IREN: no aircraft identified in the FAA register, and filings that disclose aircraft it operates.

Each flight is what an aircraft did, read from public ADS-B receivers: who was aboard is not in the data and is not on this page.

Finding

Methodology

No aircraft identified in the FAA register; the 10-K discloses aircraft it operates.

Operated10-K Aug 27, 2026
We operate, and may in the future acquire, additional aircraft to support the travel requirements of our management team, customers and business partners across our geographically distributed operations.
Operated10-K Aug 27, 2026
Our aviation operations are subject to regulation, including by the U.S. Federal Aviation Administration

Searched Sep 13, 2026: EDGAR full-text search across 21 queries for aircraft, fractional, charter and personal-use wording, 5 documents read, and 1 proxy statement read for their perquisite footnotes and related-party sections; the FAA register for the company, its former names and its 7 subsidiaries and its filing addresses.

Searched again Oct 3, 2026: EDGAR full-text search on aircraft and charter terms, and its reports and circulars filed since June 2022 (6-K, 20-F and 40-F, with their exhibits). Aircraft wording was found: it is in the disclosures above.

DEF 14A Oct 6, 2025 no aircraft passage

Costs

What the filings report about aircraft costs, and each figure against the company's revenue, cash and market capitalization.

No aircraft cost, personal-use cost of company aircraft or related-party aircraft arrangement in the filings searched; the finding above lists what was read.

Sources

Methodology

FAA Releasable Aircraft Database, US government work, as of Sep 22, 2026FAA release downloaded Sep 23, 2026; MASTER and DEREG file modification dates are Sep 22, 2026. Browser-extracted member bytes are hashed individually; the original ZIP was not retained. File modification timezone is not asserted.
Daily snapshots of the FAA file, github.com/simonw/scrape-faa-releasable-aircraft, US government work (a mirror of the FAA file), as of Sep 12, 2026One commit a day since Aug 16, 2023; used to date when a name first appears on a registration.
EDGAR full-text search and the documents it returned, as of Oct 3, 2026Two searches. First, on Sep 13, 2026: 21 queries per company (aircraft, airplane, fractional, charter, jet card programs, personal use and the like), every hit read and classified, plus the three latest proxy statements read in full for perquisite footnotes and related-party sections; 367 passages kept, each found verbatim in its document. Second, on Oct 3, 2026: a new search for aircraft wording in every proxy statement and proxy amendment since June 2022, annual-report amendments, foreign-issuer reports and circulars (four companies), press-release and investor-letter exhibits, executive employment agreements, and one covered company's bankruptcy schedules (the aircraft line is blank in every one). Each company's Finding card gives the result of that search for the company, including where nothing was found. Also matched the FAA register, as it stood on Sep 22, 2026, against every subsidiary name in the companies' Exhibit 21 lists and their filing street addresses; the FAA's download now refuses automated requests, so the register was not read again, and any statement here that no further aircraft could be tied to a company holds only as of the Sep 22, 2026 register. Not read: Canada's register and earnings-call audio (both forbid automated access), one company's sustainability report and another's investor-relations site (access refused), state lien records (paid or behind a CAPTCHA), and proxy statements filed before June 2022.
adsb.lol globe_history, ODbL-1.0Every aircraft trace adsb.lol received: daily release archives on GitHub since Mar 10, 2023 (3 to 4.2 GB a day, github.com/adsblol/globe_history_<year>), and a history file per aircraft and day on adsb.lol, kept about five weeks; each flight names which one it was cut from, since the two are different snapshots. Contains information from adsb.lol, made available under the Open Database License.
OurAirports, public domain, as of Sep 13, 2026airports.csv; large, medium and small airports only.airports.csv retrieved Sep 23, 2026, 13:27 UTC, sha256 afee98cc969c; 3 airport types kept
MinerTerminal facilities dataset, as of Sep 6, 2026Every facility row the site maps, each with the precision of its location; a row placed only at state or country precision is never a nearest facility.

Flight data: contains information from adsb.lol, made available under the Open Database License 1.0. Each flight links the release archive or the history file it was cut from. The flight records these pages show, and the method below that cut them, are available as data under the same licence, free of charge, from [email protected].

How a flight is cut from a trace

legs-v2: a run of airborne positions whose departure and arrival are both observed at an airport (a ground position there, or a position below 3,000 ft above an airport within 12 km), that rose at least 3,000 ft above its departure airport; a run ends at a ground position, at readsb's new-leg mark, or at a gap of more than 30 minutes across which the aircraft covered under 300 km an hour (a stop, a hold, a night on the ground). Times are the first and last airborne positions, UTC; distance is the great circle between the two airports. A leg with an endpoint out of receiver coverage is counted, not listed.

How a flight's estimated variable cost is computed

The FAA's average variable operating cost of a flight hour for the aircraft's class (fuel and oil, maintenance and engine reserves, and crew), in 2018 dollars, times the flight's airborne time as these pages measure it, from the first to the last airborne position received, which leaves out taxiing; rounded to the nearest $100. It is a class average weighted by the number of aircraft registered, not the figure of this aircraft's own type, and it understates a large-cabin jet such as a G450, since most registered jets are smaller. It is the cost of that flight time for an aircraft of the class, whoever flew it: not what the company spent, and not what a fractional co-owner is billed.

Turbojet and turbofan airplanes: $3,619 an hour in 2018 dollars, variable operating cost per flight hour including crew: crew $911, fuel and oil $1,297 with Jet A at $4.73 a gallon, maintenance $1,411; $2,708 without crew; weighted by the number of aircraft of each model on the FAA register of 2017, from Conklin & de Decker's 2018 cost data as the FAA's contractor analyzed it; from FAA, Economic Values for FAA Investment and Regulatory Decisions, A Guide: 2021 Update, section 4, Table 4-10, March 2021, read Sep 22, 2026. Aircraft in this class here: the Gulfstream Aerospace G450 (GIV-X), as the FAA register records N917VZ's engines as turbo-fan (Rolls-Royce Tay 611-8C) (read Sep 22, 2026).
Single-engine turboprop airplanes: $755 an hour in 2018 dollars, FAA Table 4-10 population-weighted class average including crew $132, fuel and oil $290, maintenance $333. Published in 2021 using 2018 dollars and a 2017 aircraft population; not a current PC-12 quote, fractional contract rate or company expense.; from FAA, Economic Values for FAA Investment and Regulatory Decisions, A Guide: 2021 Update, section 4, Table 4-10, March 2021, read Sep 23, 2026. Aircraft in this class here: the Pilatus Aircraft Ltd PC-12/47G, as FAA MASTER lists N394AF as aircraft type 4 (fixed wing single engine), engine type 2 (turbo-prop); ACFTREF model 7090463 confirms one engine. (read Sep 23, 2026).

A flight, a grade or a figure here that a document contradicts: write to [email protected] with the page and the document, under the corrections policy.