From the existing guide library. Pricing, loan examples and source dates may be historical. Use current written quotes for your purchase. The worksheets use the shared calculation method.

The True Operating Cost of Gulfstream G280

The Gulfstream G280 is a premium midsize business jet offering 10-seat capacity, exceptional range, and proven reliability. Plan for $620,000–$800,000 annually in operating costs at 100 flight hours, or $6,200–$8,000 per hour. The G280 dominates midsize corporate markets.

Quick Specs: Gulfstream G280

Specification G280
Engines 2 × Rolls-Royce BR710A2-12 (13,000 lbf thrust each)
Fuel Burn 290–320 gal/hr cruise
Cruise Speed 480–520 mph
Service Ceiling 45,000 ft
Useful Load 5,800–6,400 lbs
Seats 10
Range 3,500–4,500 nm

TL;DR: Gulfstream G280 Annual Operating Cost Summary

  • Fixed costs: $240,000–$320,000/year (insurance $110,000–$160,000, hangar $90,000–$120,000, annuals $30,000–$40,000, crew)
  • Variable costs at 100 hours: $380,000–$480,000/year (Jet-A fuel, oils, engine reserves)
  • Total at 100 hours: $620,000–$800,000/year (~$6,200–$8,000/hour)
  • Finance a $38,000,000 G280: Add $665,000/month ($7,980,000/year) at 6.5% over 12 years
  • At 50 hours: ~$500,000–$660,000/year (~$10,000–$13,200/hour)
  • At 200 hours: ~$1,000,000–$1,280,000/year (~$5,000–$6,400/hour)

Midsize Jet Operating Costs

Fixed Costs

  • Insurance: $110,000–$160,000/year for $30M–$42M hull
  • Hangar: $90,000–$120,000/year (midsize facility)
  • Annual inspection: $30,000–$40,000 labor
  • Crew training: $10,000–$15,000/year

Variable Costs (per flight hour)

  • Jet-A fuel: 305 gal/hr × $5.50/gal = ~$1,677/hour
  • Oil and lubricants: $30–$45/hour
  • Engine reserves: $48–$60/hour ($270K per engine ÷ 5,000 TBO × 2)
  • Avionics/systems: $180–$280/hour
  • Landing/handling fees: $300–$800/landing
  • Maintenance: $200–$300/hour

Jet Fuel & Operating Economics

Fuel Cost by Hours

Annual Hours Gallons Jet-A Cost @ $5.50/gal $/Hour
50 15,250 $83,875 $1,677
100 30,500 $167,750 $1,677
150 45,750 $251,625 $1,677
200 61,000 $335,500 $1,677

Maintenance & Engine Reserves

Rolls-Royce BR710A2-12 Engines

  • BR710A2-12: 5,000 hours TBO
  • Overhaul cost: $270,000–$330,000 per engine
  • Combined reserve: $600,000 ÷ 5,000 = $120/hour
  • Reliability: Proven turbofan with excellent support

Midsize Jet Maintenance

  • Engine system checks: $25,000–$35,000/year
  • Avionics updates: $15,000–$22,000/year
  • Pressurization/environmental: $10,000–$15,000/year
  • Landing gear service: $8,000–$12,000/year
  • Budget: $320–$420/hour for all maintenance

Insurance & Storage

Midsize Insurance

  • $30,000,000 hull: $110,000–$135,000/year
  • $42,000,000 hull: $155,000–$195,000/year
  • Charter operations: +25–40% premium

Storage Costs

Option Monthly Annual
Midsize Hangar $7,500–$10,000 $90,000–$120,000
Tie-Down $1,500–$2,500 $18,000–$30,000

Annual Ownership Scenarios

Operating Cost (Not Financed)

Hours/Year Fixed Variable Total $/Hour
50 $280,000 $320,000 $600,000 $12,000
100 $280,000 $640,000 $920,000 $9,200
200 $280,000 $1,280,000 $1,560,000 $7,800

Total Cost of Ownership (With Financing)

Assume $38,000,000 Gulfstream G280, 6.5% APR, 12 years = $7,980,000/year.

Hours/Year Operating Finance Total $/Hour
100 $920,000 $7,980,000 $8,900,000 $89,000
200 $1,560,000 $7,980,000 $9,540,000 $47,700

Financing the Gulfstream G280

  • Purchase price: $32,000,000–$48,000,000
  • Down payment: 15–20%
  • Loan amount: $27,000,000–$41,000,000
  • Term: 12–15 years
  • APR: 5.75–7.0% (2025)
  • Monthly payment: $560,000–$1,200,000

Lender Requirements: 700+ credit, aviation experience, $4,000,000+ net worth, detailed flight plan, hull insurance $30M+. Lenders like JakenAviation support midsize jet financing.

Gulfstream G280 vs. Competitors

  • vs. Bombardier Learjet 75: G280 larger cabin; Learjet lighter
  • vs. Embraer Phenom 300E: G280 more range; Phenom lighter

Get prequalified for midsize jet financing »

Sources: Gulfstream Aircraft Specs | AOPA Owner Reports | FAA TCDS

Operating-cost worksheet

Defaults are round assumptions, not a shop quote. AOPA’s worksheet splits fixed costs (insurance, hangar, the annual), direct costs (fuel and maintenance), and a reserve (overhaul cost divided by hours to TBO). Their old teaching example used half the hourly fuel bill as a maintenance starting point. Type your own gph and prices.

Stop dividing one year’s costs by too few hours

The expensive mistake on a Gulfstream G280 is to take insurance, hangar, and an annual, divide by 80 or 100 hours, and call the result the cost of flying. Those bills arrive if you fly or not. AOPA’s operating-cost worksheet treats them as fixed costs, then adds direct costs that do move with hours: fuel, oil, and maintenance. A reserve for the engine or propeller is a third bucket, optional in their sheet and not optional in real life if you intend to keep the aircraft through an overhaul. The worksheet on this page follows that split. Any annual dollar range printed higher up on this page, if it does not cite an invoice or AOPA, is an illustration. Do not repeat it as a quote.

Fuel is a multiplication, not a rumor

AOPA’s instruction is price per gallon times gallons per hour. The gallons per hour belong to the way you actually fly the Gulfstream G280, not to the brochure cruise at the most flattering altitude. Oil is the same idea: price per quart times quarts per hour. Type both into the worksheet. If you do not know burn, leave a conservative guess and replace it after five tanks of your own notes. A blog’s “cost per hour” that hides the burn and the fuel price is not usable, because you cannot tell which assumption broke.

The maintenance starting point AOPA actually published

For a first pass, AOPA equates routine engine and airframe maintenance, on an hourly basis, to about half the hourly fuel and oil bill, and says to adjust it once you have your own invoices. The checkbox on the worksheet does that and nothing fancier. Turn it off and type a maintenance figure when you have one. A separate AOPA line for avionics is 5 percent of the avionics’ replacement value per 500 hours. That is a starting point from their sheet, not a prediction that your Gulfstream G280 panel will fail on schedule. Unsupported radios cost more than that formula, because the fix is often a replacement, not a repair.

The overhaul reserve is a division

AOPA’s method is the shop’s overhaul or remanufacture price divided by hours left until the published TBO, not divided by the full TBO if the engine is already mid-time. Their sheet walks through a Cessna 172 example: $17,000 over 2,000 hours is $8.50 an hour, while a $27,000 reman with 900 hours left is $30 an hour. Those dollars are the example in the article, and they are not a 2026 quote for a Gulfstream G280. The arithmetic is what you copy. Propeller overhaul, in the same AOPA sheet, is penciled at about $0.25 an hour for a fixed-pitch prop and about $1 an hour for a constant-speed prop, with more for a three-blade. Treat those as historical placeholders and ask a prop shop.

Sources