FORCETALLY
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At a glance
Measured figures
Boeing 737-800 with CFM56-7B26 · Length
Single source129 ft 6 in (39.47 m)[source]
Configuration
| Specification | Boeing 737 Next Generation | Bombardier Global Express |
|---|---|---|
| Type | Narrow-body jet airliner[source] | Business jet[source] |
| National origin | United States[source] | Canada[source] |
| Manufacturer | Boeing Commercial Airplanes[source] | Bombardier Aviation[source] |
| Status | In service, military variants in production |
Length
96 ft 10 in (29.51 m)[source]
Boeing 737-800 with CFM56-7B26 · fuselage
Single source12 ft 4 in (3.76 m) (fuselage)[source]
Boeing 737-800 with CFM56-7B26 · Wing area
Single source1,341.2 sq ft (124.60 m 2 )[source]
Maximum payload
Single source7,139 lb (3,238 kg)[source]
Bars compare reported quantities only. A larger figure does not make a system better; configurations and test conditions differ.
In service[source] |
| Primary users | Southwest Airlines Ryanair United Airlines American Airlines[source] | — |
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| Number built | 7,123 as of June 2026[source] | 816 (Oct 2018)[source] |
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| Manufactured | 1996–2020 (civilian variants) 1996–present (military variants)[source] | 1998–present[source] |
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| Introduction date | December 17, 1997 with Southwest Airlines[source] | July 1999[source] |
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| First flight | February 9, 1997 ( 1997-02-09 )[source] | 13 October 1996[source] |
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| Developed from | Boeing 737 Classic[source] | Challenger 600 & CRJ-100/-200[source] |
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| Variants | Boeing Business Jet Boeing C-40 Clipper Boeing E-7 Wedgetail Boeing P-8 Poseidon Coulson 737 Fireliner[source] | Saab GlobalEye Raytheon Sentinel[source] |
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| Developed into | Boeing 737 MAX[source] | Global 7500/8000[source] |
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| Capacity | 160 passengers in two classes or 175 in one class, and 1,591 ft 3 (45.1 m 3 ) of cargo[source] | — |
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| Fuel capacity | 6,875 US gal (5,725 imp gal; 26,020 L)[source] | — |
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| Never exceed speed | 390 mph (630 km/h, 340 kn)[source] | — |
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| Takeoff distance | 7,598 ft (2,316 m)[source] | — |
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| Landing distance | 5,200 ft (1,600 m)[source] | — |
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| Source measurement | The 737NG is an upgrade of the 737 Classic (–300/–400/–500) series. Compared to the 737 Classic, it has a redesigned wing with a larger area, a wider wingspan, greater fuel capacity, higher maximum takeoff weight and longer range. It has CFM International CFM56-7 series engines, a glass cockpit , and upgraded and redesigned interior configurations. The series includes four variants, the –600/–700/–800/–900, seating between 108 and 215 passengers. The 737NG's primary competition is the Airbus A320 family .[source]Boeing 737 Next Generation · Lead; only the objects and conditions stated in this passage In July 2008, Boeing offered Messier-Bugatti-Dowty 's new carbon brakes for the Next-Gen 737s, which were intended to replace steel brakes and would reduce the weight of the brake package by 550–700 pounds (250–320 kg) depending on whether standard or high-capacity steel brakes were fitted. A weight reduction of 700 pounds (320 kg) on a 737-800 would result in a 0.5% reduction in fuel burn. Delta Air Lines received the first Next-Gen 737 model with this brake package, a 737-700, at the end of July 2008.[source]Boeing 737 Next Generation · Development / Enhancements; only the objects and conditions stated in this passage This short-field design package is an option on the 737-600, -700, and -800 and is standard equipment for the new 737-900ER. These enhanced short-runway versions could increase pay or fuel loads when operating on runways under 5,000 feet (1,500 m). Landing payloads were increased by up to 8,000 lb on the 737-800 and 737-900ER and up to 4,000 lb on the 737-600 and 737-700. Takeoff payloads were increased by up to 2,000 lb on the 737-800 and 737-900ER and up to 400 lb on the 737-600 and 737-700. The package includes:[source]Boeing 737 Next Generation · Development / Enhancements / Enhanced Short Runway Package; only the objects and conditions stated in this passage Increased flight-spoiler deflection from 30 to 60°, improving aerodynamic braking on landing.[source]Boeing 737 Next Generation · Development / Enhancements / Enhanced Short Runway Package; only the objects and conditions stated in this passage The CFM56-7BE engine began ground testing in September 2009, and began flight testing in early 2010 in Victorville, California. The first aircraft to receive the enhancement update is line number 3700, registered as B-5596, a 737-800, which later was delivered to China Southern Airlines .[source]Boeing 737 Next Generation · Development / Enhancements / Performance Improvement Package (PIP) / Stage II: Engine Enhancement Program; only the objects and conditions stated in this passage Boeing was to increase 737 production from 31.5 units per month in September 2010 to 35 in January 2012 and to 38 units per month in 2013. Production rate was 42 units per month in 2014, and was planned to reach rates of 47 units per month in 2017 and 52 units per month in 2018.[source]Boeing 737 Next Generation · Development / Production; only the objects and conditions stated in this passage In 2016, the monthly production rate was targeted to reach 57 units per month in 2019, even to the factory limit of 63 units later. A single airplane was then produced in the Boeing Renton Factory in 10 days, less than half what it was a few years before. The empty fuselage from Spirit AeroSystems in Wichita, Kansas , enters the plant on Day 1. Electrical wiring is installed on day 2 and hydraulic machinery on day 3. On day 4, the fuselage is crane-lifted and rotated 90°, wings are mated to the airplane in a six-hour process, along with landing gear , and the airplane is again rotated 90°. The final assembly process begins on Day 6 with the installation of airline seats , galleys , lavatories , overhead bins , etc. Engines are attached on day 8 and it rolls out of the factory for test flights on day 10.[source]Boeing 737 Next Generation · Development / Production; only the objects and conditions stated in this passage The wing was redesigned with a new, thinner airfoil section, and a greater chord and increased wingspan (by 16 ft [4.9 m]) increased the wing area by 25%, which also increased total fuel capacity by 30%. New quieter and more fuel-efficient CFM56-7B engines are used. Higher maximum takeoff weights are offered. The 737NG includes redesigned vertical stabilizers, and winglets are available on most models.[source]Boeing 737 Next Generation · Design; only the objects and conditions stated in this passage The 737NG encompasses the -600, -700, -800, and -900 with improved performance and commonality retained from previous 737 models. The wing, engine, and fuel-capacity improvements combined increase the 737's range by 900 nautical miles [nmi] (1,700 km; 1,000 mi) to over 3,000 nmi (5,600 km; 3,500 mi), permitting transcontinental service.[source]Boeing 737 Next Generation · Design; only the objects and conditions stated in this passage The 737-600 was launched by SAS in March 1995, with the first aircraft delivered in September 1998. A total of 69 have been produced, with the last aircraft delivered to WestJet in 2006. Boeing displayed the 737-600 in its price list until August 2012. The 737-600 replaces the 737-500 and is similar to the Airbus A318 . Winglets were not an option. WestJet was to launch the -600 with winglets, but dropped them in 2006.[source]Boeing 737 Next Generation · Variants / 737-600; only the objects and conditions stated in this passage In November 1993, Southwest Airlines launched the Next-Generation program with an order for 63 737-700s and took delivery of the first one in December 1997. It replaced the 737-300, typically seating 126 passengers in two classes to 149 in all-economy configuration, similar to the Airbus A319 .[source]Boeing 737 Next Generation · Variants / 737-700; only the objects and conditions stated in this passage In long-range cruise, it burns 4,440 lb (2,010 kg) per hour at Mach 0.785 (518 mph; 450 kn; 834 km/h) and FL410, increasing to 4,620–4,752 lb (2,096–2,155 kg) at Mach 0.80 – Mach 0.82 (528–541 mph; 459–470 kn; 850–871 km/h). As of July 2018, all -700 series on order, 1,128 -700, 120 -700 BBJ, 20 -700C, and 14 -700W aircraft, have been delivered. By June 2018, around 1000 were in service: half of them with Southwest Airlines, followed by WestJet with 56 and United Airlines with 39. The value of a new -700 stayed around $35 million from 2008 to 2018. A 2003 aircraft was valued for $15.5 million in 2016 and $12 million in 2018 and will be scrapped for $6 million by 2023.[source]Boeing 737 Next Generation · Variants / 737-700; only the objects and conditions stated in this passage Boeing launched the 737-700ER (Extended Range) on January 31, 2006, with All Nippon Airways as the launch customer. Inspired by the Boeing Business Jet , it features the fuselage of the 737-700 and the wings and landing gear of the 737-800. When outfitted with nine auxiliary fuel tanks, it can hold 10,707 US gallons (40,530 L; 8,915 imp gal) of fuel with a 171,000-pound (78,000 kg) maximum takeoff weight, but with a cargo payload capacity significantly decreased from 966 to 165 ft 3 (27.4 to 4.7 m 3 ), trading payload for increased range of 5,775 nmi (10,695 km; 6,646 mi). The first was delivered on February 16, 2007, to ANA with 24 business-class and 24 premium-economy seats only. A 737-700 can typically accommodate 126 passengers in two classes. It is similar to the Airbus A319LR .[source]Boeing 737 Next Generation · Variants / 737-700 / 737-700ER; only the objects and conditions stated in this passage The Boeing 737-800 is a stretched version of the 737-700. It replaced the 737-400 and competes primarily with the Airbus A320 . The 737-800 seats 162 passengers in a two-class layout or 189 passengers in a one-class layout. The 737-800 was launched on September 5, 1994. Launch customer Hapag-Lloyd Flug received the first one in April 1998.[source]Boeing 737 Next Generation · Variants / 737-800; only the objects and conditions stated in this passage Modifications to the 737-800 airframe include installing a large cargo door, a cargo-handling system, and additional accommodations for nonflying crew or passengers. The aircraft is designed to fly up to 1,995 nmi (3,695 km; 2,296 mi) at a MTOW of 174,100 lb (79,000 kg).[source]Boeing 737 Next Generation · Variants / 737-800 / 737-800BCF; only the objects and conditions stated in this passage In 2015, Boeing launched the 737-800SF passenger to freighter conversion program with Aeronautical Engineers Inc (AEI). The conversion can be completed by AEI or third parties such as HAECO . GECAS was the initial customer. It has a 52,800-pound (23,900 kg) payload capacity, and a range of 2,000 nautical miles (3,700 km; 2,300 mi). It received its supplemental type certificate from the FAA in early 2019. In March 2019, the first AEI converted aircraft was delivered to Ethiopian Airlines on lease from GECAS. The Civil Aviation Administration of China cleared it in January 2020. Aircraft lessor Macquarie AirFinance ordered four 737-800SFs in March 2021.[source]Boeing 737 Next Generation · Variants / 737-800 / 737-800SF; only the objects and conditions stated in this passage Boeing later introduced the 737-900, an even longer variant stretched to 138 ft 2 in (42.11 m). Because the −900 retains the same exit configuration of the -800, seating capacity is limited to 189, although aircraft equipped with a typical two-class layout was to seat about 177. The 737-900 also retains the maximum takeoff weight and fuel capacity of the −800, trading range for payload. Alaska Airlines launched the 737-900 in November 1997, and the model first flew on August 3, 2000. Alaska Airlines accepted the first delivery on May 15, 2001. The type proved unpopular, with only 52 delivered, before being replaced by the improved 737-900ER.[source]Boeing 737 Next Generation · Variants / 737-900; only the objects and conditions stated in this passage Up to two auxiliary fuel tanks in the cargo hold and standard winglets improved the range of the stretched jet to that of other 737NG variants, while an additional pair of exit doors and a flat rear pressure bulkhead increased maximum seating capacity to 220 passengers. Airlines may deactivate (plug) the additional exit doors if the total configured capacity of the plane is 189 passengers or fewer.[source]Boeing 737 Next Generation · Variants / 737-900 / 737-900ER; only the objects and conditions stated in this passage On October 11, 1999, Boeing launched the BBJ2. Based on the 737-800, it is 19 ft 2 in (5.84 m) longer than the BBJ1, with 25% more cabin space and twice the baggage space, but with slightly reduced range. It is also fitted with auxiliary fuel tanks in the cargo hold and winglets. The first BBJ2 was delivered on February 28, 2001. A total of 23 BBJ2s was delivered to customers.[source]Boeing 737 Next Generation · Variants / Boeing Business Jet; only the objects and conditions stated in this passage The BBJ3 aircraft is based on the 737-900ER aircraft. The BBJ3 is approximately 16 feet (4.9 m) longer than the BBJ2 and has a slightly shorter range. Seven BBJ3s were delivered to customers.[source]Boeing 737 Next Generation · Variants / Boeing Business Jet; only the objects and conditions stated in this passage ^ 110 passengers[source]Boeing 737 Next Generation · Variants / Comparison of variants; only the objects and conditions stated in this passage ^ 126 passengers[source]Boeing 737 Next Generation · Variants / Comparison of variants; only the objects and conditions stated in this passage ^ 162 passengers[source]Boeing 737 Next Generation · Variants / Comparison of variants; only the objects and conditions stated in this passage ^ 178 passengers[source]Boeing 737 Next Generation · Variants / Comparison of variants; only the objects and conditions stated in this passage Capacity: 160 passengers in two classes or 175 in one class, and 1,591 ft 3 (45.1 m 3 ) of cargo[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage Length: 129 ft 6 in (39.47 m)[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage Wingspan: 117 ft 5 in (35.79 m) with winglets, 112 ft 7 in (34.32 m) without winglets[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage Width: 12 ft 4 in (3.76 m) (fuselage)[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage Wing area: 1,341.2 sq ft (124.60 m 2 )[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage Empty weight: 91,300 lb (41,413 kg)[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage Max takeoff weight: 174,200 lb (79,016 kg)[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage Powerplant: 2 × CFM International CFM56-7B26 turbofan engine, 26,300 lbf (117 kN) thrust each[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage Cruise speed: 520 mph (837 km/h, 452 kn) at 39,000 ft (12,000 m) (long-range cruise)[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage Never exceed speed : 390 mph (630 km/h, 340 kn)[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage Range: 3,368 mi (5,421 km, 2,927 nmi)[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage Service ceiling: 41,000 ft (12,000 m)[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage Takeoff distance: 7,598 ft (2,316 m)[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage Landing distance: 5,200 ft (1,600 m)[source]Boeing 737 Next Generation · Specifications (Boeing 737-800 with CFM56-7B26); only the objects and conditions stated in this passage | 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 .[source]Bombardier Global Express · Development / Project definition; only the objects and conditions stated in this passage 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 12,000 km (6,500 nmi; 7,500 mi) 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.[source]Bombardier Global Express · Development / Launch and flight testing; only the objects and conditions stated in this passage 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 (3,400 m) and 210 kn (240 mph; 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 m 2 (98,000 ft 2 ) for the test programme. In February 1997, the second prototype made its first flight and the third in May 1997.[source]Bombardier Global Express · Development / Launch and flight testing; only the objects and conditions stated in this passage The Global Express is a high speed business/corporate aircraft with a range of 6,500 nmi (7,500 mi; 12,000 km) at Mach 0.80 (528 mph; 459 kn; 850 km/h), a 51,000 ft (16,000 m) service ceiling and a 14-hour 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 . |
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| Passengers | — | 16[source] |
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| Wing geometry | — | 94 ft (29 m) span, 1,021 ft 2 (94.9 m 2 ) area, 8.7 AR[source] |
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| Operating empty weight | — | 50,861 lb (23,070 kg)[source] |
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| Powerplant | — | BR700-710A2-20[source] |
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| Role | — | large cabin, long-range business jet[source] |
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| Origin reported by inventory | — | Canada Turkey[source]Inventory Origin column; table 1, row 15, cell 2; revision 1372398204; retrieved 2026-10-02 |
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The clean-sheet design draws upon the earlier Canadair CL-600 and Bombardier CRJ . It shares its fuselage cross-section with these aircraft, paired with a new T-tail and wing. The latter is a supercritical airfoil with a 35° wing sweep and winglets . This flexible wing naturally attenuates turbulence . It was initially powered by two BMW- Rolls-Royce BR710 turbofans controlled by FADEC . The flightdeck features a six screen Honeywell Primus 2000XP EFIS suite.[source]Bombardier Global Express · Design; only the objects and conditions stated in this passage
The Global Express was the business jet with the largest cabin, until being surpassed by the later Gulfstream G650 . It can accommodate 12 to 16 passengers in three cabin sections: mostly a forward four-chair club section, a central four-seat conference grouping and an aft three-place divan facing two chairs. Most have a forward galley , crew rest chair and crew lavatory. The 10.3-psi cabin pressurization maintains a 4,500-ft. cabin altitude up to FL 450 and 5,680 ft. at the FL 510 ceiling. The cabin has an unobstructed length of 14.6 m (48 ft) while the floor is dropped by 51 mm (2.0 in) from the Challenger to increase width at shoulder level, while the windows have been repositioned and enlarged by 25%.[source]Bombardier Global Express · Design; only the objects and conditions stated in this passage
The Global 5000 was announced in October 2001. It was launched in February 2002, with letters of intent for 15 aircraft with a 87,700 lb (39,800 kg) MTOW , and a 4,800 nmi (5,500 mi; 8,900 km) range at Mach 0.85. The first aircraft flew on 7 March 2003. It was introduced in April 2005. There were 224 in service in 2018. In April 2008, Bombardier lifted its MTOW to 92,500 lb (42,000 kg) to increase its Mach 0.85 range to 5,200 nmi (6,000 mi; 9,600 km).[source]Bombardier Global Express · Variants / Global 5000; only the objects and conditions stated in this passage
Its cabin is 5.9 ft (1.8 m) shorter than the Global 6000 with a 5,800–7,000 lb (2,600–3,200 kg) lower MTOW depending on service bulletins . It has a 5,000–5,400 nmi (5,800–6,200 mi; 9,300–10,000 km) range at LRC . The spec basic operating weight is 50,350 lb (22,840 kg) but are actually closer to 51,600 lb (23,400 kg). Early models kept the Honeywell Primus 2000XP avionics, updated with the Bombardier Vision flight deck based on the Rockwell Collins Pro Line Fusion avionics since 2012.[source]Bombardier Global Express · Variants / Global 5000; only the objects and conditions stated in this passage
It can carry between 8 and 19 passengers. The new seat converts to a full berth. There is an optional private room aft and the galley has room to prepare 16 five-course meals. It was priced at $40M in 2008. It has forward and aft lavatories. The crew rest area was removed, but could be restored. The tail fuel tank was removed and fuel is limited in the wings. Some avionics are rearranged to gain usable cabin length. The interior completions allowance is 3,200 kg.[source]Bombardier Global Express · Variants / Global 5000; only the objects and conditions stated in this passage
In 2018, its unit cost was US$50.44 million. At high-speed cruise, it burns 5,000 lb (2,300 kg) of fuel in the first hour, then 4,000 lb (1,800 kg) the second hour and 3,000 lb (1,400 kg) for the third hour. In 2018, Early models with Honeywell avionics were sold for $10–20 million, while post-2012 aircraft with the modern Cockpit can fetch $22–36 million. A major inspection every 180 months cost $800,000-1.2 million. Two 8,000h engine overhauls can cost $4 million. The cheaper and more efficient Gulfstream G450 or Falcon 900 LX are slower, have less range and smaller cabins.[source]Bombardier Global Express · Variants / Global 5000; only the objects and conditions stated in this passage
The improved Global Express XRS was announced on 6 October 2003 during the NBAA Convention at Orlando, Florida. It replaced the original Global Express and provides greater range at high speed, cabin upgrades, improved takeoff performance, fast fueling capability and the Bombardier Enhanced Vision System (BEVS) as standard equipment. A new forward fuel tank in the wing/body fairing increases the usable fuel capacity by up to 1,486 lbs, allowing it to fly 6,500 nm at Mach 0.82, 6,150 nm at Mach 0.85 or 5,450 nm at Mach 0.87. It provides improved pressurization with a 4,500 ft cabin altitude at 45,000 ft and a 5,700 ft cabin altitude at 51,000 ft; a 25% improvement on the previous Global cabin.[source]Bombardier Global Express · Variants / Global Express XRS; only the objects and conditions stated in this passage
On long trips, its fuel burn is 5,000 lb (2.3 t) in the first hour, 4,000 lb (1.8 t) in the second hour, 3,000 lb (1.4 t) in the third hour and 2,500 lb (1.1 t) for every subsequent hour. A Checks are scheduled every 750 hours, and for C Checks every 30 months. Engine reserves amount to $260 per hour. Over 315 were delivered by March 2019. Its competitors include the 6,200 nmi (7,100 mi; 11,500 km) Dassault Falcon 8X , the 6,500 nmi (7,500 mi; 12,000 km) Gulfstream G600 or even the 6,900 nmi (7,900 mi; 12,800 km) G650 .[source]Bombardier Global Express · Variants / Global 6000; only the objects and conditions stated in this passage
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 500 and 600 nmi (580 and 690 mi; 930 and 1,110 km) of additional range for 5,700 and 6,600 nmi (6,600 and 7,600 mi; 10,600 and 12,200 km), respectively. The engines have 9% more thrust.[source]Bombardier Global Express · Variants / Global 5500/6500; only the objects and conditions stated in this passage
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 0.8 m (2 ft 7 in) shrink. The redesigned wings are built by Mitsubishi Heavy Industries . 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.[source]Bombardier Global Express · Variants / Global 5500/6500; only the objects and conditions stated in this passage
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 200 nmi (230 mi; 370 km) to 5,900 nmi (6,800 mi; 10,900 km) at Mach 0.85.[source]Bombardier Global Express · Variants / Global 5500/6500; only the objects and conditions stated in this passage
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."[source]Bombardier Global Express · Variants / Global 5500/6500; only the objects and conditions stated in this passage
Most operators fly 450 to 600 hours per year. Fleet operators frequently fly more than 100 hours per month. By February 2015, over 600 aircraft accumulated more than 1.5 million flight hours and 570,000 cycles. In May 2018, 20 years after the type's introduction, more than 750 Globals were in service.[source]Bombardier Global Express · Operators; only the objects and conditions stated in this passage
A dozen 6000s are registered in the Isle of Man for anonymity, a few are registered in the Cayman Islands . Four are registered in Austria, three in Switzerland, two in France and Denmark, and one each in Finland, Germany, Ireland and Turkey. Three are registered in China, one in Malaysia and one in Hong Kong. Two are based in São Paulo, two are in South Africa and one is in India.[source]Bombardier Global Express · Operators; only the objects and conditions stated in this passage
US Air Force 7 Global 6000 in service + 4 on order, known as E-11A, used as command and control / battlefield airborne communication node[source]Bombardier Global Express · Operators / Military / Military mission; only the objects and conditions stated in this passage