Bombardier Global Express: Үлкен кабиналы бизнес-джеті

Large cabin business jet

The Bombardier Global Express is a large cabin, long range business jet designed and manufactured by Bombardier Aviation. Announced in October 1991, it first flew in October 1996, received its Canadian type certification in July 1998 and entered service in July 1999. Initially powered by two BMW/Rolls Royce BR710s, it shares its fuselage cross section with the Canadair Regional Jet and Challenger 600 with a new wing and tail. The shorter range Global 5000 is slightly smaller. The XRS is an improved version of the Global Express and the Global 6000 is an upgrade to the XRS that replaces the older avionics. The longer range Global 5500/6500 are powered by new Rolls Royce Pearl engines with lower fuel burn and were unveiled in May 2018. The larger and stretched Global 7500/8000 have longer ranges.

After acquiring Canadair along with its Challenger 600 business jet in 1986, Bombardier studied a longer range business aircraft in which it aimed to carry eight passengers and four crew over 12,000 km (6,500 nmi) at Mach 0.85. To meet this goal, a joint definition team was established at the company's Montreal facility in the early 1990s. By 1994, the team comprised 200 engineers, evenly divided between Canadair and various partners, including Japanese company Mitsubishi Heavy Industries and Anglo German engine manufacturer BMW Rolls Royce. These partners independently designed their own elements of the aircraft and shared a stake in the program. The choice of suppliers influenced the aircraft design, with its various systems being selected before the detailed design phase. The CATIA CAD (computer aided design) software was used for the kinematics, to feed finite element analysis software for structural design, and computational fluid dynamics software for aerodynamics, the latter being confirmed by wind tunnel testing.

In October 1991, the Global Express was unveiled at the National Business Aviation Association (NBAA) convention. In December 1993, the programme was launched. In June 1994, its high speed configuration was frozen while the low speed configuration was established in August 1994. By then, most critical design decisions were taken and almost all suppliers had been selected. By June 1995, the backlog was over 40 aircraft, sold out until 2000, leading to Bombardier to expand its early production plans. At launch, range was extended to to outdo rival Gulfstream. Bombardier guaranteed the empty weight and range to reply to Gulfstream criticism. Around 100 sales were needed to cover the development costs. In October 1995, the first prototype manufacture began. The first sections were expected in December at de Havilland's in Toronto, with final assembly to start in March 1996. By June 1996, the prototype was complete and conducting flight readiness reviews ahead of its roll out and first flight. On 13 October 1996, the first prototype performed its maiden flight from Toronto, one month later than planned, lasting for 2 hours 46 minutes and attaining 11,000 ft (3,350 m) and 210 kn (390 km/h). The flight test programme used four prototypes, accumulating 2,200 flight hours. The Bombardier Flight Test Center in Wichita, Kansas was extended by 9,100 m2 (100,000 ft2) for the test programme. In February 1997, the second prototype made its first flight and the third in May 1997. In late 1995, type certification was forecast for March 1998. The first 15 aircraft were to be delivered before January 1999. The Global Express entered service in July 1999.

Since 2023, the Global Express has been assembled at the Toronto Pearson International Airport in Mississauga, Ontario, and formerly at Downsview Airport in Toronto. Since 2012, Japanese aerospace firm Mitsubishi Heavy Industries has built the wing and centre fuselage sections at its Toronto facility located east of the airport on Northwest Drive, and formerly at 2025 Meadowvale Boulevard from 2007 to 2012. Bombardier subsidiaries involved are Canadair as the design leader and nose manufacturer; Short Brothers in Belfast for the engine nacelles design and manufacture, horizontal stabiliser and forward fuselage; and de Havilland Canada for the rear fuselage, vertical tail and final assembly. The landing gear is produced by Dowty, flight controls by Sextant Avionique, the fuel system by Parker Bertea Aerospace, the core avionics by Honeywell, the APU by AlliedSignal, the electrical system by Lucas Aerospace, and the air management system by ABG Semca. In May 2015, production was reduced because of lower demand, caused by slowing economy and geopolitics in Latin America, Russia and China markets. By October 2018, Bombardier had a backlog of 202 aircraft valued at C$14.1 billion ($11 billion), including 128 Global Express aircraft: 67 Global 5000/6000 and four Global 5500/6500. a service ceiling and a 14 hours endurance. The semi monocoque airframe is made of lightweight aluminum alloys and composite materials. It has a low wing, tricycle landing gear and fuselage mounted engines. The clean sheet design draws upon the earlier Canadair CL 600 and Bombardier CRJ. It was initially powered by two BMW Rolls Royce BR710 turbofans controlled by FADEC. Its cabin is 1.80 m shorter than the Global 6000 with a lower MTOW depending on service bulletins. It has a range at LRC (long range cruise). Its flexible wing and wing loading, the highest among its competitors, gives a comfortable ride in turbulence. It has improved acoustical insulation compared to its predecessor. In 2018, its unit cost was US$62.31 million. Competition from the Gulfstream G650ER pressured it to a $40 million value from $62 million in 2016.

In May 2018, Bombardier unveiled the Global 5500 and 6500. It was expected to enter service at the end of 2019. It has an optimized wing for a Mach 0.90 top speed, a revamped cabin inspired by the Global 7500 with its Nuage seat and updated Rolls Royce BR710 Pearl engines with up to 13% lower fuel burn for better operating costs. It has better hot and high performance and of additional range for , respectively. The engines have 9% more thrust. By October 2018, 70% of the flight testing hours were completed. The programme involved two flight test Global 6500s, as the 5500 is a simple shrink.<! By December, the flight test program was nearly three quarters complete. By May 2019, 90% of the flight testing was completed by two modified 6000s and one modified 5000. In September 2019, Bombardier announced the Transport Canada Type Certification of both models, before entry into service later in 2019 and FAA/EASA approval. Bombardier announced the Global 6500 entry into service on 1 October. EASA Type Certification of both models was announced in October 2019. Shortly after, the Global 5500 range was extended by to at Mach 0.85. FAA Type Certification of both variants was announced in December 2019. Bombardier announced the entry into service of the Global 5500 in June 2020. The first Global 5500 was delivered in July 2020, to " longtime Bombardier customer Unicorp National Developments, headquartered in Orlando, Florida." In 2023, the Global 5500 costs $47.4 million, while the Global 6500 costs $58 million.

Model Global 5000 Global 5500 Global 6000 Global 6500 Cockpit crew Two Passengers 16 16 17 17 Length 96 ft 10 in (29.5 m) 99 ft 5 in (30.3 m) Wing 94 ft (28.7 m) span, 1,021 sq ft (94.8 m2) area, AR Height 25 ft 6 in (7.8 m) Cabin length 40 ft 9 in (12.41 m) 43 ft 3 in (13.18 m) Cabin section 7 ft 11 in (2.41 m) max width, 6 ft 6 in (1.98 m) floor width, 6 ft 2 in (1.88 m) height Max. takeoff weight 92,500 lb (41,957 kg) 99,500 lb (45,132 kg) Operating empty weight 50,861 lb (23,070 kg) 52,230 lb (23,691 kg) Max. fuel 39,250 lb (17,804 kg) 45,050 lb (20,434 kg) Max. payload 7,139 lb (3,238 kg) 5,770 lb (2,617 kg) Engines BR700 710A2 20 BR700 710D5 21 BR700 710A2 20 BR700 710D5 21 Thrust 14,750 lbf (65.6 kN) 15,125 lbf (67.3 kN) 14,750 lbf (65.6 kN) 15,125 lbf (67.3 kN) Top speed Mach 0.89 Mach 0.90 Mach 0.89 Mach 0.90 Cruise Mach 0.88 (504 kn; 934 km/h; 580 mph) high speed,Mach 0.85 (487 kn; 902 km/h; 560 mph) typical Range Takeoff distance 5,540 ft (1,689 m) 5,490 ft (1,674 m) 6,476 ft (1,974 m) 6,370 ft (1,942 m) Landing distance 2,207 ft (673 m) 2,236 ft (682 m) Ceiling 51,000 ft (15,545 m) max., 41,000 ft (12,490 m) initial cruise at MTOW

As of 27 January 2020, six Global Express have been damaged beyond repair in hull loss incidents. Date Model Operator Location Fatalities Incident 11 November 2007 Global 5000 Jetport Inc. Canada, Nova Scotia, Fox Harbour Airport 0/10 Landed short of the runway, collided with embankments, landing gear collapsed, skidded across the runway on its belly and coming to rest in a field. 17 January 2015 Global 5000 Challenger Aero Corporation Metro Manila Philippines, Tacloban Airport 0/16 Severely damaged after exiting to the left of the runway at high speed. 16 April 2019 Global 5000 German Air Force Germany, Berlin Schönefeld Airport 0 Severely damaged in a forced landing after flight control problems due to improper maintenance. 27 January 2020 Northrop Grumman E 11A United States Air Force Afghanistan, Ghazni Province, Dih Yak District 2/2 2020 United States Air Force E 11A crash in a Taliban controlled area. After experiencing a failure of the left engine, the crew shut down the operable right engine leading to a dual engine out emergency. The crew announced to Kabul ATC that they had lost both engines and that they intended to proceed to Kandahar, which was well outside the E 11A glide capabilities. This intent suggests that the crew was confident of airstarting one or both engines. There is no DFDR data to definitively confirm whether an attempt to airstart the right engine was made. With the crew unable to get either engine airstarted, the aircraft was unable to glide the remaining distance to Kandahar. With few options remaining, the crew maneuvered the aircraft towards Forward Operating Base (FOB) Sharana, but did not have the altitude and airspeed to glide the remaining distance. The crew unsuccessfully attempted landing in a field approximately 21 NM short of FOB Sharana. Performance data indicates, and simulation confirms, that for approximately three to five minutes after the initial event, the crew could have glided to and landed at Bagram or Kabul airports, respectively.