Gulfstream G-III (GIII / G-1159A): Complete Specs, Performance, and Buyer's Guide (2026)

The Gulfstream G-III (G-1159A, in production from 1980 to 1986/1987) is the direct successor to the Grumman Gulfstream II and the platform that established Gulfstream's modern large-cabin heavy-iron franchise with substantial range, performance, and cabin improvements. The Gulfstream III was developed after Gulfstream Aerospace Corp acquired Grumman's GA aircraft lines in 1978. Design studies were performed by Grumman Aerospace Corporation in collaboration with Gulfstream American Corporation. Design of the Gulfstream III started with an effort to synthesize a completely new wing employing NASA supercritical airfoil sections and winglets - optimization studies considering weight, drag, fuel volume, cost, and performance indicated that a substantial portion of the new wing benefit could be secured with modifications to the existing wing. The G-III prototype was rolled out in September 1979 and flew for the first time on December 2, 1979. FAA certified the production aircraft on September 22, 1980 (Type Certificate). Production deliveries of G-IIIs began in late 1980 and continued until 1986/1987 when production ceased in favor of the Gulfstream IV (with quieter, more powerful, more fuel-efficient Rolls-Royce Tay turbofans). 202 Gulfstream IIIs were built between 1980 and 1986/1987. Both the G-II and G-III are powered by the same rear-mounted Rolls-Royce Spey Mk 511-8 engines (11,400 lbf thrust each); however, the newer twinjet incorporates a number of improvements including a revamped wing (9 ft longer than G-II with Whitcomb winglets), reprofiled nose with wrap-around windshield, 4 ft fuselage stretch, more fuel tankage (integral fuel capacity 4,400 gal), new avionics (Sperry SPZ-800 / Pro Line 4), upgraded landing gear, higher speeds, and higher operating weights. The G-III's swept wing has integral fuel capacity of 4,400 gallons, is nine feet longer than the G-II's airfoil, is more aerodynamically efficient, and features winglets - all of which combine to reduce drag and improve performance. In fact, the G-III can fly 1,000 nm farther than the G-II, giving it an east-to-west transatlantic capability. Mach 0.85 max speed (478 KIAS cruise / 488 KTAS high-speed at 39,000 ft / 442 KTAS long-range cruise at 45,000 ft). 4,000 nm range at Mach 0.84 with 8 passengers. 45,000 ft service ceiling. 4,210 ft/min climb rate. 27,000 ft single-engine ceiling. Cabin: 41.3 ft length, 7.3 ft width, 6.1 ft height, 1,502 cu ft total volume. Standard configuration 8-12 passengers in club combination arrangements (up to 19 maximum). 9.5 psi max pressurization (sea-level cabin to 22,000 ft). Deluxe refreshment center with coffee maker and refrigerator. Full-sized lavatory. Aircraft: empty weight 38,000 lb. MTOW 69,700 lb. Maximum payload 4,500 lb. Fuel capacity 28,090 lb. Takeoff distance 5,100 ft. Landing distance 2,600 ft. Fuel burn 455-568 GPH. The G-III set speed and distance records in its category in the 1980s - crossing both the Atlantic and Pacific without a fuel stop and flying around the world in 47 hours 39 minutes in 1982. US military designations: C-20A/B/C/D/E. Per AOPA: nearly 20 military and government operators flew the G-III including every branch of US military. Pre-owned: $800K (early models) to $2.3M (late models, per Globalair and AOPA).

For operators wanting Gulfstream's modern large-cabin heavy-iron platform with substantial improvements over the G-II (1,000 nm more range / east-to-west transatlantic capability, Whitcomb winglets, wrap-around windshield, 4 ft fuselage stretch, Sperry SPZ-800 / Pro Line 4 avionics, larger 41.3 ft cabin), two proven Rolls-Royce Spey Mk 511-8 engines (11,400 lbf each, 8,000-hour TBO), Mach 0.85 max speed, 4,000 nm range, 45,000 ft service ceiling, premium Gulfstream heritage, and accessible $800K-$2.3M pre-owned market, the Gulfstream G-III represents Gulfstream's foundational modern large-cabin heavy-iron platform.

Gulfstream G-III Specifications at a Glance

Specification	Value
Category	Heavy Jet (Legacy)
Production Status	Discontinued 1986/1987 (succeeded by G-IV in 1987)
Designation	Gulfstream G-III (G-1159A) / GIII
Manufacturer	Gulfstream American Corporation (after 1978 Grumman GA acquisition)
Predecessor	Grumman Gulfstream II (G-1159)
Program Launch	1978 (after Gulfstream acquired Grumman GA lines)
Prototype Rollout	September 1979
First Flight	December 2, 1979
FAA Certification	September 22, 1980
Production Years	1980 to 1986/1987
Successor	Gulfstream IV (1987-1992)
US Military Designations	C-20A/B/C/D/E
Industry Distinction	Direct Gulfstream II successor with Whitcomb winglets
Industry Distinction	1,000 nm more range vs G-II
Industry Distinction	East-to-west transatlantic capability
Industry Distinction	NASA supercritical airfoil-derived wing
Industry Distinction	Speed/distance records in 1980s
Industry Distinction	Around-the-world record 47h 39m in 1982
Crew	2 (sometimes 3)
Passengers (Standard)	8 to 12 (club combination arrangements)
Passengers (Maximum)	Up to 19
Passengers (per FlyCraft, 13 typical with lavatory)	13
Engines	2× Rolls-Royce Spey Mk 511-8 turbofans (same as G-II)
Thrust per Engine	11,400 lbf (50.7 kN)
Engine Inspection Interval (TBO)	8,000 hours
Engine Design	Axial-flow turbofan
Avionics (Standard)	Rockwell Collins Pro Line 4
Avionics (Alternative)	Sperry SPZ-800 / Sperry ED-800 EFIS
Other Avionics	Sperry Primus 800 multifunctional display, four-screen EFIS, dual Honeywell laser INS, dual Collins VHF 20 comms, dual Collins VIR 31 navs, Global GNS 1000 FMS, Collins HF 628
Connectivity	Modern retrofits available
Max Speed	Mach 0.85
Cruise Speed (Best)	478 KIAS
Cruise Speed (High-Speed at 39,000 ft per FlyCraft)	488 KTAS (Mach 0.85)
Cruise Speed (Long-Range at 45,000 ft per FlyCraft)	442 KTAS
Climb Rate	4,210 ft/min
Single-Engine Climb Rate	1,470 ft/min
Max Range (8 passengers at Mach 0.84 per FlyCraft)	4,000 nm
Max Range (per planephd)	3,650 nm best / 4,220 nm with options
Service Ceiling	45,000 ft
Single-Engine Ceiling	27,000 ft
Cabin Pressurization	9.5 psi (sea-level cabin to 22,000 ft)
Cabin Length	41.3 ft (4 ft longer than G-II's 33.9 ft)
Cabin Width	7.3 ft (same as G-II)
Cabin Height	6.1 ft (same as G-II)
Cabin Volume	1,502 cu ft
Fuel Capacity (Integral)	4,400 gal / 28,090 lb
Aircraft Length (per various)	~85 ft (4 ft stretch vs G-II)
Wingspan	~78 ft (9 ft longer wing than G-II + winglets)
Empty Weight	38,000 lb
Maximum Takeoff Weight	69,700 lb
Maximum Payload	4,500 lb
Takeoff Distance (Sea Level Standard Day)	5,100 ft
Takeoff Distance (5,000 ft / 25°C)	7,175 ft
Landing Distance (with 4 passengers)	2,600 ft
Fuel Burn (per planephd)	455-460 GPH
Fuel Burn (per FlyCraft)	568 GPH
Fuel Burn (High Speed at 39,000 ft)	4,016 GPH (estimated typo)
Fuel Burn (Long-Range at 45,000 ft)	2,712 GPH (estimated typo)
1986 New Price	$16,000,000
Pre-Owned (Early Models per Globalair)	$800,000
Pre-Owned (Late Models per Globalair + AOPA)	$2,300,000 average
1982 Used Price (per Wikipedia 2018 reference)	$695,000 starting
Hourly Charter Rate (per FlyCraft)	$5,500-$5,650
Total Production	202 aircraft

History as the Modern Gulfstream Large-Cabin Successor

The G-III represents Gulfstream's strategic decision to modernize the foundational Gulfstream II with substantial range, performance, and cabin improvements.

Platform timeline:

1978: Gulfstream Aerospace acquires Grumman's GA aircraft lines
1978: G-III announced
September 1979: G-III prototype rolled out
December 2, 1979: G-III first flight
September 22, 1980: FAA Type Certification
Late 1980: First customer deliveries
1982: G-III sets around-the-world record (47h 39m)
1986/1987: Production ends (202 aircraft) - succeeded by G-IV
2013: FAA modified 14 CFR part 91 (Stage 3 noise compliance deadline December 31, 2015)
2018: Used 1982 G-III prices starting at $695,000 (per Wikipedia)

Per AOPA: "The Gulfstream III (G-1159A) was developed in the late 1970s as a faster, longer-range successor to Grumman's original large-cabin business jet, the Gulfstream II. A prototype GIII was rolled out in September 1979 and flew for the first time on December 2, 1979. The FAA certificated the production aircraft on September 22, 1980. Both the GII and GIII are powered by rear-mounted, 11,400-pound-thrust Rolls-Royce Spey Mk 511-8 engines; however, the newer twinjet incorporates a number of improvements, including a revamped wing, new avionics, extended range, and higher speeds and operating weights."

Why the G-III Is Modern Gulfstream Large-Cabin Heavy

The G-III introduced substantial improvements over the G-II:

1. Whitcomb Winglets + New Wing

The defining G-III advantage:

NASA supercritical airfoil sections: Modern engineering
Whitcomb winglets: Industry-leading
9 ft longer wing than G-II: Substantial
More aerodynamically efficient: Modern positioning
Reduce drag and improve performance: Industry-leading
15-20% better fuel economy than G-II: Premium

2. 1,000 nm More Range vs G-II

4,000 nm range (vs G-II's 2,625-3,500 nm): Industry-leading
East-to-west transatlantic capability: Premium positioning
Industry-leading: Premium

3. 4 ft Fuselage Stretch

Cabin length 41.3 ft (vs G-II's 33.9 ft): Substantial
Same width/height as G-II: Established proven
Industry-leading: Premium positioning

4. Wrap-Around Windshield + Reprofiled Nose

Industry-leading visibility: Modern positioning
Improved aerodynamics: Premium positioning
Modern engineering: Industry-leading
Industry-distinct vs G-II: Premium positioning

5. New Avionics: Sperry SPZ-800 / Pro Line 4

Sperry ED-800 dual EFIS: Modern integration
Sperry Primus 800 multifunctional display: Premium positioning
Four-screen EFIS: Modern
Dual Honeywell laser INS: Premium positioning
Modern integration: Industry-leading vs G-II analog
Upgrade path to Pro Line 21: Premium positioning

6. 4,400 Gallon Integral Fuel Capacity

Substantial fuel capacity increase: Industry-leading
No need for tip tanks: Premium positioning
Modern engineering: Industry-leading
Industry-distinct: Premium

7. Mach 0.85 / 488 KTAS High-Speed Cruise

Industry-leading: Premium positioning
442 KTAS long-range cruise at 45,000 ft: Modern
Premium: Industry-leading
15-20% better fuel economy than G-II: Premium

8. Same Industry-Leading Spey Mk 511-8 Engines

11,400 lbf per engine: Established proven
22,800 lbf total thrust: Industry-leading
8,000-hour TBO: Industry-leading reliability
Industry-leading commercial heritage: Premium

Cabin Interior

The G-III cabin features substantial dimensions with 4 ft stretch vs G-II:

Cabin Measurement	Value
Cabin Length	41.3 ft (4 ft longer than G-II)
Cabin Width	7.3 ft (same as G-II)
Cabin Height	6.1 ft (same as G-II)
Cabin Volume	1,502 cu ft
Cabin Pressurization	9.5 psi
Cabin Altitude	Sea-level cabin to 22,000 ft

Standard Configuration

8 to 12 Passengers Typical: Premium positioning (club combination arrangements)
13 Passengers Common Charter (per FlyCraft): Standard
Up to 19 Passengers Maximum: Premium maximum
Club Combination Arrangements: Premium social
Deluxe Refreshment Center: Premium dining
Coffee Maker: Standard
Refrigerator: Standard
Full-Sized Lavatory: Standard
Baggage Hold (Accessible via Lavatory in Flight): Premium positioning (14 suitcases)
Enclosed Lavatory Seat (if required): Standard

Cabin Features

41.3 ft cabin length (4 ft stretch vs G-II): Industry-leading
6.1 ft stand-up cabin: Industry-leading
7.3 ft cabin width: Premium positioning
1,502 cu ft cabin volume: Substantial
9.5 psi pressurization (sea-level to 22,000 ft): Industry-leading
Deluxe refreshment center: Premium positioning
Full-sized 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
Best Cruise Speed	478 KIAS / 500 KIAS (per planephd)
High-Speed Cruise (39,000 ft)	488 KTAS (Mach 0.85)
Long-Range Cruise (45,000 ft)	442 KTAS
Climb Rate	4,210 ft/min
Single-Engine Climb Rate	1,470 ft/min
Max Range (8 passengers at Mach 0.84)	4,000 nm
Service Ceiling	45,000 ft
Single-Engine Ceiling	27,000 ft

Runway Performance

Field Performance	Value
Takeoff Distance (Sea Level Standard Day)	5,100 ft
Takeoff Distance (5,000 ft / 25°C)	7,175 ft
Landing Distance (with 4 passengers)	2,600 ft
MTOW	69,700 lb
Maximum Payload	4,500 lb
Fuel Capacity	28,090 lb (4,400 gal)

Typical Mission Examples

New York to Los Angeles - non-stop very comfortable
East-to-west transatlantic (per AOPA capability) - non-stop achievable
Coast-to-coast U.S.: Premium positioning
New York to São Paulo - non-stop achievable
1982 around-the-world record: 47 hours 39 minutes

Engines

Two Rolls-Royce Spey Mk 511-8 turbofan engines (same as Gulfstream II), each rated at 11,400 lbf of thrust (50.7 kN). Gulfstream tested three and four-engine configurations but kept to the same number as the GII (per BusinessAirNews).

Key features:

Same Spey Mk 511-8 engines as G-II: Established proven
11,400 lbf per engine: Premium thrust class
22,800 lbf total thrust: Industry-leading
8,000-hour TBO: Industry-leading reliability
Axial-flow turbofan: Modern (for 1980s era)
15-20% better fuel economy than G-II (due to wing improvements): Premium
Stage 3 hush kits available (Quiet Technology Aerospace + others): Modern positioning

Avionics: Sperry SPZ-800 / Rockwell Collins Pro Line 4

Industry-leading integrated avionics for 1980s era:

Rockwell Collins Pro Line 4 (typical): Modern integration
Sperry SPZ-800 system: Modern integration
Sperry ED-800 dual EFIS: Premium positioning
Sperry Primus 800 multifunctional display + color weather radar: Modern
Four-screen EFIS: Industry-leading
Three Honeywell laser gyros: Premium positioning
Dual Honeywell laser INS: Modern positioning
Dual TDR 94 transponders: Standard
Triple Collins VHF 20 comms: Standard
Dual Collins VIR 31 navs: Standard
Dual ADF: Standard
Global GNS 1000 FMS: Modern
Collins HF 628 high-frequency comm: Standard
Pro Line 21 upgrade path: Premium positioning
TCAS, EGPWS retrofit available: Standard

Operating Costs

Cost Item	Per Hour
Fuel (455-568 GPH)	$2,870 to $3,600
Engine Reserve (Spey, used)	$400
Airframe Maintenance	$800
Insurance + Hangar	$500
Crew	$700
Other Variable	$300
Total Direct Operating Cost (Estimated)	~$5,650/hr (FlyCraft charter)

Annual operating budget per planephd: $1,355,936 total cost of ownership.

Pricing

Year/Status	Price
1986 New Price	$16,000,000
Pre-Owned (Early Models)	$800,000 starting
Pre-Owned (Late Models)	$2,300,000 average
1982 Used (per Wikipedia 2018)	$695,000 starting
Typical Price (per planephd)	$2,425,037
Hourly Charter Rate	$5,500-$5,650

Mission Profile

Best fit profiles:

Step-Up From G-II: 1,000 nm more range + Whitcomb winglets + new avionics
Step-Up From Light/Mid Jets: Industry-first stand-up cabin
Transatlantic Operators: East-to-west capability
Premium Gulfstream Heritage Operators: Industry-leading
Multi-Generational Operators: Premium positioning
Accessible-Entry Heavy Jet Operators: $800K-$2.3M
US Military Operators: C-20A/B/C/D/E variants
Operators Valuing 41.3 ft Cabin: Industry-leading

Less suited if:

You need modern fuel efficiency (consider G-IV with Tay turbofans)
You require Stage 4 noise compliance (consider G-IV+)
You need maximum modern range (consider G-V)
You require modern avionics (Pro Line 21 retrofit recommended)

Pros and Cons

What the G-III Does Well

4,000 nm range at Mach 0.84 with 8 passengers
1,000 nm more range than G-II (east-to-west transatlantic)
Mach 0.85 max speed
488 KTAS high-speed cruise at 39,000 ft
478 KIAS best cruise speed
442 KTAS long-range cruise at 45,000 ft
4,210 ft/min climb rate
45,000 ft service ceiling
Two Rolls-Royce Spey Mk 511-8 engines (11,400 lbf each)
22,800 lbf total thrust (same as G-II)
8,000-hour engine TBO
15-20% better fuel economy than G-II
Whitcomb winglets + new wing (9 ft longer than G-II)
NASA supercritical airfoil-derived
4 ft fuselage stretch vs G-II
Wrap-around windshield + reprofiled nose
41.3 ft cabin length
7.3 ft cabin width
6.1 ft cabin height (stand-up)
1,502 cu ft cabin volume
9.5 psi cabin pressurization
8-12 passengers typical (up to 19 maximum)
Club combination arrangements
Deluxe refreshment center with coffee maker + refrigerator
Full-sized lavatory
Sperry SPZ-800 / Rockwell Collins Pro Line 4 avionics
Sperry ED-800 dual EFIS
Four-screen EFIS
Three Honeywell laser gyros
Pro Line 21 upgrade path
4,400 gal integral fuel capacity (28,090 lb)
5,100 ft takeoff distance (sea level)
2,600 ft landing distance
27,000 ft single-engine ceiling
1,470 ft/min single-engine climb rate
69,700 lb MTOW
4,500 lb max payload
1982 around-the-world record (47h 39m)
Speed/distance records 1980s (transatlantic, transpacific)
US military C-20A/B/C/D/E variants
202 aircraft produced
$16M original new price (1986)
$800K-$2.3M pre-owned market
Premium Gulfstream heritage
Modern retrofits available (Stage 3 hush kits, Pro Line 21)
Strong residual value within legacy market
Gulfstream worldwide service network
Nearly 20 military + government operators

Tradeoffs to Understand

Production ended 1986/1987 (succeeded by G-IV)
Spey engines (vs modern Tay turbofans in G-IV)
Stage 2 noise (requires hush kit for Stage 3 compliance after December 31, 2015)
Same fuel burn as G-II (Spey engines)
Range less than modern G-IV/G-V
Older avionics vs modern variants
Stage 4 noise compliance challenging

Frequently Asked Questions

How is the G-III different from the G-II?

The G-III (1980-1986) is the direct successor to the Gulfstream II (1967-1980). Same Rolls-Royce Spey Mk 511-8 engines (11,400 lbf each). Key improvements: revised wing of greater span and area with Whitcomb winglets (9 ft longer than G-II), reprofiled nose with wrap-around windshield, 4 ft fuselage stretch (cabin 41.3 ft vs G-II's 33.9 ft), more fuel tankage (1,000 nm more range = 4,000 nm vs G-II's 2,625-3,500 nm = east-to-west transatlantic capability), new Sperry SPZ-800 / Pro Line 4 avionics (vs G-II analog), upgraded landing gear, higher speeds and operating weights, 15-20% better fuel economy.

How is the G-III different from the G-IV?

The G-IV (1987-1992) is the direct successor to the G-III. Key improvements: substantially quieter, more powerful, and more fuel-efficient Rolls-Royce Tay turbofans (vs G-III's Spey), modern avionics, substantially extended range, larger cabin. The G-IV addressed both fuel burn and noise issues the G-III had with its Spey engines.

What engines power the G-III?

Two Rolls-Royce Spey Mk 511-8 turbofan engines, each rated at 11,400 lbf of thrust (50.7 kN). Same engines as Gulfstream II. 8,000-hour TBO. The G-III achieves 15-20% better fuel economy than the G-II due to wing improvements (Whitcomb winglets, longer wing), not engine improvements. Stage 3 hush kits available from Quiet Technology Aerospace and other vendors.

How far can a G-III fly?

Per FlyCraft, the G-III has 4,000 nm range at Mach 0.84 with 8 passengers. Per planephd: 3,650-4,220 nm. This represents 1,000 nm more range than the G-II per AOPA: "the GIII can fly 1,000 nm farther than the GII, giving it an east-to-west transatlantic capability." Routes include New York to Los Angeles, east-to-west transatlantic, and the 1982 around-the-world record in 47 hours 39 minutes.

Is the G-III Stage 3 noise compliant?

The original G-III is Stage 2 noise. In 2013, FAA modified 14 CFR part 91 rules to prohibit operation of jets weighing 75,000 lb or less that are not Stage 3 noise compliant after December 31, 2015. The Gulfstream III is listed explicitly in Federal Register 78 FR 39576. Hush kits that make the G-III compliant with Stage 3 noise standards are available from Quiet Technology Aerospace of Opa Locka, Florida, and other vendors. Without modification, G-IIIs will not be permitted to fly in the contiguous 48 states.

What records did the G-III set?

The Gulfstream III set speed and distance records in its category in the 1980s, including crossing both the Atlantic and Pacific without a fuel stop and flying around the world in 47 hours 39 minutes in 1982 per BusinessAirNews.

What US military variants exist?

The US military operates the Gulfstream III as the C-20A/B/C/D/E (every branch of the U.S. military). Per AOPA: "Nearly 20 military and government operators have flown the GIII, including every branch of the U.S. military (under the C–20 designation). One U.S. Air Force C–20 was transferred to NASA's Dryden Flight Research Center and modified to serve as a testbed for flight research. Other variants included a special reconnaissance and surveillance version (SRA-1), and a maritime reconnaissance and patrol model (SMA-3)." Other operators include the Cameroon Air Force, Royal Danish Air Force, Ghana Air Force, Italian Air Force, Indian Air Force, Mexican Air Force, and Royal Moroccan Air Force.

What's the G-III pre-owned market like?

Per Globalair and AOPA, G-III prices range from $800,000 (early models) to $2,300,000 (late models average). Per Wikipedia 2018 reference, used 1982 G-III prices started at $695,000. Per planephd typical price: $2,425,037. Total cost of ownership per planephd: $1,355,936. Hourly charter rate per FlyCraft: $5,500-$5,650.

The Bottom Line

The Gulfstream G-III (G-1159A, in production from 1980 to 1986/1987) represents Gulfstream Aerospace's strategic modern large-cabin heavy-iron successor to the foundational Gulfstream II - introducing substantial range + performance + cabin improvements while maintaining the same proven Rolls-Royce Spey Mk 511-8 engines as the G-II. With substantial industry-defining improvements over the G-II (revised wing of greater span and area with NASA supercritical airfoil sections-derived design and Whitcomb winglets - 9 ft longer than G-II's airfoil + more aerodynamically efficient + winglets that combine to reduce drag and improve performance + 15-20% better fuel economy than G-II per BusinessAirNews, 4 ft fuselage stretch providing 41.3 ft cabin length vs G-II's 33.9 ft, reprofiled nose with wrap-around windshield, more fuel tankage with 4,400 gal integral fuel capacity providing 1,000 nm more range than G-II for east-to-west transatlantic capability per AOPA, new Sperry SPZ-800 + Sperry ED-800 dual EFIS + four-screen EFIS + Sperry Primus 800 multifunctional display + dual Honeywell laser INS + Rockwell Collins Pro Line 4 avionics replacing G-II's 1960s analog avionics, upgraded landing gear, higher operating weights), the Gulfstream G-III delivered Gulfstream's foundational modern large-cabin heavy-iron platform. Two Rolls-Royce Spey Mk 511-8 turbofan engines (same as G-II) provide 11,400 lbf of thrust each at 50.7 kN with 22,800 lbf total thrust and 8,000-hour TBO industry-leading reliability. Mach 0.85 max speed. 488 KTAS high-speed cruise at 39,000 ft. 442 KTAS long-range cruise at 45,000 ft. 4,210 ft/min climb rate. 4,000 nm range at Mach 0.84 with 8 passengers. 45,000 ft service ceiling. 27,000 ft single-engine ceiling. The Gulfstream III was developed after Gulfstream Aerospace Corp acquired Grumman's GA aircraft lines in 1978. Design studies were performed by Grumman Aerospace Corporation in collaboration with Gulfstream American Corporation. Design of the G-III started with an effort to synthesize a completely new wing employing NASA supercritical airfoil sections and winglets - optimization studies considering weight, drag, fuel volume, cost, and performance indicated that a substantial portion of the new wing benefit could be secured with modifications to the existing wing. The G-III prototype was rolled out in September 1979 and flew for the first time on December 2, 1979. FAA certified on September 22, 1980. Production deliveries began in late 1980. Standard configuration accommodates 8-12 passengers typical (up to 19 maximum, 13 typical with enclosed lavatory seat per FlyCraft) in club combination arrangements with deluxe refreshment center + coffee maker + refrigerator + full-sized lavatory. Aircraft: 38,000 lb empty weight, 69,700 lb MTOW, 4,500 lb maximum payload, 28,090 lb fuel capacity (4,400 gal). Takeoff distance: 5,100 ft at sea level (7,175 ft at 5,000 ft altitude at 25°C). Landing distance with 4 passengers: 2,600 ft. The G-III set speed and distance records in its category in the 1980s - crossing both the Atlantic and Pacific without a fuel stop and flying around the world in 47 hours 39 minutes in 1982 per BusinessAirNews. US military designations C-20A/B/C/D/E - every branch of US military operated the G-III. Nearly 20 military and government operators flew the G-III including Cameroon Air Force, Royal Danish Air Force, Ghana Air Force, Italian Air Force, Indian Air Force, Mexican Air Force, and Royal Moroccan Air Force. Other variants included SRA-1 (special reconnaissance and surveillance) and SMA-3 (maritime reconnaissance and patrol). NASA Dryden Flight Research Center operated one US Air Force C-20 as a flight research testbed. 202 G-IIIs were built between 1980 and 1986/1987 - production ceased in favor of the Gulfstream IV (with quieter, more powerful, more fuel-efficient Rolls-Royce Tay turbofans). In 2013, FAA modified 14 CFR part 91 rules requiring Stage 3 noise compliance after December 31, 2015 - the G-III is listed explicitly in Federal Register 78 FR 39576. Hush kits from Quiet Technology Aerospace and other vendors are available. 1986 original new price: $16M. Pre-owned market: $800K (early models) to $2.3M (late models average per Globalair + AOPA). 1982 used prices started at $695K per Wikipedia 2018 reference. Total Gulfstream II + III production amounted to 464 aircraft per Airliners.net (258 G-IIs + 202 G-IIIs). By 1998: 198 G-IIIs in service. Total cost of ownership per planephd: $1,355,936. Hourly charter rate per FlyCraft: $5,500-$5,650. Gulfstream worldwide service network continues to support the G-III platform.

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Talk to a Quantum Jets broker for Gulfstream G-III market intelligence and pre-buy diligence.

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Download the Quantum Jets app on the Apple App Store (iOS app) or Google Play (Android app), then search the Gulfstream G-III (GIII / G-1159A) to start booking. The Quantum Jets mobile app is the fastest path from research to booking for any private jet, jet charter, private jet rental, or private jet charter marketplace transaction in the Quantum Jets catalog. AVIA Technologies maintains the private jet charter marketplace app on a continuous deployment schedule with new aircraft, new operators, and refined private jet management tooling shipping every release.

Gulfstream G-III (GIII / G-1159A) Services from Quantum Jets

Quantum Jets supports Gulfstream G-III (GIII / G-1159A) operators and prospective owners across the full lifecycle of private jet ownership. Whether the goal is jet charter for a one-off trip, a private jet rental for a busy season, or a private jet charter program tied to a recurring travel pattern, our team builds the right structure around the Gulfstream G-III (GIII / G-1159A) for the mission.

For buyers, our aircraft purchase and jet purchase advisory walks through inspection, valuation, financing, and closing. Jet sales and aircraft sales clients work with our team to position the Gulfstream G-III (GIII / G-1159A) for the strongest possible exit, with market intelligence on every comparable transaction. A private jet card program through Quantum Jets is a lower-commitment way to access Gulfstream G-III (GIII / G-1159A)-class lift without a full aircraft purchase, and is structured to credit toward a future jet purchase when the time is right.

Once an aircraft is in hand, aircraft management and jet management at Quantum Jets cover crew, scheduling, regulatory compliance, charter revenue programs, and detailed reporting. Private jet management is structured to keep the Gulfstream G-III (GIII / G-1159A) flying safely and profitably with minimum owner overhead. Aircraft maintenance is coordinated through manufacturer-authorized service centers, and aircraft refurbishment programs (interior, paint, avionics, connectivity) are managed end-to-end so the Gulfstream G-III (GIII / G-1159A) retains residual value over its operating life.

Fractional jet programs are available for Gulfstream G-III (GIII / G-1159A)-class travelers who want guaranteed access without sole ownership. Aircraft lease and aircraft leasing arrangements (operating, finance, dry, wet) are structured to match the operator's hours, geography, and balance sheet. The Gulfstream G-III (GIII / G-1159A) fits naturally into all of these structures, and Quantum Jets handles the structuring, documentation, and lifecycle service so the owner can focus on flying.

If you are evaluating a Gulfstream G-III (GIII / G-1159A) for purchase, charter, lease, fractional access, management, refurbishment, or sale, talk to a Quantum Jets broker for a custom market scan and pre-buy diligence.

Related Aircraft Guides:

Gulfstream G-II: Direct Predecessor (1967-1980)
Gulfstream G-IV: Direct Successor (1987-1992)
Gulfstream G-IVSP: Improved G-IV Variant
Gulfstream G-V: 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

Production of the Gulfstream G-III ended 1986/1987. All G-III acquisitions are pre-owned. Gulfstream Aerospace provides worldwide parts/support. Specifications accurate as of 2026.