Bombardier Global Express vs CASA C-212 Aviocar

FORCETALLY

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Bombardier Global Express — licensed reference photograph

ASupport aircraft

Bombardier Global Express

Business jet

Credit

P. Alejandro Diaz · CC BY-SA 2.5 · Resized · CC BY-SA 2.5 · Source ↗ · Modified

CASA C-212 Aviocar — licensed reference photograph

BSupport aircraft

CASA C-212 Aviocar

Medium STOL military transport aircraft

Credit

Alan Wilson from Stilton, Peterborough, Cambs, UK · CC BY-SA 2.0 · Resized · CC BY-SA 2.0 · Source ↗ · Modified

First system

Second system

At a glance

Side by side

Length comparisonOne shared metre scale

Bombardier Global ExpressLength

29.51 m

Length source ↗

CASA C-212 AviocarSeries 400 · Length

16.15 m

Length source ↗

Lengths retain their source configuration and measurement scope.

Measured figures

Head to head

19 of 43 rows sourced on both sides

29.51m

16.15mSeries 400 · Length

Length

All recorded figures & sources

29.51 m

Length

Single source

96 ft 10 in (29.51 m)^[source]

16.15 m

Series 400 · Length

Single source

Configuration

Details

Bombardier Global Express and CASA C-212 Aviocar configuration
Specification	Bombardier Global Express	CASA C-212 Aviocar
Thrust	14,750 lbf (65.6 kN)^[source]	—
Type	Business jet^[source]	Medium STOL military transport aircraft^[source]
National origin	Canada^[source]	—
Manufacturer	Bombardier Aviation^[source]	Construcciones Aeronáuticas SA EADS CASA Indonesian Aerospace^[source]
Status

Number built	816 (Oct 2018)^[source]	485 + >124 (IPTN/IAe)^[source]

Manufactured	1998–present^[source]	1971–2009 (Spain), 1976-present (Indonesia)^[source]

Introduction date	July 1999^[source]	May 1974^[source]

First flight	13 October 1996^[source]	26 March 1971^[source]

Developed from	Challenger 600 & CRJ-100/-200^[source]	—

Variants	Saab GlobalEye Raytheon Sentinel^[source]	—

Developed into	Global 7500/8000^[source]	Indonesian Aerospace N-219^[source]

Passengers	16^[source]	—

Wing geometry	94 ft (29 m) span, 1,021 ft 2 (94.9 m 2 ) area, 8.7 AR^[source]	—

Operating empty weight	50,861 lb (23,070 kg)^[source]	—

Powerplant	BR700-710A2-20^[source]	—

Role	large cabin, long-range business jet^[source]	turboprop -powered STOL medium cargo aircraft^[source]

Source measurement	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 .^[source]Bombardier Global Express · Design; only the objects and conditions stated in this passage 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	In July 2010, Airbus Military CEO Domingo Urena-Raso stated that the company could no longer afford to produce the C-212 in Europe. Production of the type at Airbus' Seville facility progressively slowed to only four aircraft in two years. In December 2012, the final Spanish-assembled C-212 was delivered to its customer, the Vietnam Coast Guard . By the time the line shut down, it had produced 477 aircraft for 92 operators.^[source]CASA C-212 Aviocar · Development; only the objects and conditions stated in this passage In July 2011, Airbus announced a strategic agreement to collaborate with Indonesian Aerospace /IAe (IPTN's successor) on the C-212. Under the agreement, Airbus undertook an 18-month first phase of support to IAe, after which it was to provide IAe increasing high-value industrial activity, including C-212 upgrades and production transference. In February 2013, their arrangement was formally extended to transfer production of the C-212 to Indonesia. For a time, IAe produced both the NC212-200 and -400 upgrade, which were equipped with new digital avionics , autopilot , and a redesigned cabin that could accommodate up to 28 passengers. In 2014, IAe stopped producing the -400 series to focus on the improved NC212i model.^[source]CASA C-212 Aviocar · Development / Indonesian production; only the objects and conditions stated in this passage The C-212 cabin has a maximum occupancy of 21 to 28 passengers. In a paratroop configuration, up to 24 paratroopers along with one jumpmaster can be accommodated on foldable sidewall seats, while in a mixed configuration, it can transport up to ten soldiers and a single vehicle. Since the C-212 does not have a pressurized fuselage , it is limited to relatively low-flight-level airline use (below 10,000 ft (3,000 m) MSL), and is thus suited for short legs and regional airline services.^[source]CASA C-212 Aviocar · Design; only the objects and conditions stated in this passage Original military production version. Also known as C-212-5 , C-212-5 series 100M , and by the Spanish Air Force as the T-12B and D-3A (for medevac aircraft), 129 built.

Source measurement

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 .^[source]Bombardier Global Express · Design; only the objects and conditions stated in this passage

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

In July 2010, Airbus Military CEO Domingo Urena-Raso stated that the company could no longer afford to produce the C-212 in Europe. Production of the type at Airbus' Seville facility progressively slowed to only four aircraft in two years. In December 2012, the final Spanish-assembled C-212 was delivered to its customer, the Vietnam Coast Guard . By the time the line shut down, it had produced 477 aircraft for 92 operators.^[source]CASA C-212 Aviocar · Development; only the objects and conditions stated in this passage

In July 2011, Airbus announced a strategic agreement to collaborate with Indonesian Aerospace /IAe (IPTN's successor) on the C-212. Under the agreement, Airbus undertook an 18-month first phase of support to IAe, after which it was to provide IAe increasing high-value industrial activity, including C-212 upgrades and production transference. In February 2013, their arrangement was formally extended to transfer production of the C-212 to Indonesia. For a time, IAe produced both the NC212-200 and -400 upgrade, which were equipped with new digital avionics , autopilot , and a redesigned cabin that could accommodate up to 28 passengers. In 2014, IAe stopped producing the -400 series to focus on the improved NC212i model.^[source]CASA C-212 Aviocar · Development / Indonesian production; only the objects and conditions stated in this passage

The C-212 cabin has a maximum occupancy of 21 to 28 passengers. In a paratroop configuration, up to 24 paratroopers along with one jumpmaster can be accommodated on foldable sidewall seats, while in a mixed configuration, it can transport up to ten soldiers and a single vehicle. Since the C-212 does not have a pressurized fuselage , it is limited to relatively low-flight-level airline use (below 10,000 ft (3,000 m) MSL), and is thus suited for short legs and regional airline services.^[source]CASA C-212 Aviocar · Design; only the objects and conditions stated in this passage

Original military production version. Also known as C-212-5 , C-212-5 series 100M , and by the Spanish Air Force as the T-12B and D-3A (for medevac aircraft), 129 built.

Origin reported by inventory	Canada Turkey^[source]Inventory Origin column; table 1, row 15, cell 2; revision 1372398204; retrieved 2026-10-02	—

Primary users	—	Indonesia (70) United States (37) Spain (26)^[source]

Capacity	—	26 passengers / 25 paratroops / 2,820 kg (6,217 lb) military payload / 2,700 kg (5,952 lb) cargo payload^[source]

Aspect ratio	—	10^[source]

Airfoil	—	NACA 65 3 -218^[source]

Fuel capacity	—	2,040 L (540 US gal; 450 imp gal) / 1,600 kg (3,527 lb) internal and 1,000 L (260 US gal; 220 imp gal) auxiliary fuel tanks in the cabin or 2x 750 L (200 US gal; 160 imp gal) auxiliary fuel tanks in the cabin and/or 2x 500 L (130 US gal; 110 imp gal) underwing auxiliary fuel tanks^[source]