At NBAA-BACE 2025 in Las Vegas this week, Gulfstream announced the G300, the latest super-midsize business jet and Gulfstream’s sixth airplane to market in a decade that will eventually replace the G280. Gulfstream told journalists during its briefing on the convention’s Media Day that the G300 will appeal to wide variety of operators partly because it has the longest cabin (just shy of 28 feet, and 34 feet including the baggage compartment) and the largest baggage capacity (120 cubic feet) in class.
The cabin experience is designed to be passenger-friendly partly because of the 10 signature Gulfstream panoramic oval windows that stream lots of natural light into the dwelling. Even the cabin airflow is looked after—all of it purified by plasma ionization technology.
With trans-Atlantic range, the G300 is powered by two Honeywell HTF7250G engines, each producing 7,624 pounds of thrust. Maximum takeoff weight is 39,750 pounds. At high-speed cruise, the G300 does Mach 0.84 and the high-speed cruise range is 3,400 nautical miles. As for runway performance, G300 needs 4,780 feet for takeoff at sea level and at maximum takeoff weight.
Harmony Flight Deck
The G300 has the clean-sheet Honeywell Primus Epic flight deck that Gulfstream calls the Harmony. The G280 has the Collins Pro Line Fusion avionics. The Harmony has six touchscreen color displays, paired with Phase-of-Flight intelligence, 3D imagery, and PLPS for Predictive Landing Performance system.
The PLPS integrates Honeywell’s Runway Overrun Awareness and Alerting System (ROAAS), which provides enhanced awareness to the crew on the final approach and during landing and rollout. The goal is to reduce the risk of runway excursions during landing, aid in the land or go-around decision, and provide a real-time display of estimated stopping points.
Gulfstream has been aggressively testing the G300 and is preparing for the first flight, with planned deliveries in 2028. Pricing is expected to be around $30 million. For more, visit Gulfstream Aerospace.
Larrry, what is “trans-Atlantic range”? What is the G300 ETOPS capability.? (I’ll give you time to Google ETOPS).
The G300 is not a legacy Gulfstream with legacy Gulfstream pedigree beginning with the GI and streaming through the G700 series. Convince me otherwise.
One of the major disillusionments of my corporate pilot and OEM sales demonstration pilot career was the marketing nomenclature and performance capability BS fed to the gullible and starving aviation press from the OEMs exaggerating aircraft capabilities and pedigrees.
Russ, I know this is NBAA bullshit season, but this G300 pitch might as well have been written by AI on behalf of the OEM. Even in my retirement I can still smell aircraft OEM infomercials continents away. Are you not better than this.
The way it works at these shows: We sit through the press briefing, take notes, ask questions, take a media kit, go back to our press room and pour a weak coffee and grab a sugary donut, and write the news brief.
John, the Gulfstream website has a range map that shows the G300 reaching most of W Europe from New York or Chicago. So, we just reported what Gulfstream said at its news conference and in their printed material—and we have no reason to think they’re lying. Do you have evidence to the contrary?
Wait, they have donuts this year? Damn….
Nice job to the AvBrief team on the NBAA coverage so far. Well done.
I dunno but of all the aviation journalists I’d accuse of being little more than a stenographer, Larry Anglisano (former editor of Aviation Consumer) would be among the last. The news brief didn’t purport to be anything more than it was. It wasn’t a pilot report. Plus, I can’t say for sure, because I don’t find business aviation very interesting, but I can’t think of an independent pilot report assessing the real world of range of a new business jet model.