Madrid to Lisbon is 513 km and about 1 h 04 in the air on a light jet. The departure is the simple end – Barajas has executive handling alongside the main airport and is straightforward at any hour. The arrival is where the decision is: most private flights land at Cascais Tires, which has no scheduled traffic to queue behind and sits about twenty minutes from Lisbon. Indicative price from €5 800 for the whole aircraft, one way, as our own floor. There is no high-speed rail between the two capitals, which is precisely why this sector exists as a business route. Written quotation inside 30 minutes; +357 95 119759 answers at any hour.
An hour between the Iberian capitals, out and back inside a working day with no terminal at either end. On a sector this short the time you save is the whole of the product.
REQUEST A QUOTEAn hour in the air, which means the ground at each end is the real variable and the arrival field is the one worth choosing deliberately. Lisbon is short of capacity and its slots are the reason a large share of private traffic goes into Cascais Tires instead – a field with a 1,700 m runway, no scheduled traffic at all and about twenty minutes of road between it and the city. It is also closer to Cascais and Estoril than the main airport is, which for a good number of parties settles the question by itself. This is an Iberian business pairing rather than a leisure one: it runs March to June and September to November, and it goes quiet in August.
Two fields at each end. The Madrid choice is a matter of the type and the day; the Lisbon one changes how your afternoon goes.
| Field | Code | Role on this route | What decides it |
|---|---|---|---|
| Madrid Barajas | MAD / LEMD | departure | The field every figure here is measured from, with executive handling sitting alongside the main airport. It is uncomplicated whatever the hour – precisely what a day trip requires of the end it starts from – and it is why the Spanish half of this route is seldom the half that needs solving. |
| Madrid Cuatro Vientos | LECU | situational departure | A modest general aviation field lying nearer the south-western side of the city, and available subject to the type of aeroplane and to what handling exists on the day. If your morning begins over there it is worth putting to us at the enquiry – and worth checking rather than taking for granted. |
| Cascais Tires | CAT / LPCS | the business aviation arrival | Where most of this traffic lands. A 1,700 m runway, no scheduled traffic to queue behind, about twenty minutes from Lisbon and closer still to Cascais and Estoril. A large share of private flying uses it precisely because Lisbon is short of capacity, and on an hour-long sector that is the difference that shows. |
| Lisbon Humberto Delgado | LIS / LPPT | alternative arrival | The main airport, with full handling. Capacity is tight and slots are the reason so many private flights use Cascais instead – but if your day genuinely ends in the city and the slot works, it is the closer field and we will quote it. |
The runway length and the absence of scheduled traffic at Cascais come from published aerodrome data. What handling will actually be available at either Madrid field is checked against your specific date, not assumed from a general rule.
An hour with a briefcase is a light jet sector. Anything larger buys comfort rather than capability, and we will say so instead of selling you the bigger cabin.
Up to seven seats and the type most often placed on short Iberian and Mediterranean sectors. The usual first answer on this pairing.
Phenom 300 ›Four to six people and their bags. Of the three it is the simplest to secure when the diary is tight, and on a leg of this length it costs least to operate.
Citation CJ2 ›The senior type on these sectors. You give up some cabin and get the saving back on the invoice – a sensible question to ask whenever the timetable is not rigid.
Citation Bravo ›From €5 800 one way for the whole aircraft. Our own floor, not a quotation, and on a one-hour sector the way it is built is the point.
No published price for this city pair has reached us from a source we would be willing to reprint, so instead of borrowing one we show the arithmetic: two hours charged, because a two-hour minimum applies and the flying is only about an hour of it, at the published starting rate of €2 900 an hour for the cabin class (Eurosky, 19.02.2026), rounded down. The same floor stands on the Portugal-to-Spain page, because a minimum and a class rate do not care which way the aeroplane is pointing.
On a day trip the rate is not what settles the bill – the aeroplane’s behaviour during your meeting is. Leave it standing at Lisbon and you are paying for it to stand there; send it back to Madrid and out again and you are paying for two sectors nobody occupied. Over a pairing of an hour that difference is the bulk of the price, and it is the first question to put to any operator. The second is which Lisbon field the quotation has assumed, since the handling bill at Cascais and the handling bill at Lisbon are not the same bill.
For measuring a quotation you already hold: published hourly ranges for light jets in Europe run €4 600 to €7 300, with a starting figure of €2 900 an hour quoted in February 2026 and a dollar-quoted band of $3 750 to $4 200 an hour in August 2026. Brokers publish discounts of 50 to 75 percent on empty legs, which follow dates rather than routes – so tell us which day could move.
GET A FIRM PRICESet aside our own floor and everything in that list belongs to a third party and describes a class of aeroplane rather than this city pair. It is printed as a yardstick, to be held against any quotation including ours, and it binds nobody. The only number we will stand behind is one written against your dates.
What governs this route is a working calendar, not a holiday one – and it moves against the leisure pairings rather than with them.
| Period | What happens | What to do about it |
|---|---|---|
| March to June | Peak business travel between the capitals, concentrated on the first flights of the day. | Book the morning departures early; they go first, and on this pairing they are what a same-day return is built around. |
| September to November | The second business peak, and the better weather months for turning round the same evening. | Same pattern. If the day has to end in Madrid, fix the return slot at the same time as the outbound. |
| August | Quiet. Iberia is on holiday and so are the counterparties. | Good availability and softer pricing, if you have a reason to fly. |
| Late December | Quiet again, with a short sharp peak either side of the holidays. | Fix dates early for the days immediately before and after. |
What usually follows, and the shapes of trip we are asked to quote alongside this one.
910 km and about 1 h 34 on a light or midsize jet, and more often the second half of a summer trip than a business one.
Lisbon to Ibiza ›1,460 km and about 2 h 15 into Le Bourget, normally on a midsize jet. The usual continuation when Lisbon is the middle of the week rather than the end.
Lisbon to Paris ›The commonest shape of all on this pairing: 513 km and about 1 h 04 the other way, published in its own right. Ask about the waiting aircraft rather than assuming it.
Lisbon to Madrid ›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.