Gulfstream does not publish a price list. The nearest thing is a figure in a trade handbook: Business & Commercial Aviation's 2026 Purchase Planning Handbook, as reported by two aviation sites, puts a typically equipped G800 at $80.4 million. Gulfstream's parent, General Dynamics, gives a different view in its annual report. It delivered 158 Gulfstreams in 2025 and booked $9,413 million for building them, which works out to $59.58 million a jet.
That second number is not a price. It averages every model Gulfstream builds, from the smallest to the flagship, and it may include extras that buyers ordered. But it comes from audited accounts, and it lands inside the range the trade press reports.
What follows lays out those reported prices with their dates, then adds what nobody else prints: who is on the US register, where the used jets go, how much carbon an hour in a G650 puts up, and how many American airports could take a G700 at all. Every figure comes from a named source, listed at the end.
Data used: FAA registry through 2026-10-16; NTSB files through 2026-09-30. Source periods are shown with each table.
Nobody publishes one, so here is what gets reported
Gulfstream does not publish what it charges, so the trade press fills the gap with two kinds of number. One is a launch or list price quoted at an announcement. The other is a typically equipped price in Business & Commercial Aviation's handbook, which assumes the options a typical buyer takes. Neither is a quote, and the original handbook sits behind a paywall that we did not open. We read its figures as reported by other aviation sites and name the original publication and year beside each one.
Every row below carries its own year. Compare prices within a model, not across models, because the editions differ.
Show every reported price with its year and source
Gulfstream publishes no price list. These are dated reported figures, not quotes. Figures marked used are second-hand ranges for the stated build years.
G800
- 2023$72.5 millionequipped. As reported by Business & Commercial Aircraft, Purchase planning handbook, Jets and Ultra long-range Jets tables, Q2 2023.
- 2026$80.4 millionequipped. As reported by Business & Commercial Aviation, 2026 Purchase Planning Handbook, as reported by GlobalAir (Q1 2026) and Flycraft (October 2026).
G700
- 2023$79.9 millionequipped. As reported by Business & Commercial Aircraft, Purchase planning handbook, Jets and Ultra long-range Jets tables, Q2 2023.
- 2026$84.9 millionequipped. As reported by Business & Commercial Aviation, 2026 Purchase Planning Handbook, as reported by GlobalAir (Q1 2026) and Flycraft (October 2026).
G650
- 2013$64.5 millionlist. As reported by Corporate Jet Investor, 'Speculating on business jets', 18 November 2013.
- 2023$68.5 millionequipped. As reported by Business & Commercial Aircraft, Purchase planning handbook, Jets and Ultra long-range Jets tables, Q2 2023.
G650ER
- 2014$66.5 millionlist. As reported by Aviation Week, 'Gulfstream Announces G650ER', 19 May 2014.
- 2023$70.5 millionequipped. As reported by Business & Commercial Aircraft, Purchase planning handbook, Jets and Ultra long-range Jets tables, Q2 2023.
G600
- 2022$59.5 millionequipped. As reported by Business & Commercial Aircraft, Purchase Planning Handbook, Q2 2022.
G500
- 2022$49.5 millionequipped. As reported by Business & Commercial Aircraft, Purchase Planning Handbook, Q2 2022.
G400
- 2021$34.5 millionlaunch. As reported by Bill Carey, 'Gulfstream Unveils New-Generation G400, G800 Jets', 5 October 2021.
G550
- 2021$54.5 millionequipped. As reported by Business & Commercial Aircraft, Purchase Planning Handbook, Q2 2021.
G280
- 2021$24.5 millionequipped. As reported by Business & Commercial Aircraft, Purchase Planning Handbook, Q2 2021.
G450
- 2014$15 million to $32 millionlist. As reported by Fred George, Business & Commercial Aviation, 24 November 2014. new prices over the production run.
- 2018$9.95 million to $23.75 millionused. As reported by Mark Huber, Aviation International News, December 2018. models built 2006 to 2016.
GIV
- 2018$1.6 million to $4.4 millionused. As reported by Mark Huber, Aviation International News, December 2018. built 1990 to 1992.
GIV-SP
- 2018$1.25 million to $5.2 millionused. As reported by Mark Huber, Aviation International News, December 2018. built 1992 to 1999.
The handbook's own movement is the clearest signal. The G800 went from $72.5 million in 2023 to $80.4 million in 2026, 1.11 times the earlier figure. The G700 moved from $79.9 million to $84.9 million, 1.06 times.
The G800, Gulfstream's longest-range jet, is reported at $80.4 million. The G700, a shorter-range sister, is reported higher, at $84.9 million.
The likely reason is the cabin. The G700 has the longer cabin of the two, and the G800 trades some of it for range.
The bottom of the ladder is what changes the picture. A G450 built between 2006 and 2016 was reported at $9.95 million to $23.75 million on the used market in 2018. A G-IV from the early 1990s was reported at $1.6 million to $4.4 million. A Gulfstream is not always an eight-figure purchase. It is a purchase that keeps costing money after the check clears, a point we come back to below.
What General Dynamics says about the business
Gulfstream is a business unit of General Dynamics, and General Dynamics files an annual report. The Form 10-K for 2025 says Gulfstream delivered 158 aircraft, up from 136 in the year before, 1.16 times as many. Aircraft manufacturing revenue was $9,413 million. Dividing one by the other gives $59.58 million, an average across the line-up and not a price.
The same filing puts the Aerospace segment's order backlog at $21,828 million at the end of 2025. The report credits the rise in manufacturing revenue to more G700 deliveries and notes that the first G800 deliveries largely made up for the end of G650 production.
That ending matters. Gulfstream built 598 G650 and G650ER aircraft, and the last one left the line in 2025. The first G650 was delivered on 27 December 2012. Its replacement is the G800, which the annual report describes as the longest-range model, in service since 2025. The G700 passed 100 deliveries in 2026.
Show the company and production facts
Six current models and a long tail behind them
Six models have current specification pages on Gulfstream's site. Their numbers come from those pages, which give range with eight passengers and takeoff distance at sea level, standard temperature and maximum weight. The G300 and G400 figures are labelled preliminary by the maker. The G300 is the planned replacement for the G280, announced in the second half of 2025.
- 3,600 nm range
- 10 passengers
- 4,780 ft takeoff distance
- Preliminary maker figures
- 4,200 nm range
- 12 passengers
- 5,000 ft takeoff distance
- Preliminary maker figures
- 5,300 nm range
- 19 passengers
- 5,300 ft takeoff distance
- Reported $49.5 million in 2022
- 6,600 nm range
- 19 passengers
- 5,700 ft takeoff distance
- Reported $59.5 million in 2022
- 7,750 nm range
- 19 passengers
- 5,995 ft takeoff distance
- Reported $84.9 million in 2026
- 8,200 nm range
- 19 passengers
- 5,812 ft takeoff distance
- Reported $80.4 million in 2026
Behind them sit the jets that built the reputation: the G550, the G450, the G650 and the older G-IV and G-V. Our guide to the types of planes places business jets among the rest. For how Gulfstream's rivals price their own ranges, see our pages on Bombardier jets, Dassault Falcons and what Learjets cost. At the other end of the market, a small Cirrus piston single costs a small fraction of any of these.
Show the full maker specifications
| Model | Range | Takeoff distance | Seats maximum | Maximum takeoff weight | Engines | Conditions |
|---|---|---|---|---|---|---|
| G800 | 8,200 nm | 5,812 ft | 19 passengers | 105,600 lb | two Rolls-Royce Pearl 700 | Mach 0.85, 8 passengers, 4 crew, NBAA IFR reserves. Sea level, ISA, maximum takeoff weight. Published maximum. Published maximum. Published engine installation. published. |
| G700 | 7,750 nm | 5,995 ft | 19 passengers | 107,600 lb | two Rolls-Royce Pearl 700 | Mach 0.85, 8 passengers, 4 crew, NBAA IFR reserves. Sea level, ISA, maximum takeoff weight. Published maximum. Published maximum. Published engine installation. published. |
| G600 | 6,600 nm | 5,700 ft | 19 passengers | 94,600 lb | two Pratt & Whitney PW815GA | Mach 0.85, 8 passengers, 4 crew, NBAA IFR reserves. Sea level, ISA, maximum takeoff weight. Published maximum. Published maximum. Published engine installation. published. |
| G500 | 5,300 nm | 5,300 ft | 19 passengers | 79,600 lb | two Pratt & Whitney PW814GA | Mach 0.85, 8 passengers, 3 crew, NBAA IFR reserves. Sea level, ISA, maximum takeoff weight. Published maximum. Published maximum. Published engine installation. published. |
| G400 | 4,200 nm | 5,000 ft | 12 passengers | 69,850 lb | two Pratt & Whitney PW812GA | Mach 0.85, 8 passengers, 3 crew, NBAA IFR reserves. Sea level, ISA, maximum takeoff weight. Published maximum. Published maximum. Published engine installation. preliminary. |
| G300 | 3,600 nm | 4,780 ft | 10 passengers | 39,750 lb | two Honeywell HTF7250G | Mach 0.80, 4 passengers, 2 crew, NBAA IFR reserves. Sea level, ISA, maximum takeoff weight. Published maximum. Published maximum. Published engine installation. preliminary. |
The published sea-level, ISA, maximum-takeoff-weight takeoff distance is not a runway requirement for a real flight.
Who owns a Gulfstream, and where it is registered
The FAA register lists 2,963 Gulfstream business jets across every model group, and 2,690 of them (90.8%) hold a valid registration. The rest are expired, pending or cancelled. Valid does not mean flying: the register records ownership, not use, and not where a jet sleeps at night.
Model groups follow the labels on the FAA register. The G700 and G800 are young, so most of their records are recent registrations.
Two things stand out. First, individuals barely appear. Of 2,690 valid registrations, only 20 are held by an individual (0.7%). Limited liability companies hold 1,430 (53.2%) and corporations hold 1,081 (40.2%). A Gulfstream is almost always owned through a company.
Second, the registration state. Utah leads with 555 valid registrations (20.6%), 2.1 times Delaware's 263, with California, Florida and Texas next. The state on the register is the registrant's address, not where the jet is based, and the registry does not say why Utah. The pattern fits aircraft held through trust companies and LLCs, but that is an inference.
The register also flags 55 valid Gulfstreams as fractional-ownership aircraft, and matches 24 to one named fractional operator. Those are small numbers against 2,690. Most Gulfstreams are owned outright or through a company, not shared.
The fleet is not old, but it is not new either. The median valid Gulfstream was built in 2012, and 63.4% of those with a usable build year were built before 2016. The newest models carry the youngest records: the G700 and G800 are still in their first years.
Show the fleet tables
| Family | All registration statuses | Valid registrations |
|---|---|---|
| Gulfstream II and IIB | 25 | 25 |
| Gulfstream III | 60 | 59 |
| G-IV, GIV-SP, G300 and earlier G400 | 369 | 365 |
| GIV-X, G350 and G450 | 254 | 249 |
| G-V | 153 | 152 |
| GV-SP, G500 and G550 | 420 | 415 |
| GVII-G500 | 222 | 166 |
| GVII-G600 | 226 | 176 |
| GVII-G400 | 5 | 5 |
| GVI, G650 and G650ER | 374 | 374 |
| GVIII-G700 | 132 | 61 |
| GVIII-G800 | 104 | 30 |
| IAI Astra and G100 | 84 | 82 |
| IAI G150 | 81 | 81 |
| IAI Galaxy and G200 | 161 | 160 |
| IAI G280; G300 only where explicitly labelled | 293 | 290 |
| Total | 2,963 | 2,690 |
FAA registry through 2026-10-16. Registration does not establish active use or where an aircraft is based.
| Model group | Valid registrations | Median build year | Export-country cancellations |
|---|---|---|---|
| Gulfstream II and IIB | 25 | 1970 | 18 |
| Gulfstream III | 59 | 1983 | 23 |
| G-IV, GIV-SP, G300 and earlier G400 | 365 | 1997 | 54 |
| GIV-X, G350 and G450 | 249 | 2009 | 95 |
| G-V | 152 | 2000 | 15 |
| GV-SP, G500 and G550 | 415 | 2010 | 143 |
| GVII-G500 | 166 | 2022 | 23 |
| GVII-G600 | 176 | 2022.5 | 31 |
| GVII-G400 | 5 | 2026 | 0 |
| GVI, G650 and G650ER | 374 | 2017 | 215 |
| GVIII-G700 | 61 | 2025 | 37 |
| GVIII-G800 | 30 | 2025 | 0 |
| IAI Astra and G100 | 82 | 1998 | 25 |
| IAI G150 | 81 | 2008 | 36 |
| IAI Galaxy and G200 | 160 | 2005 | 50 |
| IAI G280; G300 only where explicitly labelled | 290 | 2018 | 39 |
| Registrant type | Aircraft |
|---|---|
| Individual | 20 |
| Partnership | 1 |
| Corporation | 1,081 |
| Co-Owned | 120 |
| Government | 32 |
| LLC | 1,430 |
| Non Citizen Corporation | 2 |
| Non Citizen Co-Owned | 4 |
| Registration address state | Aircraft |
|---|---|
| UT | 555 |
| DE | 263 |
| CA | 230 |
| FL | 210 |
| TX | 201 |
| NY | 108 |
| OH | 101 |
| GA | 86 |
| IL | 53 |
| NV | 43 |
| Missing state | 193 |
Rank nonblank STATE values by descending count with alphabetical ties. This is the registrant address, not where an aircraft is based. Trusts and LLC shells can concentrate registrations.
| Measure | Recorded value |
|---|---|
| Usable recorded build years | 2,543 |
| Missing or invalid recorded build years | 147 |
| Lower quartile build year | 2003 |
| Median build year | 2012 |
| Upper quartile build year | 2019 |
| Oldest recorded build year | 1967 |
| Newest recorded build year | 2026 |
| Share of usable years before 2006 | 30.9% |
| Share of usable years before 2016 | 63.4% |
Accept four-digit years from each configured conservative lower bound, 1900, through the snapshot year. Zero, blank, malformed and future years are excluded and counted. This validates calendar plausibility, not historical production. Exact models sharing a designation are not split by year. Sort valid recorded build years. Use linear interpolation at positions (n-1) times 0.25, 0.5 and 0.75. Age uses snapshot calendar year minus build year. Shares before 2006 and before 2016 divide by the validated-year count; unknown years are reported separately.
Download the fleet CSV by model and build year. Free to use, please link back. It counts all registrations and valid ones (status V) by model label and build year, including blank years, and contains no personal records.
Where used Gulfstreams go
The FAA's deregistration file lets us see how many Gulfstreams leave the US register for another country. Since 2010, 804 cancellations carry an export country. Mexico leads with 89, followed by China (78), Brazil (77) and San Marino (63). The Isle of Man (54) and the Cayman Islands (52) come next.
The median age at export is 1 year, measured as the cancellation year minus the build year. That is young. Many of these jets appear to leave the US register soon after they are built, perhaps registered in the US for delivery and then sent to an owner abroad. The file does not give reasons, so treat that as a reading and not a finding.
Show the export tables
| Country as recorded | Cancellations with export country |
|---|---|
| MEXICO | 89 |
| CHINA PEOPLES REP | 78 |
| BRAZIL | 77 |
| SAN MARINO | 63 |
| ISLE OF MAN | 54 |
| CAYMAN ISLANDS | 52 |
| CANADA | 38 |
| AUSTRIA | 25 |
| QATAR | 24 |
| TURKEY | 20 |
| Total with export country | 804 |
A nonblank EXP-COUNTRY is the only explicit export indicator supplied. Count those rows as recorded export-country cancellations. Keep all other cancellations and status codes separately. Country labels are retained as FAA recorded, including truncated labels. The registration status does not encode cancellation reason. Do not infer destruction, sale abroad or domestic retention from a missing country.
| Calendar year | Cancellations | Export country recorded | No export country recorded |
|---|---|---|---|
| 2010 | 29 | 23 | 6 |
| 2011 | 43 | 23 | 20 |
| 2012 | 42 | 31 | 11 |
| 2013 | 72 | 45 | 27 |
| 2014 | 73 | 47 | 26 |
| 2015 | 59 | 45 | 14 |
| 2016 | 62 | 44 | 18 |
| 2017 | 80 | 49 | 31 |
| 2018 | 108 | 50 | 58 |
| 2019 | 61 | 41 | 20 |
| 2020 | 82 | 46 | 36 |
| 2021 | 79 | 53 | 26 |
| 2022 | 78 | 59 | 19 |
| 2023 | 78 | 63 | 15 |
| 2024 | 114 | 94 | 20 |
| 2025 | 105 | 91 | 14 |
Count DEREG records whose included model code and usable cancellation date fall in calendar years 2010 through 2025 inclusive. This is a snapshot of cancellations, not a complete historical export flow or a unique worldwide airframe count. Each record is counted once. No serial or registration identifier is decoded for deduplication. A nonblank EXP-COUNTRY is the only explicit export indicator supplied. Count those rows as recorded export-country cancellations. Keep all other cancellations and status codes separately. Country labels are retained as FAA recorded, including truncated labels. The registration status does not encode cancellation reason. Do not infer destruction, sale abroad or domestic retention from a missing country.
| Measure | Value |
|---|---|
| Median age at export, years | 1 |
| Known export ages | 722 |
| Unknown or invalid export ages | 82 |
| Expired-status cancellations | 132 |
Cancellation year minus YEAR-MFR for export-country rows with four-digit build years from the configured lower bound through the cancellation year. Report unknown or invalid ages separately. Median uses the same linear interpolation. The supplied DEREG layout has no cancellation-reason field. Its status is registration status, not an export or destruction code. Destruction and sales abroad without a country cannot be identified. Expired-status cancellations can be counted by status; missing-country rows are not assumed domestic.
An hour in a G650 puts up about a car-year of carbon dioxide
Gulfstream publishes no fuel burn. The figure we use is the average burn that Conklin & de Decker publish, as listed by Private Jet Card Comparisons, which gives no data date. It covers ten Gulfstream models and assumes two pilots and four passengers. The G650 is listed at 498 US gal per hour.
Multiply that burn by the US EPA's emission factor for jet fuel, 9.75 kg CO2 per US gal, and one flight hour in a G650 releases 4.8555 tonnes CO2 per hour. The EPA puts a typical US passenger vehicle at 4.29 tonnes CO2 per year, so one hour in the G650 is 1.13 times a whole car-year. The two measures are not identical, since the jet figure counts carbon dioxide from combustion only and the EPA car figure includes other greenhouse gases, but they are close enough for the comparison.
The G600, G700 and G800 have no published burn that we could find, so we leave them out rather than guess. Pick a model below and enter your own flight hours.
Emissions here are for combustion only. They exclude fuel production, and they are a fleet average, so a short hop with a heavy load can burn differently.
Show the fuel burn and carbon dioxide table
| Model | Average hourly fuel burn | Combustion carbon dioxide per hour |
|---|---|---|
| G150 | 228 US gal per hour | 2.223 tonnes CO2 per hour |
| G200 | 278 US gal per hour | 2.7105 tonnes CO2 per hour |
| G280 | 286 US gal per hour | 2.7885 tonnes CO2 per hour |
| G350 | 517 US gal per hour | 5.04075 tonnes CO2 per hour |
| G450 | 517 US gal per hour | 5.04075 tonnes CO2 per hour |
| G500 | 455 US gal per hour | 4.43625 tonnes CO2 per hour |
| G550 | 438 US gal per hour | 4.2705 tonnes CO2 per hour |
| G650 | 498 US gal per hour | 4.8555 tonnes CO2 per hour |
| G650ER | 503 US gal per hour | 4.90425 tonnes CO2 per hour |
| GIVSP | 540 US gal per hour | 5.265 tonnes CO2 per hour |
Flight manuals at recommended cruise speed. Includes start, taxi and takeoff fuel. Two pilots and four passengers.
How many American airports can take one
Gulfstream publishes a takeoff distance for each current model: the runway the jet needs at sea level, in standard conditions, at maximum weight. The G700's is 5,995 ft. Of the 3,807 US airports that are open to the public and have a paved runway, 904 have a runway at least that long, 24% of them. The shorter-field G300, at 4,780 ft, clears 1,874 airports, 49%.
That is a cap, not a rule. Real flights are lighter than maximum weight, and hot, high airports need more runway than the published number. The count comes from the FAA's airport database. Pilots planning the rest of the trip will also want the charts private pilots use, and anyone heading north of the border should read our guide to flying a private plane into Canada.
Use the tool as a first filter. A pilot and the jet's performance charts have the last word.
Show the airport counts
| Longest paved runway at least | US public-use airports |
|---|---|
| 4000 ft | 2,535 |
| 5000 ft | 1,803 |
| 6000 ft | 890 |
| 7000 ft | 512 |
| 8000 ft | 333 |
| 10000 ft | 140 |
| Any paved runway in the data | 3,807 |
US airports open to the public (facility use PU, status operational, site type airport) with at least one paved runway; each airport counted once at its longest paved runway; length in feet as published by the FAA
| Model | Published takeoff distance | Airports at or above distance |
|---|---|---|
| G800 | 5,812 ft | 954 |
| G700 | 5,995 ft | 904 |
| G600 | 5,700 ft | 997 |
| G500 | 5,300 ft | 1,261 |
| G400 | 5,000 ft | 1,803 |
| G300 | 4,780 ft | 1,874 |
The published sea-level, ISA, maximum-takeoff-weight takeoff distance is not a runway requirement for a real flight.
The price tag is the cheap part
We publish no hourly cost for a Gulfstream. No maker or regulator gives one, and many of the estimates online come with no source. What we can give you is the arithmetic of a decision most buyers face: charter it, or own it.
Owning has a fixed bill that arrives whatever you fly, such as crew, insurance, hangar and training, plus a variable cost for each hour. Chartering has only the hourly rate. The break-even is the number of hours where the two cross. Enter your own quotes below. Nothing is pre-filled, because a made-up default would only give you a confident wrong answer.
If your hours sit well below the break-even, charter or a card is cheaper. Well above it, owning wins. Near it, the answer depends on how much you value having the jet ready when you are.
What the NTSB files hold
Every NTSB entry is a real event, and the counts are all this page claims to know about them. The NTSB lists 61 accidents involving Gulfstream business jets from 2000 through 2025. Of those, 10 were fatal, with 64 deaths in total. The files also hold 2 events with no usable model label, which we leave out.
- 2000
- 2005
- 2010
- 2015
- 5
- 2020
- 52025
Counts only. The NTSB does not record how many hours the family flew, so these bars are not rates.
Landing is where 21 of the 61 accidents began, about 34%. One accident was the 2011 crash of a G650 test aircraft at Roswell, New Mexico, which killed 4 people. It happened before the jet entered service.
Show the NTSB tables
| Aircraft | Accidents | Fatal accidents | Reported event deaths |
|---|---|---|---|
| Gulfstream II and IIB | 6 | 1 | 2 |
| Gulfstream III | 5 | 3 | 30 |
| G-IV, GIV-SP, G300 and earlier G400 | 21 | 4 | 23 |
| GIV-X, G350 and G450 | 2 | 0 | 0 |
| G-V | 4 | 0 | 0 |
| GV-SP, G500 and G550 | 3 | 0 | 0 |
| GVII-G500 | 1 | 0 | 0 |
| GVII-G600 | 0 | 0 | 0 |
| GVII-G400 | 0 | 0 | 0 |
| GVI, G650 and G650ER | 1 | 1 | 4 |
| GVIII-G700 | 0 | 0 | 0 |
| GVIII-G800 | 0 | 0 | 0 |
| IAI Astra and G100 | 6 | 1 | 5 |
| IAI G150 | 5 | 0 | 0 |
| IAI Galaxy and G200 | 6 | 0 | 0 |
| IAI G280; G300 only where explicitly labelled | 1 | 0 | 0 |
| Total | 61 | 10 | 64 |
2000 to 2025. US-focused NTSB records, including some foreign events where NTSB took part. These are not worldwide totals. Counts never establish rates or safety rankings. Reported deaths include other aircraft and ground deaths in a collision. Different families in one event have a separate row.
| Scope | Accidents left out | Fatal accidents left out | Reported event deaths left out |
|---|---|---|---|
| Not included in family totals | 2 | 0 | 0 |
These model labels do not identify a commercial aircraft. The counts are excluded from all family totals and annual counts.
What to take from the numbers
- There is no price list. The reported figures run from $1.6 million to $4.4 million for a 1990s G-IV to $84.9 million for a 2026 G700, each tied to a year.
- The maker's average is $59.58 million a delivery. It is a mix of models and options, not a quote.
- Expect a company, not a person. Only 20 valid registrations are held by individuals.
- Read the state as an address. Utah's 555 registrations do not mean Utah is where the jets fly.
- Check the runway, not just the range. A G700 needs 5,995 ft at maximum weight, which cuts the airport list to 24%.
Questions buyers ask
How much does a Gulfstream jet cost?
Gulfstream publishes no price list. Business & Commercial Aviation's 2026 handbook, as reported by two aviation sites, puts a typically equipped G800 at $80.4 million and a G700 at $84.9 million. Used jets are far cheaper: a G450 built between 2006 and 2016 was reported at $9.95 million to $23.75 million in 2018.
How much does a Gulfstream G700 cost?
The 2026 handbook figure, as reported, is $84.9 million for a typically equipped G700. The reported 2023 figure was $79.9 million.
How many Gulfstream jets are there?
The FAA register lists 2,963 Gulfstream business jets, 2,690 with a valid registration. General Dynamics reports 158 deliveries in 2025.
Who buys Gulfstream jets?
On the US register, companies and LLCs hold almost all of them. Individuals hold 20 valid registrations.
How much carbon does a Gulfstream emit per hour?
At the listed burn of 498 US gal per hour, a G650 releases 4.8555 tonnes CO2 per hour. Models without a published burn are not estimated.
Related aircraft guides
- Aircraft guides
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- Boeing plane costs
- Bombardier jet costs
- Dassault Falcon costs
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Sources and how the numbers were made
- Federal Aviation Administration. FAA aircraft registry. Retrieved 2026-10-18. Supplies registration counts and recorded build years. All statuses and valid registrations are shown separately.
- Federal Aviation Administration. FAA aircraft registry data layout. Retrieved 2026-10-13. Defines registrant and registration status codes.
- Federal Aviation Administration. Type Certificate Data Sheet A12EA. Retrieved 2026-10-20. Supplies certified model specifications with section, page and quote locators.
- Federal Aviation Administration. Type Certificate Data Sheet T00015AT. Retrieved 2026-10-20. Supplies certified model specifications with section, page and quote locators.
- Federal Aviation Administration. Type Certificate Data Sheet T00021AT. Retrieved 2026-10-20. Supplies certified model specifications with section, page and quote locators.
- Federal Aviation Administration. Type Certificate Data Sheet A16NM. Retrieved 2026-10-20. Supplies certified model specifications with section, page and quote locators.
- Federal Aviation Administration. Type Certificate Data Sheet A53NM. Retrieved 2026-10-20. Supplies certified model specifications with section, page and quote locators.
- Federal Aviation Administration. Type Certificate Data Sheet A61NM. Retrieved 2026-10-20. Supplies certified model specifications with section, page and quote locators.
- National Transportation Safety Board. NTSB aviation accident database, current release. Retrieved 2026-10-18. Supplies accident counts within the stated period and scope. Counts do not establish rates or safety rankings.
- National Transportation Safety Board. NTSB aviation accident database, historical release. Retrieved 2026-10-18. Supplies accident counts within the stated period and scope. Counts do not establish rates or safety rankings.
- National Transportation Safety Board. NTSB aviation database field dictionary. Retrieved 2026-10-13. Supplies accident counts within the stated period and scope. Counts do not establish rates or safety rankings.
- National Transportation Safety Board. NTSB aviation database download directory. Retrieved 2026-10-13. Supplies accident counts within the stated period and scope. Counts do not establish rates or safety rankings.
- National Transportation Safety Board. NTSB database release notes. Retrieved 2026-10-13. Supplies accident counts within the stated period and scope. Counts do not establish rates or safety rankings.
- National Transportation Safety Board. NTSB aviation search help. Retrieved 2026-10-13. Supplies accident counts within the stated period and scope. Counts do not establish rates or safety rankings.
- National Transportation Safety Board. NTSB aviation database scope. Retrieved 2026-10-13. Supplies accident counts within the stated period and scope. Counts do not establish rates or safety rankings.
- Federal Aviation Administration. FAA General Aviation and Part 135 Activity Survey. Retrieved 2026-10-13. Explains why registry counts alone cannot establish accident rates. It supplies no flight-hour estimate here.
- Business & Commercial Aviation. Business & Commercial Aviation, 2026 Purchase Planning Handbook, as reported by GlobalAir (Q1 2026) and Flycraft (October 2026). Retrieved 2026-10-20. Supplies secondary-reported equipped prices. The original handbook was not read. The public attribution retains the original handbook and identifies both reporting publications.
- Business & Commercial Aviation. Business & Commercial Aircraft, Purchase planning handbook, Jets and Ultra long-range Jets tables, Q2 2023. Retrieved 2026-10-20. Supplies dated equipped prices as reported in the collected evidence. The original handbook was not read.
- Business & Commercial Aviation. Business & Commercial Aircraft, Purchase Planning Handbook, Q2 2022. Retrieved 2026-10-20. Supplies dated equipped prices as reported in the collected evidence. The original handbook was not read.
- Business & Commercial Aviation. Business & Commercial Aircraft, Purchase Planning Handbook, Q2 2021. Retrieved 2026-10-20. Supplies dated equipped prices as reported in the collected evidence. The original handbook was not read.
- Corporate Jet Investor. Corporate Jet Investor, 'Speculating on business jets', 18 November 2013. Retrieved 2026-10-20. Supplies a dated reported list price. It is not a current maker quote.
- Aviation Week. Aviation Week, 'Gulfstream Announces G650ER', 19 May 2014. Retrieved 2026-10-20. Supplies a dated reported list price as reported in the collected evidence. The original article was not read.
- Aviation Week. Bill Carey, 'Gulfstream Unveils New-Generation G400, G800 Jets', 5 October 2021. Retrieved 2026-10-20. Supplies a dated reported launch price as reported in the collected evidence. The original article was not read.
- Aviation International News. Mark Huber, Aviation International News, December 2018. Retrieved 2026-10-20. Supplies dated used price ranges as reported in the collected evidence. The original article was not read.
- Business & Commercial Aviation. Fred George, Business & Commercial Aviation, 24 November 2014. Retrieved 2026-10-20. Supplies a reported new price range over the production run. The original article was not read.
- General Dynamics. General Dynamics Form 10-K for 2025. Retrieved 2026-10-20. Supplies company deliveries, manufacturing revenue, backlog and model service context. Manufacturing revenue per delivery is an average across the line-up, not a price.
- Aviation International News. Final Gulfstream G650 Leaves Production Line. Retrieved 2026-10-20. Supplies a reported production or delivery milestone from the collected evidence. The original publication was not read.
- Gulfstream. A Perfect Score: Gulfstream Delivers 100th G700 and Completes 100th G700 Speed Record. Retrieved 2026-10-20. Supplies a reported production or delivery milestone from the collected evidence. The original publication was not read.
- Gulfstream. Gulfstream Completes 200th G600 Delivery. Retrieved 2026-10-20. Supplies a reported production or delivery milestone from the collected evidence. The original publication was not read.
- Gulfstream. Gulfstream press release, 20 July 2026. Retrieved 2026-10-20. Supplies a reported production or delivery milestone from the collected evidence. The original publication was not read.
- Gulfstream. Gulfstream News: G280 production count. Retrieved 2026-10-20. Supplies a reported production or delivery milestone from the collected evidence. The original publication was not read.
- Aviation International News. G550 production and final delivery report. Retrieved 2026-10-20. Supplies a reported production or delivery milestone from the collected evidence. The original publication was not read.
- Flightglobal. Kate Sarsfield, G450 final delivery report, January 2018. Retrieved 2026-10-20. Supplies a reported production or delivery milestone from the collected evidence. The original publication was not read.
- Aviation International News. Gulfstream Delivers First Ultra-long-range G800. Retrieved 2026-10-20. Supplies a reported production or delivery milestone from the collected evidence. The original publication was not read.
- AVweb. Gulfstream G700 Enters Service With First Two Deliveries. Retrieved 2026-10-20. Supplies a reported production or delivery milestone from the collected evidence. The original publication was not read.
- AVweb. First G650 Delivered. Retrieved 2026-10-20. Supplies a reported production or delivery milestone from the collected evidence. The original publication was not read.
- National Transportation Safety Board. Crash During Experimental Test Flight, Gulfstream Aerospace Corporation GVI (G650), Roswell, New Mexico, April 2, 2011. Retrieved 2026-10-20. Supplies the dated test-flight accident context. It is separate from the aggregate accident counts.
- Gulfstream. Gulfstream G800 specification page. Retrieved 2026-10-20. Supplies published range, takeoff distance, seats, maximum takeoff weight and engines with their stated conditions. Preliminary status is retained. Product information may be outdated.
- Gulfstream. Gulfstream G700 specification page. Retrieved 2026-10-20. Supplies published range, takeoff distance, seats, maximum takeoff weight and engines with their stated conditions. Preliminary status is retained. Product information may be outdated.
- Gulfstream. Gulfstream G600 specification page. Retrieved 2026-10-20. Supplies published range, takeoff distance, seats, maximum takeoff weight and engines with their stated conditions. Preliminary status is retained. Product information may be outdated.
- Gulfstream. Gulfstream G500 specification page. Retrieved 2026-10-20. Supplies published range, takeoff distance, seats, maximum takeoff weight and engines with their stated conditions. Preliminary status is retained. Product information may be outdated.
- Gulfstream. Gulfstream G400 specification page. Retrieved 2026-10-20. Supplies published range, takeoff distance, seats, maximum takeoff weight and engines with their stated conditions. Preliminary status is retained. Product information may be outdated.
- Gulfstream. Gulfstream G300 specification page. Retrieved 2026-10-20. Supplies published range, takeoff distance, seats, maximum takeoff weight and engines with their stated conditions. Preliminary status is retained. Product information may be outdated.
- Private Jet Card Comparisons. How much fuel do private jets use? Conklin & de Decker/JSSI rows. Retrieved 2026-10-20. Supplies average hourly fuel burn attributed to Conklin & de Decker and JSSI. No data date is given. Start, taxi and takeoff are included at the stated cruise basis.
- US Environmental Protection Agency. Emission Factors for Greenhouse Gas Inventories, March 2020. Retrieved 2026-10-20. Supplies the kerosene-type jet fuel carbon dioxide factor. Combustion carbon dioxide excludes other climate effects.
- US Environmental Protection Agency. Greenhouse Gas Equivalencies Calculator. Retrieved 2026-10-20. Supplies the typical passenger vehicle annual carbon dioxide comparison.
- Federal Aviation Administration. FAA NASR airport and runway data, cycle effective 1 October 2026. Retrieved 2026-10-20. Supplies longest paved runway lengths for operational public-use US airports. An airport is counted once. Length alone does not establish flight suitability.
- Federal Aviation Administration. FAA aircraft registry: MASTER and DEREG aggregate analysis. Retrieved 2026-10-20. Supplies aggregate registrant types, fractional flags, company matches, registration states, build years and cancellations. Registration addresses are not aircraft bases. Company matches do not verify charter operations.
- US Environmental Protection Agency. Emission Factors for Greenhouse Gas Inventories, November 2015. Retrieved 2026-10-20. Supplies the earlier kerosene-type jet fuel carbon dioxide factor named in the collected evidence.