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How to Buy a Gulfstream GIV / GIV-SP / G300 / G400: Buyer's Guide
A true large-cabin, long-range jet at a fraction of its new price, provided you buy on maintenance status and budget for big-airplane costs.
Updated October 2026 · Market data from 6 live fyiAero listings, the FAA registry and NTSB records
Overview
The Gulfstream GIV defined the large-cabin business jet when it entered service in the late 1980s. Rolls-Royce Tay turbofans, a stand-up cabin and genuine intercontinental range made it the corporate flagship of its era. It went on to fly as heads-of-state transports and as the military C-20 series. The later GIV-SP and the short-lived G300 and G400 designations refined the design, and the airframe was eventually developed into the G350 and G450.
Today the GIV family is one of the most affordable ways to get a cabin you can walk around in and nonstop range across most oceans. There are 358 GIV-family aircraft on the FAA registry. Six were listed for sale on fyiAero at the time of writing: five as GIV and one as G-IV. None of those listings published an asking price, which is typical at this end of the market. Most sellers want to qualify buyers before talking numbers.
The catch is simple. Acquisition cost and ownership cost have come apart. Median airframe time on current fyiAero listings is 13,207 hours, and a single major inspection, engine event or avionics upgrade can approach a meaningful share of the purchase price. The smart money buys a GIV for its maintenance status, engine program coverage and avionics compliance. The paint, the interior and the headline price come second.
Who it's for. The GIV suits an owner or flight department that regularly flies six to fourteen passengers on long legs, including transcontinental and transatlantic trips, and wants large-cabin comfort without paying G450 or G550 money. It is a two-pilot airplane that requires a type rating. Realistically it is flown by professional crews who have attended recurrent simulator training, not by owner-pilots stepping up from a light jet. Insurers will want typed, experienced captains and first officers with current sim training, and premiums reflect both the hull value and the liability exposure of a large passenger jet. If you plan to fly it yourself, expect to sit right seat with a seasoned captain for a long time before an underwriter considers you as pilot in command. Charter operators and fractional-style programs also use the type, but Part 135 adds its own maintenance and crew requirements.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| GIV | 1987-1992 | The original model with Tay engines and Honeywell SPZ-8000 CRT avionics. These are generally the lowest-priced examples, and value hinges heavily on whether the avionics have been modernized and the engines are on a program. |
| GIV-SP (Special Performance) | 1992-2002 | Higher gross weights improved payload with full fuel, and an updated SPZ-8400 avionics suite was installed. The SP is the most common and most liquid variant and typically commands a premium over early GIVs in similar condition. |
| G300 / G400 | 2002-2003 | Gulfstream's rebranding of the line just before the G350/G450. The G400 is essentially a late GIV-SP, while the G300 was a shorter-range configuration. Late serials and low production make them sought after when well maintained. |
| C-20F/G/H (military) | 1990s | Military and government versions occasionally surface on the civil market with unique configurations and records. Verify conversion and certification paperwork carefully, because records and modifications can complicate value and resale. |
What a Gulfstream GIV / GIV-SP / G300 / G400 costs to buy
- Expect price-on-request listings. None of the six current fyiAero GIV-family listings show an asking price, so plan to get pricing through a broker and compare against recent closed sales rather than advertised numbers.
- Median airframe time on current fyiAero listings is 13,207 hours. Airframe hours alone matter less than calendar inspection status, landing gear overhaul timing and corrosion history, so compare aircraft by upcoming inspection cost, not just total time.
- Engine program enrollment drives value more than almost anything else. A GIV with Tay engines on a fully paid-up hourly program is worth substantially more, and is easier to resell, than one whose next overhaul or hot section you will fund yourself.
- Price the next big event into your offer. If the major airframe inspection, gear overhaul or APU event is due soon, its cost should come straight off your number. On an airplane at this price point, that cost can be a large fraction of the deal.
- Avionics compliance matters for where you can fly. Aircraft with ADS-B Out, FANS/CPDLC, updated FMS and LCD display retrofits fly oceanic and international routes without restriction, while unmodified airplanes may face routing limits and a large upgrade bill.
- Records completeness counts. Gaps, foreign registry history or military conversions without clean paperwork can sharply reduce both value and financing or insurance options.
Pre-buy inspection checklist
Have a shop that knows the type do the pre-buy, and ask them to research every applicable AD and service bulletin. Pay particular attention to:
- Engine records, borescope and program status. Tay overhauls and hot sections are among the most expensive events on the airplane. Confirm program enrollment, any buy-in or penalty owed, and a fresh borescope and trend data review.
- Calendar inspection status. Gulfstream's major calendar inspections, especially the longer-interval structural checks, are expensive and labor intensive. Know exactly what is due, when, and what the last one found.
- Corrosion inspection. High-time and older airframes, especially those based near coasts or used overseas, can hide corrosion in the wing, lower fuselage, wheel wells and under galley and lavatory floors. Corrosion repairs can be costly and slow.
- Wing fuel tank leaks and sealant condition. Integral wet-wing tanks on aging Gulfstreams can develop seeps and leaks. Resealing requires significant downtime, so look for staining and review any previous tank work.
- Landing gear and brakes. Gear overhauls are calendar and cycle driven and carry a large price tag. Check overhaul dates, brake wear and steering condition, along with any history of hard landings.
- APU condition and program status. The APU is essential for ground operations and comfort. An unenrolled APU heading toward overhaul is a significant cost item.
- Thrust reversers and engine nacelles. Reverser actuation, latches and structure see heavy wear and are a recurring squawk item. Have the shop review history and research applicable ADs and SBs.
- Avionics functionality and compliance. Original CRT displays and older FMS units are aging, and replacement parts are getting scarcer. Verify ADS-B Out, RVSM approval, FANS/CPDLC capability and the condition of display units.
- Pressurization, windows and environmental systems. Check outflow valve operation, cabin leak rate, window crazing or delamination, and air cycle machine health. Any of these can ground the airplane or generate large bills.
- AD and SB compliance plus records audit. A GIV can carry decades of directives and service bulletins. Have a Gulfstream-experienced shop research every applicable AD and SB and confirm compliance is documented, not assumed.
Popular upgrades
- LCD display retrofit and FMS upgrade. Replacing CRT displays and updating the FMS improves reliability and parts availability. It is one of the strongest value-adds on resale, especially on early GIVs.
- ADS-B Out, FANS/CPDLC and LPV capability. Mandate and oceanic compliance packages are close to essential for international operations. Aircraft without them sell at a discount reflecting the upgrade cost.
- Cabin connectivity (satcom/Wi-Fi). Modern high-speed connectivity is expected by passengers and charter clients. It adds value and marketability, though older systems may need replacement.
- Interior refurbishment. A fresh interior helps an airplane sell faster, but owners rarely recover the full cost at resale. Buy a good interior rather than paying to create one.
- Engine and APU program enrollment. Not a physical mod, but enrolling the engines and APU in hourly programs is often the single most effective way to protect resale value.
- Paint. Quality paint improves curb appeal and corrosion protection. Like interiors, it supports value without returning its full cost.
Ownership costs
fyiAero's operating cost estimate puts GIV-family variable costs at about $3,271 per flight hour, covering fuel, maintenance reserves and engine programs. An annual budget of roughly $1,356,183 assumes 229 hours of flying. With a cruise speed around 480 knots and range of about 4,220 nautical miles, that works out to about $6.81 per nautical mile. The same estimate puts the average pre-owned value near $2,141,864. In other words, a year of operation can cost more than half of what the airplane itself is worth. Fixed costs such as crew salaries and training, hangar, insurance and management weigh heavily. Large unscheduled or calendar-driven events can arrive in any given year, so serious owners keep a dedicated maintenance reserve on top of the annual budget. Buying the cheapest GIV on the market is often the most expensive way to own one.
Safety record
NTSB records show 3 accidents involving GIV-family aircraft over the last 10 years, none fatal and none resulting in a destroyed airframe. Against a U.S. registered fleet of 358, that is about 8.4 accidents and 0.0 fatal accidents per 1,000 aircraft over the period, a solid record that reflects largely professional, two-pilot, sim-trained crews. The type's risk areas are the classic large-jet ones: runway excursions on short, wet or contaminated runways, high-energy approaches and checklist discipline. The industry has a sobering lesson from a well-known GIV takeoff accident in which the gust lock was not released and the flight control check was skipped. Choose crews who train recurrently at a recognized simulator provider, operate under a written SOP and safety management system, and treat every checklist item as mandatory.
Alternatives to consider
- Gulfstream G450. Same basic airframe with Honeywell PlaneView avionics, updated systems and longer range. It is much newer and more capable but considerably more expensive to buy.
- Gulfstream GV. Larger, faster and true ultra-long-range with BR710 engines. It costs more to acquire and operate, but it reaches city pairs the GIV cannot.
- Dassault Falcon 900B / 900EX. The tri-jet design burns less fuel and offers excellent short-field performance with a comparable cabin. Maintenance costs and parts support differ, and the cabin is slightly narrower in feel.
- Bombardier Challenger 604 / 605. A wide cabin with lower operating costs and strong availability. It has less range and less stand-up height than the GIV, and resale trends vary by model.
- Bombardier Global Express. A bigger cabin and ultra-long range in an early-generation airframe. Maintenance and upgrade costs can be very high, similar to the GIV's ownership challenge but at a larger scale.
Frequently asked questions
How much does a used Gulfstream GIV cost?
fyiAero's operating cost estimate puts the average pre-owned GIV-family value at about $2,141,864. None of the six current fyiAero listings show an asking price, so actual pricing depends heavily on engine program status, inspection timing and avionics.
What does it cost to operate a GIV per hour?
fyiAero estimates variable costs at about $3,271 per flight hour. The annual budget comes to roughly $1,356,183 at 229 hours per year once fixed costs like crew, insurance and hangar are included.
How far can a Gulfstream GIV fly?
fyiAero's estimate lists a range of about 4,220 nautical miles at a cruise speed near 480 knots. That supports nonstop trips like U.S. East Coast to Europe, depending on payload, winds and reserves.
What is the difference between the GIV and the GIV-SP?
The GIV-SP raised gross weights for better payload with full fuel and introduced updated avionics. SPs and the later G300/G400 typically sell for more than early GIVs in comparable condition.
Is a high-time GIV a bad buy?
Not necessarily. Median airframe time on current fyiAero listings is 13,207 hours, and the type was built for heavy use. Engine program coverage, upcoming inspections, corrosion history and records quality matter more than total hours.
Can an owner fly a GIV single-pilot?
No. The GIV is certified for two pilots, and each must hold the appropriate type rating. Insurers also expect recurrent simulator training and substantial experience, so most owners hire professional crews.
Gulfstream GIV / GIV-SP / G300 / G400 for sale
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Prices, fleet and safety figures update automatically from fyiAero listings, the FAA aircraft registry and NTSB data. The editorial was written by fyiAero with AI assistance from that data and general type knowledge. It is not a substitute for a pre-buy inspection, title search or professional advice.
