Gulfstream G600: how 137 jets are really flown
The busiest 5% made more than 14 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 92% or more; the easier end at 2% or less.
The harder end, one aircraft in twenty, is at 2,541 ft or more; the easier end at 487 ft or less.
The hardest-worked 5% log 14 flights a month or more; the easiest-used, 3 or less. The middle aircraft sits at 6.
Fatigue
What each landing and pressurization cycle costs the structure: landings per hour and short hops.
The middle G600 flies 2.3 hours for every landing. One in twenty lands every 1.4 hours or sooner, the most cycles for its time.
Middle half 1.8–2.6 : 1Harder end: 5% at 1.4 : 1 or lessEasier end: 5% at 3.3 : 1 or more
Middle half 20–39%Harder end: 5% at 56% or moreEasier end: 5% at 12% or less
Middle half 459–757 nmLowest 5%: 262 nm or lessHighest 5%: 1,073 nm or more
Context, not graded: the tint marks the harder and easier end of the fleet.
Spread of trip lengths
All 137 G600sThe data behind it
Every measure for the 137 North America G600s, 1 Aug 2025 – 31 Jul 2026.| Measure | Fleet median | Middle half |
|---|---|---|
| Hours per landing Each aircraft’s average flight hours per landing | 2.3 : 1 | 1.8–2.6 : 1 |
| Short hops Share of legs under 300 nm | 31% | 20–39% |
| Leg length Median leg | 635 nm | 459–757 nm |
Corrosion
What the air around it does overnight: salt, damp and freeze–thaw.
The middle G600 spends 3% of its nights within 2 km of the coast. One in twenty spends 12% or more of them there.
Middle half 1–6%Harder end: 5% at 12% or moreEasier end: 5% at 0%
Middle half 6.0–8.6 hHarder end: 5% at 11.1 h or moreEasier end: 5% at 3.1 h or less
Middle half 3–16%Harder end: 5% at 26% or moreEasier end: 5% under 1%
Context, not graded: the tint marks the harder and easier end of the fleet.
Salt air across the fleet
102 G600sThe data behind it
Every measure for the 102 of the 137 North America G600s with enough nights at known fields, 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 |
|---|---|---|
| Salt air Nights within 2 km of the coast | 3% | 1–6% |
| Near the coast Nights within 10 km of the coast | 14% | 7–35% |
| Damp air Hours a day at 80% humidity or more, above freezing | 7.4 h | 6.0–8.6 h |
| Freeze–thaw Nights that froze and thawed within the day | 7% | 3–16% |
| Moisture in the air Average absolute humidity overnight | 9.3 g/m³ | 7.8–10.6 g/m³ |
Engines and brakes
What departures ask of engines, brakes and tires: heat and height, and runway length.
The middle G600 leaves from a short runway on 35% of its departures. One in twenty does on 68% or more.
Middle half 20–49%Harder end: 5% at 68% or moreEasier end: 5% at 11% or less
Middle half 1–6%Harder end: 5% at 17% or moreEasier end: 5% at 0%
Middle half 922–1,471 ftHarder end: 5% at 2,541 ft or moreEasier end: 5% at 487 ft or less
Context, not graded: the tint marks the harder and easier end of the fleet.
Runway margin at departure
10,044 departuresThe data behind it
Every measure for the 137 North America G600s, 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 | 35% | 20–49% |
| Hot, high takeoffs Departures at 5,000 ft density altitude or more | 3% | 1–6% |
| Density altitude Typical density altitude at takeoff | 1,172 ft | 922–1,471 ft |
Utilization
How steadily the fleet is used: flights, flying days and estimated hours.
The middle G600 made 6 flights a month. The busiest 5% made 14 or more, the quietest 3 or fewer.
Middle half 4.4–8.9Harder end: 5% at 13.7 or moreEasier end: 5% at 3.0 or less
Middle half 3.3–6.5Harder end: 5% at 9.2 or moreEasier end: 5% at 2.3 or less
Middle half 122–242 hHarder end: 5% at ≈319 h or moreEasier end: 5% at ≈72 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 137 North America G600s, 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 | 6.3 | 4.4–8.9 |
| Days flown a month Days with at least one flight | 4.9 | 3.3–6.5 |
| Estimated hours a year From time in the air | ≈171 h | 122–242 h |
Buying, selling or financing a G600?
See where your G600 sits in the fleet.
Enter a tail number to place it against these 137 aircraft. TailCheck grades it on Fatigue, Corrosion, Engines and brakes, and Utilization, with every percentile shown.
Where G600s are based and fly
Westchester is home to more G600s than any other field, 10 of the 121 with a home base.
McCarran–John Wayne -Orange is the busiest route: 86 flights by 8 different aircraft.
Where G600s are based
| Field | Share | Aircraft |
|---|---|---|
| Westchester | 10 | |
| Van Nuys | 7 | |
| Bradley | 5 | |
| Dallas Love | 4 | |
| Norman Y. Mineta San Jose | 4 | |
| Waukegan | 4 |
Busiest G600 routes
| Between | Flights |
|---|---|
| McCarran ⇄ John Wayne -Orange | 86 flights |
| Oakland ⇄ Sacramento | 74 |
| DuPage ⇄ Chicago Midway | 65 |
| Camarillo ⇄ Moffett Federal | 58 |
| Teterboro ⇄ Van Nuys | 51 |
| Buffalo Niagara ⇄ Palm Beach | 49 |
Longest G600 flights
| Between | Distance · time |
|---|---|
| Fukue → Philadelphia | 6,251 nm · 13 h 54 min |
| Brisbane → San Francisco | 6,144 nm · 12 h 36 min |
| Van Nuys → Syros Island National | 6,047 nm · 11 h 52 min |
| Fukue → Lambert-St. Louis | 5,995 nm · 12 h 46 min |
| Tokyo → Fulton -Brown | 5,959 nm · 11 h 25 min |
Busiest G600s this year
The busiest G600 made 20 flights a month, three times the middle aircraft.
Even the tenth on this list made 13.
Ranked by flights a month · updated monthly
| # | Tail | Base | Flights a month | Estimated hours a year | Record |
|---|---|---|---|---|---|
| 1 | N715VM | — | 20 | 561 h | Check this tail → |
| 2 | N886SG | Teterboro | 17 | 452 h | Check this tail → |
| 3 | N415P | Oakland | 16 | 254 h | Check this tail → |
| 4 | N660DX | Dekalb-Peachtree | 16 | 196 h | Check this tail → |
| 5 | N476CB | Greater Rochester | 15 | 345 h | Check this tail → |
| 6 | N161B | Charlotte Douglas | 15 | 314 h | Check this tail → |
| 7 | N1955M | Chicago Midway | 14 | 221 h | Check this tail → |
| 8 | N677GA | Savannah | 14 | 491 h | Check this tail → |
| 9 | N676BA | Lawrence G. Hanscom | 14 | 274 h | Check this tail → |
| 10 | N602CH | Buffalo Niagara | 14 | 286 h | Check this tail → |
G600 vs other aircraft of its size
Medians for each North America fleet, same window and method.
Of the 5 types in its size group, it flies least often.
| Type | Tracked | Flights a month | Hours a year | Median leg | Hours per landing | Short hops |
|---|---|---|---|---|---|---|
| Gulfstream G600 | 137 | 6.3 | 171 h | 635 nm | 2.3 : 1 | 31% |
| Gulfstream GV/G550 | 445 | 6.3 | 168 h | 647 nm | 2.2 : 1 | 30% |
| Gulfstream G650/G650ER | 314 | 6.7 | 199 h | 654 nm | 2.5 : 1 | 30% |
| Bombardier Global 6000/6500 | 261 | 6.3 | 187 h | 658 nm | 2.5 : 1 | 31% |
| Dassault Falcon 7X | 126 | 7.3 | 173 h | 614 nm | 2.1 : 1 | 28% |
Do older G600s fly differently?
Age makes little difference: by year built, the median G600 in each band flew between 178 and 182 estimated hours a year.
Show the tableHide the table
| Serial block | Built | Tracked | Hours a year | Median leg | Short hops |
|---|---|---|---|---|---|
| 73002–73104 | 2017–22 | 65 | 178 h | 653 nm | 32% |
| 6586–73182 | 2023–25 | 45 | 182 h | 598 nm | 31% |
US-registered aircraft only: the FAA registry gives serial number and year of manufacture for 110 of the 137 we track. Built = year of manufacture. Avionics upgrades are fitted by modification and the registry doesn’t show them, so check an aircraft’s records.
G600 on paper
Certified figures come from the type certificate data sheet; the rest are the manufacturer’s.
| Measure | G600 | Source |
|---|---|---|
| Maximum takeoff weight (certified) | 94,600 lb | EASA TCDS EASA.IM.A.595 Issue 15, p.22 |
| Maximum ramp weight (certified) | 95,000 lb | EASA TCDS EASA.IM.A.595 Issue 15, p.22 |
| Range (manufacturer) | ≈ 6,600 nm | Manufacturer (spec page, Web page, retrieved 22 Oct 2026) |
| Takeoff distance (manufacturer) | 5,700 ft | Manufacturer (spec page, Web page, retrieved 22 Oct 2026) |
| Passengers | Up to 19 certified · manufacturer layouts 13–17 | EASA TCDS EASA.IM.A.595 Issue 15, p.23; Manufacturer (spec page, Web page, retrieved 22 Oct 2026) |
| High-speed cruise (manufacturer) | Mach 0.90 | Manufacturer (spec page, Web page, retrieved 22 Oct 2026) |
| Length (manufacturer) | 96 ft 1 in | Manufacturer (spec page, Web page, retrieved 22 Oct 2026) |
| Wingspan (manufacturer) | 94 ft 2 in | Manufacturer (spec page, Web page, retrieved 22 Oct 2026) |
| Height (manufacturer) | 25 ft 3 in | Manufacturer (spec page, Web page, retrieved 22 Oct 2026) |
| Cabin altitude (manufacturer) | 3,255 ft at 41,000 ft | Manufacturer (spec page, Web page, retrieved 22 Oct 2026) |
What the G600’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 G600 files say, each item with its source.
Crewing a G600
| Item | What the file says |
|---|---|
| Type rating | GVII, covering the GVII-G500 (G500) and GVII-G600 (G600)ANAC OER Original, p.8 |
| Minimum crew | 2 pilotsEASA TCDS EASA.IM.A.595 Issue 15, p.22 |
Sources
| Document | Revision |
|---|---|
| EASA TCDS IM.A.595 — Gulfstream GVII | EASA · Issue 15 · 28 Nov 2025 |
| ANAC Operational Evaluation Report — Gulfstream GVII (G500/G600) | ANAC · Original · 9 May 2022 |
Chartering a G600
24 of the 137 North America G600s we track are on our charter list (18%).
Charter aircraft flew a median 133 estimated hours a year on 6 flights a month; the rest flew 180 hours on 6.
Where charter G600s are based
| Field | Share | Aircraft |
|---|---|---|
| Westchester | 2 | |
| Norman Y. Mineta San Jose | 2 | |
| Charlotte Douglas | 1 | |
| Gerald R. Ford | 1 | |
| William P Hobby | 1 | |
| Chicago Midway | 1 |
Charter status is our own list, built from FAA records and public listings of charter aircraft. No charter rates: prices depend on the operator and the trip. Check a specific aircraft’s record with its tail number before you book.
G600 questions
How many hours a year does a G600 fly?
The median North America G600 flies about 171 estimated hours a year; the middle half sits between 122 and 242. About 1 in 20 flies more than 319.
How often does a G600 fly?
6 flights a month on 5 flying days at the median. About 1 in 20 makes more than 14 flights a month.
How long is a typical G600 flight?
The median leg is 635 nm. About 1 in 20 aircraft average more than 1,073 nm a leg.
How often do G600 aircraft use short runways?
At the median, 35% 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 11% or less.
Is a high-hours G600 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 G600 fly across the Atlantic?
Yes. The manufacturer quotes 6,600 nm. In our tracking window, 123 of the 137 North America aircraft flew 625 nonstop crossings between the Americas and Europe or Africa. The busiest were Farnborough–Fulton -Brown (16 flights), London Stansted–Westchester (12 flights), Westchester–Paris-Le Bourget (11 flights).
Where are most G600 aircraft based?
In North America, Westchester is home to the most, followed by Van Nuys and Bradley. A base is the field an aircraft touches on most of its flying days, month after month.
Cite this data
The Aircraft Ledger. “Gulfstream G600 fleet statistics.” Data to 31 July 2026. theaircraftledger.com/aircraft/gulfstream/g600
Method: Gulfstream G600 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. Corrosion measures cover the aircraft we can place on enough nights. Charter status is our own list, built from FAA records and public listings of charter aircraft. About our data