Gulfstream G150: how 69 jets are really flown
The busiest 5% made more than 12 flights a month and the quietest 5% fewer than 3: over four times as many, on the same type.
The harder end, one aircraft in twenty, is at 88% or more; the easier end near none.
For the easiest-used 5%, a short runway is rare: 5% of departures or fewer. At the harder end, 56% or more leave from one.
The hardest-worked 5% log 12 flights a month or more; the easiest-used, 3 or less. The middle aircraft sits at 5.
Fatigue
What each landing and pressurization cycle costs the structure: landings per hour and short hops.
The middle G150 flies 1.5 hours for every landing. One in twenty lands every 0.9 hours or sooner, the most cycles for its time.
Middle half 1.3–1.9 : 1Harder end: 5% at 0.9 : 1 or lessEasier end: 5% at 2.5 : 1 or more
Middle half 20–45%Harder end: 5% at 63% or moreEasier end: 5% at 12% or less
Middle half 353–645 nmLowest 5%: 187 nm or lessHighest 5%: 934 nm or more
Context, not graded: the tint marks the harder and easier end of the fleet.
Spread of trip lengths
All 69 G150sThe data behind it
Every measure for the 69 North American G150s, 1 Aug 2025 – 31 Jul 2026.| Measure | Fleet median | Middle half |
|---|---|---|
| Hours per landing Each aircraft’s average flight hours per landing | 1.5 : 1 | 1.3–1.9 : 1 |
| Short hops Share of legs under 300 nm | 32% | 20–45% |
| Leg length Median leg | 471 nm | 353–645 nm |
Corrosion
What the air around it does overnight: salt, damp and freeze–thaw.
The middle G150 spends <1% of its nights within 2 km of the coast. One in twenty spends 72% or more of them there.
Middle half 0–3%Harder end: 5% at 72% or moreEasier end: 5% at -0%
Middle half 4.1–7.1 hHarder end: 5% at 9.6 h or moreEasier end: 5% at 2.8 h or less
Middle half 2–23%Harder end: 5% at 37% or moreEasier end: 5% at -0%
Context, not graded: the tint marks the harder and easier end of the fleet.
Salt air across the fleet
42 G150sThe data behind it
Every measure for the 42 of the 69 North American G150s with enough nights at known fields, 1 Aug 2025 – 31 Jul 2026.| Measure | Fleet median | Middle half |
|---|---|---|
| Salt air Nights within 2 km of the coast | <1% | 0–3% |
| Near the coast Nights within 10 km of the coast | 6% | 1–12% |
| Damp air Hours a day at 80% humidity or more, above freezing | 5.5 h | 4.1–7.1 h |
| Freeze–thaw Nights that froze and thawed within the day | 12% | 2–23% |
| Moisture in the air Average absolute humidity overnight | 8.0 g/m³ | 6.2–10.7 g/m³ |
Engines and brakes
What departures ask of engines, brakes and tires: heat and height, and runway length.
The middle G150 leaves from a short runway on 13% of its departures. One in twenty does on 56% or more.
Middle half 8–23%Harder end: 5% at 56% or moreEasier end: 5% at 5% or less
Middle half 0–10%Harder end: 5% at 25% or moreEasier end: 5% at -0%
Middle half 1,193–2,317 ftHarder end: 5% at 3,616 ft or moreEasier end: 5% at 428 ft or less
Context, not graded: the tint marks the harder and easier end of the fleet.
Runway margin at departure
4,177 departuresThe data behind it
Every measure for the 69 North American G150s, 1 Aug 2025 – 31 Jul 2026 (1 on their record since 1 Jan 2025: too few departures in the 12 months).| Measure | Fleet median | Middle half |
|---|---|---|
| Short runways Departures where the longest runway was under 1.25× the takeoff distance | 13% | 8–23% |
| Hot, high takeoffs Departures at 5,000 ft density altitude or more | 5% | 0–10% |
| Density altitude Typical density altitude at takeoff | 1,683 ft | 1,193–2,317 ft |
Utilization
How steadily the fleet is used: flights, flying days and estimated hours.
The middle G150 made 5 flights a month. The busiest 5% made 12 or more, the quietest 3 or fewer.
Middle half 3.6–7.5Harder end: 5% at 12.9 or moreEasier end: 5% at 2.7 or less
Middle half 2.9–5.4Harder end: 5% at 8.2 or moreEasier end: 5% at 2.2 or less
Middle half 67–140 hHarder end: 5% at ≈219 h or moreEasier end: 5% at ≈32 h or less
Context, not graded: the tint marks the harder and easier end of the fleet.
Month by month
12 monthsMedian flights per aircraft that flew that month · darker bar is the busiest month, June 2026
The data behind it
Every measure for the 69 North American G150s, every active aircraft (no 40% tracking floor here: on this type it would change which aircraft are compared, not just drop undercounted ones), 1 Aug 2025 – 31 Jul 2026.| Measure | Fleet median | Middle half |
|---|---|---|
| Flights a month In the months it flew | 4.9 | 3.6–7.5 |
| Days flown a month Days with at least one flight | 3.9 | 2.9–5.4 |
| Estimated hours a year From time in the air | ≈99 h | 67–140 h |
Buying, selling or financing a G150?
See where your G150 sits in the fleet.
Enter a tail number to place it against these 69 aircraft. TailCheck grades it on Fatigue, Corrosion, Engines and brakes, and Utilization, with every percentile shown.
Where G150s are based and fly
Calgary is home to more G150s than any other field, 5 of the 60 with a home base.
Dekalb-Peachtree–Marietta, Cobb -McCollum is the busiest route: 57 flights by 2 different aircraft.
Where G150s are based
| Field | Share | Aircraft |
|---|---|---|
| Calgary | 5 | |
| Winnipeg J. A. Richardson | 2 | |
| Austin-Bergstrom | 2 | |
| Akron-Canton | 2 | |
| Destin | 2 | |
| Phoenix-Deer Valley | 2 |
Busiest G150 routes
| Between | Flights |
|---|---|
| Dekalb-Peachtree ⇄ Marietta, Cobb -McCollum | 57 flights |
| Phoenix Sky Harbor ⇄ Salt Lake City | 45 |
| Vancouver ⇄ Calgary | 36 |
| Miami ⇄ Norman Manley | 32 |
| Charleston ⇄ Dekalb-Peachtree | 24 |
| Augusta ⇄ St. Petersburg-Clearwater | 19 |
Longest G150 flights
| Between | Distance · time |
|---|---|
| Kenai → Youngstown-Warren | 2,750 nm · 7 h 07 min |
| Keflavik → Winnipeg J. A. Richardson | 2,421 nm · 6 h 34 min |
| Quonset State → Oakland | 2,326 nm · 5 h 46 min |
| Oakland → Theodore Francis Green State | 2,323 nm · 5 h 04 min |
| Owen Roberts → Saskatoon John G. Diefenbaker | 2,303 nm · 6 h 59 min |
Busiest G150s this year
The busiest G150 made 23 flights a month, four times the middle aircraft.
Even the tenth on this list made 9.
Ranked by flights a month · updated monthly
| # | Tail | Base | Flights a month | Estimated hours a year | Record |
|---|---|---|---|---|---|
| 1 | N150GA | Orlando | 23 | 397 h | Check this tail → |
| 2 | N8821C | Mc Clellan | 15 | 190 h | Check this tail → |
| 3 | N503RP | Oakland | 14 | 218 h | Check this tail → |
| 4 | N813HD | St. Petersburg-Clearwater | 13 | 220 h | Check this tail → |
| 5 | N518KH | Provo | 13 | 206 h | Check this tail → |
| 6 | N636SF | Austin-Bergstrom | 12 | 339 h | Check this tail → |
| 7 | N285GA | Gerald R. Ford | 11 | 185 h | Check this tail → |
| 8 | N428JD | Marietta, Cobb -McCollum | 10 | 57 h | Check this tail → |
| 9 | C-GZCZ | Calgary | 9 | 216 h | Check this tail → |
| 10 | N6950C | Salt Lake City | 9 | 140 h | Check this tail → |
G150 vs other aircraft of its size
Medians for each North American fleet, same window and method.
| Type | Tracked | Flights a month | Hours a year | Median leg | Hours per landing | Short hops |
|---|---|---|---|---|---|---|
| Gulfstream G150 | 69 | 4.9 | 99 h | 471 nm | 1.5 : 1 | 32% |
| Cessna Citation Latitude | 361 | 35.0 | 582 h | 363 nm | 1.4 : 1 | 43% |
| Cessna Citation Sovereign | 287 | 6.5 | 113 h | 411 nm | 1.4 : 1 | 39% |
| Bombardier Learjet 60 | 173 | 9.8 | 179 h | 444 nm | 1.4 : 1 | 36% |
| Gulfstream G200 | 129 | 8.3 | 151 h | 462 nm | 1.5 : 1 | 36% |
G150 on paper
Certified figures come from the type certificate data sheet.
We don’t have a manufacturer source for the Gulfstream G150 yet, so its manufacturer rows show a dash.
| Measure | G150 | Source |
|---|---|---|
| Maximum takeoff weight (certified) | 26,100 lb | EASA TCDS EASA.IM.A.228 Issue 03, p.10 |
| Maximum ramp weight (certified) | 26,250 lb | EASA TCDS EASA.IM.A.228 Issue 03, p.10 |
| Fuel capacity (certified) | 10,300 lb | EASA TCDS EASA.IM.A.228 Issue 03, p.9 — total of the tanks listed on the certificate: usable wing 3,574, collectors 105, CTS 1,315 and fuselage 5,306 lb |
| Passengers | Up to 9 certified | EASA TCDS EASA.IM.A.228 Issue 03, p.10 |
| Fuel capacity, US gallons (approx.) | ≈ 1,540 US gal | From the certified pounds at 6.7 lb per US gallon of Jet A; actual density varies with temperature |
| Range (manufacturer) | — | No manufacturer source yet |
| Takeoff distance (manufacturer) | — | No manufacturer source yet |
| High-speed cruise (manufacturer) | — | No manufacturer source yet |
| Length (manufacturer) | — | No manufacturer source yet |
| Wingspan (manufacturer) | — | No manufacturer source yet |
| Height (manufacturer) | — | No manufacturer source yet |
What the G150’s certification file says
Regulators publish an operational evaluation for each type: how pilots must be rated and trained, and what training must stress.
Here is what the G150 files say, each item with its source.
Crewing a G150
| Item | What the file says |
|---|---|
| Type rating | G150ANAC OER Revision 1, p.2 |
| Minimum crew | 2 pilotsEASA TCDS EASA.IM.A.228 Issue 03, p.10 |
Sources
| Document | Revision |
|---|---|
| EASA TCDS IM.A.228 — Gulfstream G150 | EASA · Issue 03 · 26 May 2025 |
| ANAC Operational Evaluation Abstract Report — Gulfstream G150 | ANAC · Revision 1 · 28 Dec 2011 |
Chartering a G150
21 of the 69 North American G150s we track are on our charter list (30%).
Where charter G150s are based
| Field | Share | Aircraft |
|---|---|---|
| Winnipeg J. A. Richardson | 2 | |
| Calgary | 2 | |
| Austin-Bergstrom | 2 | |
| John C. Munro Hamilton | 1 | |
| Windsor | 1 | |
| Toronto Pearson | 1 |
Charter status is our own list, built from FAA records and public listings of charter aircraft; aircraft flown by a fractional program (NetJets, Flexjet and the like) are counted as fractional, not charter. No charter rates: prices depend on the operator and the trip. Check a specific aircraft’s record with its tail number before you book.
G150 questions
How many hours a year does a G150 fly?
The median North American G150 flies about 99 estimated hours a year; the middle half sits between 67 and 140. About 1 in 20 flies more than 219.
How often does a G150 fly?
5 flights a month on 4 flying days at the median. About 1 in 20 makes more than 12 flights a month.
How long is a typical G150 flight?
The median leg is 471 nm. About 1 in 20 aircraft average more than 934 nm a leg.
How often do G150 aircraft use short runways?
At the median, 13% of departures are from fields whose longest runway is under 1.25 times the type’s takeoff distance. About 1 in 20 keep it to 5% or less.
Is a high-hours G150 a bad buy?
Not by itself. High hours on long legs are gentler on the structure than the same hours on short hops. Look at hours per landing and short-hop share alongside hours.
Can a G150 fly across the Atlantic?
Yes. In our tracking window, 1 of the 69 North American aircraft flew 1 nonstop crossings between the Americas and Europe or Africa. The busiest were Gore Bay-Manitoulin–Shannon (1 flights).
How many gallons of fuel does a G150 hold?
About 1,540 US gallons. The type certificate gives 10,300 lb; we convert at 6.7 lb per gallon of Jet A, so the figure is approximate.
Where are most G150 aircraft based?
In North America, Calgary is home to the most, followed by Winnipeg J. A. Richardson and Austin-Bergstrom. A base is the field an aircraft touches on most of its flying days, month after month.
Cite this data
The Aircraft Ledger. “Gulfstream G150 fleet statistics.” Data to 31 July 2026. theaircraftledger.com/aircraft/gulfstream/g150
Embed a chart
<iframe src="https://theaircraftledger.com/embed/fleet/gulfstream-g150/fatigue" title="Fatigue" width="100%" height="1180" style="border:0;max-width:960px" loading="lazy"></iframe>Method: Gulfstream G150 aircraft with most departures in North America and at least 20 tracked flights in the latest twelve full months. Flight measures, bases, routes and rankings use ADS-B tracking 1 Aug 2025 – 31 Jul 2026; corrosion and engines-and-brakes exposure use the same twelve months, or an aircraft’s record since 1 Jan 2025 when it had too few nights or departures in them. Estimated hours from time in the air. Tracking misses some flights, so counts and hours are minimums. ADS-B coverage grew over the window, so we don’t compare one year with the last. Tracking can’t tell one variant from another; the variant split, the busiest table’s variants and the age table use the FAA registry, so they cover US-registered aircraft only. We assume the longest runway at each field, so short-runway figures are conservative. Short-runway figures use the manufacturer’s published takeoff distance where our sources hold one for every variant (the longest, where tracking can’t tell variants apart), and a reference figure otherwise. Corrosion measures cover the aircraft we can place on enough nights, some over the longer window when the twelve months had too few. Charter status is our own list, built from FAA records and public listings of charter aircraft; aircraft flown by a fractional program (NetJets, Flexjet and the like) are counted as fractional, not charter. About our data