Fans of Bombardier business jets are still cheering the first flight of the Global 7000 in early November—especially here in the Middle East. The newest Bombardier product is ideally suited to the region, with its expansive cabin and 7,400-nautical-mile range at Mach 0.85. Far from a simple crow hop, the maiden voyage of the type included a climb to 20,000 feet and the modest speed of 240 knots, as planned (top speed is expected to be Mach 0.925). Test pilots Ed Grabman and Jeff Karnes and flight test engineer Jason Nickel assessed basic system functionality and “flying qualities.”
The two-hour, 37-minute first flight signified that the program is back on track after a two-year hiatus caused, in part, by a combination of the global financial crisis and Bombardier’s focus on its C Series regional airliner program. Since the first flight, FTV1 (Flight Test Vehicle 1) has made at least a half dozen flights, including a repositioning mission from the factory in Canada to Bombardier’s test facility in Wichita, Kansas, where it will continue its flight test program. Certification is scheduled for 2018.
Gulf-area buyers have always had a penchant for long-range business jets. With its range, the Global 7000 can make the Dubai-to-New York trip nonstop, for example. The four-zone, 74.7-cubic-meter (2,637-cubic-foot) cabin is 20 percent larger than that of the current Global 6000, and cabin size is an important selling point in such a long-range aircraft. At a cost of around $73 million, the Global 7000 is Bombardier’s logical follow-on offering for travelers at the top end of the purpose-built business jet market. Its sibling, the up-and-coming Global 8000, will have longer range but at the expense of a somewhat less expansive cabin.
Large-cabin business jets have a good history for sales in the Middle East. With similar range, Gulfstream’s flagship G650ER, for example, has done well here, including its recent addition to the Qatar Executive fleet. The Global 7000’s cabin is the largest of any purpose-built business jet on the market, according to Bombardier (naturally this excludes airliner-based “bizliners” such as Boeing Business Jet and Airbus Corporate Jet types).
20 Years On
Besides drawing cheers from Bombardier employees and supporters, the first flight also represents a financially pragmatic touchstone. Industry analyst Rolland Vincent pointed out that program milestones such as first flight also trigger progressive cash payments from customers with aircraft on order, an infusion of funds that will be welcome in the financial wing of Bombardier’s headquarters.
While Bombardier (Stand A6) has undeniably lost some ground to Gulfstream with the delay, it reports that customers with orders on the books have remained loyal. Though it does not disclose order information, Bombardier says the Global 7000/8000 program has “contributed significantly” to its overall backlog, reported at $17 billion at mid-year. Vincent estimates that translates to approximately 200 of the Global 7000/8000 family—most of those being 7000s. “I’m sure [customers] are keeping the 8000 on their long-term radar, but the market has clearly spoken that cabin trumps range,” referring to the 8000’s longer range but smaller cabin.
The November first flight came just weeks after the 20th anniversary of the first flight of the original Bombardier Global Express—October 13, 1996. The significance was not lost on Michel Ouellette, senior vice-president of the Global 7000/8000 program, who called the anniversary “a huge milestone” in the pathway first carved out by the original Global Express. He added, “We’re walking into the next success with the Global 7000 and 8000.” Gulf region fans of Bombardier’s products are eager to taste the fruit of that success.
Test Program
Among the next steps for the Bombardier test-flight team is completing work on the Global 7000’s interior test rig, which simulates real-world flexing and bending conditions on the fuselage. With new data from the actual flying airframe, engineers can take the next steps toward ensuring interior installations will not only fit, but will be compatible with the natural shifting and bending that occurs in flight.
A second rig tests cabin systems integration, and as data flows in from the aircraft in the flight-test program, that rig can similarly help ensure all systems will operate properly in the final production configuration.
In all, the flight test program will include five aircraft. All remaining FTVs are in various stages of assembly, with the second, FTV2 nearing completion on the factory floor. It will be used primarily for engine tests—the GE Passport engine that powers the Global 7000 received certification last spring, and the two on FTV2 have been powered up. FTV3 is earmarked for avionics and electronics testing and has already passed the wing-mating and landing-gear installation milestones. Its cockpit is also installed and is close to ready to go. FTV4 will focus on interior applications and FTV5 is also well on its way down the production pipeline.
