for the operator by name rather than only the airport.

Whether a car can drive onto the apron is the FBO's decision and the airport's security rule, not ours. Some operators let a pre-arranged, vetted vehicle meet the aircraft airside; others ask the car to wait at a controlled gate or at the lounge door and have a line service agent escort passengers across. Either way the experience for you is the same: you step off the aircraft and into a car without queueing, and the chauffeur has already checked how that operator wants the handover done.

Our standard sequence for an FBO pickup looks like this:

1. You send the operator name, tail number, passenger count, ETA and drop-off address.
2. We confirm the FBO's gate or door procedure for that day and add any required names to its access list.
3. The chauffeur tracks the aircraft, positions at the agreed point about 15 to 20 minutes before landing, and updates you if the ETA moves.
4. If you are arriving from outside Canada, the chauffeur waits while border formalities finish.
5. Bags are loaded at the aircraft or the lounge door, and the car leaves when you do.

What we need from you to book a private-aviation transfer

The online booker takes your address and vehicle choice. For private aviation, add these details in the notes:

• FBO name and airport, for example the operator on Derry Road at Toronto Pearson rather than just "Pearson".
• Tail number (registration) and your estimated time of arrival. Update us the moment the flight plan changes.
• Passenger count and names, because some FBOs want a passenger list for gate access.
• Luggage and special items, such as golf bags, ski bags, hard cases and pets.
• Drop-off address, or the hotel and the name the room is booked under.
• Return or onward leg, so the departure pickup can be agreed with your flight department.

If your office or flight department prefers to book for you, they can use the same booker and add you as the passenger.

CANPASS and CBSA clearance for private flights, in plain language

If your aircraft is arriving in Canada from another country, the border comes before the car. The Canada Border Services Agency (CBSA) has a telephone-reporting system for general aviation, and it shapes how long you wait on the ground.

According to the CBSA's own general-aviation page, pilots of private, company-owned or chartered aircraft carrying 15 people or fewer, crew included, report arrival by phone: they call the CBSA Telephone Reporting Centre at least two hours, but no more than 48 hours, before entering Canada. The aircraft must land at an approved airport of entry during CBSA operating hours, the pilot calls again on landing, and nobody leaves the aircraft until authorized. Everyone aboard declares goods and reports currency or monetary instruments of CAD $15,000 or more. You can read the process at the CBSA general-aviation telephone-reporting page.

CANPASS is the pre-approved layer on top. The CBSA's CANPASS private and corporate aircraft reporting page explains that authorization holders can land at any open airport of entry regardless of local CBSA office hours, and that on a corporate aircraft up to four non-holders may travel with at least one holder. If anyone aboard a private-aircraft flight is not a participant, the flight reverts to the general-aviation procedure. Larger loads need advance contact with the local CBSA office.

What this means for the car:

• Clearance time varies. Sometimes an officer is waiting at the FBO; sometimes the process is completed by phone and you are free to leave on touchdown. We cannot predict which, so the chauffeur simply waits at the FBO until you are released.
• International arrivals get a longer free wait. Our included waiting time is 60 minutes after landing on international arrivals and 30 minutes on domestic ones, and the clock starts from landing, not from the time you walk out.
• Your pilot owns the border call. We do not file customs reports or arrange clearance. Your flight crew or the FBO handles that; we make sure the car is ready when it is done.

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Tracking the tail number: early, late and diverted aircraft

A private aircraft usually has no published flight number, so we work from the registration and the ETA you give us. Your flight department or the FBO's customer-service desk is the best source of an updated arrival time, and we treat their figure as the authority over any public tracking site.

Early arrivals are common, so the chauffeur positions before the earliest likely landing. Late arrivals from a longer sector, a fuel stop or weather are handled by holding the car at the FBO, or by agreeing a fixed later pickup if the delay is long. Diversions are a new transfer from the new airport, priced on the new distance, so give us a number that reaches your pilot or flight department.

Choosing your vehicle: sedan, SUV or Sprinter

We use three vehicle classes for private aviation. All figures are before tax, tolls are extra, and gratuity is at the client's discretion.

The Executive Sedan suits one or two executives with modest luggage. The Luxury SUV is our default recommendation for private-jet arrivals: it takes six passengers, five or six large bags and the awkward extras that come with a jet, and it sits at the right height for stepping out beside an aircraft. The Executive Sprinter is for crews, delegations and larger parties, and it carries luggage for all of them in one vehicle. Child seats are free if requested at booking, and we will fit what you ask for.

See the full fleet and limo rates pages for vehicle detail and hourly bookings.

Luggage, golf bags and ski gear

Private aviation lets people carry golf bags, ski kits, hard instrument cases and dog crates that airlines would charge for or refuse. The vehicle matters more than the passenger count. Two travellers with standard bags fit a sedan; add golf bags and you need an SUV; a foursome with full bags, or a ski party heading to Whistler, Mont-Tremblant or Banff, is a Sprinter job. For hard cases and event kit, send dimensions or a photograph beforehand. If you are unsure, book the larger vehicle: the gap between a sedan and an SUV on a short city run is modest.

Discretion, NDAs and security on every private-aviation job

People who fly privately often want the journey kept private as well. The chauffeur does not hold a name board at an FBO, because the handover is arranged in advance. Passenger names are used for FBO access and the booking, and conversations in the car stay in the car. If your organisation or family office requires a signed non-disclosure agreement, raise it before the day so it can be arranged. For sensitive trips, tell us if you want a particular route, or want to avoid arriving and leaving the same way each time. Security staff and flight departments will have their own protocols; share them and the chauffeur will work within them.

Crew transfers and hotel runs

The aircraft is only one part of a private-aviation trip. Pilots and cabin crew typically need transfers to the hotel on arrival, back to the FBO for the next leg, and sometimes a grocery or catering stop. Our Executive Sprinter seats 12 to 14 and carries 12 or more bags, so a full crew and their gear can travel in one vehicle. For layovers, hourly bookings (a three-hour minimum on the Sprinter, $240-$295 per hour) let the vehicle wait through crew rest or run several hotel and airport trips.

Plan crew pickups with the same detail as passenger ones: the FBO, the tail number, the crew count and the hotel. Tell us if rest rules require a fixed pickup time; the chauffeur will build the schedule around it.

Business-aviation airports in Canada: where we meet you

Five airports account for most private-jet traffic and have dedicated guides. Others are worth knowing, especially if the destination or the border process makes a secondary airport the better choice. Operator names below were checked against the operators' own pages; hours and services change, so confirm with the FBO.

Secondary airports have their own appeal. Oshawa Executive Airport lies east of Toronto, which suits eastern GTA and Durham destinations. The Region of Waterloo airport, whose FBO is operated by Chartright Air Group at 39 Jetliner Court in Breslau, serves the Kitchener-Waterloo technology corridor and lists Canada Customs services on its own site. Kelowna's Executive Flight Centre sits at 6197 Airport Way, and the Victoria airport authority's business directory lists YYJ FBO Services among its fixed-base operators. For anything outside the five main airports, tell us the airport, operator and tail number in the booker's notes and we will quote the transfer.

Sample private-jet limo fares from the main FBOs

These examples use the published rate card. They are ranges, not quotes; the booker calculates the final fare for your address.

Short downtown runs fall under the minimum transfer. Longer resort runs are charged by the kilometre, with tolls such as the 407 ETR added where they apply.

Is a limo from the FBO worth it? Honest alternatives

Most FBOs have courtesy cars, crew cars or on-site rental desks, and some of the people you are travelling with will not need a chauffeur at all. The table below compares the realistic options for a passenger landing at a Canadian FBO.

When the cheaper option is better, take it. A solo traveller with one bag and a hotel next door to the airport may be fine with a courtesy shuttle. The chauffeured car earns its fare on the harder trips: a group, a long run to a mountain resort, a tight meeting window, a visitor who prefers no stranger knowing the destination. If you are unsure, the limo service overview explains the other situations where a pre-booked car makes sense.