Bombardier Global 5000

The goal was to create a large-cabin airplane capable of 10-hour, high-speed missions from mid-Europe to the U.S. mid-continent. Assuming a 50,350-pound spec BOW, the aircraft could fly eight passengers 5,000 nm at Mach 0.81 to 0.82 long-range cruise and 4,800 nm at Mach 0.85 cruise and land with NBAA IFR reserves. Operators said the real-world range was closer to 4,600 nm with typical heavyweight completions, warmer-than-standard day conditions and ATC routing changes.

Service Bulletin 700-1A11-11-008, a $1 million upgrade, increases the aircraft’s fuel capacity by 3,042 pounds, boosting maximum range by 400 nm. A complementary Service Bulletin increases maximum takeoff weight to 92,500 pounds, providing full tanks, full seats and full baggage loading flexibility. Both SBs are standard on new production aircraft.

Similar to current generation Global Express XRS aircraft, the Global 5000 retains the 1990’s-vintage Honeywell Primus 2000XP avionics package with six eight-by-seven-inch CRTs. Bombardier and Honeywell are developing a plug-and-play, LCD replacement six-pack and upgraded nav system priced at about $1 million. In 2011, Global 5000 aircraft will be fitted with the Global Vision cockpit having large-format, flat-panel display Pro Line Fusion avionics.

The Global 5000 retains the three seating zone cabin of the Global Express with nearly identical net length.

Full-span slats and large-area trailing edge flaps enable the aircraft to use comparatively short runways. For most transcontinental U.S. missions, 4,000 feet of pavement is plenty. The flexible wing provides a softer ride in turbulence than many other large-cabin aircraft and the aircraft has exceptionally low sound levels.

The Global 5000 has matured into a highly reliable business tool. Bombardier’s product support has improved considerably and scant parts inventories no longer are an issue.

The first major airframe inspection is at 96 months and engine overhaul is on condition. Operators say they budget direct operating costs of $3,000 to $3,500 per hour, depending upon fuel prices and airspace/airport user fees.

What’s not to like? Operators caution newcomers to have patience. They say it takes 10 to 15 minutes to run through all the systems checks prior to main engine start and the automated Rockwell Collins cabin management system checks require another 10 minutes. Don’t rush the aircraft or self-test functions will signal system faults and you’ll have to reboot.

The Global 5000, being larger, heavier and faster than most direct competitors, also is thirstier. While it burns more fuel than any purpose-built business aircraft having a range of less than 6,000 nm, fuel cost still represents a small part of most operators’ budgets.

The Gulfstream G450, having a narrower cabin cross-section, lower cruise speeds, longer runway requirements and less range, but offering better fuel efficiency is a close competitor to the Global 5000. The Falcon 900EX also has a smaller cabin, considerably slower cruise speeds and less range but boasts the best fuel efficiency of any comparable large-cabin aircraft. The Gulfstream G500, a shorter range version of the G550, offers comparable range and overall cabin volume, but only eight have been built and none are for sale.

The Global 5000 has a combination of values that help immunize it against economic downturns. There were only three pre-owned aircraft offered for sale in early February, according to Amstat. By comparison, nine G450s and 26 Falcon 900EX aircraft were available. No wonder that asking prices for the Global 5000 nudge $30 million for three- to four-year-old models.