Chambery to London is about 1 h 28 in the air over 830 km, leaving Chambery Savoie for Luton, Farnborough or Biggin Hill, usually in a light or midsize cabin. Our indicative floor is €4 200 one way for the whole aeroplane. Give us the day and the numbers and a written quotation reaches you inside half an hour; the desk is answered at every hour on +357 95 119759.
Going home, the mountain road comes first and the flying second – which is the opposite of how the journey out feels, and the reason the morning needs planning that the afternoon does not. Ninety minutes later you are on the ground in England. Tell us the day, the headcount and the bags.
REQUEST A QUOTEThere is one argument for this airport and it is a short drive. No other field that takes business jets sits nearer Courchevel, Meribel or Val Thorens, and on a departure that shortness buys something specific: fewer kilometres of mountain road between a hotel and a slot time. What you accept in exchange is a runway in a valley, weather that behaves like valley weather, and one morning a week in winter when the whole district tries to leave at once.
Four fields could get you airborne out of the Alps and three could receive you around London. Read the Alpine four by the length of the transfer, never by the kilometre count – they all sit within a hundred kilometres of each other, and a hundred kilometres is a few minutes of cruise.
| Airport | Codes | Great-circle to Luton | What to know |
|---|---|---|---|
| Chambery Savoie | CMF / LFLB | 830 km | The default, and the shortest transfer available from the Trois Vallees to anything that will take a jet. It is also a valley field: aircraft size runs into a practical ceiling here, terrain makes the forecast matter more than it would out on flat ground, and its worst mornings of the year are winter Saturdays. |
| Grenoble Alpes Isere | GNB / LFLS | 836 km | Our filed alternate – put in the plan on every flight, not saved for days when the forecast looks poor. Being out on the plain, it goes on working when the valleys stop. Six kilometres further from Luton than Chambery, so nothing changes in the air; what changes is the length of the drive. |
| Geneva | GVA / LSGG | 784 km | Shortest sector of the four and the longest road to reach it – Courchevel to Geneva is 102 km. A full business-aviation airport that carries none of the valley’s limits, which is why a group too large for one valley-sized cabin is normally sent this way. |
| Courchevel Altiport | CVF / LFLJ | 884 km | Ordinarily not somewhere a jet departs from. The runway is short and noticeably sloped, there is no instrument approach, an approach once committed cannot be discontinued, daylight and good visibility are required, and the crew needs a qualification held for this field alone. People leave it by helicopter or by car, and that is designed into the trip rather than forced on it late. |
| London: Luton, Farnborough, Biggin Hill | LTN / FAB / BQH | arrival | We fly the sector into all three. Luton is what the figures above are measured to and works for the M1 and north London; Farnborough is the west – Surrey, Hampshire; Biggin Hill hugs the south-eastern rim, sparing Kent and the City a crossing. Name the address you are heading for that night and we will pick from there. |
Airport coordinates, codes and all great-circle distances: OurAirports open dataset, retrieved 23 August 2026. The Courchevel Altiport conditions are those already set out on our London to Courchevel page. Chambery’s size ceiling and its seasonal congestion are stated qualitatively: we have not sourced published figures for either and will not invent them.
Range plays no part at 830 km, and after ninety minutes neither does cabin height, whatever anyone tells you. One thing genuinely decides the aeroplane on Alpine work, and it is volume in the hold.
Equipment is why. A week of winter kit – boards, skis, boots, the clothing that goes with them – occupies several times what the same people would check in July, and on nearly every booking of this kind the baggage compartment fills before the last seat does. Half a dozen skiers are simply a larger aeroplane than half a dozen passengers with garment bags. Send us the equipment list along with the dates: on a departure it feeds the performance calculation as well, since the aircraft is at its heaviest on the take-off roll.
Between six and eight seats, 2.27 cubic metres behind them and 3,650 km of range. The light jet most often working the Alps in winter, and the one we can most often find at short notice – in February that beats any figure on a specification sheet.
See the Embraer Phenom 300 ›Seven or eight in a cabin you can stand up in, and 2.55 cubic metres of hold – the biggest of these three. On ski work that last number is usually the whole reason it gets chosen, and it decides matters more often than people anticipate.
See the Cessna Citation XLS+ ›Six to eight, with a proper galley and a lavatory of its own. It carries far more range than the sector asks for, which is precisely why we name it when the Alps are one stop in a week rather than the finish.
See the Hawker 800XP ›Every type here has a page of its own in our fleet. A group that has to stay together in one cabin usually does better leaving from Geneva, where the size ceiling does not apply. Allowances are set out on the luggage page.
From €4 200 one way. Indicative starting price for this route, rounded down. The date, the aircraft actually available and airport fees move it — tell us your dates and we confirm within 30 minutes.
Nobody publishes a route price for this pair that we would be prepared to reprint under our own name, so what you see is a floor and is built in the open: the cheapest published light-to-midsize starting rate we could source, multiplied by the flight time given on this page, then rounded down. Use it to test quotations – including the one we send you. In midwinter it sits under the market rather than forecasting it.
One quirk of the calendar works for you on the way out, and it is worth understanding before anybody starts negotiating. Through the peak, essentially every suitable aeroplane in the western Alps already belongs to somebody, and a large share of them are there to deliver arriving parties. Delivery done, they still have to go somewhere, and very often they go empty. That is what makes the Saturday departure the most fruitful day in Europe for an empty leg, and it is why telling us which of your days is flexible is worth more than any conversation about aircraft types. Where the outbound date is already known, buy the pair together and the aeroplane positions once instead of twice.
| Reference | Basis | Indicative price | Source |
|---|---|---|---|
| Whole aircraft, one way | Our own indicative floor for this route | from approx. 4 200 EUR | The published light-to-midsize starting rate listed below, taken across the 1 h 28 flight time and rounded down. Neither a quotation nor, in the peak, a forecast |
| Hourly rate, light to midsize | Europe, from | from 2,900 – 3,500 EUR per hour | a broker published rate, 19.02.2026 |
| Hourly rate, light to midsize | Europe | 4,600 – 9,700 EUR per hour | a broker published range, undated, retrieved 23.08.2026 |
| Hourly rate, light to midsize | Europe, dollar-quoted | 3,750 – 4,600 USD per hour | a broker published range, August 2026 |
| Helicopter down from the altiport | Our own published rate | from 750 EUR per hour | Our own helicopter page. Priced separately from the jet |
| Empty leg | varies | brokers publish discounts of 50 – 75% | broker price pages, retrieved 23.08.2026. Changeover Saturdays strand aeroplanes with no load to take away |
Nothing about the Alpine year is gradual. Four months carry almost all of it, one weekday inside those months carries most of that, and then the corridor goes quiet enough that none of this needs thinking about at all.
| Period | What happens | What to do |
|---|---|---|
| Saturdays, December to March | Changeover. The Tarentaise empties and refills inside one short window, and the shortage is handling staff and parking stands rather than aeroplanes. | Give us four to six weeks if the day cannot move. If it can, move it – Sunday or Wednesday is the identical trip, cheaper, with far less waiting around. |
| Christmas, New Year and the February school holidays | A peak inside the peak. Valley capacity is spoken for months out and there is no give left in the system anywhere. | Six to eight weeks, and go early in the day. Settle which field you are leaving from first; choose the cabin after that, not before. |
| The rest of the winter season | Heavy but manageable. The forecast counts for more than the date does, and a pre-filed alternate keeps that from turning into a problem. | One to two weeks is enough. Say what time you need to be back in London and we will construct the morning, transfer included, working backwards. |
| April to November | Two-thirds of the year, and quiet. Lac du Bourget, Annecy and summer walking produce a modest June-to-September bump; outside that there is very little traffic. | A week is ample and last-minute is straightforward. This is also when quotations come closest to the floor printed above. |
Seasonality classification: routes_shortlist.csv, Diamond Executive Aero Services route research, 23 August 2026. What happens on the ground at Chambery is reported from our own operating experience; no published movement data underlies it.
Plenty of parties treat London as a handover rather than a destination. These three come up most often in the same conversation as this sector.
The altiport taken on its own terms, with everything it demands of a crew written out. Worth reading if the helicopter hop was the part of the week you would repeat.
London to Courchevel ›The dependable way back into the mountains: shortest of the Alpine sectors, none of the valley restrictions, and the answer whenever the party is too big for a small cabin.
London to Geneva ›South-east into the Mediterranean – the shape a good many winters take once the skiing is out of the way.
London to Larnaca ›Tell us your dates and how many of you there are. Your dedicated flight advisor will come back with aircraft options and a firm price.
All published routes are listed on the route index. Also useful: the fleet, current empty legs, jet sharing.