G650 movements are up 13.8% on the prior period, with activity concentrated in North America (79% of movements). Short-haul share sits at 35% and 26% of movements fall within EU ETS scope — an indicative liability of €2937k for the window.
Type standing 6th of 6 — the standout signal this window; other dimensions are steady.
Fleet movements up 13.8% versus the prior 90 days.
Median hours per active airframe up 5.7% period-on-period.
Stability index 56/100 across utilisation spread, corridor regularity and active-set churn.
Efficiency index up 2.2pp on the prior window (5/100).
26% of movements ETS-scoped — ~€2937k indicative exposure at €70/t.
Ranks 6th of 6 large types on hourly CO₂ intensity (lower is leaner).
Head-to-head against the 5 most-active large types with at least 60 tracked movements this window (of 27 that qualified).
| Metric | This type | Peer median | Rank | Reading |
|---|---|---|---|---|
| CO₂ per flight hour | 4.39 t/hr | 2.35 t/hr | 6th of 6 85th percentile of large types by published CO₂/hr — higher than most | Burns 87% more CO₂ per hour than the peer median (2.35 t/hr) — 6th of 6. |
| CO₂ per nautical mile | 10.8 kg/nm | 6.3 kg/nm | 5th of 6 | Per-nm intensity runs 71% above the peer median — a thinner efficiency margin on a distance basis (5th of 6). |
| Median utilisation | 149 hrs/yr | 89 hrs/yr | 3rd of 6 | Active airframes fly 67% more hours than the peer median — more intensive deployment (3rd of 6). |
| Average sector length | 1,057 nm | 596 nm | 1st of 6 | Sectors run 77% longer than the peer median; longer legs spread climb-phase emissions over more distance (1st of 6). |
| Activity per tail | 19.3 mvmts | 21.0 mvmts | 4th of 6 | Each tail logs 8% fewer movements than the peer median (4th of 6). |
| Short-haul share | 35 % | 39 % | 1st of 6 | 11% less short-haul exposure than the peer median — a lighter drag from the segment where CO₂/nm is worst (1st of 6). |
Peer values are computed live from each comparable type's tracked flights over the same window. Percentiles, where shown, are against published CO₂/hr for every spec'd type in the category.
Fleet movements are up 13.8% period-on-period, with the current window (highlighted) running above the trailing mean. Average sector length is down 8.8% over the same window.
Regional attribution uses registration jurisdiction. 4.1% of movements had a jurisdiction not mapped to a region and are excluded from this split. A larger European share raises the proportion of movements falling within EU ETS scope.
Concentration is by registration jurisdiction, inferred from the registration country — not by beneficial operator or owner, which we do not hold.
| # | Reg | Registry | Flights | Share | Signal |
|---|---|---|---|---|---|
| 1 | N757RR | United States | 101 | 1.00% | Low |
| 2 | N652BA | United States | 94 | 0.93% | Low |
| 3 | N659FX | United States | 76 | 0.75% | Low |
| 4 | N555GA | United States | 73 | 0.72% | Low |
| 5 | N671FX | United States | 73 | 0.72% | Low |
| 6 | N654FX | United States | 71 | 0.70% | Low |
| 7 | A7-CGG | Qatar | 71 | 0.70% | Low |
| 8 | N665FX | United States | 70 | 0.69% | Low |
| 9 | N670FX | United States | 68 | 0.67% | Low |
| 10 | N673FX | United States | 67 | 0.66% | Low |
Amber dot marks a single tail above 2% of tracked movements — a concentration signal worth noting when reading fleet-level averages.
A short, sharp activation on one corridor. Comparable corridor spikes typically revert within two to three weeks, so worth tracking as transient versus sustained activity. The directional imbalance points to a repositioning component that can compress utilisation efficiency on the affected tails.
A short, sharp activation on one corridor. Comparable corridor spikes typically revert within two to three weeks, so worth tracking as transient versus sustained activity.
A short, sharp activation on one corridor. Comparable corridor spikes typically revert within two to three weeks, so worth tracking as transient versus sustained activity.
More intensive deployment than comparable types — a structural difference in how this fleet is worked, not a one-off.
Consistency of operational behaviour across the tracked fleet over the current 90-day window.
Flight-hour distribution across 521 active tails has a coefficient of variation of 0.90; the top quartile accounts for 56% of total hours.
Corridors recur at a 37% repeat rate (5,881 distinct corridors over 9,351 routed movements); the top 20 carry 6% of movements.
16 tails entered and 22 left the active set vs the prior window — normal churn for this type.
| Route | Monthly Mvmts | Avg CO₂ / Flight | ETS Scoped | Exposure |
|---|---|---|---|---|
| Tokyo → Teterboro | 2 | 52,956 kg | — | High |
| Los Angeles → Nice/Cote D'Azur | 1 | 49,438 kg | ✓ | High |
| Hong Kong → Auckland | 1 | 48,565 kg | — | High |
| Anchorage → Hong Kong | 1 | 47,955 kg | — | High |
| Paris → Los Angeles | 1 | 47,922 kg | ✓ | High |
Business aviation flights operating within or into the EEA fall under the EU Emissions Trading System. For operators with significant European exposure, ETS allowance cost is a direct and growing operating expense.
Median flight hours per active airframe rose 5.7% versus the prior window. Sustained under-utilisation lowers fleet deployment efficiency and raises the share of fixed operating cost absorbed per flight hour.
35% of movements are sub-300 nm sectors where the type runs below optimal range — up from 31% a period earlier. Rising short-haul share is the largest single drag on fleet efficiency.
Month-to-month movement counts show a coefficient of variation of 0.27 across the trend window, indicating a lumpier, less predictable deployment profile.
EU ETS cost on scoped flights averages roughly €1,111 per movement at €70/t. A material per-flight cost on European-heavy routings.
26% of tracked movements fall within EU ETS scope — an indicative €2937k exposure at €70/t this window. SAF blending or routing longer sectors lowers per-flight CO₂ intensity and the associated allowance cost.
35% of movements are sub-300 nm sectors, where CO₂/nm is worst. Redeploying marginal short legs to longer sectors is the clearest lever on distance-basis intensity — the metric on which this type ranks against large types.
Activity concentrates in North America (79% of movements), so regional regulatory change would land unevenly on this fleet. Route exposure, by contrast, is diffuse — the top 20 corridors carry just 6% of routed movements, so no single route dominates.
These are operational and regulatory considerations derived from observed flight behaviour and computed emissions — not financial advice, pricing guidance, or transaction recommendations.
Fleet movements are derived from ADS-B flight data. Emissions are computed per flight under the EUROCONTROL EMEP/EEA 2023 inventory method on a tank-to-wake basis; this report aggregates those stored values and does not recompute emissions. The efficiency index reflects the share of flights with CO₂ intensity below 18 lbs/nm; short-haul is movements under 300 nm. CO₂ converts from pounds to tonnes (÷ 2,204.62), flight time from seconds to hours (÷ 3,600). Concentration is reported by registration jurisdiction and individual tail. Regional breakdowns are inferred from registration jurisdiction. The competitive benchmark compares this type against the most-active comparable types in the same category, aggregated live over the same window; percentiles, where shown, are against published CO₂/hr for every spec’d type in the category. EU ETS scope follows EEA airport touch; the indicative liability applies a €70/t allowance price. Stability sub-scores derive from flight-hour dispersion, top-20 route-pair concentration and active-set churn. All figures are indicative and subject to ADS-B coverage gaps.
This report describes how the fleet flies — flight activity, computed emissions and aircraft-type specifications. It does not cover, infer or imply asking prices, resale or residual values, value forecasts, time-to-sell, market conditions, maintenance status, ownership identity, or buy/hold/sell guidance. We do not hold that data. Stating the boundary plainly is part of the report’s credibility: every conclusion here is computed from observed flight behaviour and templated from the exact figures, never free-written.
602 G650 airframes tracked · 521 active in period · 10,077 movements · 100% with valid CO₂ · 100% with valid duration. Report window Apr 2026 — Jul 2026, vs the prior 90-day comparison period.