The Gulfstream G650 rewrote the large-cabin market in 2012 and its G650ER stretch remains the benchmark ultra-long-range jet for Asian owners flying Singapore–London or Hong Kong–New York non-stop. With production wound down in favour of the G600 and G700, the pre-owned market is where the action is. Here is what the aircraft actually costs in 2026 — to buy and to run.
Pre-owned asking prices by vintage
Indicative 2026 asking ranges compiled from public marketplace listings and market trackers. Actual transaction prices are usually below ask; programme enrolment, pedigree and configuration move individual aircraft by millions.
| Vintage | Variant | Typical asking range (US$) | Notes |
|---|---|---|---|
| 2013–2015 | G650 | $30M – $37M | Earliest serials; check ER conversion status |
| 2015–2017 | G650ER | $38M – $46M | Sweet spot for value; most converted or factory ER |
| 2018–2020 | G650ER | $45M – $55M | Later avionics loads, lower time |
| 2021–2024 | G650ER | $55M – $65M+ | Late builds compete with new-delivery G700s |
For context, the G650ER listed at roughly US$70–75 million new before production ended. The type's residual performance has been unusually strong — for years mid-2010s examples traded above their original invoice during the post-2020 supply squeeze, an anomaly that has since normalised.
What moves the price of a specific G650
Five factors explain most of the spread between two same-year aircraft: engine programme (Rolls-Royce CorporateCare enrolment is effectively mandatory for resale; buying an unenrolled aircraft means budgeting the buy-in), total time versus fleet average (roughly 400–450 hours a year is typical utilisation), damage and corrosion history — tropical-based aircraft deserve extra scrutiny, as our Asia market guide explains, configuration (forward or aft galley, crew rest, cabin count) and pedigree — single corporate owner with one management company beats a jet that has changed hands four times.
Operating costs in Asia-Pacific
Budget realistically before you buy: at 350–450 hours a year from an Asian base, an all-in annual budget of US$3–4.5 million is a sensible planning number — crew salaries (a G650 captain commands a premium in Asia's tight pilot market), hangarage in Singapore or Hong Kong, insurance around 0.6–1.2% of hull value, CorporateCare and airframe programmes, and fuel. Our Asia-Pacific operating-cost guide breaks the numbers down line by line.
G650ER vs the alternatives
Cross-shop the ER against the Bombardier Global 7500 (7,700 nm, four living zones, deeper pre-owned discounts but a younger, thinner used market) and the Falcon 8X (6,450 nm, tri-jet efficiency, lower acquisition cost). If your longest mission is under 6,000 nm, a G550 at US$14–20 million buys 90% of the capability for a third of the capital — our ultra-long-range comparison maps the trade-offs route by route.
Buying one from Asia
Most G650 inventory sits in North America and Europe, so plan for an international transaction: escrow and title work, a pre-purchase inspection at a Gulfstream-authorised facility (Jet Aviation Singapore is the regional option — see our PPI guide), then registration and the delivery flight home. Import tax planning matters: the difference between a well-structured and a careless import runs to seven figures in India or China — see the country-by-country tax guide.
Sources & further reading
- Gulfstream — G650ER programme information (range and performance figures).
- AMSTAT via Corporate Jet Investor — pre-owned inventory and pricing trends.
- Rolls-Royce — CorporateCare programme.