When Bombardier introduced the Global Express in 1999, it went up against industry behemoths like Gulfstream, Boeing, and Airbus. Fast forward a decade and Bombardier’s Global series is now a force to be reckoned with, outperforming the competition and racking up sales at an astonishing pace, and it’s no secret why.
The latest additions to the line-up are the Bombardier Global 7500 and the Bombardier Global 8000. We’ve lumped these two aircraft together for an excellent reason: They are the same aircraft; the only difference is that the latter can fly 300 nm (555.6 km) further. Moreover, they are so similar that the Global 7500 can be converted to the higher spec 8000 when released in 2025.
After its release, the Global 8000 will be the fastest and longest-range business jet. The closest competitor is Gulfstream G800, which can’t keep up. The Global 8000 is the closest a pilot can get to flying supersonic, with it breaking the sound barrier during testing. Bombardier has published a slightly lower maximum Mach number to keep things safe, but it’s still a fantastic feat of engineering.
The Global 7500 and Global 8000 are developed from the Global 6000. So even though these aircraft aren’t clean sheet design, the only thing that’s stayed the same is the fuselage’s basic structure, and everything else is spanking brand-new.
Bombardier decided to forge ahead with these two models because it wanted to produce the best business jets that money could buy and compete against Gulfstream’s best at the time, the G650. In addition, they wanted to go bigger and faster than the current Global 6500.
The aircraft was announced in 2010, with the Global 7500 scheduled for 2016 and the Global 8000 for 2017. However, the company decided to redesign the wings for better high-speed performance and efficiency. The redesign and other challenges caused the Global 7500 to be delayed by two years and pushed the release date of the Global 8000 to 2025.
Bombardier assigned a development budget of more than $1 billion to make the best, shocking many pundits who expected them to spend half that. But we can all agree that it’s money well spent.
The Global 7500 and 8000 are the best business jet money can buy. The first thing everyone talks about is the speed at which these aircraft can travel. The MMO stands at Mach 0.94 for the Global 8000, while the Global 7500 is slightly slower at Mach 0.925. These aircraft can break the sound barrier without experiencing any adverse effects that a conventional transonic aircraft would as demonstrated by the Global 7500 flight test.
The fuselage has been stretched by 11 ft 3 in (3.43 m) from the Global Express, but the cross-section is the same. As a result, the total volume available is 2,637 ft³ (74.67 m³), making it the largest cabin of any business aviation aircraft. The extra space allows the plane to have a four-zone cabin.
The basic fuselage structure hasn’t changed from the days of the Global Express, but upgrades have been made. The fuselage is now made of an aluminum-lithium alloy to reduce weight and increase efficiency. In addition, the nose cowl has been reshaped, and the empennage is brand-new.
The interior diameter of the aircraft was increased by 1 inch (2.5 cm) by reducing the thickness of the fuselage frame. In addition, the entire structure is more rigid to withstand higher speeds so that the cabin windows can be made larger by 2.08 ft² (0.19 m²), nearly twice as large as the original. The fuselage is manufactured by Stelia Aerospace, which is an Airbus company.
Bombardier spent a large chunk of the development budget on transonic wings, which were designed by Bombardier and produced by the Triumph Group Inc. after disputes with the company about the wing production, Bombardier bought the facilities used to build their wing and has been manufacturing them in-house.
The transonic wing is larger, thinner, and has a low-drag profile, with all the fairings and fittings being thinner and leaner to reduce the effects of parasite drag. In addition, the wings have an increased sweep angle of 35.3 degrees and an aspect ratio of 8.63. The wing is also highly loaded and flexes, reducing turbulence’s effects.
Like most modern aircraft, these two are controlled by fly-by-wire (FBW) systems based on the C-Series jets. The FBW has been overhauled with active load alleviation, reducing the thinner wings’ structural stress. New winglets also reduce the levels of induced drag produced by the wing, increasing fuel efficiency and high-speed capability. Finally, the inboard fowler flaps and leading-edge slats increase lift by 30 percent.
The most significant change in the development of these aircraft came when Bombardier decided to change the formula for the Global 8000.
Initially, the plan was for the Global 8000 to be a smaller aircraft, with only a 2 ft 3 in (0.69 m) stretch from the original Global Express. Instead of the current four-zone cabin, this model was supposed to have a three-zone cabin with a volume of 2,236 ft³ (63.32 m³). The aircraft was also only supposed to have a maximum range of 7,900 nm (14,631 km) versus the current 8,000 nm (14,800 km) range.
The reason Bombardier changed its plan was because of Gulfstream. The competitor announced the release of its new long-range flagship aircraft capable of flying 8,000 nm, named the G800. This aircraft would’ve prevented Bombardier from having the longest-range jet.
So the company went back to the drawing board on the design of the Global 8000 and managed to optimize the engine through software tweaks, found more space for fuel, and simultaneously saved some weight to enable the aircraft to fly 8,000 nm.
The release of the Global 7500 was successful, with the aircraft already having an estimated 200 orders by the time it first flew. Since its introduction in 2018, Bombardier ramped up deliveries of the Global 7500, and sales are strong. The incoming Global 8000 will cause deliveries of the 7500 to reduce, but most customers might find the additional 300 nm (556 km) range unnecessary and instead spend the extra $3 million on other options.
These aircraft are packed with features and will no doubt sway new customers over to the aircraft. Still, Bombardier will be hardpressed to get existing customers of other brands like Gulfstream and Dassault, who’re planning to upgrade to switch to their aircraft because brand loyalty is fierce. But if anything can do it, it’s these two models.
Bombardier Global 7500 and 8000 Specifications
|Model||Global 7500||Global 8000|
|Length||111 ft 2 in (33.88 m)|
|Height||27 ft 0 in (8.2 m)|
|Wingspan||104 ft 0 in (31.7 m)|
|Wing Area||1,254 ft² (116.5 m²)|
|Length||54 ft 5 in (16.59 m)|
|Height||6 ft 2 in (1.88 m)|
|Width||8 ft 0 in (2.44 m)|
|Baggage Space||195 ft³ (5.52 m³)|
|Cabin Volume||2,637 ft³ (74.67 m³)|
|Maximum Take-Off Weight||106,500 lb. (48,308 kg)|
|Maximum Landing Weight||106,250 lb. (48,195 kg)|
|Maximum Landing Weight||85,800 lb. (38,919 kg)|
|Maximum Zero Fuel Weight||62,500 lb. (28,350 kg)|
|Standard Basic Operating Weight||56,800 lb. (25,764 kg)|
|Maximum Range||7,700 nm (14,260 km)||8,000 nm (14,816 km)|
|Maximum Operating Mach||Mach 0.925||Mach 0.94|
|Ultra High-Speed Cruise||Mach 0.90||Mach 0.92|
|High-Speed Cruise||Mach 0.88||Mach 0.90|
|Typical Cruise Speed||Mach 0.85|
|Takeoff Distance (MTOW)||5,760 ft (1,756 m)|
|Landing Distance (MLW)||2,220 ft (677 m)|
|Service Ceiling||51,000 ft (15,545 m)|
|Initial Cruise (MTOW)||43,000 ft (13,106 m)|
|Cabin Altitude @ FL410||2,900 ft (884 m)|
|Rated Takeoff Thrust (each)*||18,920 lbf (84.16 kN)|
|Wing Loading||91 lb/ft² (440 kg/m²)|
|Wake Turbulence Category||M|
|Idle||500 lbs/hr (230 kg/hr)|
|Takeoff||6,240 lbs/hr (2,830 kg/hr)|
|Cruise Speed (M0.85)**||1,300 lbs/hr (590 kg/hr)|
|High-Speed Cruise (M0.90)**||1,730 lbs/hr (780 kg/hr)|
|Ultra-High Speed Cruise (M0.925)**||2,400 lbs/hr (1,100 kg/hr)|
|Flight Deck||Global Vision Flight Deck with HUD, EVS, and SVS|
|Weather Radar||MultiScan with Windshear Detection|
|Navigation||WAAS, SBAS, RNAV, LPV|
|Engine(s) x 2||General Electric Passport|
|Auxiliary Power Unit||Safran SPU-300|
|Fire Protection System||Meggitt|
*Flat rated to International Standard Atmosphere (ISA) and 15 degrees Celcius.
**Gross Weight at 75,000 lbs (34,000 kg) and International Standard Atmosphere (ISA).
Bombardier Global 7500 and 8000 Performance
These two aircraft are all about performance. It’s what makes them so desirable. The Global 7500 and 8000 are meant to travel under supersonic speeds but can fly faster. During flight tests conducted in May 2021, the test aircraft, a Global 7500, broke the sound barrier multiple times, reaching speeds as high as Mach 1.015.
The secret to the speed of the Global 7500 and 8000 is that their newly designed transonic wings allow them to achieve these speeds without experiencing the adverse effects of wave and parasite drag at higher speeds.
General Electric’s Passport engines were designed to power the Global 7500 and 8000 after talks with Bombardier in 2010. The GE Passport engines are developed from the next-gen fuel-efficient CFM International LEAP engines that power jetliners. These engines are scaled-down versions with a 5.6:1 bypass ratio.
The GE Passport engines can produce between 14,000 lbf (62 kN) to 20,000 lbf (89 kN). On the Global 7500 and 8000, the engines are slightly derated and produce 18,920 lbf (84.16kN) of thrust at takeoff, which is significantly more than the 16,500 lbf (73 kN) output that Bombardier required.
These engines have also been optimized to run on sustainable aviation fuel (SAF) to produce lower emissions and be more environmentally sustainable while not sacrificing power and performance. Because of this, the Bombardier Global 8000 became the first aircraft to reach supersonic speeds while running on SAF. In addition, even without running SAF, the GE Passport engines produce less nitric oxide than competing engines.
Bombardier wants customers to know how this aircraft affects the environment and has sought an Environmental Product Declaration (EPD) for the Global 7500, making it the first business jet to secure. The EPD will provide a detailed breakdown of the aircraft’s environmental footprint during its life cycle.
Bombardier Global 7500 and 8000 Cabin
The cabins of the Bombardier Global 7500 and 8000 are the same and considered the best in the business. The typical cabin has four zones, a club suite, an entertainment suite, a conference suite, and a bedroom equipped with an ensuite shower.
The seats on the Global 7500 and 8000 are pretty special. Bombardier has named it the “Nuage,” French for the cloud. Bombardier took seven years to design these seats and has applied ergonomic principles to ensure they are the most comfortable seats ever in a business jet.
The secret of the Nuage seat is in the way it reclines. When the seat reclines, the area the passenger sits on dips in the back, maximizing the contact between the seat and the passenger’s body. This downward movement also allows the cushions to hold the passenger’s body, which helps reduce the tension the muscles exert to hold the body up. Finally, the headrest tilts and moves up and down, allowing the passenger’s head to be comfortably cradled.
Seating height was another ergonomic problem that Bombardier had to solve. When the passenger’s feet aren’t in contact with the ground, there is pressure on the hamstrings and a reduction in circulation, which can cause discomfort and swelling in extreme cases.
You can’t adjust your body when your feet aren’t touching the floor. The challenge was designing a comfortable seat regardless of how tall the passenger was. Bombardier managed to solve this issue, but for significantly taller passengers, there is an option deeper seat pan. All the ergonomic features of the Nuage seats are available on the divan.
The seats are also customizable, with choices for headrests and armrest shapes, as well as material choices and stitching patterns. In addition, the seats are mounted on what Bombardier calls the “Floating Swivel,” which eliminates the need for traditional rails.
Bombardier Global 7500 and 8000 Maintenance Schedule
The Bombardier Global 7500 and 8000 have the same maintenance schedule.
Operators must conduct essential inspections every 850 hours, or 36 months, whichever comes first. Thorough C checks are to take place every 8,500 cycles or 12 years, with the aircraft having a useful life of 17,000 cycles before it’s inspected for a life extension maintenance check.
Bombardier Global 7500 and 8000 Price
The Global 7500 and 8000 are at the top end of the business jet market and aren’t cheap, which is by design. The planes are marketed towards high net-worth individuals, and they aren’t worried about pinching pennies at these prices. Instead, they want the best of the best. The performance and features of the Global 7500 and 8000 allow Bombardier to make them unapologetically expensive.
But no matter how good they are, Bombardier can’t price themselves out of the market. The Global 7500 starts at $75 million, while the Global 8000, which can fly 300 nm (557 km) more, will cost $3 million more and start at $78 million.
These prices are for the base aircraft with no add-ons, which is more than impressive. But these jets can and will be ridiculously customized, and the prices for these aircraft are limited only by the buyer’s bank account.
Bombardier Global 7500 and 8000 Operation Costs
When operating a business jet, there are two main categories fixed costs and variable costs. The estimated costs for this section are courtesy of Compare Private Planes.com.
The yearly cost of owning a Global 7500 or 8000 is $1,821,676.
Operators must pay fixed costs regardless of the utilization rate of the aircraft. They are static throughout the year and don’t change based on the number of hours flown. The estimated fixed cost per year for a Bombardier Global 7500 is $1,051,956.
The table below shows a rough estimate of the fixed costs for the Global 7500 and 8000.
|Fixed Cost||Annual Expenditure ($)|
The Global 7500 and 8000 need two pilots and two flight attendants to operate efficiently. Hiring a qualified and experienced crew will ensure a smooth and safe operation. But experience isn’t cheap, so the crew salary is the highest fixed cost.
The average cost for a crew of four per annum for these models is $628,956.
Crew Training Costs
A crew must undergo training throughout the year to maintain their type ratings and additional certifications when the aircraft isn’t flying. Tests such as IPCs (Instrument Proficiency Checks), currency checks, and medicals also have to be performed for the crew to be able to operate the aircraft.
If the crew has access to a simulator, then the cost of the training will reduce significantly, but if this is not an option, training will have to be done in the aircraft, increasing costs. For example, the estimated cost for crew training a year for the Bombardier Global 7500 is $100,000.
Customers don’t drop $75 to $78 million on an aircraft of this caliber to keep it parked on the ramp, allowing it to be assaulted by the elements. However, the hangars don’t come cheap, and the price fluctuates wildly. The price of a hangar depends on several factors.
The cost of a hangar increases the more space the aircraft takes up. In some instances, the MTOW of the aircraft also plays a part in determining the price. The most obvious factor is the airport’s location; a hangar in New York’s JFK International will cost significantly more than a hangar at a small airport in Arizona. Finally, the more services you have at your disposal, the higher the hangar cost.
The estimated average hangar cost for a Bombardier Global 7500 or 8000 is $135,000, which makes it the second-highest fixed cost.
Jet Management Costs
There are two routes available for managing a private jet’s operations. First, the owner could choose to have it self-managed, where the pilot in command will have to get everything to fly the aircraft, but using this option with aircraft this complex is rare.
A jet management service is necessary when owning a large business jet like a Global 7500 or 800y because too many elements go into operating the aircraft effectively. A jet management service will manage a large plane like its part of an airline.
One of the most critical tasks a jet management service will do for a customer is find a reputable and experienced crew, vet them and get them up to speed by providing any necessary training they might require to operate the aircraft. Finding a good crew is vital for the next step.
Jet management service will give the owners the best options for insurance and ensure that the operation is adequately covered by insurance. It will also help keep premiums low by applying a safety management system to the operation, hiring an experienced crew, and keeping the aircraft in optimum condition.
These services will schedule maintenance and ensure that the aircraft is compliant with all regulations, advisory circulars, service bulletins, and inspections to keep the plane airworthy and ready to fly at a moment’s notice.
Suppose the aircraft is being used for charter operations. In that case, a jet management service will also find customers, collect profits, and take care of the day-to-day management of the operation. The estimated average for a jet management service for an aircraft like the Global 7500 or 8000 is $78,000.
Insurance is a must-have for any aircraft. Two main types of insurance need to be considered.
The first is liability insurance, which is mandatory by law. It covers damages, injury, or loss to third parties, which can be passengers, persons on the ground, or cargo (including baggage), caused by the operation of the aircraft.
The second type is hull insurance. It covers damage to the plane and will payout to carry out repairs on the aircraft, and in cases where the aircraft is destroyed or cannot be repaired, a payout for the plane’s value. The value that insurance pays out depends on the amount that the insurance company values the plane for, which is often lower than the market cost.
While these are the two most common types, operators of business jets, especially ones used for charter operations, have additional coverages. Crew insurance is one of the most common, the coverage depends on the policy, but it often has accident coverage, loss of license coverage, travel insurance, and repatriation coverage.
The least used coverage is hull war insurance. It covers damage to the plane due to war, malicious damage, hijacking, industrial action, and more. It is used by operators that fly high-risk routes and over war zones.
The average insurance cost for a Bombardier Global 7500 is $45,000. The price can be lowered depending on how risky the operation is. If the crew is inexperienced and the routes they fly are high-risk, the premiums will be higher, and the opposite is true for low-risk operations.
Miscellaneous Fixed Costs
These are unexpected costs or costs that can’t be easily categorized but don’t fluctuate with the usage of the aircraft. For example, Compare Private Planes.com estimates that $65,000 should be put aside for miscellaneous fixed costs.
These costs are proportional to the number of hours flown. We assume the plane flies 200 hours per annum for this cost breakdown.
The total variable cost per annum is $769,720.
|Variable Cost||Annual Expenditure ($)|
|Crew, Airport, and Handling Fees||$45,800|
Fuel is the single most significant variable cost of any aircraft, and this is why engine and airplane manufacturers are obsessed with increased fuel economy. Unfortunately, it’s tough to accurately gauge fuel costs as the fuel burn depends on multiple conditions such as wind, pressure, temperature, and weight.
The price of a gallon of fuel also fluctuates depending on where it’s purchased. For example, a gallon of Jet-A1 in Europe will cost more than the same gallon in the US because of the ongoing war and energy crisis.
The estimated fuel burn for a Bombardier Global 7500 flying 200 hours per year will cost $403,920, bringing the hourly fuel cost to $2,019.
Maintenance and Engine Overhaul
The Bombardier Global 7500 and 8000 have to have airframe and engine checks every 850 hours or 36 months.
The yearly airframe maintenance cost of $45,000 is relatively low for an aircraft of this size. But the actual cost lies in the engine’s maintenance and inspections, which cost $210,000 a year. The total maintenance costs $255,000 annually, or $1,275 an hour.
Crew, Landing, and Handling Costs
Crew, landing, and handling fees are the most complex category to budget, as the costs depend on numerous factors, such as the route, the length of the stay, and the location.
Operators must pay the crew a stipend during overnights. In addition, their food and stay have to be organized. The longer the crew stays, the higher the expenses. The location of the stay also matters. The cost of living in England is higher than in Sri Lanka, which means flying to the former will incur higher charges.
Whenever the aircraft lands at an airport, it’s charged landing fees for airport maintenance and improvement. The fee increases for more popular airports and is set based on the size and weight of your aircraft. Handling fees are the same. The more popular the airport and the bigger the aircraft, the higher the fee.
The estimated total crew, landing, and handling costs are $80,000.
Miscellaneous Variable Costs
These are uncategorized or unexpected costs incurred over the year that fluctuate with the aircraft’s usage.
The estimated budget for this is $30,000.
Bombardier Global 7500 and 8000 Orders
When these aircraft were announced, the entire aviation industry was interested because Bombardier was creating something unique. When the plane first took flight in November 2016, Pundits estimated that Bombardier already had a backlog of 200 orders for the aircraft. But since the company doesn’t disclose sales numbers, it’s anyone’s guess.
Bombardier produced its 100th Global 7500 model in March 2022 and planned to ramp up deliveries. However, no Global 8000 models have been delivered, as the aircraft is slated for a 2025 release.
Bombardier Global 7500 and 8000 Variants
There are no variants of these models.
Bombardier Global 7500 and 8000 Competitors
The G800 is Gulfstream’s flagship long-range business jet and is why Bombardier had to redesign its long-range offering. It’s priced at $72.5 million and expected to enter service at the end of next year. In addition, the G800 boasts similar amenities and comfort.
The Gulfstream states that it can be configured to have four living zones. Still, that configuration is inferior to the setup in the Global 7500 and 8000 because of the abundance of space available. The G800’s cabin has a volume of only 2,138 ft³ (60.54 m³), which is 499 ft³ (14.13 m³) smaller than the Bombardier’s aircraft. Also, the G800 can only fly at a maximum speed of Mach 0.925 and only seat up to 15 people, which means it’s marginally slower and holds fewer people than the Global 7500 and 8000.
The G700 competes directly against the Global 7500 but is marginally lacking. This model costs $3 million more than the Global 7500 and is scheduled for release at the end of this year or early next year.
The G800 and Global 7500 are equally matched in pace, featuring a maximum speed of Mach 0.925, but the Global 7500 has a superior range, 200 nm (370 km) more than the G700’s 7,500 nm (13,890 km). However, this could increase as Gulfstream has a history of increasing their aircraft’s range after introduction.
Regarding occupancy and cabin space, the two are equally matched, offering four living zones and the capability to fly a maximum of 19 passengers and sleep a maximum of 13. But, again, the Bombardier edges out the Gulfstream in cabin space, with the former having a volume of 2,637 ft³ (74.67 m³) versus the latter’s 2,603 ft³ (73.71 m³).
Dassault Falcon 10X
The Dassault Falcon 10X is slated for release sometime in 2025 and will cost $75 million at launch.
When it’s launched, it will take the crown for the largest cabin, beating the competition in height, width, length, and volume. The Falcon 10X will feature a cabin volume of 2,780 ft³ (78.72 m³) versus the Global 7500’s 2,603 ft³ (73.71 m³). But it has the same maximum occupancy of 19 and can sleep 13 like the pair of Globals.
The Falcon 10X loses to the Global 8000 in both speed and range, with the former having a maximum speed of Mach 0.925 and a maximum range of 7,500 nm (13,890 km).
Frequently Asked Questions (FAQ):
Question: What is the Fastest the Global 7500 has Flown?
Answer: The Global 7500 reached a maximum speed of Mach 1.015, the second passenger aircraft to do so since the Concorde.
Question: How Much Thrust Does the Global 7500 Produce?
Answer: The two General Electric Passport engines on the Global 7500 produce 37,840 lbf (168.32 kN) of thrust.
Question: Why did Bombardier Choose not to go Supersonic?
Answer: Flying at supersonic speeds is a challenging task. The limiting factor is the formation of shock waves on the aircraft. These shock waves increase in size with the increase in speed and move further backward on the wings, which causes boundary layer separation, and possibly Mach tuck, buffeting, and even loss of control in severe cases.
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