The Gulfstream GIV-SP took over from the GIV in September 1992 with a restructured wing, 1,400 lb more takeoff weight and 7,500 lb more landing weight, which turned a capable aircraft into one that could fill the seats and the tanks at the same time.
Two Rolls-Royce Tay 611-8 engines give it 4,220nm with eight passengers and a 45,000ft ceiling. Around 300 were built before production ended in 2002, and a large part of that fleet still flies in corporate, charter and government service. Certification detail for the type sits in FAA type certificate data sheet A12EA.
Gulfstream GIV-SP Specifications
| Manufacturer | Gulfstream Aerospace Corporation, Savannah, Georgia |
| Type | Large cabin, long range business jet |
| Model designation | Certificated as Model G-IV under FAA TCDS A12EA. SP weights apply from serial number 1214; serials 1500 and later carry the G300 and G400 designations |
| First flight | 19 September 1985 (GIV prototype) |
| Certification | FAA type certificate A12EA, Model G-IV approved 22 April 1987. SP standard introduced September 1992 |
| Production status | Out of production. Built from 1992 to 2002, superseded by the G300 and G400 designations in 2002 and by the G450 in 2005 |
| Units built | Approximately 300 GIV-SP airframes, serial numbers 1214 to 1499 |
| Engines | 2x Rolls-Royce Tay Mk 611-8 turbofan, 13,850 lbf each |
| Max range | 4,220nm (7,815km) with eight passengers at Mach 0.80, NBAA IFR reserves |
| Cruise speed | Mach 0.80 long range, Mach 0.85 maximum. Operators typically cruise at Mach 0.80 to 0.83 |
| Max operating altitude | 45,000ft |
| Takeoff field length | Approximately 5,300ft at MTOW, sea level ISA. Operators report 5,000ft runways adequate for most trips, and around 3,500ft for a 1,000nm leg with four passengers |
| Landing distance | Under 2,700ft with four passengers and NBAA IFR reserves. Longer at maximum landing weight |
| Max takeoff weight (MTOW) | 74,600 lb (33,838 kg). The GIV is 73,200 lb and the G300 is 72,000 lb |
| Max landing weight | 66,000 lb, against 58,500 lb on early GIV airframes |
| Max zero fuel weight | 49,000 lb |
| Fuel capacity | 29,500 lb usable (26,900 lb on the G300) |
| Passenger capacity | 12 to 16 typical, 19 maximum |
| Crew | 2 flight crew, normally with one cabin attendant |
| Wingspan | 77ft 10in (23.72m) |
| Length | 88ft 4in (26.92m) |
| Height | 24ft 5in (7.45m) |
| Wing area | 950.4 sq ft (88.3 sq m) |
| Cabin | Approximately 45ft 1in long including galley and lavatory, 7ft 4in wide, 6ft 1in high |
| Avionics | Honeywell SPZ-8000 with six tube EFIS as delivered. Most airframes have been upgraded for current airspace mandates |
| Price (used) | Approximately $2 million to $5 million depending on year, hours, engine program status and avionics compliance |
| Operating cost | Published estimates range from about $3,800 to $7,500 per hour depending on what the figure includes |
Gulfstream GIV-SP – History and Overview
Development and Background
The GIV was Gulfstream’s answer to the limits of the GIII. Launched in 1983, it paired a new wing with Rolls-Royce Tay turbofans and the first full EFIS flight deck in the segment, and the prototype flew on 19 September 1985. FAA certification followed on 22 April 1987.
The SP designation arrived in September 1992 and was never a cosmetic change. Gulfstream restructured the wing, saving around 870 lb while adding fuel volume, then raised maximum takeoff weight by 1,400 lb and maximum landing weight by 7,500 lb.
That landing weight increase is the one that mattered operationally, because it let crews fly a long leg and then reposition without a fuel stop. Earlier GIV airframes can be brought to SP weights through Aircraft Service Change 190, which is why serial number alone does not always tell you what standard an aircraft is at. The weight tables by serial number and ASC are set out in TCDS A12EA.
Design and Performance
The Tay Mk 611-8 produces 13,850 lbf and meets Stage 3 noise limits, which is why the type survived noise rules that retired earlier Gulfstreams. Fuel burn is the trade: operators report 3,000 to 3,600 lb per hour in the cruise, with the first hour closer to 4,100 lb.
Field performance is better than the size suggests. Crews treat 5,000ft runways as routine, and a 1,000nm trip with four passengers needs around 3,500ft. The aircraft climbs directly to FL410 on most sectors and holds Mach 0.80 to 0.83 without argument.
The cabin is the other half of the case. At 45ft 1in including the galley and lavatory, with a stand-up 6ft 1in height, it carries 12 to 16 passengers in three zones with a full width pressurized baggage compartment reachable in flight.
Variants
- GIV: baseline model, certified April 1987, serial numbers 1000 to 1213. 73,200 lb MTOW and 58,500 lb landing weight.
- GIV-SP: from September 1992, serial 1214 onward. Restructured wing, 74,600 lb MTOW, 66,000 lb landing weight, 49,000 lb zero fuel weight.
- G400: the GIV-SP renamed in 2002 under ASC 440, serials 1500 and later. Same weights and fuel as the SP.
- G300: lower weight version under ASC 436, also from serial 1500. 72,000 lb MTOW and 26,900 lb of usable fuel. Not the same aircraft as the super-midsize G300 announced in 2024.
- GIV-X, marketed as the G450: 2005 development with the PlaneView flight deck, Tay 611-8C engines and a redesigned forward fuselage. A separate model on the same type certificate.
- C-20F, C-20G and C-20H: United States military transport versions of the GIV series.
- Special mission conversions: the SRA-4 maritime patrol and surveillance variant, Sweden’s S102B Korpen signals intelligence aircraft, and the NOAA G-IV SP used for high altitude hurricane research.
Operators
Corporate flight departments took most of the production run, and fractional and charter fleets absorbed much of it afterwards. NetJets was the single largest operator for years, and a substantial part of the fleet still works under Part 135 charter certificates in North America, which holds roughly 80 percent of the aircraft.
Government use is wider than the civil fleet suggests. The United States Air Force operates the C-20 series, NOAA flies a GIV-SP on hurricane surveillance, and several air forces use the type for head of state and VIP transport.
Current Status
Production ended in 2002 and the GIV-SP has been out of the Gulfstream line-up since the G450 replaced it. The fleet has thinned since the 2020 ADS-B mandate, which pushed owners of unmodified airframes toward either investment or retirement, but most survivors are now compliant and flying.
Values sit between roughly $2 million and $5 million, driven more by engine program enrollment, inspection status and avionics than by calendar year. Support is not a concern: Rolls-Royce maintains the Tay, Gulfstream still supports the type, and the wheels, brakes and tires are shared with the G450 and remain in current production.
Gulfstream GIV-SP Landing Gear and Tires
Landing Gear Configuration
The GIV-SP uses a hydraulically retracted tricycle undercarriage with two wheels on each main leg and two on the steerable nose gear, giving six tires per aircraft. Main gear retracts inboard into the wing root, the nose gear forward. Anti-skid braking is standard.
The SP weight increase came with a larger main wheel. GIV airframes up to serial 1213 run a 16 inch main wheel, while the GIV-SP, G300, G400 and the later G450 use an 18 inch wheel and a different main tyre altogether. An earlier GIV converted to SP weights under ASC 190 follows the SP fitment, so serial number alone does not settle the question.
There is no airworthiness directive affecting tire selection on the type. Brake wear and nose gear shimmy damper condition are the recurring items rather than anything tire specific.
Gulfstream GIV-SP Tire Specifications
| Main gear tire size | H34x9.25-18, 18 ply rating, 225 mph. Two per main leg, four per aircraft |
| Nose wheel tire size | 21×7.25-10, 12 ply rating, 225 mph. Two per aircraft |
| Ply rating | 18PR main, 12PR nose |
| Construction | Bias, tubeless |
| GIV comparison | Serial 1000 to 1213 GIV airframes not converted to SP standard use 34×9.25-16 18PR mains on a 16 inch wheel |
| Shared fitment | The main tire is common to the GIV-SP, G300, G400 and G450. The nose tire is common across the GII, GIII, GIV, GV, G450, G550 and Global Express |
| Compatible brands | Goodyear covers both positions. Michelin lists the earlier 34×9.25-16 main but does not list the H34x9.25-18 |
| Part numbers | Goodyear Flight Eagle 349K82-3 (main) and 217K22-1 (nose) |
Verify specifications against the aircraft Maintenance Manual, the illustrated parts catalog and applicable service changes before ordering. On this type the serial number and ASC status decide the main wheel and tire size, so confirm both rather than working from the model name.
Main Gear Tires
Four H34x9.25-18 18PR bias tires carry a 74,600 lb aircraft, which puts them among the most heavily loaded tires on any business jet of the period. Goodyear lists the Flight Eagle 349K82-3 against the GIV-SP, G300 and G450, rated to 225 mph.
The same size appears as a radial, H34x9.5R18, which is a different casing designation rather than a direct swap, so check the parts catalog before treating the two as interchangeable. Goodyear’s application chart separates the GIV-SP and later models from the GII, GIII and GIV, which share the older 34×9.25-16 main.
Nose Wheel Tire
The nose runs two 21×7.25-10 12PR tires, a size Gulfstream carried across the GII through GV and that Bombardier also used on the Global Express. Goodyear lists this position as a deflector type tread, so confirm the tread pattern as well as the size and ply rating. A 14PR version of the same size exists for heavier Gulfstreams and is not an automatic substitute.
Approved and Compatible Brands
The following fitments apply to the Gulfstream GIV-SP in the correct size, ply rating and speed rating:
- Goodyear Flight Eagle 349K82-3, H34x9.25-18 18PR, 225 mph, main gear. Listed by Goodyear for the GIV-SP, G300 and G450
- Goodyear Flight Eagle 217K22-1, 21×7.25-10 12PR, 225 mph, nose gear. Shared across the GII, GIII, GIV, GV, G450, G550 and Global Express
- Goodyear 217K42-1, 21×7.25-10 14PR, 225 mph. Same size at a higher ply rating for other Gulfstream models, so verify applicability before substituting
- Goodyear 349Q82-2, H34x9.5R18 18PR radial. A different size designation to the bias H34x9.25-18 and not a direct replacement without checking the parts catalog
- Goodyear 348F83-2, 34×9.25-16 18PR, for GIV airframes that have not been converted to SP standard
- Michelin produces 033-841-0 in 34×9.25-16 18PR for the GII, GIII and GIV, but does not list the H34x9.25-18 used by the GIV-SP
Frequently Asked Questions
Is the Gulfstream GIV-SP still in production?
No. Production ran from 1992 to 2002, after which the design continued briefly as the G300 and G400 before the G450 replaced it in 2005. Around 300 GIV-SPs were built and a large share remain airworthy, with tires, wheels and brakes still in current production because the G450 uses the same fitment.
What are the Gulfstream GIV-SP specifications?
Two Rolls-Royce Tay 611-8 engines of 13,850 lbf each, 74,600 lb maximum takeoff weight, 66,000 lb landing weight, 4,220nm range with eight passengers and a 45,000ft ceiling. The cabin runs about 45ft including galley and lavatory and seats 12 to 16. Full dimensions and weights are in the table above.
What is the range of the Gulfstream GIV-SP?
4,220nm (7,815km) with eight passengers at Mach 0.80 under NBAA IFR reserves. Operators report being comfortable planning 3,800 to 4,000 miles in still air, and each 10 degrees C above standard costs roughly 120 miles of range.
What is the Gulfstream GIV-SP price?
Used airframes generally trade between about $2 million and $5 million. Engine program enrollment, inspection status and whether the avionics meet current airspace mandates move the number more than the model year does.
What does the Gulfstream GIV-SP cost to operate per hour?
Published estimates run from roughly $3,800 to $7,500 per hour, the spread reflecting what each figure includes. Fuel burn is 3,000 to 3,600 lb per hour in the cruise, and engine reserves are the other large line item.
Where can I find a Gulfstream GIV-SP for sale?
Listings appear on Controller, AvBuyer, JetNet and the major brokers, and a meaningful share of the fleet changes hands through fractional and charter operators rather than open listings. Inventory is thin relative to the fleet size and aircraft can sit for a year or more.
What interior options does the Gulfstream GIV-SP offer?
Cabins were completed to order and vary widely. Common layouts run 12 to 16 seats in three zones with a forward or aft galley, a full lavatory and a pressurized baggage compartment accessible in flight. Most aircraft flying today have been refurbished at least once, often with new seats, cabin management and connectivity.
What is the Gulfstream GIV-SP landing distance?
Under 2,700ft with four passengers and NBAA IFR reserves at typical landing weights. At the 66,000 lb maximum landing weight the requirement is considerably longer, and the aircraft flight manual is the reference rather than any general figure.
What tire size does the Gulfstream GIV-SP use?
H34x9.25-18 18PR on the main gear, four per aircraft, and 21×7.25-10 12PR on the nose, two per aircraft. Earlier GIV airframes that have not been converted to SP standard use 34×9.25-16 instead, so check the serial number and ASC status against the parts catalog before ordering.
Which tire brands are approved for the Gulfstream GIV-SP?
Goodyear covers both positions with the Flight Eagle in H34x9.25-18 and 21×7.25-10. Michelin lists the older 34×9.25-16 main for the GII, GIII and GIV but does not offer the H34x9.25-18, so the SP main gear is effectively a Goodyear fitment.
How much do Gulfstream GIV-SP tires cost?
Main gear tires in this size sit in the low four figures each and nose tires around a quarter of that. Retreaded main tires are available and widely used in charter operation. Pricing varies with brand, condition and whether the tire is new or retreaded.
What is the tire pressure for the Gulfstream GIV-SP?
Inflation pressures are AMM data and vary with weight configuration and gear position. Take them from the manual applicable to the specific serial number rather than from any general figure, particularly on an airframe converted to SP weights.
How long do Gulfstream GIV-SP tires last?
Main gear tires on a jet of this weight typically give 100 to 250 landings, with the range driven by runway surface, braking technique and sector length. Short sectors with heavy braking wear tires far faster than long legs. Nose tires normally outlast mains on this type.
How often should Gulfstream GIV-SP tires be changed?
Removal is driven by tread wear to the limit marker, exposed reinforcing ply, cuts, sidewall damage and pressure loss outside limits. Tire condition and pressure are checked at every preflight inspection, and the AMM and the operator maintenance program set the final limits.
