Heavy Jet · London to Geneva

Heavy metal on a sector this short is a deliberate choice, not a default. The nonstop London to Geneva leg runs roughly ninety minutes wheels up at Farnborough to touchdown at LSGG, and a Global 6000 or Falcon 7X will cover it with the same margin as a Challenger 350, but the case for a heavy is rarely the route itself. It is the leg after, or the eight passengers with winter ski bags, or the client who wants a full forward galley and an enclosed aft lavatory for a working flight with two principals and their counsel. If the trip ends in Geneva and the aircraft repositions empty to Nice or Farnborough, a super-midsize is almost always the more honest answer.

Farnborough remains the cleanest London departure for this pairing. Signature and Gama handle most heavy movements there, slot pressure is lower than Luton, and CIQ is straightforward for Schengen-bound traffic. Biggin Hill is viable and often faster from central and southeast London by car, though heavy jet parking is tighter and should be confirmed at booking rather than assumed. Northolt accepts heavies by prior permission only and caps movements at 28 per day, so it rarely survives a realistic plan. At Geneva, the published night curfew runs 22:00 to 06:00 local with limited tolerance beyond, and the GA terminal on the north side routinely sees handling delays during the January and February ski windows and the May finance cycle around Art Basel and the watch fairs. Build fifteen to twenty minutes of handling buffer into any tight onward connection.

Pricing on a one-way heavy typically sits between GBP 28,000 and GBP 42,000 depending on aircraft age, positioning, and whether the return leg can be offset against an empty or a subsequent contracted trip. Ask for the operator's AOC, the specific tail, and the positioning assumption in writing. A quote that does not name the aircraft or disclose the ferry leg is a quote worth declining.