Gulfstream G200: how 129 jets are really flown
The busiest 5% made more than 17 flights a month and the quietest 5% fewer than 4: over six times as many, on the same type.
The harder end, one aircraft in twenty, is at 92% or more; the easier end at 1% or less.
The harder end, one aircraft in twenty, is at 40% or more; the easier end near none.
The hardest-worked 5% log 17 flights a month or more; the easiest-used, 4 or less. The middle aircraft sits at 8.
Fatigue
What each landing and pressurization cycle costs the structure: landings per hour and short hops.
The middle G200 flies 1.5 hours for every landing. One in twenty lands every 1.1 hours or sooner, the most cycles for its time.
Middle half 1.3–1.8 : 1Harder end: 5% at 1.1 : 1 or lessEasier end: 5% at 2.1 : 1 or more
Middle half 28–44%Harder end: 5% at 63% or moreEasier end: 5% at 16% or less
Middle half 349–594 nmLowest 5%: 202 nm or lessHighest 5%: 860 nm or more
Context, not graded: the tint marks the harder and easier end of the fleet.
Spread of trip lengths
All 129 G200sThe data behind it
Every measure for the 129 North American G200s, 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 | 1.3–1.8 : 1 |
| Short hops Share of legs under 300 nm | 36% | 28–44% |
| Leg length Median leg | 462 nm | 349–594 nm |
Corrosion
What the air around it does overnight: salt, damp and freeze–thaw.
The middle G200 spends 1% of its nights within 2 km of the coast. One in twenty spends 10% or more of them there.
Middle half 0–3%Harder end: 5% at 10% or moreEasier end: 5% at -0%
Middle half 5.1–8.1 hHarder end: 5% at 11.2 h or moreEasier end: 5% at 2.6 h or less
Middle half 3–17%Harder end: 5% at 32% 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
100 G200sThe data behind it
Every measure for the 100 of the 129 North American G200s with enough nights at known fields, 1 Aug 2025 – 31 Jul 2026 (2 on their record since 1 Jan 2025: too few in the 12 months).| 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 | 9% | 4–41% |
| Damp air Hours a day at 80% humidity or more, above freezing | 6.7 h | 5.1–8.1 h |
| Freeze–thaw Nights that froze and thawed within the day | 7% | 3–17% |
| Moisture in the air Average absolute humidity overnight | 9.2 g/m³ | 7.3–11.3 g/m³ |
Engines and brakes
What departures ask of engines, brakes and tires: heat and height, and runway length.
The middle G200 leaves from a short runway on 54% of its departures. One in twenty does on 84% or more.
Middle half 35–73%Harder end: 5% at 84% or moreEasier end: 5% at 19% or less
Middle half 2–13%Harder end: 5% at 40% or moreEasier end: 5% at -0%
Middle half 1,262–2,072 ftHarder end: 5% at 4,209 ft or moreEasier end: 5% at 670 ft or less
Context, not graded: the tint marks the harder and easier end of the fleet.
Runway margin at departure
9,454 departuresThe data behind it
Every measure for the 127 of the 129 North American G200s with enough departures we could assess, 1 Aug 2025 – 31 Jul 2026 (3 on their record since 1 Jan 2025: too few in the 12 months).| Measure | Fleet median | Middle half |
|---|---|---|
| Short runways Departures where the longest runway was under 1.25× the takeoff distance | 54% | 35–73% |
| Hot, high takeoffs Departures at 5,000 ft density altitude or more | 5% | 2–13% |
| Density altitude Typical density altitude at takeoff | 1,662 ft | 1,262–2,072 ft |
Utilization
How steadily the fleet is used: flights, flying days and estimated hours.
The middle G200 made 8 flights a month. The busiest 5% made 17 or more, the quietest 4 or fewer.
Middle half 6.0–11.0Harder end: 5% at 17.9 or moreEasier end: 5% at 3.2 or less
Middle half 4.4–7.6Harder end: 5% at 10.5 or moreEasier end: 5% at 2.6 or less
Middle half 98–211 hHarder end: 5% at ≈306 h or moreEasier end: 5% at ≈64 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, October 2025
The data behind it
Every measure for the 95 of the 129 North American G200s with at least 40% of their flights tracked, 1 Aug 2025 – 31 Jul 2026.| Measure | Fleet median | Middle half |
|---|---|---|
| Flights a month In the months it flew | 8.3 | 6.0–11.0 |
| Days flown a month Days with at least one flight | 5.5 | 4.4–7.6 |
| Estimated hours a year From time in the air | ≈151 h | 98–211 h |
Buying, selling or financing a G200?
See where your G200 sits in the fleet.
Enter a tail number to place it against these 129 aircraft. TailCheck grades it on Fatigue, Corrosion, Engines and brakes, and Utilization, with every percentile shown.
Where G200s are based and fly
Dallas Love is home to more G200s than any other field, 5 of the 104 with a home base.
Scottsdale–Van Nuys is the busiest route: 67 flights by 11 different aircraft.
Where G200s are based
| Field | Share | Aircraft |
|---|---|---|
| Dallas Love | 5 | |
| Fort Lauderdale | 5 | |
| Toronto Pearson | 4 | |
| Arapahoe | 4 | |
| Dekalb-Peachtree | 4 | |
| Van Nuys | 4 |
Busiest G200 routes
| Between | Flights |
|---|---|
| Scottsdale ⇄ Van Nuys | 67 flights |
| San Diego ⇄ Van Nuys | 56 |
| Oakland ⇄ Reno/Tahoe | 49 |
| Scottsdale ⇄ John Wayne | 44 |
| Reno/Tahoe ⇄ Norman Y. Mineta San Jose | 43 |
| Palm Beach ⇄ Teterboro | 42 |
Longest G200 flights
| Between | Distance · time |
|---|---|
| Toronto Pearson → PALMA/SON SAN JUAN (MIL) | 3,547 nm · 8 h 36 min |
| Snohomish (Paine ) → Reykjavik | 3,124 nm · 7 h 36 min |
| Toronto Pearson → Luton | 3,074 nm · 6 h 54 min |
| Georgetown → Homer | 2,751 nm · 7 h 36 min |
| Central Maine of Norridgewock → London Gatwick | 2,723 nm · 5 h 07 min |
Busiest G200s this year
The busiest G200 made 27 flights a month, three times the middle aircraft.
Even the tenth on this list made 15.
Ranked by flights a month · updated monthly
| # | Tail | Base | Flights a month | Estimated hours a year | Record |
|---|---|---|---|---|---|
| 1 | N819AP | Norman Y. Mineta San Jose | 27 | 614 h | Check this tail → |
| 2 | N860CB | Salt Lake City | 22 | 339 h | Check this tail → |
| 3 | N196X | Hayward Air Terminal | 21 | 298 h | Check this tail → |
| 4 | N861CB | Salt Lake City | 18 | 315 h | Check this tail → |
| 5 | N324WK | Reno/Tahoe | 18 | 276 h | Check this tail → |
| 6 | N842SS | Van Nuys | 18 | 315 h | Check this tail → |
| 7 | N688HL | — | 18 | 290 h | Check this tail → |
| 8 | N200QA | Austin-Bergstrom | 17 | 289 h | Check this tail → |
| 9 | N825BB | Arapahoe | 15 | 223 h | Check this tail → |
| 10 | N991RL | Scottsdale | 15 | 254 h | Check this tail → |
G200 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 G200 | 129 | 8.3 | 151 h | 462 nm | 1.5 : 1 | 36% |
| 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% |
| Embraer Praetor 500 | 124 | 30.9 | 549 h | 420 nm | 1.5 : 1 | 37% |
| Gulfstream G150 | 69 | 4.9 | 99 h | 471 nm | 1.5 : 1 | 32% |
G200 on paper
Certified figures come from the type certificate data sheet.
We don’t have a manufacturer source for the Gulfstream G200 yet, so its manufacturer rows show a dash.
| Measure | G200 | Source |
|---|---|---|
| Maximum takeoff weight (certified) | 35,450–35,650 lb | EASA TCDS EASA.IM.A.013 Issue 05, p.22 — 35,450 lb (with MOD 7166) · 35,650 lb (with MOD 7166 and MOD G2-10082) |
| Maximum ramp weight (certified) | 35,600–35,800 lb | EASA TCDS EASA.IM.A.013 Issue 05, p.22 — 35,600 lb (with MOD 7166) · 35,800 lb (with MOD 7166 and MOD G2-10082) |
| Fuel capacity (certified) | 15,010 lb | EASA TCDS EASA.IM.A.013 Issue 05, p.21 |
| Passengers | Up to 19 certified | EASA TCDS EASA.IM.A.013 Issue 05, p.23 |
| Fuel capacity, US gallons (approx.) | ≈ 2,240 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 |
Chartering a G200
76 of the 129 North American G200s we track are on our charter list (59%).
Charter aircraft flew a median 183 estimated hours a year on 10 flights a month; the rest flew 103 hours on 6.
Where charter G200s are based
| Field | Share | Aircraft |
|---|---|---|
| Toronto Pearson | 4 | |
| Arapahoe | 3 | |
| Fort Lauderdale | 3 | |
| Teterboro | 3 | |
| Van Nuys | 3 | |
| Dallas Love | 2 |
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.
G200 questions
How many hours a year does a G200 fly?
The median North American G200 flies about 151 estimated hours a year; the middle half sits between 98 and 211. About 1 in 20 flies more than 306.
How often does a G200 fly?
8 flights a month on 6 flying days at the median. About 1 in 20 makes more than 17 flights a month.
How long is a typical G200 flight?
The median leg is 462 nm. About 1 in 20 aircraft average more than 860 nm a leg.
How often do G200 aircraft use short runways?
At the median, 54% 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 19% or less.
Is a high-hours G200 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 G200 fly across the Atlantic?
Yes. In our tracking window, 6 of the 129 North American aircraft flew 11 nonstop crossings between the Americas and Europe or Africa. The busiest were Halifax Stanfield–Dublin (2 flights), St. John's–Trondheim Vaernes (1 flights), Toronto Pearson–Luton (1 flights).
How many gallons of fuel does a G200 hold?
About 2,240 US gallons. The type certificate gives 15,010 lb; we convert at 6.7 lb per gallon of Jet A, so the figure is approximate.
Where are most G200 aircraft based?
In North America, Dallas Love is home to the most, followed by Fort Lauderdale and Toronto Pearson. A base is the field an aircraft touches on most of its flying days, month after month.
Cite this data
The Aircraft Ledger. “Gulfstream G200 fleet statistics.” Data to 31 July 2026. theaircraftledger.com/aircraft/gulfstream/g200
Embed a chart
<iframe src="https://theaircraftledger.com/embed/fleet/gulfstream-g200/fatigue" title="Fatigue" width="100%" height="1180" style="border:0;max-width:960px" loading="lazy"></iframe>Method: Gulfstream G200 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