Gulfstream G650: how 314 jets are really flown
The busiest 5% made more than 17.4 flights a month and the quietest 5% fewer than 3.1: over five times as many, on the same type.
At the harder end, one G650 in twenty sees a freeze and a thaw on 25% or more of its nights. At the easier end, most see almost none.
The hardest-worked 5% log ≈518 h a year or more; the easiest-used, ≈87 h or less. The middle aircraft sits at ≈199 h.
For the easiest-used 5%, a short runway is rare: 12% of departures or fewer. At the harder end, 73% or more leave from one.
Fatigue
What each landing and pressurization cycle costs the structure: landings per hour and short hops.
The middle G650 flies 2.5 hours for every landing. One in twenty lands every 1.5 hours or sooner, the most cycles for its time.
Middle half 2.0–3.0 : 1Harder end: 5% at 1.5 : 1 or lessEasier end: 5% at 4.0 : 1 or more
Middle half 23–42%Harder end: 5% at 58% or moreEasier end: 5% at 13% or less
Middle half 469–906 nmLowest 5%: 206 nm or lessHighest 5%: 1,535 nm or more
Context, not graded: the tint marks the harder and easier end of the fleet.
Spread of trip lengths
All 314 G650sThe data behind it
The public sample aircraft against the 314 North America G650s, 1 Aug 2025 – 31 Jul 2026.The dot is the aircraft from our public sample TailCheck report, graded the report's way: the middle half (25th–75th percentile) is typical. Its report compares it with every tracked G650 since 1 Jan 2025, so its percentiles there differ from these. The sample aircraft’s full report →
Corrosion
What the air around it does overnight: salt, damp and freeze–thaw.
The middle G650 spends 3% of its nights within 2 km of the coast. One in twenty spends 23% or more of them there.
Middle half 1–8%Harder end: 5% at 23% or moreEasier end: 5% at 0%
Middle half 6.6–9.1 hHarder end: 5% at 12.4 h or moreEasier end: 5% at 4.2 h or less
Middle half 2–12%Harder end: 5% at 25% 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
254 G650sThe data behind it
The public sample aircraft against the 254 of the 314 North America G650s with enough nights at known fields, 1 Aug 2025 – 31 Jul 2026 (8 on their record since 1 Jan 2025: too few in the 12 months).The dot is the sample aircraft, graded as in Chapter 01. The sample aircraft’s full report →
Engines and brakes
What departures ask of engines, brakes and tires: heat and height, and runway length.
The middle G650 leaves from a short runway on 37% of its departures. One in twenty does on 73% or more.
Middle half 24–53%Harder end: 5% at 73% or moreEasier end: 5% at 12% or less
Middle half 1–6%Harder end: 5% at 16% or moreEasier end: 5% at 0%
Middle half 781–1,409 ftHarder end: 5% at 2,139 ft or moreEasier end: 5% at 370 ft or less
Context, not graded: the tint marks the harder and easier end of the fleet.
Runway margin at departure
24,474 departuresThe data behind it
The public sample aircraft against the 313 of the 314 North America G650s with enough departures we could assess, 1 Aug 2025 – 31 Jul 2026 (4 on their record since 1 Jan 2025: too few in the 12 months).The dot is the sample aircraft, graded as in Chapter 01. The sample aircraft’s full report →
Utilization
How steadily the fleet is used: flights, flying days and estimated hours.
The middle G650 made 6.7 flights a month. The busiest 5% made 17.4 or more, the quietest 3.1 or fewer.
Middle half 4.9–9.5Harder end: 5% at 17.4 or moreEasier end: 5% at 3.1 or less
Middle half 3.7–6.8Harder end: 5% at 11.2 or moreEasier end: 5% at 2.6 or less
Middle half 139–271 hHarder end: 5% at ≈518 h or moreEasier end: 5% at ≈87 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
The public sample aircraft against the 314 North America G650s, 1 Aug 2025 – 31 Jul 2026.The dot is the sample aircraft, graded as in Chapter 01. The sample aircraft’s full report →
Buying, selling or financing a G650?
See where your G650 sits in the fleet.
Enter a tail number to place one aircraft against these 314. TailCheck grades it on Fatigue, Corrosion, Engines and brakes, and Utilization, with every percentile shown.
Where G650s are based and fly
Teterboro is home to more G650s than any other field, 26 of the 254 with a home base.
Washington Dulles–Teterboro is the busiest route: 358 flights by 87 different aircraft.
Where G650s are based
| Field | Share | Aircraft |
|---|---|---|
| Teterboro | 26 | |
| Norman Y. Mineta San Jose | 19 | |
| Van Nuys | 17 | |
| Washington Dulles | 10 | |
| Palm Beach | 10 | |
| Westchester | 9 |
Busiest G650 routes
| Between | Flights |
|---|---|
| Washington Dulles ⇄ Teterboro | 358 flights |
| Teterboro ⇄ Van Nuys | 190 |
| Palm Beach ⇄ Teterboro | 186 |
| Norman Y. Mineta San Jose ⇄ Van Nuys | 142 |
| McCarran ⇄ Van Nuys | 122 |
| Lawrence G. Hanscom ⇄ Teterboro | 120 |
Longest G650 flights
| Between | Distance · time |
|---|---|
| Auckland → Miami-Opa Locka | 7,002 nm · 14 h 34 min |
| Hong Kong → Teterboro | 6,989 nm · 15 h 52 min |
| Fort Lauderdale-Hollywood → Abu Dhabi Bateen | 6,791 nm · 13 h 15 min |
| Hong Kong → Toronto Pearson | 6,775 nm · 15 h 49 min |
| Palm Beach → Abu Dhabi Bateen | 6,763 nm · 13 h 01 min |
Busiest G650s this year
The busiest G650 made 28.0 flights a month, four times the middle aircraft.
Even the tenth on this list made 18.6.
Ranked by flights a month · updated monthly
| # | Tail | Variant | Flights a month | Estimated hours a year | Record |
|---|---|---|---|---|---|
| 1 | N188WR | G650ER | 28.0 | 408 h | Check this tail → |
| 2 | N757RR | G650ER | 23.8 | 455 h | Check this tail → |
| 3 | N663FX | G650ER | 22.0 | 643 h | Check this tail → |
| 4 | N659FX | G650ER | 21.9 | 702 h | Check this tail → |
| 5 | N670FX | G650ER | 21.2 | 536 h | Check this tail → |
| 6 | N654FX | G650ER | 20.1 | 690 h | Check this tail → |
| 7 | N652BA | G650ER | 20.0 | 560 h | Check this tail → |
| 8 | N651MP | G650/G650ER | 19.7 | 484 h | Check this tail → |
| 9 | N888FB | G650 | 19.3 | 453 h | Check this tail → |
| 10 | N673FX | G650 | 18.6 | 524 h | Check this tail → |
G650 vs other aircraft of its size
The gap inside each fleet is bigger than the gap between types.
The middle half of the G650 fleet spans 139 to 271 estimated hours a year, and every type here has a middle half at least 101 hours wide. The medians of all 5 types sit within 39 hours of each other. Of the 5 types in its size group, it flies most often.
| Type | Tracked | Flights a month | Hours a year | Median leg | Hours per landing | Short hops |
|---|---|---|---|---|---|---|
| Gulfstream G650/G650ER | 314 | 6.7 | 199 h | 654 nm | 2.5 : 1 | 30% |
| Gulfstream GV/G550 | 445 | 6.3 | 168 h | 647 nm | 2.2 : 1 | 30% |
| Bombardier Global 6000/6500 | 262 | 6.4 | 187 h | 657 nm | 2.5 : 1 | 31% |
| Dassault Falcon 7X | 126 | 6.2 | 159 h | 614 nm | 2.1 : 1 | 28% |
| Gulfstream G600 | 137 | 6.3 | 171 h | 635 nm | 2.3 : 1 | 31% |
Do older G650s fly differently?
Age makes little difference: by year built, the median G650 in each band flew between 193 and 227 estimated hours a year.
Show the tableHide the table
| Serial block | Built | Tracked | Hours a year | Median leg | Short hops |
|---|---|---|---|---|---|
| 6005–6178 | 2010–15 | 67 | 193 h | 619 nm | 30% |
| 6182–6365 | 2016–18 | 65 | 227 h | 628 nm | 30% |
| 6368–6486 | 2019–21 | 55 | 199 h | 698 nm | 31% |
| 6489–6598 | 2022–24 | 52 | 195 h | 643 nm | 32% |
US-registered aircraft only: the FAA registry gives serial number and year of manufacture for 239 of the 314 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.
G650 vs G650ER: on paper
On paper the G650ER is the heavier, longer-range model: certified 4,000 lb heavier at takeoff, with 4,000 lb more fuel and 500 nm more range on the manufacturer's figures.
In the FAA registry, 203 of the 269 active US aircraft are G650ERs and 39 are G650s. Certified figures come from the type certificate data sheet; the rest are the manufacturer's.
| Measure | G650 | G650ER | Source |
|---|---|---|---|
| Maximum takeoff weight (certified) | 99,600 lb | 103,600 lb | EASA TCDS EASA.IM.A.169 Issue 17, p.17 |
| Maximum ramp weight (certified) | 100,000 lb | 104,000 lb | EASA TCDS EASA.IM.A.169 Issue 17, p.17 |
| Fuel capacity (certified) | 44,200 lb | 48,200 lb | EASA TCDS EASA.IM.A.169 Issue 17, p.14 |
| Range (manufacturer) | ≈ 7,000 nm | ≈ 7,500 nm | Manufacturer (archived spec page, 14 Jun 2023) |
| Takeoff distance (manufacturer) | 5,858 ft | 6,299 ft | Manufacturer (archived spec page, 14 Jun 2023) |
| Passengers | Up to 19 certified · manufacturer layouts 13–16 | Up to 19 certified · manufacturer layouts 13–16 | EASA TCDS EASA.IM.A.169 Issue 17, p.18; Manufacturer (archived spec page, 14 Jun 2023) |
| Fuel capacity, US gallons (approx.) | ≈ 6,600 US gal | ≈ 7,190 US gal | From the certified pounds at 6.7 lb per US gallon of Jet A; actual density varies with temperature |
| High-speed cruise (manufacturer) | Mach 0.90 | Mach 0.90 | Manufacturer (archived spec page, 14 Jun 2023) |
| Length (manufacturer) | 99 ft 9 in | 99 ft 9 in | Manufacturer (archived spec page, 14 Jun 2023) |
| Wingspan (manufacturer) | 99 ft 7 in | 99 ft 7 in | Manufacturer (archived spec page, 14 Jun 2023) |
| Height (manufacturer) | 25 ft 8 in | 25 ft 8 in | Manufacturer (archived spec page, 14 Jun 2023) |
| Cabin altitude (manufacturer) | 3,000 ft at 41,000 ft | — | Manufacturer (archived spec page, 14 Apr 2015) |
What the G650’s certification file says
One type rating, GVI, covers both the G650 and the G650ER, and a pilot new to the type needs a 21-day course.
Below: how the type is crewed, the course day by day, and the areas every crew must train on, each with its source.
Crewing a G650
| Item | What the file says |
|---|---|
| Type rating | GVI, covering the G650 and G650EREASA TCDS EASA.IM.A.169 Issue 17, p.21 |
| Minimum crew | 2 pilotsEASA TCDS EASA.IM.A.169 Issue 17, p.18 |
| Switching between variants | Level A between the G650 and G650ER: self-instruction on weight and fuel limits and noise data; no checking or currency requirements.ANAC OER Original, p.29 |
| Full initial course | 21 days. Days 1–13 ground school (technical knowledge exam on day 13); days 14–20 seven full-flight-simulator sessions; day 21 license skill test in the simulator.ANAC OER Original, p.45 |
| Shortened course | 13 days, for pilots type rated on the GV-SP (G550/G500) or GIV-X (G450/G350) with at least 150 hours on that type in the last 24 months.ANAC OER Original, p.46 |
| Head-up display | HUD is standard; each pilot in command needs at least 3 hours of ground school and 4 hours of left-seat simulator training.ANAC OER Original, p.19 |
| Enhanced vision (EVS) | EVS is standard; HUD proficiency first, then at least 4 hours of ground school and 4 hours of left-seat simulator training per pilot in command.ANAC OER Original, p.21 |
| Line flying under supervision | At least 8 route sectors after the full course and 4 after the reduced course, each followed by a 2-sector line check.ANAC OER Original, p.27 |
Show all 8Show the first four
Type-rating course, day by day
Evaluated course footprints. ANAC OER Original, p.45.Areas the regulators single out
Show
Areas the regulators single out
ShowItems every crew must train on, from the evaluation report. They tell you what a crew you hire, or a charter operator, should be current on.
| Area | What the report says |
|---|---|
| Fly-by-wire flight control modes | The aircraft has fly-by-wire controls; crews must understand how it behaves in each flight control mode. |
| Fan blade out | Vibration from losing a fan blade is worst in the middle of the speed range, and the right response at cruise (speeding up) is not intuitive. |
| No-flap landing, with wing anti-ice and de-rotation effects | With anti-ice on, the angle-of-attack protection changes, pitch on landing is higher and the nose wheel must be lowered positively; early reverse thrust can pitch the nose up. |
| Emergency descent | The autopilot can disconnect if the speed brake is deployed quickly, through angle-of-attack protection. |
| Overspeed protection | The flight control system protects against exceeding VMO but not MMO at high altitude, which matters most in a hand-flown emergency descent. |
| Delayed engine response at altitude | Engine response to full power is slower at altitude, notably in high-altitude stalls and with flaps under 22 degrees. |
| Take-off characteristics | Crews must not over-rotate past the commanded pitch, especially on one engine, and need correct rudder after an engine failure to avoid yaw-induced roll. |
| Standby flight display | The standby display can pop up automatically; crews train for it in normal, abnormal and startle scenarios. |
| Flight management system failures | A triple FMS failure is possible and was seen during the evaluation; crews train for it in every phase of flight. |
| Nose wheel steering failure on landing | Steering can fail at touchdown with its aural alert inhibited; crews keep straight with rudder and differential braking, trained with a crosswind. |
ANAC OER Original, p.23
Sources
| Document | Revision |
|---|---|
| EASA TCDS EASA.IM.A.169 — Gulfstream GVI (GVI, GVIII-G700, GVIII-G800) | EASA · Issue 17 · 14 Jul 2026 |
| UK CAA TCDS UK.TC.A.00038 — Gulfstream GVI | UK CAA · Issue 6 · 27 Mar 2026 |
| ANAC Operational Evaluation Report — Gulfstream GVI (G650, G650ER) | ANAC · Original · 2 Jun 2015 |
| EASA OSD Flight Crew GVI (EASA-OSD-FC-GVI-GAC-001) | EASA · Basic issue · 15 Dec 2014 · superseded by EASA-OSD-FC-GVI-GAC-002 Revision 4 (not public) |
Chartering a G650
86 of the 314 aircraft we track are on our charter list, about 27%.
They flew more: a median 243 estimated hours a year on 8.2 flights a month, against 193 hours on 6.5 for the rest. More hours bring hours-based inspections due sooner. On a used G650, ask whether it ever flew on a charter certificate, and for how long.
Where charter G650s are based
| Field | Share | Aircraft |
|---|---|---|
| Teterboro | 8 | |
| Van Nuys | 7 | |
| Washington Dulles | 6 | |
| Chicago Midway | 3 | |
| Napa | 2 | |
| Burbank Bob Hope | 2 |
The charter list is our own, built from FAA records and public listings of charter aircraft. This page carries no charter rates, which depend on the operator and the trip. A tail check shows one aircraft's own record.
G650 questions
What's the difference between the G650 and the G650ER?
Weight, fuel and range. The G650ER is certified 4,000 lb heavier at takeoff and carries 4,000 lb more fuel, about 600 US gallons. On the manufacturer's figures that buys 500 nm more range. Both sit on one type certificate and one type rating, and moving between them is self-study.
How many gallons of fuel does a G650 hold?
About 6,600 US gallons, or 7,190 for the G650ER. The type certificate gives the capacity in pounds (44,200 and 48,200 lb). We convert at 6.7 lb per gallon of Jet A, so the gallons are approximate.
Can a Gulfstream G650 fly across the Atlantic?
Easily. The manufacturer quotes 7,000 nm of range, or 7,500 nm for the G650ER. Between August 2025 and July 2026, 291 of the 314 aircraft we follow flew 2,047 nonstop crossings between the Americas and Europe or Africa.
How long can a G650ER fly?
The longest flight we tracked took 14 h 34 min: Auckland to Miami, 7,002 nm nonstop. The manufacturer quotes a range of 7,500 nm for the G650ER.
What is the cabin altitude of the Gulfstream G650?
Gulfstream quotes a cabin altitude of 3,000 ft at 41,000 ft for the G650. A lower cabin altitude means thicker cabin air on a long flight. The archived spec page we cite gives no separate figure for the G650ER.
What is the cruising speed of a Gulfstream G650?
Gulfstream quotes a high-speed cruise of Mach 0.90 and a long-range cruise of Mach 0.85. The quoted range assumes the slower figure. Flying faster burns more fuel per mile, so a fast trip reaches less far.
What engines are on a G650?
The type certificate lists the Rolls-Royce Deutschland BR700-725A1-12 for both the G650 and the G650ER.
Is the G650 still in production?
No. The final deliveries were in 2025. The manufacturer's latest annual report counts more than 595 in service, and we track 510 that are active worldwide.
How many hours a year does a G650/G650ER fly?
About 199 estimated hours at the median, over the twelve months to July 2026. The middle half of the fleet flew between 139 and 271, and about 1 in 20 flew more than 518.
Is a high-hours G650/G650ER a bad buy?
Not by itself. Long legs add fewer landings per hour, and landings count against the structural and landing-gear life limits. Hours bring hours-based inspections due, so check where the aircraft stands on those. Read hours per landing (2.5 at the median) and short-hop share alongside the total.
Cite this data
The Aircraft Ledger. “Gulfstream G650/G650ER fleet statistics.” Data to 31 July 2026. theaircraftledger.com/aircraft/gulfstream/g650
The G650/G650ER fleet, monthly
Medians, movers and the busiest tails in one short email.
Method: Gulfstream G650/G650ER 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