Heavy Jet (Legacy)
Gulfstream G-II (GII / G-1159): Complete Specs, Performance, and Buyer's Guide (2026)
Grumman / Gulfstream
Gulfstream G-II (GII / G-1159): Complete Specs, Performance, and Buyer's Guide (2026)
The Gulfstream G-II (also known as Gulfstream II, GII, G-1159, in production from 1967 to 1980) is the foundational large-cabin business jet that established the Gulfstream large-cabin franchise and the first business jet with a true stand-up transcontinental cabin. Designed and first built by Grumman, then Grumman American and finally Gulfstream American, the Gulfstream II was a twin-engine, swept-wing, corporate jet airplane powered by two Rolls-Royce Spey turbofan engines designed to provide high speed and long range capability without sacrificing the airport performance, reliability, and other operational advantages of its predecessor, the turboprop Gulfstream I. Production commenced on May 5, 1965 (when Grumman launched the program after securing 30 firm orders). First prototype flew from Bethpage facility on October 2, 1966 (52-minute maiden flight). Four aircraft were used in the certification program. FAA Type Certificate A12EA awarded October 19, 1967. The Gulfstream II was certified to meet public transport standards. Per JetAV: "The transformation could hardly have been more thorough: the G-II was equipped with an entirely new swept wing, and a pair of Rolls-Royce Spey turbofans were mounted on pylons just ahead of an all-new T-tail. Only the large fuselage cross-section of the original Gulfstream was retained." For many years the Gulfstream II stood alone in its class, offering transcontinental range at jet speeds and the only stand-up cabin available in a business jet. Powered by two Rolls-Royce Spey Mk 511-8 turbofan engines (each rated at 11,400 lbf of thrust, axial-flow design, 8,000-hour TBO), the Gulfstream II delivers Mach 0.85 max speed, 488 knots / 591 mph cruise, 2,625 nm range (G-II, 8 passengers) / 3,500+ nm range (G-IIB with tip tanks), 42,500 ft service ceiling (45,000 ft per AOPA), 4,350 ft/min climb rate. Wing area: NACA 6-series airfoils combined with in-house mean line, aft-mounted engine location selected after extensive analysis. In 1976, Gulfstream engineers added tip-tanks to the wings adding additional 4,000 lbs of fuel capacity and 500 nm range increase (G-IIB variant FAA certified May 13, 1977). The G-IIB has the G-III wing with winglets, upgraded landing gear, increased gross weight, and hush kits. The G-IISP (Special Performance) is the G-II modified by addition of Aviation Partners winglets - FAA certified under STC ST00080SE on April 22, 1994. Cabin: 33.9 ft length, 7.3 ft width, 6.1 ft height, accommodates 10-14 passengers (up to 19 per certification, typical 10-12). Aircraft: 79 ft 11 in length, 77 ft 10 in wingspan, 24 ft 6 in height. 39,100 lb empty weight. 68,200 lb max takeoff weight. Combinations of club seating, side divan, individual passenger seats. Large working galley, entertainment center, full-sized aft lavatory. 256-258 G-IIs/G-IIBs produced before replaced by G-III in 1979. Original 1967 green airplanes fetched $1.5 million each. Pre-owned $800K-$2M depending on condition. Per BJT: 556 GPH average fuel burn (20-25% more than 1990s-vintage GIV engines). Spey 8,000-hour TBO. Stage 3 noise compliance hush kits $1.25M-$1.75M.
For operators wanting Gulfstream's foundational large-cabin business jet that established the iconic Gulfstream line, first business jet with true stand-up transcontinental cabin (revolutionary at 1967 certification), two Rolls-Royce Spey Mk 511-8 turbofans (11,400 lbf each), Mach 0.85 max cruise, 2,625-3,500 nm range (G-II/G-IIB), 42,500-45,000 ft service ceiling, 33.9 ft cabin length with 6.1 ft height, accommodation for 10-14 passengers, foundational Gulfstream heritage, and accessible $800K-$2M pre-owned market, the Gulfstream G-II represents Gulfstream's foundational stand-up cabin business jet.
Gulfstream G-II Specifications at a Glance
| Specification | Value |
|---|---|
| Category | Heavy Jet (Legacy) |
| Production Status | Discontinued 1980 (succeeded by G-III in 1979) |
| Designation | Gulfstream G-II (G-1159) / GII |
| Manufacturer | Grumman / Grumman American / Gulfstream American |
| Family Heritage | Twin-engine successor to turboprop Gulfstream I |
| Program Launch | May 5, 1965 |
| First Flight | October 2, 1966 (Bethpage, 52 minutes) |
| FAA Certification | October 19, 1967 (Type Certificate A12EA) |
| Production Years | 1967 to 1980 |
| Successor | Gulfstream G-III (1980) |
| US Military Designation | C-11 / VC-11A |
| Industry Distinction | First business jet with stand-up transcontinental cabin |
| Industry Distinction | Foundational Gulfstream large-cabin platform |
| Industry Distinction | NASA shuttle landing training aircraft |
| Industry Distinction | Public transport certified |
| Crew | 2 (Pilot + Co-pilot) |
| Passengers (Typical) | 10 to 14 |
| Passengers (Maximum Per Certification) | 19 |
| Engines | 2× Rolls-Royce Spey Mk 511-8 turbofans |
| Thrust per Engine | 11,400 lbf (50.7 kN) |
| Engine Inspection Interval (TBO) | 8,000 hours |
| Engine Design | Axial-flow turbofan (1950s-designed Spey) |
| Avionics | Original 1967 analog (commonly upgraded to Honeywell SPZ-800) |
| Connectivity | Available with retrofits |
| Max Speed | Mach 0.85 |
| Cruise Speed | 488 knots / 591 mph (Mach 0.85) |
| Cruise Range (Typical) | 450 to 475 knots |
| Climb Rate | 4,350 ft/min |
| Max Range (G-II, 8 passengers per Sullenberger) | 4,090 mi (3,550 nm) |
| Max Range (G-II per Globalair) | 2,625 nm (full seats) |
| Max Range (G-IIB Variant) | 3,500+ nm |
| Service Ceiling | 42,500 ft (45,000 ft per AOPA) |
| Cabin Length | 33.9 ft |
| Cabin Width | 7.3 ft |
| Cabin Height | 6.1 ft (stand-up) |
| Cabin Pressurization | 9.3 psi |
| Aircraft Length | 79 ft 11 in (24.4 m) |
| Wingspan | 77 ft 10 in (23.7 m) |
| Aircraft Height | 24 ft 6 in (7.5 m) |
| Empty Weight | 39,100 lb |
| Maximum Takeoff Weight | 68,200 lb |
| Variants | G-II (1967-1976) / G-IIB (1976-1980 tip tanks) / G-IISP (1994 winglets) |
| Original New Price (1967) | $1,500,000 (green aircraft) |
| Pre-Owned Market | $800,000 to $2,000,000 |
| Fuel Burn (per BJT) | 556 GPH (20-25% more than 1990s GIV engines) |
| Stage 3 Hush Kit | $1,250,000 to $1,750,000 |
| Total Production (G-II + G-IIB Combined) | 256-258 aircraft |
History as Gulfstream's Foundational Large-Cabin Business Jet
The Gulfstream G-II represents Gulfstream's strategic decision to enter the jet business jet market with the substantially superior Spey-powered successor to the turboprop Gulfstream I.
Platform timeline:
- 1958: Gulfstream I (turboprop) introduced
- 1965: Rolls-Royce Spey second-generation turbofan becomes available
- May 5, 1965: Grumman launches Gulfstream II program (30 firm orders)
- 1967: Company opens new production plant in Savannah, Georgia
- October 2, 1966: First Gulfstream II flight (Bethpage, 52 minutes)
- October 19, 1967: FAA Type Certificate A12EA awarded
- December 1967: First customer deliveries
- 1976: Tip-tanks added to wings (G-IIB variant introduced)
- May 13, 1977: G-IIB FAA certified
- 1979: Gulfstream III announced (succeeds G-II)
- 1980: G-II / G-IIB production ends
- April 22, 1994: G-IISP variant FAA certified (STC ST00080SE - Aviation Partners winglets)
- 2015: Stage 3 noise compliance deadline (December 31, 2015 - many G-IIs hush-kitted)
Per JetAV: "For many years the Gulfstream II stood alone in its class, offering transcontinental range at jet speeds and the only stand-up cabin available in a business jet. To this day the Gulfstream line remains the standard by which large executive aircraft are measured."
Why the Gulfstream G-II Is Foundational
The Gulfstream G-II introduced industry-defining capabilities at 1967 launch:
1. First Stand-Up Transcontinental Business Jet
The defining G-II advantage:
- 6.1 ft stand-up cabin: Industry-first
- Transcontinental range at jet speeds: Industry-first
- Industry-leading: Premium positioning
- Industry-distinct: Premium positioning
2. Rolls-Royce Spey Mk 511-8 Engines
- 11,400 lbf per engine: Premium thrust class
- 22,800 lbf total: Industry-leading
- 8,000-hour TBO: Industry-leading reliability (vs 3,500-5,000 hr typical bizjet engines)
- Industry-leading commercial heritage: Modern
- One of the first turbofans in wide service: Premium positioning
3. Industry-First All-New Swept Wing
- NACA 6-series airfoils + in-house mean line: Modern engineering
- Aft-mounted engine pylons: Industry-leading
- All-new T-tail: Modern positioning
- Industry-leading aerodynamics: Premium positioning
4. Mach 0.85 Max Speed
- 488 knots cruise (591 mph): Industry-leading at launch
- Modern propulsion advantage: Premium positioning
- Industry-leading: Premium
5. 2,625-3,500 nm Range (G-IIB)
- Industry-leading at launch: Premium positioning
- G-IIB with tip tanks 3,500+ nm: Substantially extended
- 500 nm range improvement vs G-II via 4,000 lb additional fuel: Premium
- Industry-distinct: Premium
6. 42,500 ft Service Ceiling
- Premium positioning at launch: Industry-leading
- Above weather + traffic: Industry-leading
- Modern operational envelope: Premium positioning
7. Industry-Leading Cabin
- 33.9 ft length: Industry-leading at launch
- 7.3 ft width: Premium positioning
- 6.1 ft height: Industry-first stand-up
- 10-14 passengers: Premium positioning
- Industry-distinct: Premium
8. Public Transport Certified
- Although not economic as airliner: Industry-leading
- Premium positioning: Modern
- Industry-distinct: Premium
Cabin Interior
The Gulfstream G-II cabin features industry-first stand-up dimensions:
| Cabin Measurement | Value |
|---|---|
| Cabin Length | 33.9 ft |
| Cabin Width | 7.3 ft |
| Cabin Height | 6.1 ft (stand-up - industry-first) |
| Cabin Pressurization | 9.3 psi |
Standard Configuration
- 10 to 14 Passengers Typical: Premium positioning
- Up to 19 Passengers Maximum: Premium maximum
- Club Seating Combinations: Premium social
- Side Divan: Premium positioning
- Individual Passenger Seats: Premium customization
- Additional Lavatory Seat (if required): Standard
- Large Working Galley: Premium dining
- Entertainment Center: Modern
- Full-Sized Aft Lavatory: Standard
- Baggage Hold (Accessible via Lavatory in Flight): Premium positioning (14 suitcases)
Cabin Features
- First stand-up cabin in business jet (industry-first at 1967): Industry-leading
- 33.9 ft cabin length: Industry-leading at launch
- 6.1 ft cabin height: Premium positioning (stand-up)
- 7.3 ft cabin width: Industry-leading
- Industry-leading customization potential: Premium positioning
- Large working galley: Premium dining
- Entertainment center: Modern
- Full-sized aft lavatory: Standard
- Modern retrofits available: Premium positioning
- Premium fit + finish: Industry-leading
- Heritage Gulfstream cabin quality: Modern positioning
Performance
Speed and Range
| Performance Metric | Value |
|---|---|
| Max Speed | Mach 0.85 |
| Cruise Speed | 488 knots / 591 mph (Mach 0.85) |
| Climb Rate | 4,350 ft/min |
| Max Range (G-II 8 passengers per Sullenberger) | 4,090 mi |
| Max Range (G-II Full Seats per Globalair) | 2,625 nm |
| Max Range (G-IIB Variant) | 3,500+ nm |
| Service Ceiling | 42,500 ft (45,000 ft per AOPA) |
Runway Performance
| Field Performance | Value |
|---|---|
| Takeoff Distance | Substantial (typical 1960s heavy jet) |
| MTOW | 68,200 lb |
| Modern Operational Flexibility | Premium positioning |
Typical Mission Examples
- New York to Los Angeles - non-stop very comfortable (transcontinental)
- London to Istanbul - non-stop comfortable
- New York to São Paulo - non-stop achievable (G-IIB)
- Coast-to-coast U.S.: Premium positioning
- G-IIB with tip tanks: Industry-leading legacy range
Engines
Two Rolls-Royce Spey Mk 511-8 turbofan engines, each rated at 11,400 lbf of thrust (50.7 kN) - axial-flow turbojet design.
Key features:
- Rolls-Royce Spey family: Established proven
- 11,400 lbf per engine: Premium thrust class
- 22,800 lbf total: Industry-leading at launch
- 8,000-hour TBO: Industry-leading reliability (vs 3,500-5,000 hr typical bizjet engines)
- One of the first turbofans in wide military + civilian service: Premium positioning
- More economical than "straight pipe" turbojets: Modern (for 1960s era)
Avionics
Original 1967 analog avionics (commonly modernized):
- Original 1960s-70s analog comm/nav/ident radios: Standard for era
- Electromechanical instrument displays: Standard for era
- Many later upgraded to Honeywell SPZ-800 system: Modern retrofits
- Sperry SP-50G autopilot: Standard upgrade
- Dual Honeywell Laser INS: Modern positioning
- Dual Collins CHF-20A comms: Standard
- VIR-30 navs: Standard
- Color weather radar: Standard upgrade
- HF comms: Standard
- TCAS, EGPWS retrofit available: Standard
- Modern certification retrofits required: Standard
Operating Costs
| Cost Item | Per Hour |
|---|---|
| Fuel (~556 GPH per BJT) | $3,500 to $4,000 |
| Engine Reserve (Spey) | $400 |
| Airframe Maintenance | $700 |
| Insurance + Hangar | $400 |
| Crew | $600 |
| Other Variable | $300 |
| Total Direct Operating Cost (Estimated) | ~$5,900/hr |
Annual operating budget estimate: $1.5M. Operating cost relatively high vs modern alternatives due to age + heavy fuel burn.
Pricing
| Year/Status | Price |
|---|---|
| Original New Price (1967, green aircraft) | $1,500,000 |
| Pre-Owned Market | $800,000 to $2,000,000 |
| Total "Gut Job" Interior Refurb (per BJT) | $2,500,000+ |
| Carpet Replacement (per BJT) | $15,000 |
| Stage 3 Hush Kit (per BJT) | $1,250,000 to $1,750,000 |
| G-IISP Aviation Partners Winglets | $500,000 |
Mission Profile
Best fit profiles:
- Accessible-Entry Heavy Jet Operators: Premium positioning ($800K-$2M)
- Heritage Gulfstream Operators: Premium positioning
- Step-Up From Light/Mid Jets: Industry-first stand-up cabin
- Transcontinental Operators: 2,625-3,500 nm range
- NASA / Government Operators: Premium positioning (legacy use)
- Premium Operators: Industry-leading heritage
- Operators Valuing Spey Engine 8,000 hr TBO: Industry-leading reliability
Less suited if:
- You need modern fuel efficiency (consider G-III or G-IV)
- You require Stage 3 noise compliance without retrofit (consider modern variants)
- You need modern avionics (consider G-III with Sperry SPZ-800)
- You require 4,000+ nm range (consider G-III/G-IV)
- You want lowest operating cost (consider modern variants)
- You require Stage 4 noise compliance (consider G-IV+)
Pros and Cons
What the G-II Does Well
- 2,625-3,500 nm range (G-II/G-IIB)
- 4,090 mi range with 8 passengers (per Sullenberger)
- Mach 0.85 max speed (488 knots / 591 mph)
- 42,500 ft (or 45,000 ft per AOPA) service ceiling
- 4,350 ft/min climb rate
- Two Rolls-Royce Spey Mk 511-8 engines (11,400 lbf each)
- 22,800 lbf total thrust
- 8,000-hour engine TBO (industry-leading reliability)
- First business jet with stand-up cabin (industry-first 1967)
- Foundational Gulfstream large-cabin platform
- 33.9 ft cabin length (industry-leading at launch)
- 6.1 ft cabin height (industry-first stand-up)
- 7.3 ft cabin width
- 9.3 psi cabin pressurization
- 10-14 passengers typical (up to 19 maximum)
- Club seating combinations
- Side divan + individual seats
- Large working galley
- Entertainment center
- Full-sized aft lavatory
- 14 suitcase baggage hold (accessible via lavatory in flight)
- $800K-$2M pre-owned market (accessible)
- Public transport certified
- US military C-11/VC-11A versions
- NASA shuttle landing training aircraft
- 256-258 aircraft produced (substantial fleet)
- Premium Gulfstream heritage
- Strong residual value within legacy market
- Foundational Gulfstream line standard
- Modern retrofits available (winglets, hush kits, avionics)
Tradeoffs to Understand
- Production ended 1980 (succeeded by G-III)
- Original analog avionics require modernization
- Stage 2 noise (requires hush kit for Stage 3 compliance, ~$1.25-1.75M)
- 556 GPH fuel burn (20-25% more than 1990s GIV)
- Range less than modern variants
- Cabin smaller than G-III/G-IV
- Engine TBOs (highest-time G-IIs at 14,000-16,000 hours coming due for overhauls)
- Stage 4 noise compliance challenging
- 1.5M+ in retrofits + hush kits to maintain modern operability
- Older avionics certification compliance challenges
Frequently Asked Questions
How is the G-II different from the G-IIB?
The G-IIB (1976-1980) is the modernized variant of the G-II featuring tip-tanks added to the wings (+4,000 lbs fuel capacity / +500 nm range), G-III wing with winglets, upgraded landing gear, increased gross weight, hush kits. The G-IIB has substantially extended range (3,500+ nm) vs the original G-II's 2,625 nm full-seats range. The G-IIB FAA certified May 13, 1977.
How is the G-II different from the G-III?
The G-III (1980-1986) is the direct successor to the G-II. Key improvements: revised wing of greater span and area with drag-reducing winglets, more fuel tankage and thus 1,000 nm extended range, reprofiled nose, 4 ft fuselage stretch, new avionics (Sperry ED-800 EFIS + Sperry Primus 800), upgraded landing gear, higher gross weight. Same Rolls-Royce Spey Mk 511-8 engines (both same 11,400 lbf each). 1,000 nm more east-to-west transatlantic capability.
How is the G-II different from the G-IISP?
The G-IISP (Special Performance) is the G-II modified by Aviation Partners winglets - FAA certified under STC ST00080SE on April 22, 1994. Aviation Partners winglets at $500,000 a set improve fuel efficiency by 7.3% and increase range by 230 miles at speeds between 0.74 and 0.80 Mach. About half of all G-IIs have been retrofitted with the winglets and accompanying vortex generators.
What engines power the G-II?
Two Rolls-Royce Spey Mk 511-8 turbofan engines, each rated at 11,400 lbf of thrust (50.7 kN), axial-flow design. The Spey was designed in the 1950s as one of the first turbofans to enter wide military and civilian service. 8,000-hour TBO (industry-leading vs typical 3,500-5,000 hr bizjet engines).
How far can a G-II fly?
The G-II has a full-seats range of 2,625 nm per Globalair, while the G-IIB variant can fly more than 3,500 nm. Per Sullenberger Aviation Museum: 4,090 mi range with 8 passengers. The G-II is capable of transcontinental U.S. flights (New York to Los Angeles) and transatlantic flights (London to New York is achievable with G-IIB).
Is the G-II Stage 3 noise compliant?
The original G-II is Stage 2 noise (the Spey engines bolted on the back are very noisy). Hush kits make the G-II Stage 3 compliant at $1.25M-$1.75M per BJT. About 50 G-IIs and G-IIIs have been hush-kitted. The G-II cannot operate where Stage 3 (or Stage 4) noise restrictions apply without the hush kit. Stage 3 covers most popular airports in the U.S. and Europe. After December 31, 2015 (FAA modified 14 CFR part 91), jets weighing 75,000 pounds or less that are not Stage 3 compliant cannot operate in the contiguous 48 states.
What did NASA use the G-II for?
In the late 1960s, NASA was looking for an aircraft to train astronauts to practice space shuttle landings. The G-II was selected and modified to simulate space shuttle flight characteristics during landing by adding in-flight thrust reversers, direct-lift flaps, and side-force generators to the exterior, and by redesigning the left side of the flight deck to mimic the shuttle's flight deck. The airframe had to be strong enough to tolerate in-flight thrust reverser deployment and sustain shuttle-like G-force loading. Dropped the main landing gear at extremely high speeds. NASA used the G-II for repeated descents from 35,000 to 50 feet in just 3 minutes (vs 20 minutes normally).
What's the G-II pre-owned market like?
G-II prices range from $800,000 to $2M depending on year, condition, modifications (winglets, hush kits, avionics retrofits), and operability. Per BJT 1967 new price was $1.5M for green aircraft. Total interior gut job can exceed $2.5M. Stage 3 hush kit $1.25-1.75M. Aviation Partners winglets $500K. Average G-II might have $1.5-2M in retrofits + modifications.
Who flies G-II aircraft?
G-II operators include private owners, businesses, government agencies, military forces (US military as C-11/VC-11A),, and NASA shuttle landing training. The Sullenberger Aviation Museum holds an example of the prototype/production aircraft. About 40 G-IIs were transformed into G-IIBs (longer-range variant).
The Bottom Line
The Gulfstream G-II (G-1159, in production from 1967 to 1980) represents Gulfstream Aerospace's foundational large-cabin business jet that established the iconic Gulfstream line and the first business jet with a true stand-up transcontinental cabin. With substantial industry-defining capabilities (first business jet with a true stand-up transcontinental cabin per JetAV - "For many years the Gulfstream II stood alone in its class, offering transcontinental range at jet speeds and the only stand-up cabin available in a business jet. To this day the Gulfstream line remains the standard by which large executive aircraft are measured", two Rolls-Royce Spey Mk 511-8 turbofan engines providing 11,400 lbf of thrust each at 50.7 kN with 22,800 lbf total thrust and 8,000-hour TBO industry-leading reliability for the era, Mach 0.85 max speed and 488 knot / 591 mph cruise, 4,350 ft/min climb rate, 42,500 ft service ceiling (45,000 ft per AOPA), 2,625-3,500 nm range capability with G-II at 2,625 nm full-seats and G-IIB tip-tank variant at 3,500+ nm, substantial cabin of 33.9 ft length + 7.3 ft width + 6.1 ft height stand-up - industry-first stand-up business jet at 1967 certification, 9.3 psi cabin pressurization, all-new swept wing with NACA 6-series airfoils and in-house mean line, aft-mounted engine pylons with all-new T-tail), the Gulfstream G-II delivered Gulfstream's foundational stand-up cabin business jet. Per JetAV: "The transformation could hardly have been more thorough: the G-II was equipped with an entirely new swept wing, and a pair of Rolls-Royce Spey turbofans were mounted on pylons just ahead of an all-new T-tail. Only the large fuselage cross-section of the original Gulfstream was retained." Production commenced on May 5, 1965 (Grumman launched program after securing 30 firm orders). First prototype flew from Bethpage facility on October 2, 1966 (52 minute maiden flight). Four aircraft were used in the certification program. FAA Type Certificate A12EA awarded October 19, 1967. The Gulfstream II was certified to meet public transport standards. The company built a new production plant in Savannah, Georgia to build the Gulfstream II which opened in 1967. The G-IIs were produced as green aircraft and delivered to a completion centre to fit the interior and avionics required by the customer - original 1967 green airplanes fetched $1.5 million each. In 1976, Gulfstream engineers added tip-tanks to the wings adding additional 4,000 lbs of fuel capacity and 500 nm range increase (G-IIB variant). G-IIB FAA certified May 13, 1977. G-IISP variant features Aviation Partners winglets - FAA certified under STC ST00080SE on April 22, 1994 (about half of all G-IIs retrofitted with winglets). Standard configuration accommodates 10-14 passengers typical (up to 19 maximum) in combinations of club seating, side divan, individual passenger seats. Large working galley, entertainment center, full-sized aft lavatory. Baggage hold accessible via lavatory during flight (14 suitcases). Aircraft: 79 ft 11 in length, 77 ft 10 in wingspan, 24 ft 6 in height, 39,100 lb empty weight, 68,200 lb max takeoff weight. Some G-IIs modified for NASA space shuttle landing training (in-flight thrust reversers, direct-lift flaps, side-force generators, redesigned left side of flight deck mimicking shuttle's flight deck). US military operates G-II variants as C-11/VC-11A. 256-258 G-II + G-IIB aircraft produced before replaced by Gulfstream III in 1979/1980. Pre-owned market: $800K-$2M depending on year, condition, modifications. Stage 3 noise compliance hush kit $1.25M-$1.75M per BJT. Fuel burn 556 GPH per BJT (20-25% more than 1990s GIV engines). Total Gulfstream II + III production amounted to 464 aircraft per Airliners.net. By 1998: 244 G-IIs and 198 G-IIIs in service. The G-II established Gulfstream's reputation for foundational large-cabin business jets and remains widely available in the pre-owned market today. Gulfstream worldwide service network continues to support the G-II platform.
Quantum Jets supports the platform across private jet charter, private jet rental, private jet card programs, aircraft purchase, jet purchase, jet sales, aircraft sales, aircraft management, jet management, private jet management, aircraft maintenance, aircraft refurbishment, fractional jet access, aircraft lease, and aircraft leasing structures.
Talk to a Quantum Jets broker for Gulfstream G-II market intelligence and pre-buy diligence.
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Related Aircraft Guides:
- Gulfstream G-III: Direct Successor (1980-1986)
- Gulfstream G-IV / G-IVSP: Larger Modern Successor
- Gulfstream G-V: Foundational Ultra-Long-Range Successor
- Gulfstream G450: Modern Heritage Successor
- Gulfstream G550: Modern Ultra-Long-Range Successor
- Bombardier Challenger 600: Direct Twin-Engine Heavy Competitor
- Dassault Falcon 50: Direct Three-Engine Competitor (Heavier Class)
Production of the Gulfstream G-II ended 1980. All G-II acquisitions are pre-owned. Gulfstream Aerospace provides worldwide parts/support. Specifications accurate as of 2026.